Photos by: Graham MacNeil A few years ago, I was still a student and I had a class called Internal Combustion Engines. It was easily one of my favourite classes, as you can image. Studying engines, calculating hp, torque, efficiency, and exhaust flow for grades? Sign me up! It wasn't just the content, though, as magnificent as it was. The class itself was taught by the coolest prof there is. You may think you've had a cool prof, teacher, coach, or instructor, but I've got the standard by which all educators must be measured. For one, he or she has to teach something that is cool.. does it get cooler than Internal Combustion Engines? (No, in case you're wondering). This one is also a true gear head, so much so that he sticks around after class and argues about cars, performance, lap times, and racing. And occasionally does so in the middle of class.. For one class project, I proposed comparing the engines and specifications of the C6 Corvette ZR1 and the Ferrari 5
No, it's not because it's called Mach 1 or the heritage that comes with the name, although that's pretty cool for Mustang fans. There are few cars out there that have the widespread track use of Mustangs. A combination of affordability, a decent RWD platform with endless aftermarket support and the potential to be competitive when properly set up makes them a staple in most track paddocks in North America. But being popular for track use comes with some headaches for manufacturers. It means that the car will be pushed hard by its customers and that will inevitably lead to discovering weak links . The vast majority of factory main-stream performance cars have limitations on track when pushed to hot lapping pace. That's not to say they are all equal - some are, without a doubt, far more durable and dependable than others - but nearly all require modifications. Mustangs are no exception. And their popularity also means those weak links are discovered fast, and marketing d