Mph Takedown

the Mustang family, the aftermaiket performance levels have continued to rise. Not long ago, a 500hp street Mustang was a pretty serious piece. Now it seems 1,000 hp is the new 500 hp.

While 1,000 hp is certainly more common (check out the dyno results of this motor for instance), the reality is that an honest 1,000 hp is all but useless on the street. Harnessing that much power is difficult, if not impossible, on street rubber. And where on public roads are you able to successfully unleash all that fury? This is especially true of a Mustang set up for top speed, as you quickly race past toss-me-in-jail speeds and venture into yank-me-from-my-car-and-pistol-whip-me speeds.

Another side of the argument against l.OOOhp street or even topspeed cars—at least those looking to exceed 200 mph—is the fact that it doesn't take anywhere near that kind of power to push a Mustang into the double century. Though the Fox Mustang is not known for its aerodynamic prowess, exceeding 200 mph requires closer to 500 rwhp (around 600 flywheel horsepower). Given the myriad of combinations currently available for the 5.0-liter, eclipsing 500 rwhp is a simple matter of combining the right heads, cam, and intake with a forged short-block and almost any type of forced induction. Heck, the blower or turbo doesn't even have to work hard. We've run turbos on bone-stock 5.0-liters that exceeded 500 rwhp at around 15 psi, but this number dropped to just 8 psi with aftermarket heads, cam, and intake. Toss in additional displacement, more aggressive cam timing, and even better heads and intake, and it very well might be possible to push a Mustang past 200 mph with around 5-6 psi. For that matter, you could run the all-motor route and stick in a 408, 427, or even 460-inch stroker and get there as well. When it comes to motivation for a 200-mph Mustang, there is no shortage of engine combinations.

Those of you who have skipped ahead to the dyno results might be confused about now. Why would we dismiss the need for a l.OOOhp buildup only to turn around and produce exactly that? Didn't we just say that it only takes 500 rwhp (600 flywheel) to reach 200 mph? What is the deal with all the extra power? Well, times

Wanting plenty of power and engine speed, we chose a custom solid-roller cam from Cam Research Corp. The solid-rofier profile offered a 0.736/0.727 lift split a 254/252-degree duration split, and a boost-friendly 112-degree lobe separation.
Needing plenty of head flow to feed our hungry stroker, we chose a set of AFR 225 heads. The AFR 225 heads have always proven themselves plenty powerful, and it is easy to understand why with intake ports that flow 325 cfm at 0.700 lift.
One of the reasons we chose the AFR 225 heads was the availability of 72cc combustion chambers. This helped lower the static compression ratio of our flat-top 363 stroker down to a more reasonable (for boost) 10.0:1.


Premium valvetrain components are a must on high-rpm small-blocks. The valves on our stroker were actuated using a set of 1.7:l-ratio Crane Gold roller rockers.

have changed and so have our goals. Though the number of 200-mph street Mustangs is indeed rare, the simple fact that it can be done has already been proven. Rather than continue down that same "me-too" road, we decided to raise the bar and build not just a 200-mph 5.0-liter Mustang, but one that could achieve that speed in the standing mile.

Standing-mile competitions have become very popular, and for good reason. The format lends itself to impressive results without having to design a car to run flat out for 5 (in the case of Bonneville) or even 90 miles (Silver State Classic). Standing-mile competitions are a performance mix, combining both traditional quarter-mile drag racing with dry-lake or Bonneville top-speed runs. Getting a Mustang to run 200 mph is considerably easier than achieving that feat in just one mile. The horsepower requirements jump up considerably to say nothing of the traction and aerodynamics.

With our now-elevated bar, we

Premium valvetrain components are a must on high-rpm small-blocks. The valves on our stroker were actuated using a set of 1.7:l-ratio Crane Gold roller rockers.


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Looking to shift power production higher in the rev range, we opted for a Box R intake system from Trick Flow Specialties. The lower offered plenty of flow and the ability to accept a number of different upper intake combinations.

For maximum power, we chose the Box R upper intake. Note the two-piece design and generous ports to maximize flow.

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