Here the OEM air box has been removed to gain access for the transaxle fittings used for the Ford Racing transaxle cooler. [ View Pictures ]
Here is the OEM air box. [ View Pictures ]
Here Ford Racing's transaxle cooler assembly ready to be installed; this system was designed along with the development of the gal as such it is truly a bolt in assembly; there are no modifications required. [ View Pictures ]
Here is the by-pass that was installed on the gal's transaxle at the factory in lieu of the transaxle oil cooler. [ View Pictures ]
Here the new larger #8 AN fittings has been installed and the cooler hoses are being installed. [ View Pictures ]
Here are the cooler hose ends ready to be joined to the transaxle cooler. [ View Pictures ]
Here the transaxle cooler has been installed. [ View Pictures ]
Here the lower mesh grill at the gals rear has been removed for access to other hardware also needing to be removed in order to move the OEM muffler assembly. [ View Pictures ]
Here is the 3 piece OEM muffler brace. [ View Pictures ]
Here is the OEM muffler ready to be removed. [ View Pictures ]
Here the OEM muffler has been removed; notice the extensive use of blankets, towels, and painters tape through out the engine bay so as to insure that no cosmetic damage was caused during the process. [ View Pictures ]
Here is the heavy OEM muffler out of the gal. [ View Pictures ]
Here the engine bay is now ready for the installation of the AccuFab's rear pipe sections. [ View Pictures ]
Here is the AccuFab "X Pipe" exhaust section as it arrived complete with the two custom Tig welded brackets, new flange gaskets, and all new Grade 8 hardware. This exhaust section has no muffler inserts or baffles as such there will be less captured heat and the muffling will now come only from the OEM cats as such she will be a bit more aggressive sounding. In addition the AccuFab exhaust section is significantly lighter than the OEM muffler; best guess would be 40-45 pounds lighter. [ View Pictures ]
Here the AccuFab exhaust has been completely wrapped with Thermo-Tec's wrap. The primary purpose for the wrap in this situation is the reduction of radiant heat within the engine bay. We have successfully used this process for many years in similar applications such as on Lamborghinis and Ferraris for the exact same reason. [ View Pictures ]
Here the AccuFab exhaust section is ready to be sealed with Thermo-Tec's recommended high temperature paint as the final step in the process before installation. In this case the wrap will be sprayed black leaving only the protruding tips and mounting flanges as exposed stainless steel. Because the wrap is moistened during the wrapping process it is imperative that it be allowed to dry completely before the sealing process is completed. [ View Pictures ]
Here the AccuFab exhaust section ready to be installed. [ View Pictures ]
Here the AccuFab exhaust section has been set into place. Now the OEM support braces and the two custom fabricated brackets need to be installed then this project will be a wrap. [ View Pictures ]
Here the AccuFab exhaust system is installed and the gal has been all buttoned up. A nice addition to the already stunning engine bay and the song she sings is wonderful. [ View Pictures ]
Here the OEM shifter assembly is completely exposed ready to the have the Ford Racing short shifter installed. In order to get to this point the sub woofer, misc trim pieces, and the center console had to be removed. [ View Pictures ]
Here the OEM and the Ford Racing short shifter sit side by side; the shifter on the left is the new short shifter. [ View Pictures ]
Here the process of removing the OEM shifter is well underway. [ View Pictures ]
Here the new Ford Racing short shifter has been mounted to the OEM shifter support bracket and has been lubed and is now ready to be installed. During the installation process the 4 OEM rubber isolators were removed and replaced with 4 machine inserts for more precise shifter action. Certainly this may cause a little transient vibration and yet the performance of the shifter will be greatly enhanced. [ View Pictures ]
Here the new shifter has been installed and linkage adjustments were verified. It works now with a nice crisp short toss of the shift arm. In addition to the Ford Racing short shifter a custom OEM shifter ball is being installed. The ball no longer uses the external lock nut but rather has an internal locking system furthermore the process lowered the shifter ball on the shaft 5/8 - 3/4" which further enhanced the shifter feel while also looking much better. [ View Pictures ]
Being a Motor-Head I like having access to the gals heart and one of the paths to it is through the bulkhead behind an access panel located on the inside of the gal in-between the seats. The problem is that when Ford assembled the gal they elected to use an archaic process using nothing more than a messy bead of urethane as such the process each time is both messy and a time consuming process. Fortunately Jay at GTSaver.com found the same issue with his gal and being a machinist fabricated a die for the sole purpose of making a very cool reusable seal thus eliminating the messy bead of urethane.
Here the bulkhead's access panel is in place. [ View Pictures ]
Here the access panel has been removed and many of the wonderful bits and pieces of the gal's heart are able to be seen and accessed. [ View Pictures ]
Here is the access panel along with the custom reusable seal and the black ball of goop is the urethane that was removed and will no longer be required. [ View Pictures ]
Here is the seal as mounted on the access panel. You can see the forethought and attention to detail given to this piece during the design stages with integrated items such as the compression lips surrounding the bolts and the perimeter so as to properly seal the bulkhead. Installation was a breeze and should the desire or need arise to get back in through the bulkhead it will no longer be an arduous and messy process. [ View Pictures ]
As many know one of the few options offered for the Ford GT is the Macintosh stereo however as nice as the system is it included a bulbous subwoofer; rather I should say the OEM location for the subwoofer is bulbous. It was as the result of this that must time was taken to consider a way to relocate the subwoofer and the amp which in the OEM configuration mounted behind the subwoofer. The results were a round dome of sorts that resides in-between the two seats at shoulder height. The OEM enclosure looks out of place, because of its location afforded mediocre sound, and if a motor-head distracted from a visually stunning sight; the spinning supercharger from within the gal. There were 4 primary objectives; no modifications to the gal, a conversion that would the gal to be returned to OEM quickly and easily, no loss in sound quality, and that the seat movement not be hampered. Well; this goal was met. Here is where and why this project was undertaken.
Here is the subwoofer as installed by the Team at Ford behind it is the Macintosh amplifier. First of all the sound was at your ear and secondly if you wanted to chat with the passenger you had to lean forward to look around it; a simply ridiculous design. [ View Pictures ]
Here the mockup subwoofer enclosure is being created so that a real time 3D fitting could take place. This particular subwoofer is very unique as it was designed to work in an enclosure with very little internal volume; it has a front mounted inverted magnet, and is ported through the cone in the subwoofer itself. [ View Pictures ]
The side mounting brackets on the OEM amp required a slight modification. One of the mounting tabs on each of the two brackets needed to be bent at a 90 degree angle. [ View Pictures ]
This aluminum is being fit into an OEM receiver slot used for a sound deadening pad located behind each seat. The sound deadening pads remain and the aluminum inserts are installed over them with no damage. [ View Pictures ]
Here the Macintosh amp is being mounted and the lower two OEM storage bag hooks are being relocated above the amp. [ View Pictures ]
Here the initial fitting of the relocated amp is underway. At this time the OEM storage bag located behind the seat has simply been folded to verify all of the fit issues. [ View Pictures ]
Here the driver side conversion has been completed. The aluminum insert panel has been covered with the same material as will ultimately be used on the subwoofer enclosure. In addition the OEM canvass storage bag has been cut, re-stitched, and the elastic securing hoops at the lower edge were installed and now secured to the OEM mounting hooks that were relocated. [ View Pictures ]
Here the dry fitting of the aluminum insert for the passenger side is underway. [ View Pictures ]
Here is the finished custom subwoofer enclosure ready for the final installation. [ View Pictures ]
Here the custom subwoofer enclosure is being installed. [ View Pictures ]
Here the passenger side conversion has been completed including the now wrapped aluminum insert, the OEM canvass storage pouch has been modified, and the OEM subwoofer now in a custom enclosure has been installed. [ View Pictures ]
Here you can see that the seat travel had not been hampered and you can also see the "Non-Mac" leather bulkhead cover installed. Now the window is clear so you can see the heart of the gal, no longer is there a "HUGE" subwoofer sticking out in-between the driver and passenger, and there is now a small but welcomed storage pouch in-between the seats. [ View Pictures ]
Here is the interior look once the conversion was completed. No longer is there the bulbous subwoofer protruding into the cab, the sound is better, and it is all OEM in appearance. The leather engine bulkhead cover is the OEM piece furnished in the GT's that do not have the Macintosh stereo upgrade. Now there is the best of both worlds, awesome looks and stellar sound. [ View Pictures ]
Once the original custom subwoofer design through the use of a fully functioning mock-up was verified a final subwoofer enclosure was fabricated incorporating some subtle end cap design changes and the modest use of carbon fiber which ties in nicely with the seat backs which are made of carbon fiber as well. The center console insert panel was also wrapped in carbon fiber to further tie everything together and to offer some contrast as compared to having simply a huge black bulls-eye in-between the seats. [ View Pictures ]
Now as the result of this conversion numerous folks asked me about it and whether a conversion kit including the custom subwoofer enclosure could be purchased. As the result of this Ash a world class craftsmen agreed to make a single group of the custom subwoofer enclosures. When the dust settled the number of enclosures fabricated number 20.
Here are a few pictures taken during the course of the production and ultimate shipping of the additional custom subwoofer enclosures. [ View Pictures ]
Well, after many months of vacillating back and both as to whether to twist and tweak the gal a bit more it has been decided to encourage her to run a bit harder, longer, and stronger. Initially we considered the typical options such as spinning the OEM supercharger a bit faster through the use of little more than a smaller supercharger pulley. This process alone insures an easy 100 RWHP increase as well as a bump in the measured torque as such she would certainly run harder and stronger and yet likely not longer. The reason she would not run longer is because simply spinning the supercharger faster results in pushing the superchargers rotational limits to and maybe even beyond its design limit which would result in a significant increase in the discharge air temperatures, a further reduction in the superchargers overall efficiency, and maybe even failure. Because of this fact we did some scouting around and then ultimately initiated communications with Whipple because they have recently brought a larger displacement supercharger to market designed specifically for the GT's. The Whipple supercharger is approximately 30% larger and nearly 30% more efficient when compared to the OEM supercharger. As the result of these differences the Whipple supercharger will be spun at a much slower rate when compared to the OEM supercharger thus creating a much lower discharge temperature resulting in even greater usable boost. In the world of forced induction engines this quite simply means both more torque and horsepower is soon to be experienced. In the case of this gal we decided to create a boosted environment of approximately 19 PSI. This will result in a torque rating of approximately 650 lb-ft (when compared to OEM of 500) and a horsepower rating at the rear wheels of approximately 725 (when compared to OEM of 550). This increase will be experienced even though the new Whipple supercharger will be operating in a much more relaxed manner when compared to the OEM supercharger. These performance numbers are based on our tuning her for and using typical 91 octane fuel; however with little more than a pulley swap (1/4" smaller in diameter) which will increase the boost a couple points, filling her tank with better fuel, and then re-flashing the PCM with a program that allows her to take full advantage of these changes she would easily see numbers in the 800 RWHP range; maybe even more. Here is what we know of the OEM heart in these gals. The block was design to remain stable well into the 1500 HP range and the internal rotating assembly which includes the H-beam rods, the pistons, the crank etc have operational design limits well into the 900 HP range so needless to say the twisting and tweaking being completed by us will result in an engine that is still under powered based on the operational design limits created prior to its inception. Furthermore there has been at least one example where in OEM trim the gals hearts was pushed into the 1100 RWHP with measured torque of nearly 1000 lb-ft. In the case of this motor the forced induction system used was a twin turbo setup with an alternate MAF integrated to keep her happy. The OEM ignition, fuel system (including injectors), and cooling system all remained as OEM. There is no doubt that these engines which were hand built by the teams on the Romeo Niche-Line are simply awesome.
Here is the "HUGE" Whipple in its final stages of twisting and tweaking before being installed on the gal. In addition to the supercharger being larger and more efficient a secondary idler was incorporated onto the snout so as to insure maximum belt wrap with minimal belt slip when under the higher boost levels. The color and finishes used were selected to keep the gal looking mechanical and purposeful in line with the gal's race car heritage. In addition; in order to take full advantage of the additional air now able to be drawn through this supercharger a significantly larger throttle body; one that was hand selected by John aka AccuFab will be installed. [ View Pictures ]
Once the decision was made to push more air into her we felt that we should also look at how efficiently the air was able to exit her; a bit of the YING and YANG theory. Once again we pounded the pavement to see what was being offered and in the end we selected a truly stunning system designed and fabricated by the team directed by Al at Stainless Works. This system is made of stainless steel and was designed as a multi piece header system that once in place the tubes are joined at a common slip fit collector; one for each side. Then at the end of the collector is the small metal bed cat followed by a relatively short tail pipe that exits directly out the back. As a means to manipulate the sound a bit they decided to install a cross over pipe creating what is commonly referred to as an "H" pipe. This was installed just inside of the rear screen panel of the gal and just prior to the exhaust making its final exit. Now there were several items considered before selecting this exhaust; certainly the sound was one, ease of installation and future servicing being another. However being a rear engine gal the radiant heat issues associated with any exhaust had to be at or near the top of our list of considerations. As such this system offers a very aggressive sound, its multi piece headers system (specifically 4 two piece tube assemblies connected by a slip fit collector on each side) make for a relatively easy installation process and afford future serviceability, and then because of its design it will likely result in the lowest radiant heat concerns of any system we looked at which made the final decision very easy to make. In the case of this particular installation system the headers are being ceramic/thermal coated and the section aft of the cats including the "H" pipe will likely be thermal wrapped as the means to reduce this even more.
Here is the Stainless Works exhaust system as it was listened to in their facility shortly after the development and installation process had been completed.
Here are several pictures showing the headers and then the system in place. It is certainly a snug fit and yet the design of the system could lead one to believe that it was on the gal from day one. [ View Pictures ]
Several months ago we had the opportunity to chat with the folks that own a company known as The GT Guys. This conversation came as the result of our seeing pictures of a very cool rear bumper delete that they did for a customer of theirs. The removing of the rear bumper creates a simply wonderful looking race car styled ass fully reminiscent of the gals that raced and won in the 60's. IMO; the transformation is simply stunning. During this conversation they shared how and what they did to accomplish this modification. The only portion of their process that I did not warm up to was the fact that they used the OEM multi piece rear screens and modified them rather than having an OEM looking single screen fabricated. Now I also understood as a one off project the cost to produce a single panel was likely not feasible nevertheless I strongly suggested that they go back to their fabricator and see about having such a screen created. I feel certain that as was said in the movie The Field of Dreams; "if you build it they will come". Well a couple months later I received an email with pictures of the completed process and holding true to our word we said "thumbs up" and please prepare it for shipping. Now if you reflect back in this text to the earlier comment where it was said "if you build it they will come" well this has proven true as already several people are on the waiting list so their gal can receive the same treatment. I should add that this process is relatively easy and can be completed in the matter of a few hours with nothing more that basic hand tools and is completely reversible.
Here is a picture of the original gal that they converted as a one off project. [ View Pictures ]
Here are pictures of the new one piece screen as installed for the first time during the final stages of their development process. FYI in these pictures the exhaust tips have not been cut to the proper angle or length yet. [ View Pictures ]
Here the gal is under the knife as the OEM valve covers are removed in preparation of the next phase of the performance and esthetic conversion process. [ View Pictures ]
During the course of the project we decided to covert her to a "Redhead" as such the OEM oil splash shields needed to be removed from the underside of the valve covers so as to eliminate hidden pockets in which stripping materials would become trapped. This was a very methodical process as concern for snapping one of the 24 securing screws remained high throughout the process. Once all 24 securing screws had been successfully removed then all of the OEM machined surfaces needed to be protected prior to the stripping and power coating process. The machined surfaces are many; 8 inner coil sealing surfaces, 4 within each valve cover, 3 exterior machined mounting surfaces, 2 on one valve cover and 1 on the other, and then 20 machined bores, 10 in valve cover in which the valve cover securing bolts and o-rings reside. Then once the powder coating had been completed then all of the edges around the machined surfaces had to be carefully sanded smooth and flat so as eliminate any concern for end chipping of the powder coating over time. [ View Pictures ]
Over the past many months the gal has been tended to when the time permits as the result the following pictures are a recap of these activities We were asked to design a fire suppression system for the gal's that was integrated in such a manner so as to appear as if OEM. The system was designed and completed in our facility with the support of the team at SafeCraft. This specific system is available now for all GT's with the Ford Racing cooler on there gal however even those without such a cooler can take advantage because we designed variables into the system.
Here are pictures of some of the many stages involved during the layout and integration process. [ View Pictures ]
Here the completed system has been installed. We took great care to make use of the OEM plumbing routing patterns and access holes so as to make it appear seamless once in place. The system is automatic; meaning that at a given temperature (360 degrees) the discharge nozzles will open and expel suppression agent without causing any mess or secondary damage as the result of this process. We also have completed the "HUGE" Whipple installation. We did many detail items on this particular piece such as the machined side plates on the Whipple rather than using the decals as furnished by Whipple with the unit. Once it was installed a great amount of time was spent with TonY G aka HP Performance collecting data and fine tuning her. We purchased the SCT Pro-Race tuning system which allows us to completely twist and tweak her PCM however TonY G's aka HP Performance's experience with these gals in particular and his willingness to work with us as we became familiar with the program was the basis of the resulting tune. TonY G is great person to work with and to get to know. FYI; he was responsible for the tuning of Joe's "EXTREME 1400 plus HP Twin Turbo GT" as has been seen by folks all over the world as the result he knows the GT very well. She is presently tuned for 91 octane fuel at 19 PSI of boost as the result she has what we refer to as a conservation that still resulted in excess of 700 RWHP and approximately 700 foot pounds of torque; needless to say she like to be exercised. [ View Pictures ]
Here the OEM supercharger has been removed and you are looking at the OEM integrated intercooler within the intake manifold. [ View Pictures ]
Here the Whipple has been set into position. [ View Pictures ]
Here the Whipple is being plumbed and made ready for the tarmac. [ View Pictures ]
Here the Mafia which is a signal programmer used in conjunction with the OEM MAF that allows the system to be properly tuned with an increased air flow is being made to appear as OEM by replacing the plastic sheathing with OEM accordion style wrap. [ View Pictures ]
Here we are fabricating a mounting plate for the Mafia. [ View Pictures ]
Here the Mafia has been installed and as you can see is neatly tucked out of sight to all but the most informed. [ View Pictures ]
We also decided to install a full exhaust system on the gal; this was done for the looks, the sound, and because we could design an exit that would look like the GT race cars of their race days. We decided to use the system as offered by Stainless Works and then created a modified rear section aka the "H" pipe specifically for the rear bumper delete gals.
Here the OEM system is being removed. During this process the half shafts were undone at the transaxle for better and easier access furthermore it was our intention to replace the OEM half shaft hardware at this location with the AccuFab system as designed by ARP which is much stronger. [ View Pictures ]
Here is the complete Stainless Works exhaust system being made ready for installation. [ View Pictures ]
Here the Stainless Works system is being installed. [ View Pictures ]
We also worked with The GT Guys; or I should say encouraged The GT Guys a team that helped develop these gals with FORD to create an OEM appearing rear bumper delete system so that the gals could have the ass of the race cars of days gone past. They had already completed a solo project however not to the level of detail that I felt befitting of these gals however what they came back with is "STELLAR".
Here the preparation for this process is underway. [ View Pictures ]
Here one of the rear bumper extensions has been removed. [ View Pictures ]
Here the installation of the system is well underway. [ View Pictures ]
Here the rear bumper delete process has been completed and is being admired by Denis aka The GT Guys. [ View Pictures ]
While all of this was underway we also were introduced to Mark aka Genaddi Design Group and a system that they were just bringing to market. This would be the GTB doors as developed by Bernard as true master craftsman. After a few conversations arrangements were made to have Bernard flown out to our facility to participate with the installation of the system while also providing training so that future gals could be blessed with such a conversion. Bernard spent several days on his initial visit during which time he worked with The GT Guys and us installing during which time numerous twist and tweaks aka improvements were made to the system so as to make it a truly integrated conversion of the caliber of these gals. Bernard took this information and returned to Genaddi to integrate the issues as we discussed and then 4-5 weeks later returned with a final set of hinges affectionately marked as "The Shadowman Specials" so we could complete the process. Initially it was at times an arduous process however in the end a system that all can be proud of and happy with was completed and is now available to all. This system makes getting and out of your gal very easy with no close proximity parking concerns and also changes the character of the gal making her even IMO more exotic. When sitting with her doors closed no one would ever know and yet as the doors open you can see the expression on folks faces and then if she is left parked with them open she is a sight to behold; a very cool indeed.
Here the process of disassembly is under way as she is being made ready for the GTB door integration. [ View Pictures ]
Here the system is being installed. [ View Pictures ]
So after all of this the engine bay has been completed with all of the secondary systems successfully integrated so as to appear as OEM.
Here is the engine bay; you can see the stainless steel lines which are a apart of the fire suppression system, the red fire suppression discharge nozzles placed on the upper frame section. [ View Pictures ]
Here is the gal with her door open asking that if after all of this she can go play. [ View Pictures ]
The following pictures depict the thermal expansion modification required with the Stainless Works exhaust. It was determined that once the system reached operating temperature it grows approximately 1/2" lengthwise as such the previously designed solid mounted rear "H" pipe as presented by Stainless Works became highly stressed. This retro system was designed in our facility with the blessing of Stainless Works and as a part of the process we fabricated all of the bronze bushings; incidentally there are two styles; one that indexes both the "H" pipe at the transaxle and the compression spring and the other that simply indexes the outer end of the spring. We also machined ,030 washers to reside in-between the "H" pipe mounting ears and the transaxle so that upon cold startup there would be no squeaks as the result of the "H" pipe bracket rubbing against the transaxle until the system begins to expand. The thermal expansion process only takes 30-45 seconds as such this measure was likely not required nevertheless is a detail item that makes this retro system of the same caliber of the balance of the system. This system is able to be retrofit to and existing system that is already in a gal. The system consist of two case hardened studs, four custom bronze bushings/sleeves, two compression springs as furnished and specified by Gardner Spring Company, two custom .030 washers, and two copper self locking exhaust nuts. [ View Pictures ]
During the process of our installing the Whipple supercharger a MAF scalar was used aka MAFIA to alter the signal/voltage map as presented to the PCM so as to maintain proper operation and allow for finite tuning. The problem with adding this scalar is this is that Ford elected to have the OEM vacuum/boost gauge operate off the same signal from the MAF which meant that by altering the signal to the PCM we also altered the signal to the vacuum/boost rendering it something less than useless. Then add to this the OEM gauge only had the ability to operate to 15PSI whereas with the Whipple supercharger creates boost in the 20PSI range. Fortunately a fellow having the same issue aka FreeFlyer created a new vacuum/boost gauge that uses an OEM housing and then he integrated new Auto Meter internals including a custom face plate that he had fabricated so that when completed the new/custom gauge appears as OEM however operates properly and has the ability to monitor boost up to 30PSI. The new system uses an isolated 3bar MAP sensor so it is very accurate and because it is a standalone system there is no cross talk from other sensors throughout the system so it is also very stable. The process to replace to install the custom gauge took a few hours and I would rate the level of difficulty as moderate. The most awkward portion of the project was the removal of the OEM instrument cluster and then all of the remaining steps were fairly straightforward requiring only a small number of Torx wrenches and a roll of painters tape that was used throughout. Initially when received the new gauge we reviewed the instructions and immediately noticed that the proposed placement of the isolated MAP sensor was not to our liking. It was suggested that we simply zip tie it to the upper radiator hose however we elected to created a small custom mounting bracket so that in the end it would appear and be serviceable as if OEM. The custom bracket is secured to the supercharger and there were two 10/32 Riv-Nuts inserted into the bracket so the installation and removal of the MAP sensor remains both very easy and esthetically pleasing. [ View Pictures ]
After exercising the gal through a variety of conditions I felt that a bit of the exhaust "bite" needed to be removed even though the exhaust sounds phenomenal. When she is initially brought to life it is akin to waking the dead and then within a minute or so she settles down into a nice deep throaty rumble. Then as she is exercised through the gears each brings with it a smile and then while cruising at a fixed speed under a light load condition it is soft music in the background which is easily masked with the stereo if one so chose to. However under the more extreme of moments particularly when she is being exercised hard or when under a moderate load for an extended period of time I felt that she sounded a bit too edgy. It was as the direct result of this that options were considered; BTW none of the options included an alternate exhaust as the Stainless Works system looks and sounds befitting of the gal; simply perfect. Initially I felt that s quick phone call to a muffler manufacturer would create access to pre-manufactured internal muffler pieces that we could play with however I was sadly mistaken. It was as the result of this that two bullets aka glass packs were purchased and we were able to get them at the stage before the tips were welded on and painted. Once received the two bullets were cut open and then the internal core was removed and chopped into pieces with the final piece from each bullet that we wanted being little more than 4" long. Then we proceeded to test fit the pieces into an "H-Pipe" and while doing so decided the best (if possible) means to install and secure it. Finally after several ideas were dropped we elected to machine a couple custom stainless steel collars; these were machine with an internal step so that the fluted core could be pressed into position and then Tig welded as the final step. During the machining of the stainless steel collars we also drilled and tapped them for 1 0 -32 securing screws; specifically stainless steel button-head sock cap screws. The reason for the machined step within the collar is so that when one looks at the exhaust up close you cannot see the end of the fluted core instead what you see is a nice machined piece of stainless steel and seamlessly is integrated into the core. Once the baffles/inserts were completed we test fit them and once happy then wrapped them with the OEM glass material before sliding them into position for the last time. By design the baffles/inserts slide in and then self center based on the machined stainless steel collar that is 5/16" wide; they are a close tolerance fit as such they will only slide perfectly straight into the tubes. Now that they are in place and secured if the need should arise that can easily be removed for service or to get the edginess back. Now that they have been installed the results were as anticipated; she still roars like a lion when asked to, whispers when needed, and a bit of the extreme edginess is gone. In addition the baffles/inserts significantly reduced the cackling that was present during deceleration. We know only too well that most enjoy this cackling however it is nice that she does it a bit less.
Here is the bullet after cut up and the selection of pieces ready to be sorted through. [ View Pictures ]
Here is the only part of the two bullets that will be used for the baffle/insert process; there was one of these 4" fluted core sections as shown with in each bullet. [ View Pictures ]
Here the baffle/insert has been completed. The custom machined stainless steel collar has been Tig welded into position and the drill and tap process also has been completed. [ View Pictures ]
Here the baffle/insert is being wrapped and made ready for the final installation. [ View Pictures ]
Here the baffles/inserts have been installed appearing as if they were a part of the original Stainless Works design. [ View Pictures ]
That the season during which these gals can be exercised is near we decided to complete a few personal touch tweaks and take care of her annual service requirements.
Here she has been place on fixtures as we make ready to remove her OEM suspension. We are going to have the wheels stripped and powder coated and at the same time install Alex's aka T & A Shocks adjusting sleeves so that we can lower her a bit. [ View Pictures ]
While she is n fixtures we will remove her underbody panels and drain the engine and transaxle fluids as well as do a stem to stern checking of everything before she is exercised.
With spring quickly approaching we felt it the time to give the gal a close looking over during which we will be installing fresh engine oil filter and oil as well as and transaxle oil. During this process will also be installing Jay's aka GT Saver's magnetic drain plugs at all locations.
Here are Jay's aka GT Saver's very nice magnetic drain plugs. Now in OEM trim the gals come with a solo magnetic drain plug in the transaxle however those that will be installing are significantly stronger. [ View Pictures ]
Here the new oil filter and fresh oil are being installed. [ View Pictures ]
Now we are going to disassemble a good portion of the gal's front end to tend to several items during which time we will be installing Alex's aka T&A Shocks adjustable spring perches so that we can lower the gal a bit at both the front and the rear.
Here the adjustable spring perches have been installed. [ View Pictures ]
During the disassembling of the gal's front end we had to tackle the inner fender liners; and the word tackle is use lightly as they are a real challenge to remove. After as many of these that we have had out we finally decided to modify the OEM inner fender liners and make them a 2 piece system which will make the process not only easier but also there will be much less risk of causing any damage to the aluminum fenders during the removal process.
Here the process of creating a 2 piece inner fender liner system is underway. [ View Pictures ]
Now as we make this gal ready for the upcoming season we decided to remove her front fenders during which time we will be replacing the fuel filler neck assembly. This needs to be done because the EVAP system is indicating a leak at the flapper valve; sadly this is a rather common occurrence. We will also be taking this time to look over previous work that we completed such as the cool upsweep door system.
Here her front end is completely exposed making what we want and need to do very easy now. [ View Pictures ]
We decided that we want her to be a bit more aggressive looking as such we decided to have her shoes aka wheels power coated in a semi gloss black finish. We go through the trouble of powder coating rather than painting because the process creates a very durable and long lasting finish. During this process we also had the OEM center caps disassembled so that the outer aluminum piece could be powder coated as well. If they had been left assembled during the powder coating process the inner plastic portion would very likely melt or at the very least become distorted.
Here are the wheels now that the powder coating has been completed. [ View Pictures ]
We have had a few items on the proverbial table for many months that we wanted to tend to however we gladly kept pushing her aside as we completed projects for other folks. Finally we were able to create a small window of opportunity as such we will be integrating Kip's very cool carbon fiber/leather center console cubby as well as an OEM Ford rear view with an integrated video screen built in designed to be used with a backup camera. It is because of this new rear view mirror that we will also be integrating an OEM retro/period appearing Ford dome light because this mirror has not such feature built into it as such the gal would have no interior lighting. Initially we had to carefully disassemble the gal's interior which included the multi piece headliner, the OEM magnesium center console, the bulkhead trim panel and then the bulkhead assess panel itself. Once this was completed we were able to move forward with the project as defined.
Here we are preparing the rear portion of the OEM headliner for the integration of the retro appearing OEM Ford dome light. Once integrated the dome light will operate as if OEM because we will integrate it with the gal's OEM lamp control module however we will also be adding a switch so that it can be operated manually at any time. [ View Pictures ]
Here the retro appearing OEM Ford dome light has been made ready for integration. We needed to remove a couple plastic ears that extended away from the surface so that it could be mounted flush with the headliner. [ View Pictures ]
Here the retro appearing OEM Ford dome light has been completely integrated into the gal. [ View Pictures ]
Here is the custom dome light wiring harness. [ View Pictures ]
During this integration process we will be creating 5 custom wiring harnesses. Each wiring harness will be created with colors that are easy to decipher, the proper gauge of wire including video shielding where needed, OEM sheathed, fused at the OEM SJB box, and all of the connectors will be Deutsch because of their quality design and extreme sealing qualities for those that will be exposed to the elements.
Here the rear view camera has been fully integrated. In this case we used a Pioneer camera however there are a laundry list of cool cameras to select from. [ View Pictures ]
Here is the custom rear view mirror harness. We will have this harness travel down the passenger side A-Pillar and then terminate directly into the SJB box. [ View Pictures ]
Here the headliner has been reinstalled with the new retro appearing OEM Ford dome light. [ View Pictures ]
Here is the Deutsch connector that ties the camera harness to the intermediate harness. The placement of the connector is pivotal to insure the ease of future service at the rear of the gal. With this connectors placement the rear fascia can easily be removed aka plug and play. [ View Pictures ]
Here is the custom video harness being integrated into the area located under the OEM magnesium center console. [ View Pictures ]
Here are the very cool custom push-push switch integrated into the custom harness. The Deutsch connector at this point will insure that the OEM magnesium center console can be removed for future service with no difficulty. This particular connector will reside directly along side of the present OEM connector that brings the climate control panel to life. These two switches will be used as follows; one allows for manual operation of the retro appearing OEM Ford dome light and the second is for manual operation of the rear view camera. [ View Pictures ]
Here we are preparing the OEM magnesium center console so that we can integrate Kip's very cool carbon fiber/leather center console cubby. [ View Pictures ]
Here we have fully integrated Kip's very cool carbon fiber/leather cubby into the OEM magnesium center console. [ View Pictures ]
Here the custom switches have been integrated into Kip's cool carbon fiber/leather cubby as such we are ready to reintroduce the OEM magnesium center console into the gal. [ View Pictures ]
Here she is after all of the systems have been fully integrated and brought on line. Now if we had not shared these events most would never know that these systems had been integrated because whether looking at them directly or coming in contact with areas that most will never see the process was well thought out and methodically completed with one of the goals being an OEM style integration. [ View Pictures ]

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