OK -let’s address the elephant in the room…and no it’s not the obligatory “Look out!” to the spectators….No it’s:
“How is a 2015 Mustang GT in Classic American Muscle?”
Great question! The answer lies in a subcategory of a new SCCA subclass within the parent of Classic American Muscle (CAM) and that is known as CAM-C, where the “-C” stands for “Contemporary”.
Of course now there is also “STP” (Street Touring Ponycar), but in the words of Tom Kamman, “CAM is good.”…..what’s not to really like about the class: pretty much anything goes as long as you’re within minimum weight and have wheelbase allowance. Let your imagination run wild.
Nationally though, Dennis runs the car in ESP while running the car in CAM when there’s a class (Pro Solo’s and Champ Tours included)
What type of car do you have?
2015 Ford Mustang GT (ESP prep nationally, CAM-C for fun regionally)
A lot of people give their cars nicknames/actual names. Do you have one for your Mustang?
I try not to get too attached to my cars, since I usually don’t keep them that long. That said, this car is probably the first one that I’ll end up keeping for a while. I think I’ll call it ‘Beast’.
Mod List! Let’s have it!
- 18×12 Forgestar Wheels
- Hoosier A7 and BFG Rival-S 335/30R18
- MCS 2WNR Struts/Shocks
- Vorshlag Camber Plates
- Eibach FSB/RSB w/ Spherical Endlinks
- BMR Delrin Subframe and Poly Differential Bushings
- OSGiken LSD
- FRPP 3.55 FD
- Stainless Works 1 7/8” Longtube Headers w/ HFCs
- Stainless Works 3” Exhaust (w/ flanged mufflers to make sound)
- GT350 IM
- FRPP 47lbs/hr Injectors
- PMAS 120mm MAF/CAI
- E85 Flex Fuel Tune
- AP Racing 2pc Rotors
- Ferodo/Carbotech Brake Pads
- MGW Race Spec Shifter
- MSD 2-Step Rev Limiter
- LiFePO4 Battery
What was the biggest “surprise” obstacle you faced when you worked on the car (as in what was maybe supposed to have been an easy task but ended up being a pretty huge undertaking)?
I wouldn’t call the long-tube header install (from hell!) surprising, but you don’t really know what you’ve gotten yourself into until there’s a yard sale of parts under the car, and you’re sitting there trying to get a pesky bolt off a quarter-turn at a time for the better part of an hour. If I ever sell the car, the headers are going with it!
It took a lot more time and effort to fit the 18×12/335 setup under the stock fenders than I thought it would, too. But I really couldn’t justify the cost of “doing it right” with a stock-like widebody cut/flare/paint job, so I spent countless hours measuring, test-fitting, pulling, and generally doing whatever it took to finally make it work.
Have you always wanted to build a Mustang? If not what other cars have you built/modified?
Yes – although this is the first non-stock/street car that I’ve owned and campaigned since my very first autocross car in 2007. I spent time writing letters to get my previous Mustang (2013 GT), which I was running in FS in 2013/2014, classed more competitively in ST*, with an aim to build it if (what became) STP ever got created. Unfortunately, I got rear-ended and my ’13 was written off before I ever had the chance. There was no doubt when I replaced it with my ’15 that I wasn’t going to keep it stock very long though.
Let’s talk suspension. Given the geometry what do you think is one thing the car could do better (i.e. sweepers, hairpins, transients)?
To be honest, very little as it currently sits. It sweeps and slaloms well, can thread the needle, and never ceases to make me smile when going through the motions in (very) high speed transitions.
What would you say the car’s primary strength is?
No question, the ability to put the power down. No matter how stiff I make the car in the back, or the amount of extra HP I squeeze out of this amazing 5.0 engine, I’m always able to mash the throttle on corner exit and scoot away to the next element uneventfully – Kaustav may disagree with this, though – see attached video ;).
Given the supporting motor upgrades, has it been fairly reliable given the severe punishment it goes through?
Without a doubt! I’m definitely pushing this engine well beyond it’s designed limits – I ran all last season on a 7850 redline, and bumped it up to 8250 this year (stock limiter is 7000) – since the change to the GT350 intake-manifold has me actually making power way up there. It hasn’t come without complication, however – the intake manifold has a tendency to puke oil out on sustained high-g left-handers and the stock fuel pump can’t feed the engine enough E85 on high average speed courses. I’ve already made contingency plans in the event of a catastrophic failure, though – and it involves beefed up internals, double the power, front SLA conversion and new class letters ☺
Are there any sponsors you would like to acknowledge for their assistance in getting your car to the way that it is?
- Sean & Jonathan @ OS Giken USA – for ensuring that this wonderful platform had a fully capable LSD
- Kent & Lex @ MCS – who took the time to understand my shock issues and help resolve them
- Jeff @ Essex Parts – helped prototype some very high-quality and lightweight AP Racing 2pc rotors
- Britain @ Where2Race – master fabricator, jack-of-all-trades, and overall cool guy
As most of raced cars undergo continuous changes, what are the next plans for the car?
Much like its owner, weight loss! With stock mufflers, clutch/flywheel, seats, a/c, radio and a tow hitch, the car could stand to lose an easy 100lbs; I’ll reassess after SCCA Solo Nationals this year if necessary, and whether I can stand to compromise the street-ability substantially (yes folks, Dennis daily drives this car). If I somehow justify purchasing another daily driver, I’ll probably cut/flare my fenders and go 18×13/18×14 on 335/345s, too. A functional splitter & spoiler are also in the works.