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PONY PERFORMANCE |
Pony Performance is an automotive workshop specializing in classic
Mustang restorations and high performance conversions. The staff is highly skilled in
welding, chassis modifications, engine tuning and knows the Mustang
history. You may have your
Mustang 100% concours restored or highly modified for special purpose
driving. |
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FEATURED LINKS
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’66 Mustang
Convertible
Owner
Kristian Holmen. First upgrade – season
’04-’05
The heart of
a vintage restoration. Prepared
by Stig Hroar Marthinsen and dressed like a ’66 K-code 289. A ’68 302 block and
’66 289 cylinder heads makes 10:1 High Compression SB
Windsor. Featuring Mallory Unilite electronic
ignition, Edelbrock
Performer Plus cam shaft and intake manifold,
Comp Cams Magnum roller-tip rockers and Shelby type Tri-Y headers. Topped with a Holley 4010 600CFM manual choke carburettor and a HiPo air
cleaner this package delivers almost 250hp – a good 60+hp on top of the
302-2V it replaced. An Autolite
4100 HiPo manual choke (modified to 480CFM spreadbore) restored by Pony Carburettors was due for a later installation, but was sold during
second upgrade.
The floor
looked like the car had rested directly on the ground for decades before
receiving a shop-shine in Ohio in 1998 covering everything in body-repair and
a layer of fresh paint. Most
metal below your ancles had to be replaced.
A mix of
sand blasted remains and fresh metal work.
Engine bay
is almost ready.
Almost
everything from the ancles and down ............
Chassis is
typically sanded a second time after painting in order to achieve a
professional result and a smooth panel surface.
The car is
painted.
First
upgrade round is complete.
Almost a
K-code. Second upgrade
– season ’06-’07
Ford Racing stage3 (B303 camshaft) 302 roller cam engine with
40-anniversary Paxton centrifugical
blower – a tribute to the ’66 Shelby GT350S. Inside the
pressure box is installed a Barry
Grant Speed Demon 650 CFM carburettor w.
mechanical secondaries – blueprinted and blower prepared by Craig
Conley at Paradise Wheels inc. In order to
make the complete assembly fit some CNC milling had to be performed –
courtesy of Lars Bech and Jan Rype.
The Ford GT40X cylinder heads require a high-rise intake manifold like
Edelbrock RPM (in this case the Air-gap version). The Paxton pressure box is designed
for installation on a standard intake manifold and will not fit under the
hood combined with anything taller than a medium-rise design. Hence was the top of the manifold
grinded 0.22”, the bottom of the box 0.08”, top of the box
0.12”, bottom of the lid 0.10” and the flange on the lid
0.20” – total of 0.51” plus the flange. The Weiand Action Plus 8124 intake
manifold is said to fit (0.39” lower than the RPM Air-gap), but require
meticulous gasket work and the runners are restricted compared to a high-rise
design.
Front
suspension is MacPearson from Revelation Racing (RRS) with Phase1 disc brakes.
Power
assisted Rack&Pinion steering by RRS, lower control arm and strut rod by Global West. You can see
the T5z 5-speed manual transmission from Ford Racing, supplied by Modern Driveline.
9” Moser Engineering rear end.
3.70:1 w. Detroit
TrueTrack limited slip Thorsen
Differential.
Not so many
parts left to assemble.
Vacuum
molded glass fibre Shelby hood from Tony D. Branda Performance.
Rear disc
brakes, phase1/2 from RRS.
Traction
Bars from Traction Master – attaches to
custom subframe connectors by Stig Andresen.
’66
convertible finished in Corsa Rossa 300/12 (Ferrari red). Wheels are exact reproduction Cragar
SS Mag 15x6 from Paradise Wheels inc. – ’65 and early ’66 Shelby GT350
Motolita
Mk3-9 steering wheel from Finish Line and exact reproduction
Cobra tachometer from Tony D. Branda Performance.
Theorethically
542hp at 6.900rpm – 475lbs-ft.
Custom made
X-pipe from 2.5” stainless tubing – by Stig Andresen. |
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