sixstanger00
Member
Hey guys, I'm new to the forum, so I figured I would start by posting a breakdown of my car.
I have a 2000 V6 Mustang with a 5-speed tranny, and after slowly modding it for the past four years, I have recently decided to build the car for road course racing such as SCCA events rather than traditional drag racing, which seems to be the norm for Mustang owners. The fact is, the Mustang was originally designed with road course racing in mind, not straightline. Specifically the Cobra R, which came with independent rear suspension. Some R owners replace the IR suspension with straight axles out of a GT so better suit drag racing. A friend of mine calls this "nonsense customs," and I don't quite get it myself. Why would you buy a car specifically designed for cornering and then build it to go in a straight line? Oh well enough about that. On with the motley...
Before the V8 guys jump on me for owning a V6, let me say that it was my choice to buy a V6 rather than a V8, mainly because GTs are a dime a dozen where I live, and well-performing V6s are unheard of, mainly because no one has the patience to build one capable of holding their on at a track. Believe me they can. The 3.8 liter is easily capable 650+ hp to the rear wheels. I don't plan on going that extreme with my HP, since any road course racer knows that more power isn't always the winning ingredient in that kind of competition. Since the SN95's stock suspension leaves a lot to be desired, alot of my focus has been on making the car handle better.
I have just recently got the power output about where I want it via a Delta Force Tuning Sniper tune. The main issue now is getting rid of Ford's el cheapo 7.5" rear axle with 3.27s and NO LSD. To remedy this, my next investment will be the axle assembly out of a GT, which will not only provide a 3.73 gear ratio, strengthened axles, an 8.8" rear end, positive traction, and axle dampers, but will drastically improve the meek little 6's acceleration and handling.
To date, in addition to the custom tune, I've installed an ebay cold air intake from Bomz Racing, MAC Long tube headers with a custom shorty Y-pipe, an axle-back canister exhaust, Accel Super Coil pack, Taylor Thundervolt 8.2 plug wires, NGK Iridium IX spark plugs, F1 Racing Stage II clutch, adjustable coilover suspension lowered 4", UPR adjustable caster/camber plates, and 18" FR500s 9.5" in front and 10" in the rear. I haven't had the car dynoed, but starting with 190 to the crank from Ford, I've estimated that it's probably up to 250 now. It doesn't sound like much to the muscle car owners, but as I said, power isn't everything in a corner. I'm shooting for the 300 mark, and from there focus mainly on swapping over to a full UPR setup including K-member, tubular control arms, coilovers with Tokico HP struts & shocks and Eibach springs, tubular rear upper/lower control arms, BBK strut tower brace and a Kenny Brown shock tower brace.
For the past three years, I've entered the car at Scrapin the Coast in Biloxi, MS.
That's about it for now. If you have any questions or comments, let me know
I have a 2000 V6 Mustang with a 5-speed tranny, and after slowly modding it for the past four years, I have recently decided to build the car for road course racing such as SCCA events rather than traditional drag racing, which seems to be the norm for Mustang owners. The fact is, the Mustang was originally designed with road course racing in mind, not straightline. Specifically the Cobra R, which came with independent rear suspension. Some R owners replace the IR suspension with straight axles out of a GT so better suit drag racing. A friend of mine calls this "nonsense customs," and I don't quite get it myself. Why would you buy a car specifically designed for cornering and then build it to go in a straight line? Oh well enough about that. On with the motley...
Before the V8 guys jump on me for owning a V6, let me say that it was my choice to buy a V6 rather than a V8, mainly because GTs are a dime a dozen where I live, and well-performing V6s are unheard of, mainly because no one has the patience to build one capable of holding their on at a track. Believe me they can. The 3.8 liter is easily capable 650+ hp to the rear wheels. I don't plan on going that extreme with my HP, since any road course racer knows that more power isn't always the winning ingredient in that kind of competition. Since the SN95's stock suspension leaves a lot to be desired, alot of my focus has been on making the car handle better.
I have just recently got the power output about where I want it via a Delta Force Tuning Sniper tune. The main issue now is getting rid of Ford's el cheapo 7.5" rear axle with 3.27s and NO LSD. To remedy this, my next investment will be the axle assembly out of a GT, which will not only provide a 3.73 gear ratio, strengthened axles, an 8.8" rear end, positive traction, and axle dampers, but will drastically improve the meek little 6's acceleration and handling.
To date, in addition to the custom tune, I've installed an ebay cold air intake from Bomz Racing, MAC Long tube headers with a custom shorty Y-pipe, an axle-back canister exhaust, Accel Super Coil pack, Taylor Thundervolt 8.2 plug wires, NGK Iridium IX spark plugs, F1 Racing Stage II clutch, adjustable coilover suspension lowered 4", UPR adjustable caster/camber plates, and 18" FR500s 9.5" in front and 10" in the rear. I haven't had the car dynoed, but starting with 190 to the crank from Ford, I've estimated that it's probably up to 250 now. It doesn't sound like much to the muscle car owners, but as I said, power isn't everything in a corner. I'm shooting for the 300 mark, and from there focus mainly on swapping over to a full UPR setup including K-member, tubular control arms, coilovers with Tokico HP struts & shocks and Eibach springs, tubular rear upper/lower control arms, BBK strut tower brace and a Kenny Brown shock tower brace.
For the past three years, I've entered the car at Scrapin the Coast in Biloxi, MS.
That's about it for now. If you have any questions or comments, let me know
