BMR’s Quest For A 7 Second ‘05 Mustang
BMR, the same company producing hardcore suspension parts for the ‘05 and up Mustangs, had a vision of building a “streetable” 7 second 2005 Mustang.
Their project started with a black S197 Mustang GT equipped with 5speed, which was used as a company test mule for design of their latest products, and only had 233 miles on the “ticker”.
BMR’s intentions were to go all out and only keep the stock interior with upgraded racing seats and the NHRA required rollcage, with intentions of running in the Fun Ford and NMRA DR classes. The project was designed to utilized an Inovative T-88 turbocharged 360 cube SBF, hopefully producing in the neighborhood of 1300-1400hp. Follow along while we take you through BMR’s quest to build a 7 second 2005 Ford Mustang.
First order of operations was the teardown process, day 1 consisted of draining the fluids and removing the exhaust, driveshaft, fuel tank, charcoal canister and related parts. On the second day out came the motor, transmission and all related acessories, which were auctioned off on ebay to help fund the project. Next BMR ditched all unnecessary brackets, heat shields and electrical wiring. The processes shifted to removing the airbags, radio, evap core, a/c vents and plumbing and audio equipment with wiring. The audio equipment alone weighed in at a wopping 86 pounds, not to mention 18 pounds of wiring and modules from behind the dash.
All said and done around 160 pounds were lifted from the interior alone. BMR reported that the profits from the ebay’d parts, not including engine and transmission, were enough to fund the new rear end, wheels/tires combination, racing seats, and tubing for the roll cage. BMR then headed off to the local truck scale to see what the rolling chasis would weigh in at. With the stock wheels, tires and 8.8 rear end their project weighed in at paltry 2100lbs!
The next phase would begin by setting up the Strange 9″ rear end, wheel tire combination and roll cage. Suprisingly BMR found out that their wheel/tire combination of 315/60R15 BFG DR’s mounted on 15″x10″ Weld wheels were a perfect fit for the S197. The otter fender lip was virtually pre-rolled from the factory and only about 1″ clearancing was needed on the innter fenderwells. Quickly noticed during the rear mock-up was that the spring perches and shock mounting would have to be relocated inward, to compensate for larger wheels.
Most of the time was spent working on planning the rollcage construction. Considerations were taking for the interior layout, driver position, suspension mouting, and chassis clearances. With intentions of mid-7’s the car was in need of a roll cage meeting 25.5 SFI specs, for any full bodied car utilizing oem floorpan, firewall and frame/unibody construction and running between 7.50 to 8.49 within their weight limit.
First the chassis was leveled and a set of modified boxed sub-frames were mocked up. Then fabricator’s Danny Adams and Kirt Sanders tacked a custom rear chromemoly k-member into place. The main rollcage hoop was then bent with intentions of still allowing for interior panel removal and retaining access to the associated connecting bars while passing through the factory rear seat footwell drain holes. Next, in went the hoop crossbar and lower vertical and diagonal cage supports with seat positioning in mind. During cage installation BMR removed and reinstalled the dash over 20 times, but this proved rather easy due to only being held in place by four bolts. The A-pillar bars were then painstakenly measured and bent on multiple plains, so they could pass through the floorpan and get tacked to the front of the SFC’s. Next came permanent welding of all previously tacked cage parts. Tubular reinforcement supports were then fabricated and welded to the lower control arm mounts. The next logical procession was to mount the 12lb race seat to build the funny car cage around the driver. Afterwardd Downbars, an x-brace, parachute mount, and engine bars were created to make way for installations of various tabs, gussetts vaiours mounting bars.
The mathameticians went back to work to determine the proper spring rates and size needed for their project. While attempting to obtain a 60/40 weight ratio and at an estimated 3000lbs chose to use 15″x5.5″ Hyperco springs. To compensate for the larger springs it was nesccary to deepen the spring cups utilizing 6″ round tubing. Adjustiblity of ride height was obtained by fabricating a set of spring jacks to work with a new set of spring seats, allowing for ease of adjustment with an 3/8″ ratchet. In attempt to retain utilization of the stock suspension mounts the frame rail was narrowed over 1″, then re-plated with 1/8″ mild steel. It was shortly noticed that in attempt to meet the stock suspension race classes, there would be a few sacrifices and limitations in the suspension setup and wouldn’t be able to obtain that awesome slammed 10.5 tire car look!
With the Mustang’s “perimeter” shock system, only the shock and swaybar mounts would require relocation inorder to fit the 15″ Weld wheels. BMR chose to run the new double adjustable Varishocks, that utilize a unique valving system. Next pinion centering took place to allow for upper and lower control arm mount fabrication from 3/16″ steel with various mounting holes for adjustiblity. The panhard rod mount, shock mounts, BMR Xtreme anti-roll bar mount and needed crossbar were calculated and fabricated for installation. Out came the trunk floor’s spare tire well, to make way for a desired wheelie bar. The new shocks were run through the floorboard from the rollcage mounts to the rear next to the springs. One neat part is that the Varishocks were mounted upside down providing valve adjustments from inside the trunk! Further bulletproofing of the lower control arm mount was acheived by plating, capping, and further gussetting to eleminate any chance of flex.
The BMR fabricators contined with the daunting tasks of further fabricating the battery mount, battery cutoff switch mount, seat mounts, seat belt mounts, parachute mount, parachute handle mount, master cylinder mount, brake bias mount, brake pedal, gas pedal, window net mount, and shifter mount. Finially BMR received their order from Strange which consisted of the Ultra case with billet spool and 3:50 Pro gear, backed with their 40 spline gun drilled axles. Their order also included the Strange GT strut package, that required a custom a-arm and them to fabricate an upper mount bolt-in adapter to meet the rulebooks. These front-end modifications alone shaved an extra 80lbs over the OE parts.
With most of the major fabrication work completed BMR was eager to get started on the related motor work. First the chosen SBF motor was lifted into place to calculate and clearance for needed midplate and motor plate fabrication. The camshaft and pinion angles were then centered and the motor lifted as high as possible for the best weight transfer prior the motor mount creation. With the PTC transmission and TC installed the trans crossmember was designed.
The next order of operations was deterimine the turbo position, which dictates the header design and intake tubing. A Griffin radiator was then located in the nose of the Mustang, so the turbo placement could be determined. After several trial fitments it was determined the best location for their project would be in the passenger side of the engine bay. A custom mount was created to attach the turbo to the frame rail, pointing the air inlet towards the passenger side driving light.
BMR’s innovativeness continued to shine thoughout the project especially when they designed the intercooler. A set of two heighly efficient intercooler cores were pillaged from an actual military helicopter, for placement in the passenger front seat. Master Cylinder, Brake line plumbing, Hurst line lock, and a Strange proportioning valve were then added. The brake line from driver side to passenger side was routed along the firewall to allow for future tubular k-member removal without disconnecting lines.
Finially the BMR staff were able to tackle the headers, y-pipe and wastegate mounting. After measuring space limitations the the engine was removed to allow for header fabrication on a engine stand. After the headers were done, the engine was re-installed for y-pipe clearancing and creation. The inlet side of the turbo completed the work began on the discharge side, after installation of the manifold. Once a 4.125″ hole was cut through both layers of the firewall, they fabricated the passthrough tubing to allow for design of the main intake tube. BMR then chose to install a new Meziere radiator mounted water pump, which warranted them to hack off the suction side lower hose bung to weld on the supplied flange to the Griffen radiator.
Next on the list was to finish the remainder sheetmetal work, sealing of the pass-though holes in the chassis, installation of the fuel tank mounts, intercooler mounts, battery mounts, window net mounts, parachute cable mounts, exhaust mounts and seatbelt mounts. Various unmentioned odds and ends and loose ties were wrapped up to get to the point of painting the cage and re-installation of the interior. A RacePak gauge cluster was mounted in the center A/C vents, along with conversion of the e-brake to a parachute handle.
Along came the MSD Digital 7 Plus, FAST engine management unit, Innovative boost controller, and RacePack datalogger, which were panel mounted. Then the related turbo exhaust piping was then sent off to be ceramic coated inside and out. A full Strange Drag Race brake setup was chosen and installed to provide maximum stopping power when they will need it most. Afterwards a manaul rack and pinion, machined inner tie rod adapters, driveshaft and wheelie bar was installed. With a Pererson external oil pump, Moroso vacuum pump and rear driven Waterman fuel pump installed it was time for the motor to be replaced in it’s new home. The related engine accessories could then be installed, allowing for creation of the custom hoses. The timing and valve adjustments were set laying way for the engine installation to be finally completed.
The trunk area was then addressed by installation of the fuel cell and passenger side ice water tank for the intercooler, which contained a trick transcooler that stayed submerged in ice water! Finially the parachute lever was installed and the ‘chute was packed and mounted.
After rechecking everything, BMR was then off to Orlando Speed World Dragway to show everyone what they had produced. Unfortunatly the mid-7 second time was not obtained but a rather impressive 8.53 at 133.17mph and 1.534 R/T.
Of couse BMR is not calling it quits in their quest for the 7 second 2005 Mustang, so stay tuned to their buildup for the latest updates or additional pictures and information regarding the buildup. This is one truley badass Modded Mustang.