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(JOE)>> TODAY ON HORSEPOWER WE'RE BUILDING A RACE CAR FOR THE HOTTEST NEW RACING CLASS IN THE COUNTRY. IT'S HEADS UP, HIGHLY COMPETITIVE, AND BEST OF

ALL RELATIVELY AFFORDABLE. THE NMRA'S COYOTE STOCK CLASS IS OPEN TO 1954 AND NEWER FIVE LITER POWERED FORD VEHICLES.

THE WHOLE IDEA IS TO CONTAIN COST BY USING A

FORD PRODUCTION OEM SEALED ENGINE.

THERE ARE SEVERAL BOLT CAPS LIKE THIS ON THE ENGINE TO KEEP IT CLOSED. THEY RUN IT ON A 400 PRO TREE AND EACH CAR MUST WEIGH 3,150 POUNDS. FORD RACING'S FIVE LITER COYOTE ENGINE, LIKE THE ONE WE'RE INSTALLING, IS PERFECT FOR THE RACE CLASS BECAUSE OF ITS STURDY BUT LIGHT WEIGHT STRUCTURE.

(JESSE)>> SO WE HAVE ALL THE STRENGTH, IN FACT MORE STRENGTH THAN ANY FOURSIX BLOCK WE'VE EVER DEVELOPED, BUT AT THE SAME TIME WE'RE ABLE TO HAVE THESE CAVITIES WHERE WE TOOK THIS MATERIAL OUT, AND WE HAVE POCKETS WHERE WE DON'T NEED THE MATERIAL. WE HAVE ALL THE STRENGTH WITH THE DESIGN OF THE BLOCK.

(MIKE)>> IT'S A DUAL OVERHEAD CAM SETUP WITH FOUR VALVES PER CYLINDER. UNDERNEATH THE WINDAGE TRAY THAT DOUBLES AS A PAN GASKET IS A FORGED CRANK SHAFT HELD IN PLACE WITH CROSS BOLTED SIX BOLT MAINS. HERE'S SOME REAL RACE TECHNOLOGY, INDIVIDUAL OIL SQUIRTERS FOR EACH HYPER EUTECTIC PISTON. LAST YEAR WE WENT TO AN NMRA EVENT AND MET A PERFECT CANDIDATE FOR THE CLASS. JEFF WHITAKER'S BEEN RACING HIS '91 MUSTANG LX SINCE

HE WAS A TEENAGER BUT HIS RACING LIFE'S ABOUT TO CHANGE. GOING FROM BRACKET WITH A 331 TO A HEADS UP CLASS WITH A NEW SEALED COYOTE THAT CAN'T BE MODIFIED.

(JEFF)>> EVERYBODY'S GOT THE SAME MOTOR, JUST A FEW VARIATIONS OF TRANSMISSIONS. IT'S ALL GONNA BE SO CLOSE TOGETHER THAT IT'S GONNA BE DRIVER ERROR AND WHO CAN ACTUALLY TUNE A RACE CAR THE BEST. SO A LITTLE DIFFERENT FROM BRACKET RACING WHERE USUALLY THE FASTEST CAR DOESN'T ALWAYS WIN.

(JOE)>> JEFF'S LX STILL HAS THE ORIGINAL PAINT AND IT'S BY FAR ONE OF THE CLEANEST FOX BODIES WE'VE HAD AROUND HERE. OF COURSE FOR THIS BUILD UP THERE IS A PRICE TO PAY.

JEFF'S GOT TO PITCH IN AND DO SOME WORK.

(MIKE)>> THE FIRST THING WE'LL REMOVE IS THE DRIVESHAFT AND WORK OUR WAY FORWARD

TO THE SHIFTER CABLE. NOW WE CAN DISCONNECT THE FRONT BRAKE LINES.

(JEFF)>> THAT SHOULD BE IT.

(MIKE)>> ALRIGHT, LOWER THE CAR TO SUPPORT THE TRANSMISSION WITH A JACK, AND REMOVE THE CROSS MEMBER BOLTS. WITH ANOTHER JACK UNDER THE KMEMBER WE CAN REMOVE THE SIX BOLTS AND LET IT REST.

(JEFF)>> ALRIGHT THAT'S WHAT WE WANTED.

(MIKE)>> WITH THE PUSH OF A BUTTON WE CAN RAISE THE CAR

TO GIVE US ROOM TO PUSH THE ASSEMBLY OUT OF THE SHOP. WHEN YOU'RE BUILDING A RACE CAR FOR A SPECIFIC RACING CLASS, YOU NEED TO PAY ATTENTION TO THE RULE BOOKS. NOW THE COYOTE STOCK RULES STATE WE CAN RUN AN AFTERMARKET KMEMBER, BUT IT HAS TO MOUNT TO THE CAR IN THE SAME LOCATION AS THE FACTORY UNIT. YOU CAN'T WELD IT OR ATTACH IT TO THE SUBFRAME RAILS

IN ANY OTHER MANNER. NOW THIS ONE CAME TO US FROM UPR PRODUCTS AND THEY USE SEAMLESS CHROMOLY TUBING AND THEY TIG WELD EVERYTHING TOGETHER IN A JIG. NOW THIS THING IS GOING TO SAVE YOU ABOUT 70 POUNDS WHEN YOU SWAP FROM A FACTORY KMEMBER. IT'S ALSO GOING TO MOUNT OUR COYOTE STOCK ENGINE IN THE SAME LOCATION AS A SMALL BLOCK FORD. OUR KIT CAM WITH CONTROL ARMS THAT WE'LL MOUNT TO THE KMEMBER USING THE SUPPLIED HARDWARE. IT'S TIME TO MOUNT THE ENGINE. THE URETHANE ONES WE HAVE ARE INCORRECT. SO WE'LL USE THESE UNTIL THE BIG BROWN TRUCK ARRIVES.

(JOE)>> YOU CAN RUN EITHER AN AUTOMATIC OR A MANUAL TRANSMISSION IN THIS CLASS, BUT THE AUTOMATICS ALL HAVE TO BE CFOURS. NOW OF COURSE YOU WANT ONE THAT'S GOING TO SOAK UP THE LEAST AMOUNT OF HORSEPOWER, WELL LIKE THIS ONE WE GOT FROM PTC. NOW IT'S A CFOUR STOCKER AND INSIDE IT'S GOT LIGHTWEIGHT REVERSE DRUM AND SUN SHELL. PLUS OTHER GOODIES LIKE ROLLER BEARINGS, AND RED CLUTCHES, AND RED BAND, AND WELL CHECK OUT THE DEEP PAN ON IT. THE INPUT SHAFT'S BEEN HARDENED AND THIS EIGHT INCH CONVERTER ALSO FROM PTC IS A LIGHTWEIGHT SETUP THAT SHOULD FLASH AROUND 5,500 RPM. OH ONE MORE THING, IT'S GOT A PRO TREE TRANS BRAKE INSTALLED TO THROW JEFF BACK IN HIS SEAT.

(MIKE)>> NOW WE CAN ROLL THE POWERTRAIN ASSEMBLY UNDER THE CAR AND STABILIZE IT. WE CAN REMOVE THE CHERRY PICKER FOR NOW, THEN LOWER THE CAR ENOUGH TO REPOSITION THE CHERRY PICKER.

(JEFF)>> ALRIGHT LETS COME UP WITH IT.

(MIKE)>> AND LIFT THE ENGINE INTO PLACE.

(JEFF)>> YEAH LETS GO WITH MOTOR AND BOTH OF THEM.

(MIKE)>> OH OKAY, I'M GOOD. WITH THE BOLT STARTED IN THE DRIVER'S SIDE, WE'LL USE A JACK UNDER THE PASSENGER SIDE KMEMBER. THE WHOLE KMEMBER NEEDS TO COME TO MY SIDE OF THE CAR. HERE WE GO. IT TAKES A LITTLE MUSCLE AND LEVERAGE TO ALIGN THE HOLES.

(JEFF)>> THERE WE GO, I JUST TURNED IT OVER.

(MIKE)>> AND I ACTUALLY SAW IN ONE OF THE FORMS THAT YOU CAN'T PUT THE KMEMBER WITH THE COYOTE IN FROM THE BOTTOM BECAUSE IT'S SO WIDE.

(JEFF)>> REALLY!

(MIKE)>> WE JUST PROVED THEM WRONG. LOOKS GOOD! THAT'S IT FOR THE ENGINE AND TRANS. GETS WHAT GETS REPLACED NEXT IN OUR BUILD UP?

(JOE)>> COYOTE, A MEXICAN SPANISH WORD MEANING TRICKSTER. MODERN DEFINITIONS, MASCULINE, OPPORTUNISTIC, PERSISTENT HUNTER, AND WE AGREE.

(MIKE)>> ANOTHER RULE FOR OUR CLASS IS WE HAVE TO RUN EITHER AN EIGHTEIGHT OR A NINE INCH FORD REAR END. NOW WE CHOOSE THE NINE INCH FOR WEIGHT SAVINGS AS WELL AS EXTRA STRENGTH. NOW THIS IS AN MNINE FABRICATED HOUSING

FROM MOSIER ENGINEERING.

THEY USE A PIECE OF EIGHTH INCH LASER CUT STEEL THAT'S TRIANGULATED OUT OF ONE PIECE FOR THE BACK OF THE HOUSING. THEN THEY WELD ON A THREEEIGHTHS THICK FACE PLATE TO MOUNT THE CHUNK TO FOR ADDED STRENGTH, AND IT'S GOT INTERNAL GUSSETING. WELDED TO THAT ARE THREE INCH AXLE TUBES WITH A QUARTER INCH WALL THICKNESS.

OUR THIRD MEMBER IS A NODULAR CASE THAT HOUSES A STEEL SPOOL THAT ACCEPTS 35 SPLINED AXLES. NOW IT'S GOT A SET OF 456 GEARS ATTACHED TO IT, AND THE SPOOL IS DESIGNED TO TURN BOTH WHEELS AT THE SAME TIME AT THE SAME SPEED. IT'S NOT TO BE USED ON THE STREET. IT'S MADE TO GO IN A STRAIGHT LINE AT THE DRAG STRIP. AFTER SOME LOCTITE RTV 598 SILICONE ON THE HOUSING

MATING SURFACE, WE'LL DROP ON THE GASKET AND ADD A LITTLE MORE OF THAT RTV TO THE OUTSIDE.

NOW MOSIER SPOOLS REDUCE DEFLECTION IN THE CASE AND ELIMINATE THE POSSIBILITY OF SIDE GEAR FAILURE. TO CINCH IT DOWN SOME LOCTITE 243 THREAD SEALANT, THEN WASHERS AND NUTS. MOSIER ALSO SUPPLIED THE CUSTOM ALLOY AXLES. NOW THEY BEEN LIGHTENED BY GUN DRILLING THE SHAFTS AND THE ROUND AXLE FLANGES HAVE BEEN STAR CUT TO HELP REMOVE MORE WEIGHT. THEY'VE BEEN INDUCTION HEAT TREATED TO OPTIMIZE TORSIONAL STRENGTH AND EVERYTHING IS DONE IN THE USA.

(JOE)>> NOW TO HANG THAT REAR END WE'RE USING A SET OF PRO SERIES UPPER AND LOWER CONTROL ARMS FROM UPR PRODUCTS. THESE LOWERS ARE OFF SET TO ALLOW FOR A BIGGER TIRE SIZE. THEY'RE ALL ADJUSTABLE, AND THEY COME WITH HIGH

STRENGTH ALLOY ROD ENDS. NOW THESE UPPERS ALSO HAVE A DOUBLE REENFORCED QUARTER INCH HOUSING BRACKET.

(MIKE)>> THE UPPERS SLIDE OVER THE HOUSING BUSHINGS AND ARE SECURED WITH A GRADE EIGHT BOLTS. THE LOWERS ATTACH USING SUPPLIED ALUMINUM BUSHINGS AND NEW HARDWARE. WE'LL SLIDE THE REAR END UNDER THE CAR AND CENTER IT WITH THE WHEEL WELLS. THEN LOWER THE CAR UNTIL WE CAN ATTACH THE UPPER AND LOWER CONTROL ARMS IN THE FACTORY LOCATIONS. NOW WE CAN HANG THE ADJUSTABLE STRANGE SHOCKS AND BOLT THE ORIGINAL SHOCK MOUNTS TO THE MOSIER REAR. NEXT TO GO IN ARE THE COIL SPRINGS WE'RE REUSING. NOW LOWER THE CAR TO MAKE THE FINAL CONNECTION SO THE REAR STAYS IN PLACE. TO GET THE FRONT END TOGETHER WE HAVE TO MODIFY THE FRONT SPINDLE TO ACCEPT THE NEW BRAKES. THAT REQUIRES MOVING THE FACTORY CALIPER MOUNTING LOCATIONS WITH THE BAND SAW. NOW WE CAN ATTACH THE SPINDLE TO THE BALL JOINT AND BOLT THE ADJUSTABLE STRANGE STRUT TO IT. UPR PRODUCTS ALSO SUPPLIED THE COIL OVER KIT FOR THIS BUILD. NOW THEY USE A BILLET ALUMINUM SLEEVE THAT HAS MILITARY STYLE THREADS. NOW THE THREADS ARE FLAT TO ELIMINATE THE CHANCE OF VIBRATION, WHICH WOULD CAUSE THE COIL ADJUSTER TO MOVE. PLUS THEY REDUCE GALLING. NOW UP TOP WE HAVE A TORRINGTON STYLE THRUST BEARING THAT'S USED FOR SUPER SMOOTH ARTICULATION ON THE STRUT. THE FIRST TO GO ON IS THE SLEEVE, THE DUST BOOT, THE SPRING, AND THE CAP ITSELF. A SET OF FORGED DYNOLITE PRO SERIES BRAKES FROM WILWOOD WILL SLOW OUR COYOTE DOWN AFTER IT

GOES THROUGH THE TRAPS. NOW BILLET ALUMINUM HUBS ARE BOLTED TO AN SRP DRILLED AND SLOTTED DIRECTIONAL ROTOR. NOW THE FACTORY ROTOR WEIGHS RIGHT AT 20 POUNDS. HOW MUCH DOES THE DYNOLITE SAVE, 10 POUNDS PER SIDE. THE DYNOLITE CALIPERS ARE A FOUR PISTON DESIGN, AND THE

FIRST THING TO GO ON ARE THE ANODIZED CALIPER BRACKETS.

WITH A LAYER OF GREASE ON THE SPINDLE, THE ROTOR ASSEMBLY CAN MEET ITS NEW HOME, FOLLOWED BY A SPINDLE WASHER, NUT, RETAINER, COTTER PIN, AND FINALLY THE CAP. NOW THE CALIPER CAN BE ATTACHED WITH A 35 THOUSANDTHS WASHER BETWEEN IT AND THE BRACKET. THE BRAKE PADS GO IN NEXT, AND TO HOLD THEM INTO PLACE A RETAINER CLIP.

OUT BACK, TO RETAIN THE AXLES AND THE MNINE HOUSING, BRACKETS THAT BOLT TO THE HOUSING FLANGE THAT ALSO DOUBLE AS CALIPER BRACKETS. IT CAME FROM WILWOOD ALONG WITH A TWO PIECE, 11 INCH DRILLED ROTOR. FOUR PISTON DYNOLITE CALIPERS WILL BE USED OUT BACK AS WELL. ONCE THE PADS AND RETAINER CLIPS ARE IN, THE BRAKES ARE ON, BUT THERE'S A LONG WAY TO GO.

(MIKE)>> WE'RE BACK AND GETTING RIGHT TO IT. NOW MANUAL STEERING IS A GREAT ADDITION TO ANY DRAG CAR. WHY, BECAUSE YOU'RE GONNA LOSE THE WEIGHT OF THE POWER STEERING PUMP, LINES, FLUID, AND THAT HEAVY POWER STEERING RACK. PLUS YOU'RE NOT GONNA HAVE TO WORRY ABOUT THE POWER STEERING PUMP ROBBING ENGINE POWER. NOW FLAMING RIVER SENT US THIS MANUAL RACK THAT THEY CONSIDER A QUICK RATIO UNIT. NOW WHAT THAT MEANS IS IT'S GONNA TAKE LESS TURNS OF THE STEERING WHEEL TO REACH THE FULL LOCK TO LOCK POSITION. USING OFF SET BUSHINGS WE CAN TAP THE RACK ONTO THE KMEMBER. INSERT THE OTHER HALVES OF THE BUSHINGS, AND TIGHTEN

THE RACK WITH HARDWARE FROM THE KMEMBER KIT. WHEN A CAR GET LOWERED YOU INTRODUCE MORE BUMP STEER. NOW EVERY CAR HAS IT AND WHAT BUMP STEER IS IS A CHANGE IN TOE AS THE SUSPENSION MOVES UP AND DOWN.

NOW NATURALLY WHEN IT MOVES, IT PULLS THE SPINDLE TO THE INSIDE OF THE CAR. THAT'S GONNA CAUSE AN UNWANTED DRIVING CONDITION,

SUCH AS THE CAR WANTING TO STEER ITSELF GOING DOWN THE ROAD. THAT MEANS YOU AS A DRIVER HAS TO WORK HARDER TO KEEP

THE CAR SQUARE IN THE LANE. NOW WHAT WE'RE GONNA DO TO CORRECT IT IS PUT ON A STEEDA BUMP STEER KIT FROM SUMMIT RACING. WITH THE SPINDLES SQUARE TO EACH OTHER, ATTACH THE THREADED ADJUSTERS TO THE RACK. NOW SLIDE THE STUDS TAPERED END INTO THE SPINDLE. USE SPACERS TO ALIGN THE TIE RODS PARALLEL WITH THE CONTROL ARM. ATTACH THE TIE ROD, AND SNUG EVERYTHING DOWN.

(JOE)>> WE ARE ALLOWED TO USE LONG TUBE HEADERS IN COYOTE STOCK COMPETITION LIMITED TO ONE AND THREE

QUARTER INCH DIAMETERS. NOW COOKS MAKES THESE CLASS LEGAL LONG TUBES USING 18 GAUGE 304 STAINLESS STEEL. THEY DUMP INTO THREE INCH COLLECTORS. THEY'RE MADE TO USE ONLY WITH THE UPR KMEMBER LIKE OURS. AND JUST SO YOU KNOW, THEY ONLY WEIGHT 35 POUNDS.

(MIKE)>> USING THE FACTORY MANIFOLD GASKET, THE HEADER CAN BE POSITIONED ONTO THE STUDS AND TIGHTENED DOWN. NOW CHECK THIS OUT. THIS IS AN EXAMPLE OF GREAT ENGINEERING. LOOK HOW THE TUBES RUN IN AND OUT OF THE KMEMBER WITH PLENTY OF CLEARANCE EVERYWHERE. FROM THE HEADERS BACK WE HAD TO FAB OUR OWN EXHAUST. NOW WE'RE USING MAGNAFLOW THREE INCH STAINLESS PIPE. WE HAVE TO RUN A MUFFLER, AND FOR THAT A MAGNAFLOW SIX INCH RACE PIECE WITH THREE INCH INLETS AND OUTLETS.

THE EXHAUST HAS TO EXIT WITHIN 12 INCES OF THE AXLE CENTER LINE. TO DIRECT THE EXHAUST GASES AWAY FROM THE CAR, A PAIR OF TURN DOWNS THAT WILL POINT DOWN AND SLIGHTLY OUTWARD. WHILE I DO SOME TIG WELDING, JEFF'S GONNA GO AHEAD AND

GET THE TANK INSTALLED. WE'RE GOING TO USE LIZARD SKIN'S CERAMIC INSULATION TO SPRAY THE AEROMOTIVE DIRECT REPLACEMENT TANK. WE'RE NOT ALLOW TO COOL THE FUEL BY ARTIFICIAL MEANS, LIKE USING ICE OR NITROUS, BUT WE CAN KEEP THE HEAT OUT BY SPRAYING THIS COATING THAT USES ACRYLIC BINDERS AND CERAMIC INSULATION PARTICLES THAT WILL REDUCE HEAT BY 30 PERCENT. AN AEROMOTIVE A-1,000 PUMP WILL FEED THE COYOTE, AND PUMP REQUIRES AND RETURN STYLE REGULATOR AND WILL SUPPLY THE COYOTE WITH MORE THAN ENOUGH FUEL. THE DRIVESHAFT IS FROM DENNY'S DRIVESHAFTS. NOW IT'S THREE AND A HALF INCHES IN DIAMETER AND MADE OUT OF 6061 TSIX ALUMINUM. IT COMES COMPLETE AND WAS BALANCED TO 7,200 RPM, WHICH NOT TOO MANY PEOPLE CAN DO. AND THAT'LL GUARANTEE A SMOOTH RIDE WITH NO VIBRATION, AND THAT'S IT FOR THE UNDERSIDE.

(JOE)>> WE'RE BACK AND CLOSE TO ADDING ONE MORE COYOTE RACER TO THE PACK.

(MIKE)>> WE'RE GONNA MOVE BACK UP FRONT AND FINISH OFF THE ENGINE BAY. NOW THE FIRST THING TO GO IN IS THIS NEW ALUMINUM DIRECT FIT FLEXALITE RADIATOR AND FAN COMBINATION. NOW THIS THING USES THEIR PATENTED SIDE TANK TECHNOLOGY WITH TCHANNELS. NOW THEY COOL UP TO 130 PERCENT THAN NOT HAVING THEM AT ALL, PLUS IT ALSO DOUBLES AS AN

INTEGRATED MOUNTING SYSTEM. NOW THIS IS A TWO ROW UNIT WITH ONE INCH TUBES, AND THE FLEXALITE FAN FLOWS 3,300 CFM. IT'S THE FACTORY DIMENSIONS, SO IT FITS IN THE FACTORY CORE. A SUPPLIED RETAINER PLATE WILL HOLD IT IN PLACE, AND FORD RACING SENT THE COOLANT HOSES TO MAKE THE FINAL CONNECTIONS FOR THE SYSTEM. A FORD RACING ECM AND HARNESS SPECIFIC FOR THE COYOTE WILL MOUNT TO THE INSIDE FENDER WELL. LITHIONICS BATTERY SUPPLIED THIS THREE DIMENSIONAL STORAGE DEVICE WITH THE NEVER DIE FEATURE FOR OUR COYOTE STOCK CAR. NOW THIS ISN'T JUST ANOTHER BATTERY. IT'S BETTER DEFINED AS A PERFORMANCE EDITION. WHY, LEAD ACID BATTERIES WASTE MORE THAN 40 PERCENT OF THE ENERGY SUPPLIED TO THEM FROM THE ALTERNATOR. AND THAT'S GOING TO MAKE THE ALTERNATOR CHARGE MORE FREQUENTLY. THAT FREQUENT CHARGING CAUSES THE ALTERNATOR TO WORK HARDER, WHICH CAUSES A DRAG AND ROBS HORSEPOWER. THIS BATTERY NOT ONLY STORES ENERGY LONGER, BUT ALSO HAS

MORE VOLTAGE TO GIVE A STRONGER FLAME FRONT TO THE SPARK PLUG, ALLOWS THE FUEL PUMP AND INJECTORS TO WORK MORE EFFICIENTLY, AND ALL THAT ADDS UP TO MORE HORSEPOWER. IT WEIGHTS IN AT 11 POUNDS AND IS RATED AT 12.9 VOLTS, NOT 12 VOLTS LIKE THE STANDARD LEAD UNITS. NOW IN A CLASS LIKE COYOTE STOCK, WE NEED EVERY ADVANTAGE WE CAN GET. BORN FROM JOE GIBBS RACING, THIS FIVEW-20 FR-20 DRIVEN RACING OIL WILL INSURE OUR COYOTE GETS EXCELLENT LUBRICATION AND PROTECTION. THE MOSIER REAR WILL GET EIGHT WEIGHT 90 GEAR OIL.

AND TO FEED THE BEAST, SHELL URT 100 FUEL, WHICH IS A COYOTE STOCK SPEC FUEL.

WHAT YOU DIDN'T SEE WAS A LOT OF WIRING TO GET READY FOR THIS. WHOO, LOOK AT THAT!

(JEFF)>> FIRST TIME! DANG MAN, FIRST TIME!

(MIKE)>> ALL THAT POWER DEMANDS MICKEY THOMPSON 28

BY 10 ET DRAG SLICKS, AND THEY'RE MOUNTED ON FORGED ALUMINUM THREE PIECE WELD RACING 15 BY 10 RTS'S AND 15 BY FOUR AND A HALVES WITH 26 ET FRONTS. COME ON DOWN JEFF.

THE COYOTE CLASS REQUIRES A RACE WEIGHT OF 3,150 POUNDS WITH THE DRIVER. WHAT DO YOU CALL IT?

(JEFF)>> 28 ON THE NOSE.

(MIKE)>> BOOM!

(JEFF)>> GAH, PRETTY GOOD, SIX POUNDS SHY.

(MIKE)>> YES SIR, JEFF'S 215 POUNDS WILL BE SECURED IN THESE SUEDE STATUS RACING SEATS WITH A HAND BUILT RECLINABLE CARBON FIBER BACK DESIGNED FOR SUPPORTING YOUR SPINE. AND HE'LL NEED IT. NOW WE MADE SEVERAL RUNS AND ENDED UP WITH 367 HORSEPOWER. NOW THE CONVERTER IS SET UP LOOSE, MAKING OUR TORQUE NUMBER COME IN LATE. [ engine revving ]

(MIKE)>> REMEMBER, THIS ENGINE WAS TUNED AND SEALED FOR DRAG RACING. THERE'S NO TWEAKING ALLOWED. BEST RUN OF THE DAY.

(JEFF)>> WHAT DID IT GO?

(MIKE)>> 369!

(JEFF)>> NICE ONE!

(JOE)>> THE MUSTANG'S READY, HOW ABOUT JEFF?

(JEFF)>> THOSE GUYS ARE PRETTY SNEAKY AND THEY'VE BEEN DOING IT SEVERAL YEARS. I'M KINDA NEW AT IT. I MIGHT HAVE TO GO AND LEARN BEFORE I CAN START ACTUALLY TEACHING. HE WON'T BE ALONE. AT THE FIRST COYOTE RACE IN 2012 ONLY TWO CARS WERE REGISTERED. THE FIRST RACE OF 2013 SIX WERE REGISTERED AND OVER 20 ENGINES SOLD.

(JEFF)>> LETS GO RACING!