Schwartz Performance, Inc. :: Projects

Project "LPGT"

This 1966 Ford Mustang project, named "LPGT" for Liquid Propane (coming in the future) GT, is being built by, and for, Kevin Tetz of Trucks! TV. The project will feature a Schwartz Performance Full Frame, a hand-built Romeo '03-'04 4.6L "Terminator" Cobra engine and a Tremec T56 Magnum transmission.

All photos, unless otherwise captioned, were taken by Kevin Tetz. Likewise, all photo captions, unless otherwise noted, were created by Kevin as well. Please stay tuned to this page, Modified Mustangs and Fords Magazine website and Kevin's own blog as he builds his dream Mustang!

After several conversations regarding the design of LPGT, our friend Steve Longacre created these renderings utilizing '06 Mustang GT headlights, giving this coupe an updated look that still captures the classic Mustang's nostalgic appeal.

With LPGT, we wanted to enhance handling and braking to match the awesome power potential of the '04 Cobra engine. After much research, the product that made the most sense for the project was the Schwartz Performance full chassis that provides its own rigidity and multiplies it with the '66 coupe's unibody stiffness, creating a very crisp, corner carving combination. The Schwartz Perfomance chassis comes with high quality Heim joints, unequal length control arms with radius rods, late-model Mustang power rack-and-pinion steering, solid link sway bars, QA1 adjustable coilovers and your choice of engine mount options.

The hand-built "Terminator" 4.6L fits nicely within the new "shock towers" of the Schwartz Performance chassis. (RH)

Out back is an adjustable triangulated four-link with a 9-inch housing, but you can custom order a number of options including Ridetech's air suspension, depending on your project plans.

One of the best features of a full chassis is the ability to remove the body and work with easy access from the top to fabricate plumbing, exhaust, driveline, and suspension, or even make the chassis interchangeable with several different bodies. The 18-inch Rocket Racing Booster wheels we chose for the project are modern, but still classic looking.

The '66's unibody is attached to the chassis with provided brackets that get welded to the floor and toe boards, as well as T-links that utilize the front leaf spring perch as a rear mounting point.

Although not necessary with the Schwartz Performance chassis, we opted to fabricate a removable tube frame front apron assembly, built using replacement '66 rear apron/hinge supports and a '68 radiator support (with larger opening) from Mustang Depot. This eliminates more than 150 pounds of OE unibody and offsets some of the added weight of the bloated 4.6L.

A top view shows the hand made symmetrical aprons and the surprising amount of room on the sides of the Four-Valve cam covers with the shock towers gone. Cooling will be handled well with a Griffin radiator made for a '68 Mustang with an integrated 17-inch cooling fan and shroud. Note the '68 core support has the same hood profile as the '65-'66 unit, but different stamping and latch mount location.

Another modification you'll have to consider is the extra girth of the T56 transmission if you plan to keep the six-speed found behind the Terminator's modular. We solved this by removing the bottom brace and moving the stock tunnel up and over 1 1/2 inches to the passenger side, and grafting the donor '04 Cobra's shifter mount into the '66 floor; something easily done when you have the '04 donor Mustang just sitting nearby in the shop.

BBK is well known in the late-model Mustang world and many of its performance parts are carrying over into the EFI engine swap world of our classics. BBK offers this 65mm throttle body to replace the stock 55mm unit, which will help facilitate the future performance upgrades we've got planned, while keeping the same external dimensions.

We also used BBK '04 Cobra ceramic-coated long-tube headers, (PN 16405) which thankfully fit very well within the chassis, and offer good ground clearance as well. The driver side is pre-formed to allow steering shaft clearance.

Even if this car was all original with a conventional wiring harness, there would still need to be an engine management system to control the various aspects of a modern EFI engine. Jeff Dunne at Dunne-Rite Performance had the best solution for our Mustang hybrid with his Four-Valve Cobra system, which can be ordered for naturally aspirated or forced induction setups like our '04 Cobra engine, and trims unneeded items like anti-theft, EGR, and more from the system. Jeff is an avid gearhead and former engineer at Ford Racing who still works with Ford Racing's R&D department developing products; needless to say Dunne-Rite is up to speed when it comes to modern Ford EFI engines.

The Four-Valve system ships with the harness, connectors, and clear labels for all connections, and installation is surprisingly simple. To quote Jeff Dunne, "you can put a modular engine in a shopping cart with this system." All the harness requires is 12V battery power, key on voltage, and chassis ground. That way the engine management is "stand alone" and independent of the other vehicle systems, making it truly simple to stuff a modern Terminator (or any modular) into a classic Mustang.

Fuel delivery can be handled several different ways, but it must be handled properly. We called Rick's Hot Rods to have it make us one of its stainless steel tanks that drop into a classic Mustang. This tank has a 22-gallon capacity and fits '65-'70 Mustangs. On top of a beautiful brushed stainless finish and show quality precision welding, it's also race-ready with internal baffles so we won't have any gaps in fuel delivery at autocross events or in the twisties.

Our Rick's tank was made for a Fore Precision Works Cobra fuel hat with dual fuel pumps. Fore also offers a three-pump Ford GT hat if you need massive amounts of fuel; both of which are machined to the highest level from billet, and show quality beautiful, a plus for setups like ours where you can see the top of the tank in the trunk. The Fore Precision hat drops in and seals with an O-ring flange and Rick's outfitted our tank with a 75-ohm fuel level sender that will work with the aftermarket gauges we plan on using.

We'll install at least 3/8-inch ID fuel line from the tank, but to facilitate the goal of more than 500 rwhp, we're not going to neck down to the factory 5/16-inch fuel rails. These Fore units are solid billet rails with a 56 percent larger bore than stock, and easily fit with the Eaton blower and most aftermarket twin screw blowers.

Since we're starting with a clean slate in every respect, a new wiring harness is a given. The ISIS Intelligent Multiplex System is a brilliant option for any restoration that involves modern upgrades. This is part of the ISIS three-cell system consisting of a master cell and two power cells. ISIS communicates from the master cell to the power cells with a data link cable, keeping the connections simple, lightweight, and short. You'll see a full installation with Editor Houlahan's Generation Gap Fastback, and after talking with ISIS President Jay Harris about the benefits of multiplex technology, its competitive pricing, 40 percent weight savings, less than half the regular installation time, and infinitely programmable circuits, an ISIS Multiplex system was a simple choice to make.

The XS Power AGM battery has been relocated to the right rear of the trunk to help with balance, and will live comfortably with the rear ISIS Powercell, handling all the rear vehicle and battery connections.

The execution is arguably more difficult, since the '66 and '06 Mustangs are vastly different in shape and construction. A weekend, a welder, a sacrificial fender and radiator support from an 2006 GT, as well as some serious measuring and test fitting netted the correct result, with proportions that actually work with the classic car's lines.

The real thing utilizes sequential LED taillights from Mustang Project, as well as the rear fiberglass components of the E2 kit from Mustang Depot. A custom valance to match the rendering and a pop open gas cap will complete the rear view. Hopefully with the blessing of Editor Houlahan, we'll be able to continue to bring you updates and finally the finished version of LPGT through the Modified Mustangs & Fords online blog or a possible feature in the magazine (hint,hint). Ultimately, we think a heads-up jaunt down a track, or timed autocross event up against Project Generation Gap would be a fun contest. What about you?

A full compliment of Autometer gauges now sits where the factory cluster was. (RH)

Kevin has plans for some serious rubber to try and control the boosted modular engine up front, and as such, worked some metal magic on a pair of custom wheel tubs out back, including a reprofiling of the rear frame rails. (Mark at MMaF)

For the custom front fascia, which is based off of a Mustang Depot E2 body kit, Kevin used some coat hangers to make a wire frame to build off of to give his car a one of a kind look to it. (Mark at MMaF)

Not only did Kevin smooth the firewall out (something we still have to do on our '68), but he's already got the hydroboost assist unit and master cylinder mocked up, something else he's beaten us to the punch on. Hey Kevin, slow down will ya! (Mark at MMaF)

The new exhaust, borrowed from the Mustang Depot E2 kit, is routed out the sides of the chassis through pre-positioned gaps in the framerails, designed for exactly this purpose. (RH)