Who: Michael Davis
Where: Hillsboro, Missouri, where the hills are alive with Show-Me Mustang horsepower
What: '92 Ford Mustang LX
Engine: Starting with an iron A-4 block, Berry Performance in DeSoto, Missouri, bored the 4.00-inch standard bore an additional 0.080 inch and then added a set of Wiseco 9:1-compression forged pistons, Speed-Pro rings, and a custom camshaft from a guy named Freezy Michael found on the Mustang message boards. It's all tied in with an Eagle 3.40-inch-stroke steel crank and Eagle rods creating 356 ci of displacement. He then added a set of Edelbrock Victor Jr. aluminum heads. Because he had a high-pressure idea to help the air and fuel into the cylinders, Michael left the ports and 2.05/1.65-inch valve sizes stock but did add a set of O-rings and copper head gaskets to help those 10 head studs per side seal the heads to the block.
Induction: Rather than taking the easy way out with a carburetor, Michael has retained the Ford EFI package with the big addition being the Vortech T-trim combined with 83-lb/hr Siemens high-impedance injectors and a Professional Products 75mm throttle body. All this requires more fuel capacity with an Aeromotive Eliminator pump that has the juice to maintain the injector line pressure over the top of the 16-psi blower boost. Some guys avoid the headaches of trying to work with the OE computer by opting for an aftermarket ECU, but Michael decided to merge the two styles. Working with Anderson Ford Motorsports (AFM), he retained the factory computer but added one of AFM's Programmable Engine Management Systems (PMS) that piggybacks on the factory computer to control positive boost pressure and those huge injectors. The system allows Michael to access all the critical tuning functions such as spark, fuel, and mass air voltage through a simple keypad instead of a laptop. There's also a Coolingmist water/methanol injection system that wards off that evil detonation even on pump gas. Finishing off the engine are an Edelbrock water pump, an MSD distributor and Blaster coil, and a set of Mac 1 3/4-inch headers with Flowpath 3-inch mufflers.
Transmission: The AOD automatic has suffered from a bad rap, but Michael has learned over several years of breaking parts that adding a Lentech manual valvebody and input shaft makes the trans durable. He built the trans this last time himself and combined it with a 5,400-rpm, nonlockup, Neil Chance converter.
Rearend: Michael braced the stock-width 8.8-inch rear axle assembly that's had the tubes welded into the centersection. An aluminum driveshaft feeds the 3.55:1 gearset connected through an Auburn Pro limited slip to a set of 31-spline Moser axles.
Suspension: Michael elected to ditch the stock front crossmember and bolt in a PA Racing K-member that mounts a set of QA1 front coilover springs supporting a set of Strange 10-way adjustable front struts. While out back, Michael uses light-duty, four-cylinder rear coil springs damped by a pair of Strange adjustable shocks and lower control arms with spherical bearings. The entire mess is glued together with fully welded subframe connectors and a complete chrome-moly 10-point rollcage installed by Absolute Chassis in Troy, Missouri.
Brakes: The Mustang still sports stock GT discs in front and drums out back.
Wheels/Tires: To plant all this power, it sports a set of 15x8-inch five-spoke Bogarts mounting a pair of Hoosier 275/60R15 drag radials. In front, things get skinny with a pair of 15x3.5-inch front Bogart wheels with 26x7.5-15-inch Mickey Thompson Front Runners.
Crew: Among the contributors to this Mustang were Tim Donathen, Dan Nemeth, Willie Johnson, and Jermie Koogler. Of course, it's also important to acknowledge Michael's wife, Jacquelin, son, Jeremy, and daughter, Lindsey.
Performance: The old car ran a best of 10.11 at 136. Right out of the gate, the new car churned 10.26 at 136 mph on its first full pass. Michael thinks the new Mustang has the potential to run in the 9s and still be completely street driven-not bad for a small-block car that's incognito.