Faithful visitors may recognize that the "long version" of the story is no longer on the site. Instead, following is a list of what we've done and the order in which we've done it, with results and events along the way. This is the "Reader's Digest" version.

CURRENT STATUS - See the 2005 pages

Spring 2001 - Project Started

Engine & Transmission

First Firing - 11/15/02

Intercooler "Snout"

Increased boost from 6 PSI to 11 PSI using Grainger Valve setup

First DNO Dyno Day - 261.3 HP and 262.6 ft-lbs

April 12 Milan Dragway T&T - new PB 13.923 @ 105.89 on street tires (my first race ever)

April 26 Milan Dragway T&T - new PB 13.841 @ 111.61 on street tires

May 14 Milan Dragway T&T - new PB 13.765 @ 111.11on street tires

Greddy Type S BOV

May 17 Milan SCC Event #1 - new PB 13.361 @ 111.98

May 28 Milan Dragway T&T - new PB 12.819 @ 110.55

June 21 Milan SCC Event #2 - new PB 12.620 @ 113.31

Second trip to the Dyno - 267.4 HP & 253.5 TQ on the Payn Technologies Mustang Dyno. Note that this equates to approximately 302 HP on a Dynojet!!

July 17 - N2K3 event at Route 66 - best run was 12.848 @ 108.59

The head is back from the machine shop, having had a new valve job and minor resurfacing. Bob has drilled and tapped the block for the new studs, installed the studs, and bolted on the head. Bob installed the Quaife into the 3.55 transmission, using the shim technique found in the factory service manual.

We replaced the Hahn 1/4" fuel lines with -6 (3/8") hardlines and fittings. According to popular wisdom, it is necessary to run a larger return line if you want to run really big injectors, so that the regulator can set idle fuel pressure to a low enough setting. With a standard return line, the length and small diameter become the restriction, not the regulator, and your minimum fuel pressure would be around 25 PSI even with the adjustment screw all the way out. In addition to the line itself, we upsized all of the fittings on and inside the factory fuel pump canister as well.

We installed the fiberglass trunklid from Neonparts.net, using a total of 7 Dzus fasteners. The attachment points were welded into the rain gutter area around the trunk opening, and the result is a near-stock appearance and a 45 pound weight savings (when you include the removal of the rear deck).

We installed a manual steering rack system, which eliminates the heavier power rack, pump, lines, and reservoir. This saved approximately 15-20 pounds in total. It proved difficult to find the correct passenger side bracket parts (3 pieces total) plus the swivel joint that mates the splined shaft on the rack to the steering column. Several calls to JR Motorsports and I was all squared away.

Last week I decided that it would be really cool to get the car ready for the Canadian Neon Nationals even to be held May 15 at St. Thomas Dragway. They're giving out prizes for quickest ET, highest MPH, fastest 1st gen (95-99), fastest 2nd gen (2000 +), and best reaction time. I believe last year's fast car was in the high 13s, so an 11 second timeslip should take 3 of those prizes with one pass, plus I'll have a few chances at cutting a good light too.

Problem is that there is still some work left to be done before the car runs. To solve one variable and to ensure that the car will have a reliable and tuneable fuel setup, I'm ditching the Cartech regulator and 30 lb injector setup in favor of a Chill Factory regulator with new Hahn Racecraft 415CC (39 lb) injectors. At 100PSI fuel pressure, these should be able to support over 400HP.

With the fuel plan squared away, we have to bolt in the motor, refab one of the IC pipes to mate up with the new TB location, get it running & idling properly, give the car a decent drag racing alignment, and then drive it to Payn Technologies. Devin at Payn will then weld in the driver & passenger side door bars and finish welding the harness bar and a couple other spots. After that, we need to make a few runs on their MD dyno and tune for at least 325HP.

All of this in about 10 days time. No problem!!

June 24 2004

Much has happened in the past month since the last update. It turns out that I wasn't able to get things ready in time for the Canadian Neon Nationals. On Wednesday before the event, we discovered that the flywheel bolt holes (through which the 8 bolts secure the flywheel to the crankshaft) had become elongated which allowed the flywheel to shift around and make loud clunking sounds - not what we wanted to hear. In addition, it turns out that the new Chill Factory regulator had a problem making pressure. Over the next several weeks I got the regulator repaired (thanks Len & Vic for a quick turnaround!) and got a new flywheel and hardware.

I took the car to Payn Technologies on Thursday 6/17 to have the roll cage finished. On Friday we made a couple passes on their Dyno to see if it would be safe for racing on Saturday. The first pass was cut short at 5800 RPM because it went lean (13 : 1). In that short run, it made 326 WHP! I had to take apart the Chill Factory regulator and swap in the "stock" disk. With that fixed, we were able to make a full pass as the A/F ratio stayed nice and safe, right around 11:1. On that pass, it made 348 WHP but was breaking up at the top end. We swapped in some different plugs (BRK9ES - 4 heat ranges colder than stock) and made one more pass, 356.8 WHP at 6750 RPM and 288.4 WTQ at 6250 RPM!!

Saturday was Milan Dragway and XCEEDSPEED's 2nd "Under the Lights" event. Here were my results:

1st run Time Trial
Slick pressure at 12psi, launch at 4000 (bogged bad), short shifted every gear at 5000 RPM:

0.861 reaction
2.204 60'
5.782 330'
8.047 ET @ 594'
8.535 1/8 ET
92.25 1/8 MPH
10.881 1000' ET
12.859 1/4 ET
114.48 1/4 MPH

2nd run Time Trial
Slick pressure at 10psi, launch at 5000 (bogged), popped the coupling off of the TB on the 2/3 shift so I ran NA for 1/2 of the run

0.472 reaction
1.968 60'
5.448 330'
8.217 ET @ 594'
8.853 1/8 ET
70.77 1/8 MPH
11.933 1000' ET
14.645 1/4 ET
82.10 1/4 MPH

3rd run Time Trial
Slick pressure at 9psi, launch at 5500 rpm, pulled hard to the left and had to pedal 1st gear a little, then bounced it off the redline in 1st and 2nd

0.534 reaction
1.837 60'
5.187 330'
7.395 ET @ 594'
7.886 1/8 ET
91.62 1/8 MPH
10.220 1000' ET
12.183 1/4 ET
115.59 1/4 MPH

4th run, elimination round, dialed in at 12.0
Slick pressure at 8psi, launch at 6000 rpm, felt great!!

0.482 reaction
1.751 60'
4.956 330'
7.088 ET @ 594'
7.552 1/8 ET
96.95 1/8 MPH
9.780 1000' ET
11.660 1/4 ET
120.26 1/4 MPH

Wahoo!!! New Personal Best!