1953 Ford F-100 - The Long Haul

The 52-Year Story of a 15-Year-Old's $500 F-100

 

Time passes and trends come and go, but the classics never go out. There's just something about an early F-100 with the right stance, meticulous work, and the right vintage (or vintage-appearing) components that will always turn heads. Covering it all with paint as black and shiny as onyx just makes those heads turn faster.

Harry Weasel, owner of this beautiful 1953 Ford F-100, lives in Rhode Island. The builder, Mike Russell, lives in North Carolina. Despite the distance, they have been friends for decades and managed to collaborate on the buildup of the truck.

But let's back up a little bit to California and the summer of 1963. Harry was 15 and Mike hadn't been born yet. "That's when I first laid eyes on her," Harry told us. "I knew I had to have her." A guy he knew was selling the truck for $500, which he thought was a reasonable price. Harry's dad thought that was too much money, but told him, "If you work hard and save your money you should be able to spend it on what you want." Harry said that he used his dad's words in his defense and made his case. His dad's answer was, "Let's go get it!"

  

Harry drove his '53 until 1968 when he enlisted in the Navy. His father (who loved it as much as Harry did) drove it while Harry was overseas. When Harry returned in 1972, he reclaimed the F-100 and drove it to Rhode Island where his girlfriend Kathy lived. Harry and Kathy got married and the truck got parked and stayed parked.

Next thing you know, it's 2010. Harry was having dinner with his business partner Rod Dunn, and Ron's son Mike, who builds rods as a hobby. Would Mike be interested in restoring a forgotten F-100, Harry asked. A month later the truck arrived at Mike's 28x24-foot shop in North Carolina.

Mike's work exceeded Harry's dreams. The stock cab was shaved of trim and handles. The front bumpers were extended to wrap around the fenders, and '56 Ford parking lights were incorporated into the smoothed grille. The rear bumpers were narrowed to fit the bed posts, flanked with '29 Ford taillights. A Dan Carpenter Specialties bed was widened, and a mahogany floor installed. Mike and Coley Summers applied the glossy black paint, provided by DuPont (Axalta). The grille was finished with a contrasting satin coat of Sterling Gray. The fenders were filled by 20-inch and 18-inch Billet Specialties Apex five-spokes with BFGoodrich 45-series radial tires.

Harry is a diehard Ford guy who would probably rather ride the bus than drive a non-Ford-powered F-100. The original plan was to drop a 351 Windsor between the front fenders. It was Mike who suggested using a brand-new 5.0-liter four-cam Coyote crate engine from Ford Racing. Harry's answer was "Let's get it!" Jeff Paxton, chassis dyno operator at Roush-Yates Performance in Mooresville, tuned the engine, which makes 412 horsepower and 385 lb-ft of torque. A Gearstar 4R70W transmission and 2,200-stall converter is shifted via a Compushift electronic shifter.

The chassis was modified to handle the power (and size and weight) of the updated powertrain. A Fatman crossmember was added to the original frame, along with at Fatman Mustang II tubular frontend with drop spindles, and anti-roll bar. QA1 shocks further improved the ride. At the other end, a Total Cost Involved leaf spring kit and gas shocks suspend a Ford 9-inch with 3.89:1 gears, and Eaton limited-slip differential. Stopping power is provided by Baer disc brakes in each corner.

The '53 didn't have to travel far for the interior work. Lake Norman Tops & Interiors is a local shop in Mooresville, where owner Chuck Hanna upholstered the bench seats in classy red synthetic leather. The dash was kept sanitary with a single panel of Classic Instruments gauges—and a lower dash to locate the Vintage Air A/C controls and vents. Tunes are provided via the JL Audio sound system. The red-wrapped retro-style steering wheel is a Billet Specialties Classic, mounted on top an ididit tilt steering column with shifter.

Despite being far away, Harry was able to make several trips from Rhode Island to North Carolina, frequently accompanied by Joe Conaty and Ron Russell, to check on progress and chip in with the build as necessary. Mike finished the project about a year and a half ago. The truck hit the road in 2014, getting exposure at a lot of shows. Now that Harry's '53 F-100 is back in Rhode Island, you're more likely to spot it on the streets of town or some country road than posing at some fairgrounds. After all, Harry bought it to drive it, and after 52 years, there's no reason to stop now.

1953 Ford F-100 Pickup
Harry Weasel

Chassis
Frame: stock Ford Modifications: Fatman Fabrications front crossmember, tubular rear shock mounts, lowered cab mounts, lowered radiator support
Rearend / Ratio: Ford 9-inch / 3.89:1
Rear suspension: Total Cost Involved rear leaf kit, gas shocks
Rear brakes: Baer Brakes 11-inch discs, drilled and slotted
Front suspension: Fatman Fabrication tubular Mustang II-style IFS, 2-inch drop spindles, QA1 shocks, Fatman anti-roll bar
Front brakes: Baer Brakes 12-inch discs, drilled and slotted, four-piston calipers, Master Power master cylinder and dual diaphragm distributor
Steering box: power rack-and-pinion
Front wheels: Billet Specialties Apex 18x7
Rear wheels: Billet Specialties Apex 20x8.5
Front tires: BFGoodrich 245/45R-18
Rear tires: BFGoodrich 245/45R-18
Gas tank: Classic Performance Products 19-gallon aluminum

Drivetrain
Engine: Ford Coyote 5-liter
Heads: factory
Valve covers: factory
Manifold / Induction: factory
Ignition: factory
Headers: factory
Exhaust / Mufflers: 2½-inch mandrel-bent steel, powdercoated / Flowmaster 50 Series Delta Flow
Radiator / Fan: Griffin with custom shroud / Spal 16-inch electric
Transmission: Gearstar Ford 4R70W
Shifter: ididit column shifter, Comp shift

Body
Style: Pickup
Modifications: lowered 1 inch on frame, filled cowl and heater vents, fenders modified
Fenders front / rear: stock, cut 1 inch at bottom / stock, openings lengthened 2 inches
Hood: stock, shaved
Grille: stock, smoothed
Bed: Dan Carpenter Specialties, raised 1 inch, mahogany floor, widened 2 inches, widened tailgate
Bodywork and paint by: Mike Russell and Coley Summers
Paint type / Color: DuPont (Axalta) / black
Headlights / Taillights: tri-bar headlights, '56 Ford parking lights / '29 Ford taillights with LED lenses
Outside mirrors: none
Bumpers: front bumpers extended, rear bumpers narrowed 3 inches per side
Interior
Dashboard: stock, smoothed with lower extension
Gauges: Classic Instruments
Air conditioning: Vintage Air
Stereo: JL Audio
Steering wheel: Billet Specialties Classic
Steering column: ididit with shifter
Seats: Ford bench
Upholstery by: Lake Norman Tops & Interiors
Material / Color: synthetic leather / red
Carpet: wool

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1956 Ford F-100 - Want One Just Like It?

Bodie Stroud Built This ’56 F-100 for Himself, But You Can Have One Too

Being a car customizer can probably be aggravating sometimes. You're exposed to so many build styles tailored to meet the requests of your customers that, when you want to build your own, the choices can be overwhelming. Bodie Stroud is no novice at building hot rods and has done some for the likes of Johnny Depp and Tim Allen. So when it came time to build himself a 1956 Ford F-100 after tackling five previous ones he was able to combine a lot of ideas that'd been culminating for some time. While the truck may appear to some to be just another candy F-100, the level of subtlety in the modifications is nothing short of incredible. And best of all...he decided to offer this truck as a package deal to his clientele.

We'll get to that deal in a bit, but first let's look at some of what went into this truck. Bodie's big goal was to make this truck pretty faithful to its vintage clothing, but ride and perform like a modern Ford Lightning. And FoMoCo fans will be happy to know that the drivetrain is all Blue Oval. The factory chassis was completely boxed with a custom X-member and has Bodie's proprietary front clip with patented control arms that feature his EZ Aline adjusters for ride height changes and TCI spindles. Bodie's exclusive four-link system keeps the Currie rear in check and a quartet of RideTech ShockWaves and Wilwood 13-inch discs level out the truck sitting on Boze Fatal wheels.

Powering the Effie is a 5L Ford Coyote Aluminator with an Eaton supercharger. Bodie built all the bracketry so he could run an LS7 manual power steering pump. Spent fumes exit through Ford Racing headers and 3-inch MagnaFlow exhaust and mufflers. It all connects to a 4R70W automatic trans. A Rick's Tanks 22-gallon tank hides under the bed and all the plumbing for electrical, air, brake, and fuel is hidden inside the chassis for a cleaner look.

The body of the Ford has some cool custom touches that most might not notice unless they were true F-100 connoisseurs. The factory gap between the running board and bottom of the cab was tightened up by extending the bottom of the cab and door instead of the tried-and-true method of raising the running boards. The cab was changed out to a big-window look and the door corners have been rounded. The hood was chopped down slightly and the Eddie Motorsports hinges stay with the factory standard-style opening. The one-piece bed with wheeltubs welded in also has a custom roll pan and tailgate. Lined with African padauk wood, the bed floor was raised to allow more travel for the massive Mickey Thompson rear tires. That glass-like paintjob, comprised of a custom PPG blend, has at least 600 hours in it.

Inside the Effie the dash hump was reworked slightly to fit the Ford King Ranch gauges that sit above a Flaming River column and wheel. 2006 Mustang Seats straddle a custom center console with a Mustang shifter and Alpine touch-screen stereo system with Rockford Fosgate amps and speakers. The leather upholstery is a nice accent to the black Mercedes carpet that's all kept cool with Vintage Air. And Bodie's own pedal assembly is making all the stop and go come to life.

So if that's not enough to make your head spin, try this on for size — Bodie offers this truck as a build package. The response he had to the truck he built for himself was so positive, he figured he'd also offer it to his customers. The two variations, Classic and Supercharged, start about $139,000 depending on the accessories and drivetrain you want to outfit your version with. So unlike most one-off customizer builds, you could be driving your own personalized version of this truck as well. This is definitely no catalog build. We only wish these options had been available in '56. CT

Facts & Figures
1956 Ford F-100
Bodie Stroud

Chassis
Frame: stock, boxed with custom X-member
Rearend / Ratio: custom four-link with RideTech ShockWaves and Currie 9-inch / 3.71
Rear brakes: Wilwood 13-inch
Front suspension: custom front clip with TCI spindles and RideTech ShockWaves
Front brakes: Wilwood 13-inch six piston, ABS dual master cylinder
Wheels: Boze Fatal 8x19 front; 20x15 rear
Tires: Mickey Thompson

Drivetrain
Engine: 5L Ford Coyote Aluminator with Eaton supercharger
Intake / Carb: Ford
Heads: Ford
Radiator: Mattson
Headers: Ford
Transmission: 4R70W
Exhaust / Mufflers: MagnaFlow 3-inch / MagnaFlow Body
Modifications: extended cab and doors, door corners rounded, chopped hood, one-piece bed, custom roll pan, custom tailgate, big back window
Hood: chopped
Grille: stock
Bed: African Padauk
Bodywork and paint by: Bodie Stroud, Alejandro Gordillo
Paint type / Color: PPG / custom
Headlights / Taillights: HID LED / '48 Chevy truck
Interior
Dashboard: modified
Gauges: Ford King Ranch
Air conditioning: Vintage Air w/Sanden compressor
Stereo: Alpine touch-screen w/Rockford Fosgate amps and speakers
Steering wheel: Flaming River
Steering column: Flaming River
Seats: 2006 Mustang
Material / Color: leather / black
Carpet: MBZ black loop

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Terminator Swapped 1993 Fox Cobra Ford Mustang

Orange Dream Machine: The body of a Fox Cobra with the heart of a New Edge Terminator

 

We already know the burning question on all of your minds, so we’re going to put it out there. Yes, it’s a real Cobra. With that out of the way, let’s get started.
It’s a little-known fact that three of the most sought-after Mustangs from the last three decades were coincidentally released in 10-year increments. Don’t believe us? The 1993 Cobra is one of the most coveted modern Mustangs, and it arguably tops the Fox-body food chain. Ten years later, the 2003 Cobra (aka The Terminator) leveled the competition so completely that its reputation still precedes it. Wind the clock forward another 10 years and Ford released another Mustang for the record books: the 2013 GT500, a car that people still consider a game-changer.

  

What does this trio of special Stangs have in common? Exclusivity. All three were released in limited quantities and were at the pinnacle of performance for their time. Collectors and gearheads rushed showrooms for these special vehicles; some wanted to preserve them, others preferred to race them.

Ask collectors and they’ll tell you that modifying such a rare car is utter blasphemy. But ask racers and they’ll tell you that leaving such a magnificent car to sit untouched is also an act of insanity. Neither is more justified in their stance. At the end of the day, while their opinions couldn’t be more different, at least they both drive a Mustang.

But differing opinions are everywhere, and they certainly run rampant in our sport. So it shouldn’t come as a surprise that Enrique De Alba’s Terminator-swapped, Competition Orange 1993 Mustang Cobra is either loved or loathed depending on what side of the fence you sit on.
De Alba says, “Most people love it, but some purists dislike it because they don’t understand why anyone would want to modify such a rare car.”

  

  

That’s the beauty of our sport. It encompasses people from all walks of life with varying definitions of perfection. But no matter what corner you come from or how you feel about this Cobra, you’d have to be a fool not to recognize the passion behind it. When someone is this passionate about a Mustang, what more can you ask for?

“I love everything about my Cobra,” says De Alba. “It’s seriously my dream car; with the best chassis and the best motor combined into a single package that also happens to be my favorite color. I mean, it’s hard to explain how happy I am with this car.”

He might be happy now, but that wasn’t always the case.
“Back in 2010 I built a New Edge GT with a built motor, custom turbo kit, and Terminator bumpers that was featured in MM&FF—I still pick up the old issue and remember how great the experience was,” he says.
But as it does for many people, life got in the way. De Alba had to part with his beloved Terminator lookalike. When finances were better several years later, he began looking for his old car, but after two years he gave up.
“I had the money to buy a Terminator, but I didn’t want one. I wanted my old car, and when I couldn’t find it I was lost,” De Alba says.
Down but not out. That’s when he decided that the best way to get over the loss of his favorite project car would be to get underneath another.

  

  

  

De Alba says, “I’d always loved Fox-bodies, and to me there is nothing better than a Terminator drivetrain. So I bought a 1989 GT and found all of the Termi swap parts on eBay.”

We can hear you now. “But you said it was a real Cobra!” Yes, we did. Just before starting his own Termi swap, De Alba bumped into an online ad for this very car.

“It had already been swapped and was painted. After many calls and a ton of pictures I decided that it would be cheaper to buy this car rather than build my own,” De Alba explains.
As with many muscle cars, this Cobra’s history is shrouded in mystery. It was originally a Texas car that was involved in a minor accident. Brady Adams from Willard, Utah, rescued the wounded Cobra and brought it back to life. He not only fixed the damage and painted it Competition Orange, but he also added a boosted small-block. When that wasn’t unique enough, he transplanted a complete Terminator drivetrain.

  

  

The stock 2003 Cobra motor was topped with a 2.3L supercharger along with a Kenne Bell mono-blade throttle body, a MAFia MAF extender, Metco pulleys sized for 20 psi of boost, and a custom 3-inch exhaust from the stock manifolds back that uses Borla XR-1 mufflers.

Fueling duties were left to a return-style system that used a sumped Terminator tank filled with twin Walbro 255 pumps. An Aeromotive fuel filter and regulator also joined the party, as did Fore Innovations fuel rails, Injector Dynamics 1000cc injectors, and stainless steel AN-10/-8 feed and return lines.

The entire setup was good for 590 hp and 611 lb-ft at the wheels on paltry 91-octane California pump gas. We say “was” because shortly after the photo shoot, the crew at Advance Auto & Electric in San Ramon, California, removed the motor and fortified the bottom end with a 0.030-inch overbore, forged 9:1 CP pistons, MMR Stage 2 cams, and Kooks long tube headers. Since the Cobra already had a fuel system big enough for E85, De Alba only needed to tweak the tune in order to get his Cobra on the corn oil—he’s shooting for 700 hp at the wheels, and we have no reason to doubt him.
“It’s unbelievable how smooth and docile the car is while cruising, but mash the gas and it’s a beast,” says De Alba.

  

  

The stock T-56 from the low-mileage donor car also donated its transmission, but not before it received an upgraded 26-spline input shaft, a McLeod RXT twin-disc clutch, and an MGW short shifter.

The IRS never made the jump, as an 8.8 solid rear axle with welded axletubes was the rearend of choice. It was filled with Ford Racing 31-spline axles and 3.73 gears along with a Traction Lok differential that receives power from an aluminum driveshaft.

A Maximum Motorsports modular-swap K-member houses the motor, including MM front coilovers, caster/camber plates, full-length subframe connectors, and rear lower control arms. Of course, we can’t forget the BBK upper rear control arms, the H&R rear springs, the Tokico adjustable shocks, and the welded torque boxes.
“The car drives like a dream,” says De Alba. “It handles well, has a smooth ride, and sits just perfect.”

  

  

Speaking of perfect, check out the True Forged Mach 5 wheels. They measure a stout 18x8 inches front and 18x10 in the rear. They’re wrapped in BFGoodrich rubber, with the front using 245/35-18 KDWs and the rear using 295/35-18 g-Force drag radials.

Hiding beneath the top-rate wheels is a Brembo 14-inch big brake kit with four piston calipers and drilled/slotted rotors up front. Out back you’ll find New Edge Cobra units. The entire system is orchestrated by a Terminator hydroboost setup with stainless steel lines.

  

  

 

Life in the captain’s quarters is factory fresh thanks to a 2003 Cobra gauge cluster, pedal set, and steering column/wheel. Seats from a 2004 Cobra hold the driver tight, and custom upholstered 1993 Cobra rear seats match the Terminator ambiance. Of course, a Maximum Motorsports six-point rollbar with swingout door bars keeps things safe and legal at the track.

The exterior was left largely stock because the factory look is hard to beat. But De Alba did add smoked headlights and foglights along with a shaved Cervinis Cobra R hood for a touch of uniqueness.

No matter if you call this Terminator-swapped 1993 Cobra sacrilege or success, one can’t ignore the time, effort, and detail that went into building this unique Fox-body. Although De Alba has only added the built motor, rims, brakes, and other aesthetical mods himself, we can’t wait to see what he’s got in store. And the naysayers who think that De Alba’s buying the swapped car means he does not bleed blue, know this: He just took delivery of a 2015 Mustang that he plans to modify. Any idea what color his S550 might be? You guessed it! Competition Orange.

  

1986 Ford Mustang GT Was a Decade in the Making

Don’t you wish you still had your first car? Ricky Daniels doesn't, because he still owns it!

Chalk it up to inexperience, a bad decision, or a lack of self-control, but most cool cars from high school just don’t survive.
If you were lucky enough to get a cool ride rather than Grandpa’s hand-me-down Caravan with faux wood and all, it likely didn’t make it. Maybe it was a burnout gone wrong or an ill-fated rainy night, but most high school cars meet their demise by way of an immovable object. And if your high school ride was a Mustang or another muscle car, you might as well have kissed it goodbye because, let’s face it, V-8 power, rear-wheel drive, and temptation can be a recipe for disaster.

But there’s always an exception to the rule. When Ricky Daniels got his first car, a 1986 Mustang GT, he vowed to keep it intact. He says, “My father gave me the keys to this silver four-eyed Mustang GT on my 17th birthday and I was immediately hooked.”

  

  

  

The GT might have been stock save for some Weld Draglites and Flowmaster mufflers when he got it, but it didn’t stay that way for long. “I didn’t know anything about Fords when I started, but I spent every penny of my paychecks on performance parts,” he recalls.

Although he was raised in a house of horsepower since his father had a Chevelle bracket car and later a top alcohol dragster, this was the first Ford to join the Daniels family. It didn’t take Daniels long to realize how well Fox-Bodies respond to performance parts.

“After an intake and gears, I started saving for a turbo, but the money was burning a hole in my pocket, so I bought an NOS dry kit and put it on a 100-shot,” he says.
The bolt-ons and 100-shot put his GT solidly into the 13s, but filling bottles every week quickly became a chore. He says, “The bug to buy a turbo returned, but as soon as I managed to save a small pile of money, it started burning a hole in my pocket again, so I bought a Vortech S-trim blower.”
The stock motor and S-trim combo made 380 rwhp and dipped his Fox into the high 12s. It pacified him long enough to address other areas like a five-lug conversion with SN95 rear brakes, 17-inch wheels, and other supporting mods. But his joy was to be short-lived.
“A buddy of mine took me for a ride in his Fox-body with an HP Performance turbo kit, and I was hooked. There was no way I would settle for anything else that time,” he says.

  

  

A year later he had his very own HP Performance turbo kit with a 60mm snail and an E-cam. Power rose to 480 rwhp as e.t.’s dropped into the 11.50s with the T5 trans. When the stock stick bit the dust, a built C4 automatic on the same combo dropped the GT into the 10.90s.

As you might guess, things quickly ballooned from there. Accidentally landing in the high 10s without a cage at your local track might apologetically work once, but do it twice and you’ll get the boot. Daniels says, “I was kicked out of the local track for not having a cage, so over the winter I had an 8.50-certified cage built with the intention of growing into it.”

And grow into it he did, as a BTE Powerglide and a custom PTC converter were next, followed by a new bullet and an even bigger turbo.
“I found a used 8.2-inch deck height 347 and some used Edelbrock Victor Jr. heads for cheap,” says Daniels, “so I threw the motor together and upgraded to an 80mm BorgWarner turbo in preparation for the local True Street shootouts.”

  

Up until this point he had run the car with a stock ECU and a C&L MAF, but when an upgrade to a piggyback unit fell short of his power goals, he added the current injection setup. This fortress of proven tech includes a FAST standalone that’s augmented with an MSD distributor, a Digital 7 ignition box, and a matching coil, along with FireCore50 plug wires. Other electronic goodies include a Leash Electronics boost controller, a Davis Technologies Bump Box, and a Racepak Sportsman controller.

The budget setup made 1,080 rwhp and ran 8.75 at 155 mph in the quarter-mile. How’s that for cheap speed?

As luck would have it, Daniels’s first big race was the Street Car Super Nationals, where he ran 5.50 at 135 in the eighth on the diminutive class-spec 26x8.5-15 tires. That run was to be his last on that motor, as two pistons melted into oblivion.
Down but not beaten, Daniels returned home determined to return stronger than ever. The block and Edelbrock Victor Jr. heads were salvaged, but the rest of the combo was changed for the current setup. Displacement was bumped to 363 ci thanks to an Eagle stroker crank and rods attached to CP pistons. The Edelbrock heads were filled with new valves that are tickled by Comp Cams Pro Magnum rocker arms and a custom Comp Cams solid-roller camshaft that specs out at 0.672/0.674 lift, 283/287 duration, 115 LSA. An Edelbrock Super Victor intake manifold and elbow work with an Accufab 90mm throttle body feed the beast.
“I stepped up to an 88mm Garrett turbo with the 363 motor, and the combo made around 1, 200 rwhp, but I was never able to turn it up,” he says.

After a rogue failure with his 88mm turbo, Daniels jumped to a Custom Racing Turbos (CRT) 94mm turbo with a cast wheel. Despite the elevation of the big Denver PSCA Rocky Mountain Series event, the new setup ran 5.70s—but again, that just wasn’t enough. So Daniels upgraded to a billet wheel and that dropped him into the 5.50s at the same track. The billet wheel was good for another 150-200 rwhp, for a grand total of 1,400 rwhp at 28 psi of boost.

After lots of tuning and several trips to the final round of various PSCA Outlaw 8.5 events, Daniels finally got it right. He says, “We eventually knocked down a best pass of 5.29 at 140 mph in the eighth and won our last PSCA race with a 5.35 at 140 mph.”

  

Not only did he nab his first victory, but he earned enough points to take Second Place for the season. Speaking of winning, Daniels has also won the infamously challenging All Out Call Out heads-up True Street event at his local track, where he has run a best of 8.62 at 165 mph in the quarter-mile on just 18 psi of boost and bigger 28x10.5 slicks. He credits his speed to a well-planned combo that might not be glorious, but simply works.

Along with the aforementioned motor and transmission modifications, HP Performance turbo headers, a Precision 66mm wastegate, and a ProCharger Big Red Blow-off Valve further support the big boost.

Fueling duties are left to 160 lb/hr injectors plugged into Edelbrock fuel rails that work in unison with the Aeromotive A1000 fuel-pressure regulator and the MagnaFuel ProTuner 750 pump. Cooling duties are handled by an aluminum radiator and a Meziere electric water pump.
In keeping with the simple but effective theme, a UPR K-member, front control arms, caster camber plates, and matching coilovers with Strange 10-way adjustable shocks handle the front suspension duties. Out back, a combination of Baseline Suspension Outlaw upper and UPR-Pro lower control arms work with Strange Engineering 10-way adjustable shocks and a Wolfe Race Craft ARB to keep the rearend in place. Speaking of rearends, the stock 8.8 was filled with 3.55 gears along with Moser spool and axles. Weld Pro Star rims adorn Mickey Thompson tires, which hide Aerospace Components front and OEM SN95 rear brakes.

  

  

  

The slammed stance and black wheels add to the ominous nature of the dark gray paint, which has its origin in a factory BMW color. Of course, the H.O Fibertrends cowl hood and the Team Z strutless rear wing that resides just above the rear chute don’t hurt its sinister style either.

Life inside the single-digit Stang is also all-business thanks to Kirkey Racing Pro-Drag seats and Simpson harnesses along with the aforementioned 8.50-certified cage and a plethora of Auto Meter gauges. A stock steering wheel keeps the car pointed straight, and a Hurst shifter mans the two forward and one reverse gears.

Daniels says, “Even after all these years I still love the car, especially how it looks and performs, but I’ve got bigger plans for it next year.”
What’s he got up his sleeve? A 25.5-certified cage and a front-mount turbo setup with a smaller 88mm billet turbo so he can run at more events thanks to the more popular X275 and X235 classes. So if you find yourself lined up with this low-key GT, you better bring your A-game. Don’t say we didn’t warn you.

DSE Builds Kyle Busch a Tire-Shredding 1969 Pro Touring Camaro

Not Your Average Barn Find

Like you, Kyle Busch is a car guy. He digs muscle cars, and is particularly fond of 1969 Camaros. Now, unlike you, Kyle spends a few weekends a year in his company car banging fenders, doors, and quarter-panels with 42 of his “favorite” colleagues at upwards of 200 mph in the NASCAR Sprint Cup Series. One can only hope his company covers the cost of fuel and tires, not to mention offering one hell of an auto insurance policy.

When he’s not hanging lefts in his 725hp Toyota Camry-bodied Cup Car around the most famous racetracks in America at around 9,000 rpm, he prefers to slow life down a little when driving his immaculate Detroit Speed-built 1969 Camaro.

We’d like to give you a low-down, dirty tale about how Kyle found this car behind a broken-down shack rotting away under an old apricot tree near some backroad in South Carolina, but we’d be lying to spice up this here story.

The reality is that Kyle had previously owned a stock 1969 Camaro, but the poor handling, lack of braking and acceleration eventually overshadowed the initial excitement of driving a cool vintage muscle car. “I wanted to drive a classic muscle car that would keep my attention,” informs Kyle. “So I searched the Internet for another ’69 that I could build and upgrade with modern LS power and aftermarket suspension. Although barn finds are becoming a more rare occurrence these days, this was exactly what I came across. It sounds totally cliché, but this car had been sitting in a barn in Terre Haute, Indiana, for over 20 years with only 37,000 original miles on it. No rust or dents, just a thick layer of dust. The car was in immaculate condition. If I had to say anything negative about the car it would have to be the fact that it was blue – blue exterior, blue interior, blue wheels – just a sea of blue,” Kyle continues with a half-cracked smile. “I hate blue.”

To drive the cliché even further, the car was being sold by an older lady whose husband had passed away and left her the car. Having no idea of its worth, she had her son research how much money immaculate, dent-free, ’69 Camaros were going for at the time. She shyly threw out a price tag of $30,000. Top dollar? Maybe so, but attraction had already set in – Kyle laid down the “Benjamins.” “When I counted out the money,” Kyle remembers, “the lady told me she had never seen than much cash before.”

Nether have most of us…

“First thing I did was take the car to Kyle Tucker at Detroit Speed Inc. in Mooresville, North Carolina, and told him I wanted to totally gut it and have his team do it up right,” tells Kyle (Busch). “Kyle (Tucker) quietly walked around the car, carefully surveying its condition and realizing the quality before him. He then questioned my sanity just to make sure I absolutely wanted to cut into a car this nice. I did. Besides, I couldn’t wait to get rid of the blue. I always wanted a silver Camaro with flat-black stripes. Oh, and it had to be fast.”
Tucker and the DSE crew fired up the welders and cutters and got busy on a two-year journey of slicing, stitching, and upgrading their way through one more killer Pro Touring F-body. The streets of North Carolina, also known as NASCAR Country, would soon be home to one more kick-ass classic Camaro.

A bored (4.125) and stroked (4.00) supercharged Katech 427ci LS7 was employed to power the menacing street machine. The Katech mill is armed with GM aluminum heads and a custom-ground cam, while 9.1:1-compression pistons hang from a Callies rotating assembly. A polished M122HH Magnuson supercharger force-feeds the GM fuel-injection system while waste runs its course through a pair of DSE 1 7/8-inch Calico internally coated headers. A custom DSE exhaust and Borla XR-1 muffler system attempt to suppress the controlled mayhem.

Straight from the DSE playbook, the coil packs are mounted near the oil pan, contributing to the engine bay’s clean appearance. A custom-built DSE accessory drive system resides up front tucked neatly behind an aluminum Be Cool radiator.

DSE takes great pride in quality and performance, so an engine that looks this good had better to speak volumes. This one does. We’re talking about an asphalt-melting 706 hp and 674 lb-ft of torque. We’d venture to say this tire fryer shouts its presence among its peers.
RPM Transmissions (Anderson, Indiana) massaged the Tremec T-56 six-speed, while a Centerforce DYAD twin-disc clutch ensures seamless high-rpm gear changes. A 3-inch Dynotech driveshaft brings the twist to a DSE-prepped 9-inch rearend loaded with a Truetrac differential and 3.89 cogs.

To further keep Kyle’s driving attention, he went top shelf in the suspension department. Namely, a DSE hydroformed front subframe armed with their spindles and A-arms, while the business end consists of a QUADRALink rear suspension system. The coilover arrangement is damped with JRi double-adjustable shocks and DSE springs. Subframe connectors were torched between for additional structural composure, and solid body mounts offer more compliant handling and near instant feedback to the driver.

Rushforth polished Livewire wheels set the exterior stage (18x10 front; 18x12 rear) while BFG KDW rubber ensures clutch cornering performance (275/35 front and 335/30 rear). A pair of mini-tubs broadens the landscape to accommodate the intrusive rear skins.

Wilwood stoppers join the outfit featuring 14-inch rotors and six-piston calipers on the front side and 14-inchers and four-piston clampers don the rear.
Kyle conducts business via a captain’s quarters comprised of form, function, and style. The performance scene begins with black and gray leather Recaro Specialist seats fashioned with Schroth Racing’s five-point harnesses anchored by a DSE shoulder harness bar built into the quarter-panel area. Hot Rod Interiors’ Chuck Hanna laid the foundation with black Daytona weave carpet while working in the custom black and gray door panels. With the center console deleted, a titanium DSE shifter protrudes from the custom-fabbed trans tunnel. Black-faced, recessed Auto Meter Sport Comp II gauges and Vintage Air control panel reside within the custom steel dash insert just beyond the Budnik steering wheel.

  

Rocking the cab is a potent audio system featuring a Kenwood head unit while a JL Audio four-channel 150-watt amp juices pair of JL Audio 6-inch speakers in the kick panels and 6.5-inch two-ways in the package tray. A trunk-hidden 10-inch sub contributes to the rolling thunder.

DSE’s Michael Neighbors prepped the body and doused the sheetmetal with PPG Silver and matte-black stripes, while fabricators Aaron Elenbaum and Paul Morgan tucked and smoothed the front and rear bumpers. Advanced Plating brought them back to life.

So, did Kyle Busch take a perfectly sound survivor and upset the restoration tribes? No doubt about it. Like many of us, Kyle Busch doesn’t pay much attention to 100-point grading systems or matching numbers. He’s more concerned with horsepower and torque numbers … and the 42 other cars he’s tracking in his rearview mirror.