Not our first later-model Mustang, either, as we prepped a 2012 Mustang GT for SCCA CAM autocross a while back.
Mustang noises.
Mustang thrills.
We wanted in.
Our big take-home lesson from this fall’s Tire Rack SCCA Solo Nationals: The club’s new Club Spec Mustang could offer a fairly easy route to building a fun, competitive autocross car that, as a bonus, has a home in multiple SCCA disciplines.
Time for us to join the party and build a car for this new class.
Step 1: What Exactly Is Club Spec Mustang?
Club Spec is a new SCCA philosophy to create car prep rules that seamlessly transfer between disciplines. In other words, that means building a car that has a dedicated home with the SCCA in its Autocross, Time Trials, RoadRally and RallyCross programs.
The SCCA currently has Club Spec programs for the NC-chassis Mazda Miata as well as the S197 Ford Mustang.
Club Spec Mustang welcomes any 2005-’09 Mustang GT, including the Shelby GT, Bullitt and California Special. These three special models came with a different tune and factory cold-air intake–hence a higher horsepower rating–but the class allows these mods.
[Love at First Drive: The SCCA Club Spec Mustang class]
The biggest thing is that the Bullitt came with a 3.73:1 final drive that would need to be swapped out since all five-speed cars must run the 3.55:1 final drive. The limited-slip differential came standard across the Mustang GT line.
The rules then require a spec suspension setup developed by Sam Strano of Strano Performance Parts: Koni yellows, Eibach Pro-Kit, UMI Performance anti-roll bars, and camber/caster plates from Maximum Motorsports or BBK. Wheels must measure 18x9.5 inches and can’t weigh less than 17 pounds. The spec tire is the Goodyear Eagle F1 Supercar 3 in a 275/40R18 size. (Current price: about $900 for a set at Tire Rack.)
Then there are some optional items. The intake and exhaust can also be opened up, while competitors may install a Hurst short-throw shifter. A Ford Racing big-brake kit can also be fitted along with an upgraded third link bearing and Panhard bar.
Yes, you may also run an oil cooler. The rules also provide provisions for track safety gear, including a roll bar, harness, non-air-bag steering wheel and racing seat. You can scroll down for the basic shopping list, while the SCCA shares full details–plus applicable part numbers–on its website.
Step 2: Which Mustang for Us?
The Shelby GT, Bullitt and California Special Mustangs all fetch a premium on today’s market, so we quickly scratched them from the list. No need to bother with the heavier convertible, either. Ditto the automatic.
That left us with a big question: 2005-’06 Mustang GT or 2007-’09 Mustang GT?
The earlier car weighs less, while the later one has a stiffer chassis. Which one had the advantage? We pinged Sam Strano since he had a hand in the class’s recipe, and he recommended buying on condition. (The results from Solo Nats show 2005 Mustangs finishing first through fifth with a 2009 grabbing the final trophy spot in sixth.)
If buying a later car, note that not all came fitted with that required 3.55:1 final drive. Option code 455 denotes that Ford fitted the 3.55:1 final drive.
Step 3: Go Shopping.
So, in the end, we sought a 2005-’09 Mustang GT hardtop fitted with a stick. The trick, as we’d learn, was finding a clean car.
Required SCCA Club Spec Mustang modifications:
Allowable modifications:
Not our first later-model Mustang, either, as we prepped a 2012 Mustang GT for SCCA CAM autocross a while back.
All the reasons you've listed are why I bought a Mustang; of course as I like older cars I went with the Foxbody.
What's ironic about this is 30 years ago there were a dozen of us in LVR SCCA that were suing the same car for all of the events we ran; Autocross Rally-X and even club racing.
Love this concept.
I'm looking forward to following this build. I've been missing a V8 in my fleet and the S197 Mustangs seem to be in a sweet spot as far as depreciation and cost for reliability is concerned. It seems like I could pick one up for a reasonable price, enjoy v8 noises and acceptable performance for a few years and then resell without having to do a bunch of repair work and without loosing much if any money.
As the Mustang and Miata spec classes have been developing, it's been interesting to watch the adoption in the Mustang class seriously outpace the MX-5 class. If you had asked me how I thought it would shake out when these classes were announced, I'd have predicted exactly the opposite.
But after driving our new-to-us Mustang, I kind of get it. Even in it's off-the-used-car-lot condition the car does a lot of things well, and shows a lot of potential. it doesn';t hurt that it makes awesome noises and has great presencee on track, either.
S197s have exceptional steering. I'm not sure how they do it, but they do. The steering makes the car feel 20% smaller than it is since you can just place it so well and stay tidy with your lines. Even on the 540 tw (!?!?!) tires it had an air of nimbleness about it. The brakes sucked, and the diff is shot, but all that stuff is easily fixable, and those areas are on the CSM spec sheet to address anyway.
Front camber is always an issue with S197s. I recall on our project car, we'd cup the outer edge of the front tires fairly quickly, even with over three degrees of negative camber. So it'll be interesting to see how the narrower Goodyears hold up to likely even less camber than that.
Still, i think it's going to be a really fun project. This was a good choice by the SCCA for a fun and appealing starting point. It's a bummer so many of them are grody as hell at this point, but maybe this class is what can save a few of the good ones.
In reply to JG Pasterjak :
If by "save" you mean "ruin" I think you're on to something. I never see S197s in the JY.
As far as adoption rate, it probably helps that Ford sold a E36 M3 ton of them.
JG Pasterjak said:It's a bummer so many of them are grody as hell at this point, but maybe this class is what can save a few of the good ones.
A large number of grody starter vehicles is exactly what you need for a spec series.
Biohazard on the inside, with perfect mechanicals... The dream.
Sort of related, but on December 25, 2004, I was photographing this. My wife was running in a race, so I took the car around DeLand for some photos. 
If I lived a little closer, I'd love to build up my Camaro alongside your project car, part for part , week by week. I think that would be a very interesting comparison, and would probably be the motivation for me to stop talking and start doing.
The FIRM is a bit far as well, but if you want to take it to Bradenton or Sebring before mods begin and get a baseline 😜
JG Pasterjak said:As the Mustang and Miata spec classes have been developing, it's been interesting to watch the adoption in the Mustang class seriously outpace the MX-5 class. If you had asked me how I thought it would shake out when these classes were announced, I'd have predicted exactly the opposite.
When the wife suggested I pick up a dual duty car, I thought the Miata would be the answer, BUT like a lot of people I've done the momentum car thing ad nauseam. The Mustang makes perfect sense; they are fun to drive and have a great exhaust note. Even when they are going slow they sound fast.
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