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Readers’ Rides:
1994 Ford Thunderbird SC
Added on Sept. 5 by Will

This is my fully worked T-Bird. The engine is the stock 3.8 pushrod V-6SC engine, but massaged in every way: P&P heads, big valves, 3-angle job, Comp springs, Comp .580/.580 cam, 85MM tb, MPx blower case w/teflon coated rotors, 25% OD pulleys, stainless shorty headers, 60-lb injectors…the list goes on. It’s good for 22psi and 395 hp and 426 lb-ft on a Mustang dyno. This is one of only 722 ‘94 models with the 5-speed manual, and to reduce weight I installed an aluminum driveshaft & aluminum diff housing. A True Trac diff replaces the factory posi unit.

The suspension is actually pretty basic: Koni Yellows w/Eibach springs and Addco 1-1/4 front and 1-1/8 rear sway bars. However, I also swapped over from the 5x4.25 bolt pattern to the Mustang 5x4.5 pattern so I can use Mustang wheels and brakes. Up front that means Cobra rotors with Focus RS (!) 4-pot Brembos. In back, the stock calipers work w/Cobra rotors. On the street I run 10th Anny Cobra wheels with 255/45R17 Goodyear F1GSD3 rubber; on the track it’s 95 Cobra wheels w/275/40R17 Hoosier A6s.

I run the Bird in Street Mod, and I’ve attended two National Tours in it. Naturally, it’s uncompetitive at that level, but hey, I always manage to beat someone. At the regional level it’s very competitive, earning 3 FTD honors in the last 2 years. Prior to the internal motor work (it then made 325 RWHP) it ran a best of 12.94 at 105 at the drag strip. I love the fact that no one expects a car this big (it’s around 3450 in full race trim) to go fast, and I’ve seriously embarrassed some Corvette and Porsche owners in it. In-the-works upgrades include a ‘glass hood, aluminum rear lower control arms and some more goodies to drop even more pounds, along with a new exhaust system to break that 400 RWHP mark.

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