[preston]

Chassis:
-GT/TransAm inspired aluminum honeycomb reinforced space frame with integrated roll cage and front and rear crush structures.
- Total bare chassis weight 420 lbs (compare to Corvette C5 at 450+ with no floor, suspension crossmembers, or roll cage)
-Removable front tray (in less than 30 minutes the complete front end including intercoolers, radiator, plumbing, wiring, and headlights unbolts from the main chassis).
-Goal was low Center of Gravity (CG):
15” engine setback from “stock”, 10” driver setback.
Turbos are behind front axle centerline.
Fuel tanks in front of rear axle centerline.
Exhaust is routed through rockers so that the floor and therefore driver and therefore car body could be mounted as low as possible
Suspension:
-GT/TransAm inspired dual A-arm front suspension using heavy duty but lightweight aluminum stock car hubs and custom uprights. Design goals were low roll center, long control arms for low scrub and stable roll center, low (3/4”) scrub radius, low side scrub, combined with high caster and high caster gain for dynamic camber gain increases during steering to allow for mild camber gain in straight line bounce.
-Interchangeable front sway bar, Afco double adjustable coil over shocks.
-Custom Woodward steering rack with electric power assist
-360 degree articulating polyurethane “Jonny joints” for the best compromise of ride comfort and suspension accuracy. Coil overs have also been poly bushed on one end. All bushings could be converted to heim joints.
-Full floating live axle with ½ degree camber.
-Adjustable three link suspension with very long (30”) links.
-Underslung Watts link for low roll center.
-Adjustable rear sway bar.
-Bilstein double adjustable coil over shocks (one end poly bushed).
-Rear bushings are a combination of rubber stock car race bushings, Jonny joints, and heim joints.
-CCW 3 piece aluminum wheels (2 sets)
Street
18*11 285/35/18
18*13 335/30/18
Track
18*12 315/30/18
18*13 335/30/18


Brakes:
Not your typical big brake package out of a catalog!
- PFC Professional Sports Car Endurance racing 4 piston nickel plated calipers, purchased from a Ferrari Challenge team spares package. I have a Hoerr catalog from 2000 where these calipers were being sold for $3k apiece.
- 4” brake ducting with spindle ducts.
-15”/14” fully floating Coleman rotors with Brembo/McLaren anti-rattle clips. Bolt on aluminum mounting rings (not slip on hats).
-Hydraulic booster with custom dual master cylinder balance bar racing setup.
-Hydraulic shutoff valve parking brake
Engine:
Twin Turbo all aluminum dry sumped 427” Ford Small Block, built Spring 2011 by C&D Machine Kirkland WA
Dart aluminum block, 4.125” bore and 4” stroke
Eagle forged crank and H-beam rods with ARP bolts
AFR 225 heads with upgraded valvetrain and stud girdle (New Spring 2011)
Mild Cam Motion hydraulic roller cam, idles at 19” vacuum at 900 rpms. (230/224 .59 lift with 1.7 rockers)
3 stage dry sump with trunk mounted tank (pump rebuilt Fall 2010)
Custom Wilson intake manifold with front mounted 90mm throttle body
Twin Precision Turbo GT35 with 0.68 A/R with twin intercoolers fully ducted (never seen IAT’s over 110). Dual Tial 44mm wastegates. Insulation blankets
Tubular turbo manifolds, Swain ceramic coated
MegaSquirt 3 Electronic Fuel Injection – includes on board data logging,boost control, self tuning wide band O2, PWM and digital outputs, CAN bus, and all other features of modern EFI. USB port in cockpit.
Fully sequential Injector Dynamics 1000cc injectors
Coil on plug ignition with 36-1 crank trigger (LS Truck coils)
Vapor recovery system
620 rwhp @ 7 psi on pump gas on a load bearing “Mustang” brand dyno. A couple of keystrokes to the boost control would net 850rwhp very easily.
The hydraulic roller cam is very mild, with a larger cam or going to a solid roller the sky’s the limit.
There is also plenty of room for bigger turbos.
Frankly, I still find 600whp to be plenty.
Fuel System
Twin saddle tanks in front of rear axle for weight distribution and safety. Uses Corvette siphon pump to transfer fuel to pump side reservoir (passenger). Pump tank has trap door sump, both tanks stuffed with fuel cell foam.
Dual Bosch 044 pumps, 2nd pump triggered from ECU. Should support 1000+ flyhweel hp.
Aeromotive regulator and filters.
Exhaust:
Full v-banded 304 stainless steel 3” exhaust system all the way to the rear bumper.
Down pipes and headers Swain ceramic coated.
Drivetrain:
Centerforce DYAD dual disc clutch rated to 1200 hp (new), hydraulic throw out bearing
Quicktime reduction gear starter
Quicktime scattershield/bellhousing
Rockland Standard Gear “Son of Tranzilla” T56 Magnum transmission.
Aluminum driveshaft (new 1350 u-joints Summer 2011)
3.5 ring and pinion, Detroit Tru-Trac differential, 31 spline (fresh rebuild Winter 2016)
Transmission and differential coolers and electric pumps
Moser Aluminum pumpkin

Racelogic adjustable traction control system using custom 40 tooth trigger wheels. This system works really really well, very happy with it.

Aero:
Flat bottom floor with removable undertrays from front splitter to rear diffuser
Rear diffuser at a mild 7 degree angle so its actually functional, not cosmetic
Front splitter mounting system such that race splitter of large size can be accomodated.
90% of the air going through the grille will be routed right back through the hood duct including all radiator outlet air to reduce drag and increase downforce.
Interior (looked nice at one time but needs a refresh)
Fully dynamatted
Lightweight German short weave cut loop carpet
Cup holder, storage trays, glovebox
Heater/defrost with fresh air supply
Variable wipers
Cruise Control (works excellent)
Excellent heel/toe throttle/brake setup
Kirkey deluxe road racing seats
Removable steering wheel
Standard 3 point retracting seatbelts as well as 5 point harnesses
Nu-relics Power Windows
Full suite of gauges including wideband O2 display and trans/diff temperature
Warning lights – Oil pressure, temp, water temp, overboost, A/F ratio, 2nd fuel pump
SFI padding on roll cage
Excellent helmet clearance
Miscellaneous:
10 lb fire system
Custom alum radiator and Lincoln Mark VIII fan with PWM fan speed control (car has never overheated (210 degrees) street or track).
Setrab water/oil cooler
200 amp alternator
Cockpit switch for high boost (pre-mapped)
3 gallon water/meth injection tank in trunk ready to be plumbed.
Body:
Widened 2” each side thruogh the character line, 74” tread width
Custom flares, all steel
1968 Shelby inspired styling
Front noise piece, rocker panels front and rear valence handbuilt from aluminum
Rear tail caps hand built from steel
Hood scratch build from aluminum
Fiberglass front bumper
Despite the Shelby theme I chose to stay with the classic triple tail lights as I’ve never liked the Shelby style.
Maier FG trunklid and rear bumper (widened)
All factory glass with factory seals.
Basic bodywork complete
4.5” ride height with nothing hanging below the ground plane
3300 lbs

If I sold it I would have the bodywork on the rear end touched up where I kissed a fence post and finish off the roof. The gaps are all great, all the main bodywork is done, it might not be SEMA quality but is very presentable.

The car actually drives very nice, easy powerful brakes, good clutch feel, good turning radius, a bit loud inside but eh its a hot rod.

ON the negative side, I am 5'11" with longer legs and torso and it fits me perfect, however there is no room to move the seat back or put in a cushy padded style OEM seat. There is a lot of head room though, the seat could move up but not back. Also this is a 15" Kirkey seat, a 16" would fit but probably not a lot wider, although other seats without big side bolsters would fit.