Here's some details:

Brakes: '94-'04 Cobra disc/disc system, Powerstop rotors & pads front & rear, reman calipers front & rear, Maximum Motorsports adaptorless front and rear braided stainless brake hoses, stainless steel '93 Cobra line kit (all clips manufactured by me in stainless), '93 Cobra master & booster, NOS 1980 combo valve modified for external proportioning

Rear Suspension: Maximum Motorsrports LCAs & panhard rod kit, KYB shocks, SVE 3/4" lowering springs, factory GT sway bar, LCA mount reinforcement, factory upper arms

Front Suspension: Global West Del-A-Lum control arm bushings, KYB struts, Maximum Motorsports strut tower & lower chassis brace, SVE 3/4" lowering springs, factory GT sway bar w/ poly endlinks, SN95 spindles & balljoints, Moog hubs

Steering: Steeda bump steer kit, AGR power R&P, rebuilt Ford pump (by me), Maximum Motorsports steering shaft, fully rebuilt steering column ((by me) using NOS parts (zero slop in the tilt mechanism)

Engine: DSS 331 stroker kit in factory 5.0 block, AFR 185 Renegade heads, Crane hydraulic roller cam, Crane 1.6 rockers, Crane pushrods, Edelbrock Performer RPM II intake, 70mm Accufab throttle body & EGR spacer, 30 lbs/hr. Holley injectors, Kirban AFPR, SVE valve covers (modified for polylock clearance, smoothed, & painted), Anderson power pipe, Pro-M 80mm MAF, Fluidampr balancer, FRPP flywheel, ARP fasteners throughout, Energy poly mounts.  Should make 425HP NA.  Ring gap & pistons would allow as much spray as it could survive (stock block good to +/- 600HP)

Trans: T5 with A-5 575 lbs/ft. gear kit, countergear support, Ram Powergrip clutch, Stifflers crossmember, Energy poly mount

Driveshaft: FRPP 28 spline aluminum, Stiffers DSL

Rear: Ford 8.8, Yukon LSD, 31 spline Yukon axles, 3.73 Yukon R&P, TA girdle & cap studs

Exhaust: JBA headers, 2-1/2" BBK catted X-pipe, 2-1/2" Flowmaster American Thunder cat back with polished stainless tips

Rolling Stock: Cobra R style wheels 17x9 rear w/ 275/40R17s, 17x8 front w/ 245/45R17s

Misc.: Maximum Motorsports full length SFCs, stainless fuel lines (also with custom made stainless clips), everything will be new, NOS, or rebuilt.  AC, cruise, and all emissions equipment will function.  Exterior will get a '93 Cobra body kit and black paint.  Interior will be stock smoke gray cloth. 

My '67 was the first Mustang I restored/rebuilt.  The '89 will be the last (at least until I retire and do a full restoration on my '67 making it the Alpha & the Omega of my collection). 

Yes, I want something that makes as few compromises as possible.  It isn't a track car, but its not a restoration.  I will perform well on the track (1/4 mile or autox), but still have all the creature comforts of a new car, and cruise easily down the highway and around town.

I'm retaining the emissions gear because after extensive research the cost in terms of power is pretty negligible once you are using high flow cats (as little as 4HP).  For cats to work right they need the air pump feeding them additional oxygen.  EGR doesn't hurt performance, and can actually be used to run otherwise impossible A/F ratios during light throttle cruising.  It adds complexity for sure, but its really not all that complicated, and repair parts are still available.  I see it as being environmentally responsible as well as an added challenge, with some tuning benefits. 

And thanks for the compliments.  Its a labor of love as they all are. 

Last edited by TKOPerformance (2/04/2019 3:49 PM)

Yep, like most of the emissions equipment its misunderstood.  People equate the drop off in performance that started in '71 with the introduction of emissions gear, but that really had nothing to do with it.  Engines had used the thermactor system for several years already at that point and made plenty of power. 

The real cause of the falloff was twofold; a change in how engines were rated from gross to net HP, and a reduction in compression and cam profiles to meet new NOx emissions standards.  The savior was EFI, because it allowed them to run the fuel delivery and timing systems so precisely that they could start increasing compression and bumping up the cam profiles again without negative consequences for emissions.  Today all the performance engines are 10:1 or better and the cylinder head designs and cam profiles (plus adjustable cam timing) makes most of the engines from the musclecar era look weak kneed. 

A good running performance engine should be efficient, and efficiency reduces emissions because if you're blowing HCs, etc. out the tailpipe that's wasted power.  NOx is tricky because it actually increases with efficiency, but a proper EGR system can fix that, at least the way the test those emissions.  Its not really real world, EGR can only be used at steady state cruise, which is how they test.  But very real benefits to mileage as you noted.  The inert exhaust gas effectively makes the cylinder smaller, and allows less fuel to be used an not have issues with the overly lean mixture. 

Sounds like a cool project.  Feel free to PM me with any questions. 

TKO,

Great craftsmanship.  Appreciate you listing the components you have used as it will provide some guidance and expertise as I restore and rebuild my '86 GT. 

PT