P l e a s e   n o t e :   t h i s    i s   a   t e x t - o n l y   v e r s i o n    o f  t h e    F a c t o r y    F i v e...
FFR 427 Roadster                                                                             $11,990 Kit
The Factory Five ...
The Factory Five Racing 427 roadster frame serves as the centerpiece of our 427 kit. It is computer designed to be
it’s more difficult to design and manufacture. Many companies have taken the easier path of making square tube ladder
nowhere near as perioid correct or elegant. There is nothing like peeling back the carpets to show off the all aluminum ra...
manufacture all of our panels in-house, where-as our body shells are made by a partner company. We put as much QC work
There is a whole aftermarket of upgrade items for this rear suspension. You can change everything from gearing to brakes t...
quickly and inexpensively obtain a wide selection of high performance goodies. The standard FFR chassis with a stock 5.0
EFI vs. Carbureted
You have a choice to use either the Mustang 5.0 donor wiring harness and computer (for EFI set-up cars)...
Exterior Accessories
In a few pages you will find the “Standard Parts List” which details exactly what parts come standard...
About half of our customers decide to buy these optional vintage replica wheels. They cost about $1500 for the set of four...
F a c t o r y      F i v e     R a c i n g      I n f o r m a t i o n      P a c k a g e

427 Vehicle Specifications
F a c t o r y     F i v e   R a c i n g   I n f o r m a t i o n    P a c k a g e

Safety Features
The legends of the 60...
F a c t o r y   F i v e   R a c i n g   I n f o r m a t i o n   P a c k a g e

Standard Parts
There is perhaps nothing ...
F a c t o r y   F i v e   R a c i n g   I n f o r m a t i o n   P a c k a g e

Donor Parts (or… What else do I need?)
F a c t o r y   F i v e   R a c i n g   I n f o r m a t i o n   P a c k a g e

At Factory Five Racing, we give ...
F a c t o r y   F i v e   R a c i n g   I n f o r m a t i o n   P a c k a g e

How hard is it to Build?
There are no ea...
F a c t o r y     F i v e     R a c i n g     I n f o r m a t i o n      P a c k a g e

People find it hard...
F a c t o r y   F i v e   R a c i n g   I n f o r m a t i o n   P a c k a g e

¼ Mile
The quarter mile performances are...
F a c t o r y   F i v e   R a c i n g   I n f o r m a t i o n   P a c k a g e

No Salesmen: We don’t hire any sales peo...
F a c t o r y   F i v e   R a c i n g   I n f o r m a t i o n   P a c k a g e

1999 Northeast Challenge,   First Place ...
F a c t o r y   F i v e   R a c i n g   I n f o r m a t i o n   P a c k a g e

Twin Turbos and The One Lap of America C...
F a c t o r y      F i v e    R a c i n g   I n f o r m a t i o n   P a c k a g e

Customer Profile
Customer Gordon Lev...
F a c t o r y   F i v e   R a c i n g   I n f o r m a t i o n     P a c k a g e

Quotes from Experts in the Field
F a c t o r y   F i v e   R a c i n g   I n f o r m a t i o n   P a c k a g e

Written by then editor, Steve Temple, “H...
FFR Information Pack
FFR Information Pack
FFR Information Pack
FFR Information Pack
FFR Information Pack
FFR Information Pack
FFR Information Pack
FFR Information Pack
FFR Information Pack
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FFR Information Pack

  1. 1. P l e a s e n o t e : t h i s i s a t e x t - o n l y v e r s i o n o f t h e F a c t o r y F i v e R a c i n g I n f o . P a c k – a v a i l a b l e f o r q u i c k e r d o w n l o a d a n d p r i n t i n g . P l e a s e c o n t a c t u s ( 5 0 8 2 9 1 3 4 4 3 ) f o r t h e a c t u a l p a c k a g e . Factory Five Racing Philosophy value and a lower price. The same general principles “The world is moving so fast these days that the man who says it can’t be ought to apply to kit cars. done is usually interrupted by someone who is doing it.” Emmerson By using new CAD/CAM technology, we have been able We are car guys. We eat, sleep, and dream about cars. to reduce the costs of manufacturing while improving the Our company, Factory Five Racing, is the result of this accuracy, strength and finish of the product. “You get shared obsession. As you’ll soon find, we are a very what you pay for” is yesterday’s thinking. Welcome to different sort of company. the 21st century where technology and innovation are the keys to getting more quality for less money. Imagine for a moment that you can build the perfect company. Build a place where skill, hard work, honesty We’ve put together this information package to help you and teamwork aren't just things they write on understand what we do and why, to clearly describe our motivational t-shirts and coffee mugs. Get rid of cars, and to provide you with the information you need to important sounding titles and managers and corner offices make the important decision about where you’ll spend and salesmen who live for fat commission checks. your hard earned money. Hire instead, engineers, professionals, craftsmen and We believe that to build and drive one of these cars is to people who are driven by doing what they love, not what take part in a truly American heritage. It goes back in will make them the most money. Share the ownership time to great Americans like Miller, Shelby, Gurney, and profits of the company with every single team Brock, Bondurant, Miles and Cunningham. People who, member. Establish business principles that reflect your with ingenuity and hard work, built and drove machines own personal ethics. Build a company where every day that made the rest of the world stop and take notice. If you do something better and where everyone reports to you buy a component car kit, we hope you buy it from us, one person, the customer. Build a company where but regardless of where you buy, we are proud to share everyone is committed to success and yet understands the this heritage with you and look forward to seeing you at obligations that come along with it. the next red light. These are the ideas and principles that drive Factory Five Racing. We have a lot of fun here, but we also take our jobs very seriously. We are all committed to engineering cars that are faithful to the spirit of the legendary vintage racecars of the 60’s. We also use today’s technology to incorporate the reliability and performance of modern David Smith Mark Smith cars and to do so at a price that ordinary people can afford. Long ago we realized there were plenty of folks like us, who had the skill and desire to build their own car, but couldn’t afford a $50,000 project, and didn’t want to settle for a low quality kit pushed by some telephone salesman. Back in 1989, my brother and I began searching for the next generation 427 roadster, one that had the quality and performance of a world class supercar, the reliability and ease of maintenance of a modern sports car, and the period-correct authenticity of the originals. We also knew that it had to cost well under $20,000 to finish. Not surprisingly, we couldn’t find a single kit out there that had the quality we wanted at a reasonable price. Everyone we spoke to seemed to justify their prices by saying “Well, you get what you pay for.” That old adage is usually true, except when technology gets involved. Just look at items like televisions, camcorders, and home appliances. Technology has consistently delivered more w w w . f a c t o r y f i v e . c o m 5 0 8 - 2 9 1 - 3 4 4 3 1
  2. 2. FFR 427 Roadster $11,990 Kit The Factory Five Racing 427 roadster is the most successful component car ever built. The FFR design has won National race victories, earned awards in the press and garnered a loyal following of owners and customers. It is made from proven racing materials and is the integration of advanced computer design technologies and state-of-the-art manufacturing methods. The Factory Five Roadster is based on the innovation of using a single modern donor vehicle, namely the high performance Mustang 5.0. We chose the Mustang hardware for a number of reasons, but mostly because it has established itself as the performance bargain of the last decade. The Mustang’s 302 V-8 is the exact same block that powered the original AC Cobras and GT-40’s to World Championships in the 60’s. Over the years we have added other engine/drivetrain options, but the single donor concept accounts for 3 out of 4 FFR cars built today. The original FFR concept is quite simple… If you have our kit and a 1987-1993 Mustang 5.0 donor car, you have all the parts you need to build and drive your car! Engineering and design are at the heart of a quality car. There are huge differences between replicas with respect to design, engineering and the quality of the parts. The fit and finish (and value) of the car you build depends so much on these things. It also depends on your skills and attention to detail. Regardless of how skilled you may be, starting with a kit that is well engineered is most of the battle. Let’s take the time to look at each part and assembly of the Factory Five Racing 427 package separately before we discuss the features and performance of the finished cars. We want to tell you why we’ve designed and built things the way we have, and to explain the benefits and limitations of our unique and innovative design.
  3. 3. Frame The Factory Five Racing 427 roadster frame serves as the centerpiece of our 427 kit. It is computer designed to be extremely strong yet maintains the beauty and elegant design style of the original 427 frame. The frame weighs 280 lbs and is shipped as part of an assembled kit chassis. The frame is a completely welded assembly and it is finish painted satin black, ready to accept bolt-on components. Powder coating is an available option. All FFR 427 frames accept Ford 302, 351, 390/427, 429/460 engines as bolt-in units with no modifications. FFR customers have used other powertrain configurations, call us and ask to speak to an engineer if you’d like to use another engine. Design While it’s easier and less expensive to make a fairly strong square tube frame, we feel that a quality 427 replica should have a period correct, 4” round tube frame. The original style round tube frame is literally a piece of art. Almost every vintage car of the early 60’s era used tubular ladder style frames. We decided to maintain this design style despite the difficulty and cost. While artistry is important, if the frame doesn’t perform up to modern standards, what good is it? Vintage frames could accommodate upwards of 650 hp, but also displayed some flexing under race conditions. We wanted the artistry of the original frame style, but we also needed to make it stronger. To accomplish this we did several things. We changed the wall thickness of our 4” tubing to increase strength. We chose to use .120” wall tubing (up from .095” in the original AC frames). The original AC frame was used with the heavy, high torque, high hp, 427 motors of the day. The frame was light, but not quite strong enough. Above and beyond simply beefing up the main rails, we also increased the wall thickness of our dash/cowl hoop, added triangulation bracing to the front suspension vertical struts, and made numerous other smaller changes to increase strength and safety. With increased wall thickness and structural upgrades, the use of better materials, and more consistent manufacturing methods, our frame is engineered to handle much higher horsepower and provides greater torsional rigidity than the original British built AC frames. When you see FFR cars winning national drag races with the front tires off the ground, check out the “straight-as-an-arrow” frame quietly doing it’s job. Materials To make a better frame you need to start with better materials. We started by using certified materials. Plate steel is A-36 certified steel. All round tubing is certified 1018-1020 DOM (drawn over mandrel). Even our ¾” x ¾” perimeter tubing is cold-rolled, being the thickest wall square stock you can buy in this tough configuration. By using higher quality steel, the tolerances are tighter and the welds are better. Manufacturing The best design and materials only get you half way there. We’ve taken several important steps to make sure that each frame is made right. In order to control variability we built an incredibly complex computer-designed frame jig. The CAD/ CAM based jig was built with laser-cut tooling steel and holds parts to an accuracy of .010”. What that means to you is that all of your running gear and accessories will bolt right into place like they should. In addition to accurate tooling, we have developed in-house manufacturing controls to help maintain quality, reproducibility and reliability. For example, our certified welders all use the same Millermatic™ 250 MIG welding machines. By keeping our equipment and settings standardized we can maintain better weld consistency. We keep crosstraining records on manufacturing team members and our crew has established QC procedures to make sure each frame, component or assembly is done right. Before your frame goes to chassis assembly it has already passed three separate Quality Control inspections. The Finished Product Our frame is quite simply one of the finest component car frames available at any price. It is made with the best materials and to tolerances only possible with modern CAD driven manufacturing methods. Above all else, our 427 frame has a soul. It was designed and built by people who see a race car chassis as functional artwork. Our frame will be a faithful servant to you in your quest to build your own world class sports car. Round Tube vs. Square Tube Analysis There is ongoing discussion and debate about the use of round vs. square tubing in frame design. Most of it is from people who are selling one or the other. The bottom line is that it costs more to produce an original style round tube frame because
  4. 4. it’s more difficult to design and manufacture. Many companies have taken the easier path of making square tube ladder style frames. We felt our challenge was to make an original style frame stronger without losing the beauty or period correctness. Good engineering means form and function. Once we decided to go to the trouble of building a round tube frame we found some pleasant surprises. • Round tube weighs less than square tube. • Round tube is available in stronger steel. There is no rectangular 1020 DOM tubing, it’s all 1010. 1020 DOM is about 30% stronger than 1010. • In torsion, (exactly the kind of stress that cross members are subject to) round tubing is much stronger than square tubing. Makes sense why there are no square driveshafts, right? • Under vertical bending loads, square tubing made from the same steel as round is stronger, but since the round tubing is available in higher grade steel, there isn’t much difference between cold rolled 1020 round tube and square 1010 tubing with respect to vertical bending loads. • The end result of using round tubing is a lightweight ladder frame, with superior torsional load rigidity and vertical load resistance equal to most any square tube design. It’s one tough frame! • Square tube frames are more common because they are simple, easy to design and the materials cost less. They can be made strong, but sacrifice beauty. A well-designed round tube frame is the hallmark of professional chassis engineering. They are complex, requiring intricate jigs, difficult to design and they are usually made from better materials. They are also more beautiful. One final note: All of these frames work. It’s probably more a question of aesthetics, materials and cost. The next time someone tries to sell you on how much better a square tube frame is over the original round tube design, keep a few things in mind. The 1020 DOM 4” round tube that we use for our main rails and cross members costs $8.75 per foot. Square stock tubing (commonly used) costs $1.98 per foot. I doubt the folks selling you on the virtues of their square tube “better than the original style frame” told you that. Race engineers use the more expensive materials because they’re better. For a much more comprehensive review of the principles involved you can read one of the best books ever written about racing materials and engineering. The author is Caroll Smith and the book is entitled “Engineer to Win”, published by Motorbooks International Publishers & Wholesalers, Inc., PO Box 2, Osceola, WI, 54020. You will probably feel that you got your moneys’ worth after reading just the dedication and short two-page introduction. Aluminum Cockpit and Chassis After the frame we come to the rest of the structural chassis. Here also, we decided to part company with the bulk of the kit car world. Instead of using fiberglass for the cockpit, trunk and footboxes, we followed in the tradition of real racecar builders and used aluminum. The aluminum chassis panels on the FFR 427 kit is one of the major design and functional differences between us and almost all of the other replicas out there today. It is a design based firmly on CAD/CAM technologies and incorporates the superior construction methods of the modern auto racing and aerospace industries. It is certainly not a kit car in the way most folks think of kit cars. The entire cockpit, trunk and engine bay of the FFR 427 Roadster is 100% 6061-T6 aluminum. This precision CNC cut and shaped aluminum is completely and permanently mounted to the frame, without any fiberglass panels. That means your car will have all-aluminum floors, footboxes, cockpit, trunk, side walls, engine bay, firewalls, dash, nose, splash guards/wheel wells, and trunk liner. In our quest to use the best materials, we selected the stronger 6061 aluminum. The 4000 series aluminum is easier to bend and form, but not as strong in tension. We invested in learning how to correctly form the 6061-T6 and enjoy a benefit of increased strength for the same weight. The kit car industry is the only member of the automotive family that uses dune buggy construction methods of bolting 700 lbs. of fiberglass to a platform frame. You won’t find a Winston Cup car streaking around the track with a stressed fiberglass structure. Even the original Cobras, Ferraris and GT-40’s (35 year old design) used proven racecar construction methods of tubular frames and riveted aluminum panels. Molding everything from fiberglass is cheaper and easier than engineering complicated three dimensional aluminum chassis panels. It’s just that fiberglass is not as strong, not as safe, and
  5. 5. nowhere near as perioid correct or elegant. There is nothing like peeling back the carpets to show off the all aluminum race quality construction. Your kit arrives with these CNC cut aluminum panels pre-bent, positioned and fastened in place for shipment. Underneath our aluminum panels lie a matrix of ¾” x ¾” steel tubing that provides support surfaces for a close, tight fitting installation. If you see a really nice replica with an aluminum trunk, cockpit or engine bay, you might want to check underneath. If the aluminum is laid over a glass surface, it may look nice, but it’s heavier (now there’s fiberglass and aluminum), and you definitely lose bragging rights when it’s made purely for show. Another advantage of aluminum over fiberglass is in heat management (a common complaint among owners of other kits). Fiberglass footboxes act as heat sinks that hold the heat and can make driving less than enjoyable. The aluminum reflects heat better. Heat in the FFR car has never been a problem. It’s a car you can drive comfortably in. Our frame and chassis provide you with the solid foundations upon which to build a world class 427 roadster that you can be proud of. Front view Side view Rear view Composite Body The handmade aluminum bodies fitted to vintage cars varied significantly from unit to unit. Of the various replicas out there, perhaps as many as half maintain a healthy respect for proper vintage lines and proportions. Some kit manufacturers make drastic changes to base dimensions such as track, wheelbase or ride height, and end up with a car that is just simply not period correct. When we designed and crafted our body/chassis we took extra time to make sure our car was true to it’s early 60’s design tradition. The Factory Five Racing kit comes with a beautifully crafted, hand-laid vinylester composite body complete with hinged doors, and trunk, pre-drilled mounting holes and positioned hood. Our standard body is as good or better than any replica body in the industry. Lamination thickness is 3/16” all around with .015” coat of sandable gel coat outer finish. The body shell weighs about 190 lbs. and is one entire part. For the ultimate racer, complete carbon fiber composite bodies are available as an option. The carbon fiber body shaves about 100 lbs. from the vehicle weight. Aluminum vs. Fiberglass The average weight of a fiberglass replica body with interior panels can exceed 700 lbs.! The reason for all this weight is the fiberglass is commonly used as a major part of the structure. By using fiberglass for the exterior body shell only, we removed the stress and significantly reduced the weight while maintaining rigidity with the underlying matrix of ¾” steel tubing and aluminum panels (the right material for the job). The result is a body that weighs under 200 lbs., yet is strong and rigid. Our body, is much more resistant to stress cracking due to its non-stressed mounting design and correct gel coat thickness (heavy gel coat can lead to “spider cracks” since there is no strengthening fibers). Is our car lighter because of a thinner body shell? No. The body is the same thickness (3/16” nom.) as every other high quality manufacturer. The weight savings comes from the use of aluminum instead of fiberglass in the cockpit and panel liners. The body specifications are quite simple. Our body incorporates approximately 110 sq. ft. of surface area and weighs about 190 lbs. total. Our aluminum cockpit and panel liners weigh in at about 75 pounds total. Cars using fiberglass inner cockpit and panel liners have about 200 sq. ft. of additional fiberglass. This would account for an increase in overall weight of about 200 pounds (providing the lamination was the same), but more commonly adds about 350 lbs to the vehicle weight since the cockpit is usually thicker as it’s being used for structure. To make matters a bit worse, companies that use “chopper gun” fiberglass have a hard time controlling laminate thickness and can end up with even heavier parts! Manufacturing From our very first molds in 1994, we have learned a lot about molding fiberglass and carbon fiber parts. The quality of the part comes down to the quality of the tooling and the skill of the people who actually lay-up, cure and trim the parts. We
  6. 6. manufacture all of our panels in-house, where-as our body shells are made by a partner company. We put as much QC work into our fiberglass parts as we do our steel frames. You’ll notice that every part carries a control number that records the date of manufacture, mold number, and molding department member who made the part. Each part must survive a 12 point QC check for defects and fit and finish. You can count on us to deliver a part that is engineered to be the correct strength and fits right. The FFR 427 body shells are shipped assembled to the frame. The parts are unfinished (taken right out of the mold and require bodywork). The average time for a skilled bodywork shop to completely sand, prep and paint the body can vary but is normally in the 40-60 hour range. Average costs for a paint job on an FFR fiberglass body with all panels is $2500-$3500. Front Suspension The Factory Five Racing 427 kit comes with a fully independent tubular front suspension with unequal length upper and lower a-arms and adjustable coil-over aluminum body, rod-end shocks. Our car has earned a reputation for razor sharp handling. The front suspension design is a big reason why that’s true. Our rugged front suspension is race-proven and street tested to deliver superior handling without the notorious problems of Mustang II style set-ups. In the stock kit we use the standard lower control arm from the Ford Mustang™, which incorporates Ford’s low friction ball joint. We offer an optional tubular steel lower control arm for people seeking lower unsprung weight over the Mustang unit. The advantage of using the stock Mustang lower control arms is primarily cost savings, however they also provide an amazingly smooth ride. We use a custom FFR spindle bracket that allows you to attach the Mustang front spindle and use the massive 11” front brake assembly from the Mustang. The front suspension components bolt on with ease and have been race proven with thousands of racing and street miles. This is a major step above the wimpy 1970’s-tech Mustang II front end. The big Mustang 5.0 disc brakes are excellent and we supply the aluminum coil-over shocks, coil springs, custom mounts and upper A-arms with ball joints and fasteners, all ready to bolt together. Pictured at left is the FFR front suspension with optional tubular front lower control arms. Right is the stock Mustang 5.0 lower control arm. Rear Suspension The Factory Five Racing 427 frame is delivered to you ready to accept bolt-on suspension components. We offer two rear suspension configurations. The standard FFR 427 kit comes with welded mounts ready to accept the bolt-in rear suspension right out of the Ford Mustang donor car. This is a four link solid axle suspension with quad shocks and Ford’s 8.8” posi- traction differential. You can slip the variable rate Mustang coil springs right into place and bolt the whole thing together in about 30 minutes! This standard Ford Mustang suspension works amazingly well on the street, delivering razor sharp handling and a comfortable ride. It is also capable for weekend racing. We added custom anti-squat geometry, similar to those used by the Mustang 5.0 race crowd, and engineered all mounts to be in double shear, made from 3/16” A36 plate steel. With these minor modifications the car handles great and the 8.8” rear end with Traction-LOK™ ensures rock solid launches. If you see a 427 replica out there that uses a solid live axle, check to see that the rear ride height is not too high. One of the common geometry mistakes is to run with the rear end up in the air. Our computer-designed geometry adjusts for this and our improved anti-squat results in better off the line performance. As our racing programs have progressed over the years we have added optional upgrades to the 4-link Ford suspension. First up, we designed and built tubular rear upper and lower control arms. These arms are stronger than the stock units and have polyurethane bushings that limit flex and result in even sharper handling (although a firmer ride). We offer the set of four for about $200. These parts worked so well that they are currently the best selling aftermarket control arm in the competitive Mustang 5.0 market! You may see our ads for these parts in Ford enthusiast magazines. In order to squeeze the very most out of the four-link Ford rear suspension we developed an optional rear coil-over suspension package that replaces the Mustang coil spring and mount. The optional rear coil-overs are pre-valved aluminum body shocks and powdercoated springs that make roadracing and drag racing in the same day easier by adding more tuning and ride height adjustment to the rear suspension.
  7. 7. There is a whole aftermarket of upgrade items for this rear suspension. You can change everything from gearing to brakes to springs and shocks. Despite all of this, about 80% of all FFR 427 kits are shipped with the standard rear suspension. It works great out of the box and it’s nice to know that you can upgrade it later if you need another project next winter. Independent Rear Suspension The importance of an IRS is big if your car weighs in at 3,000 lbs. or more and you spend hours at your local track. The reason we went with the Mustang rear is primarily a cost advantage. When we worked out the final vehicle weight to be just over 2,000 lbs., the need for an IRS wasn’t a huge priority. For four years we were pleased with the performance of the solid axle suspension. As our racing programs matured and we began to look for tenths of a second we knew sooner or later we would have to develop a new rear suspension. We had already developed an expensive carbon fiber body to reduce the vehicle weight as low as possible. We had also refined the four link Ford rear to it’s highest degree with coil-overs, control arms, panhard rod set-ups and even a modified watts linkage arrangement. Everyone in the development team agreed that if we wanted to go any faster with the FFR 427 platform, we needed to engineer and develop a new independent rear suspension. In 1998 we put our engineers to work full time on the new Big Block/IRS program (the big block program was included in the IRS effort as part of a design upgrade to the FFR car). Our goal was to take the FFR platform to a higher level of performance and offer customers more choices than a simple single donor kit. We introduced our new optional Independent Rear Suspension in 1999 at the NE Replica Challenge. Our first race car outfitted with this rear suspension won first place in the Pro Class at the NE Replica Challenge, beating the “1999 One Lap of America” Championship car by two seconds! At left is FFR engineer Jesper Ingerslev on his way to victory in the Pro Class at New Hampshire International Raceway, August 1999. The IRS option costs $1950 and includes the welded-in cage, upper and lower tubular control arms, aluminum body/pre- valved rod-end shocks (matched to the front coil-overs), and custom axles. The suspension requires that you provide the 8.8” center section from a 1989-1997 Ford Thunderbird as well as the Thunderbird rear spindles and brakes. The assembly manual has a full section on the IRS set-up with installation instructions, Bill of Materials and high quality photos. We feel this suspension set-up is for the absolute purist who wants the very best on the street, or for the hardcore roadracer who wants that extra few ticks per lap. Our team race cars utilize both IRS and Mustang based suspensions. Running Gear Our engineers have built everything from carbon fiber bodied race cars with 8,000 rpm aluminum small blocks, to 600 horsepower twin-turbocharged street cars. The bottom line is that whatever your goal and budget, the value of the modern running gear gives you a base line cost that enables you to build much higher quality and performance for less money. Here’s where the fun starts. It’s important when taking on this project to decide on an engine and transmission configuration that will deliver the power you need and is within your budget. About 75% of our customers choose to go with the entire engine/transmission and rear-end out of the Mustang donor car (5.0 Liter Ford V-8, Borg-Warner T-5 transmission, and Ford four link 8.8” rear end). The Factory Five Racing kit was designed so that these parts literally bolt right in. Our kit is also compatible with the 351 Windsor engine, the old 390/327 FE engines as well as the newer 429/460/514 crate motors from Ford. We have had good experiences working with the crate motors offered by Ford Motorsports™. You might notice that our car is featured in their 2000 catalog! Engines The arguments for using the 5.0/302 motor are pretty strong. In the mid 80’s an unprecedented quality and manufacturing revolution began in the American auto industry. Ford Motor Company, more than anyone else, began building cars with “Quality as Job 1”. Anyone who has owned a 1987 or later Mustang 5.0 will tell you that the engine, transmission and rear end, are virtually indestructible. They are also easy to work on, and readily available for a reasonable price. When we looked at all the engines available, we couldn’t ignore the high performance, combined with relatively low cost and aftermarket support of the Mustang package. The Mustang has become the performance value of the last 10 years. Additionally, the Mustang drivetrain has benefited from years of engineering refinements (C.A.F.E.) that have made the running gear lighter and more durable. The huge performance aftermarket that supports the Mustang 5.0 means that you can
  8. 8. quickly and inexpensively obtain a wide selection of high performance goodies. The standard FFR chassis with a stock 5.0 powerplant will outrun a Viper 0-60 and run the quarter mile in about 13 seconds flat! The fuel injected 5.0 motor is just about everyone’s favorite for all around driveability and reliability. Imagine driving 5.0 Mustang that weighed 1200 lbs less! For those of you who believe that the best way to cut your butter is with a chainsaw, well… you should know that the standard FFR 427 kit will work just fine for larger engines as well. The differences between the standard kit and a 351 or a big block kit include heavier springs up front, a carbureted wiring harness, full tubular headers and 4-port side exhausts. The 351 and 302 powered cars handle virtually the same. The big block cars are a tad overpowered and run a bit heavier in the nose. Surprisingly, our 460 powered car was only 140 lbs. heavier than a street car with the 302! Aluminum heads are a must to keep the weight down. For affordability, we think the small block donor car route is the best. If you decide to go with the big block motor, keep in mind that many other parts (bell housing, transmission, etc) need to be heavier duty to handle the power. Feature/Characteristic Ford Motorsports 460 Big Block Crate Motor 302 Small block w/Mustang Drivetrain Cost About $8,000 after all ancillary equipment is bought. $3,000 for entire car. Period. Go ahead and drive Should be complimented by a heavier duty Tremec it. Cheap to fix, easy to work on, can be taken to transmission ($1500). Ford Dealer for servicing. Performance Great power w/500+ hp, great torque w/400+ ft. lb., Great Performance, lighter weight, 225 hp stock, the Ford 460 is not like an older FE motor. It is can be modified up to 350 hp easy, and well into insane above 4,000 RPM and loves to rev! the 500 hp range with aftermarket bolt-ons. Reliability/Maintenance Without EFI you won’t just jump into the thing and 1990’s engine, computer controlled, simply change run for milk. Maintenance is OK as long as it’s not the plugs and oil every once in a while. Everyone’s an old FE motor. daily driver favorite. Aftermarket and Parts Good. Crate motors available from Ford Good aftermarket support, 5 hp filter kits to Motorsports. You won’t want to add performance superchargers etc. Still in production = Low $ parts. Emissions This is getting difficult, especially in California. Each Available catalytic converters are 50 States state varies with inspection standards, etc. Wherever emissions legal. Same emissions as a factory you are, you must know the rules. Mustang. Straight pipes are standard in the kit. Which is better? A great motor for the absolute purists or the guy who A car you can drive anywhere. Great reliability, thinks too much horsepower is just enough. Deeper affordability and power. Flawless handling and exhaust note, more authentic, but heavier. lot’s of bang for the buck. Most people side with the small block for all-around competence. Transmissions The stock Mustang transmission is a Borg Warner T-5 unit. We have run T-5’s in our race cars for years with excellent results. The T-5 is perfect for the street and for cars running up to around 450 hp (remember that a 2,000 lb. car exerts much less stress on the running gear). The FFR kit is ready to accept the T-5, the World Class T-5 or the Tremec TKO transmission. While there is plenty of room in the transmission tunnel for older set-ups, we still prefer sticking with the newer running gear for affordability and durability. If you would like to run an older transmission, call our engineers for assistance. Rear Ends and Gearing 1987-1993 Mustangs were equipped with three different gear ratios. The majority of the cars have a 2.73 ratio ring and pinion. There were optional performance rears that used a 3.08 ratio and the cars that were built with automatic transmissions had a fun 3.27 ratio. Keeping in mind that the T-5 is an overdrive transmission, you have some space to improve the gear ratio with aftermarket parts without compromising the street manners of the car. The most common gear sets used are 3.55 and 3.73. The FFR IRS uses the Ford 8.8” differential, but it is out of the 1987-97 Thunderbird. The T-Bird differential came with a 3.27 ratio. Regardless of what rear-end you use, the gear set is one of the easiest and least expensive way to increase 0-60 performance.
  9. 9. EFI vs. Carbureted You have a choice to use either the Mustang 5.0 donor wiring harness and computer (for EFI set-up cars) or you can use an aftermarket (Painless Wiring™ ) harness that we will provide as part of the kit at no charge (replaces the EFI stuff). If you are going to use the EEC-IV computer and EFI motor from the Mustang we’ll give you everything you need to make it work. The EFI kit provides a new air filter set-up for the mass air meter, an alternate drive pulley assembly to accommodate the air pump and custom length fan belt. The EFI kit assumes that you’ll be using the computer and engine controls wiring harness from the Mustang 5.0. Our assembly manual shows you exactly where to splice in the lights, signals and other electronics. Since pulling a wiring harness and computer from your donor car can be tricky, we walk you through that as well, to make sure everything is perfect. Once the harness is removed, it’s hard to install it incorrectly because Ford uses a different shaped, color-coded connection for each wire bundle. The reliability of Ford electronics is something we can’t stress enough. Many replica companies make their own wiring harnesses on custom looms. Although they are very simple and straightforward, it’s not rare to have electrical system gremlins. It’s amazing how well the Lucas lights work when they are backed up with Ford components, instead of the wiring harness that Minnie makes on the loom. Headers and Exhaust The Factory Five Racing 427 kit comes with a complete bolt-on side exhaust system. The exhaust comes assembled and ready to bolt on, with all fasteners and gaskets included. The side exhaust matches the look of original vintage cars. The entire assembly bolts directly onto the stock Mustang exhaust headers in front and onto rubber isolated mounts in the back. Plan to spend a whopping 30 minutes putting these six bolts on. Like so much in our kit, the side exhaust assembly is standard. The side exhaust set comes with a pair of straight tubes that connect the side exhaust to the headers from the Mustang 5.0. Optional catalytic converters to comply with local emissions codes are available. Optional 4 into 4 headers for 289/302/351/390/427/429/460 Ford engines are available. Fuel System We use the complete high-pressure fuel system from the Mustang 5.0 donor. This includes the fuel tank and neck, integral high-pressure fuel pump, safety impact cut-off fuel pump switch, and the vacuum sealed factory gas cap. We put the threaded factory gas cap under the beautiful Aston aluminum roller cap because the factory gas cap seals vapor and liquid while the Aston cap was known for leaking. We provide all the fasteners, fuel lines, and clamps necessary to adapt to the vintage roller gas cap. The fuel tank bolts right up into the frame with safety engineered mounts. The rear frame was designed in three distinct zones. First the rear trunk section is designed (at bumper height) to absorb impact. Second, the mid trunk serves as a buffer zone of incredibly rigid structure. And third, the cockpit is engineered to maintain integrity while isolating the passengers from the impact. Two aluminum bulkheads separate the cockpit from the fuel tank and fuel lines. We decided to use the Ford fuel system because it simply works better than any custom set-up, and it keeps us true to our single donor car strategy. The Mustang fuel system never starves the motor under hard cornering. The Mustang gas cap that we fit hidden under the polished aluminum Aston roller gas cap doesn’t leak like the unprotected original gas caps do during full tank, hard cornering. If you want to see for yourself, check out some photos of original 60’s racecars spraying fuel out the sides as they drive around curves. Not only is the seal on the gas cap poor, if you sit in more than a few different replicas, sooner or later you’ll be greeted by that “rustic and charming” smell of gasoline which is usually from a fuel line/tank leak. Oil Filter Relocater No performance car would be complete without a remote spin-off oil filter kit. We provide the adapter plates, mounts, hoses and fittings to change over the location of the oil filter. We locate the oil filter on a frame spar in the front of the engine bay for convenience. This part comes right out of the Ford Motorsport catalog. An original style oil cooler is available as an option. Our oil cooler comes with all stainless steel braided lines, anodized aluminum fittings (yes, the cool blue and red ones), and mounting plates with instructions. The 5.0 motor doesn’t really need an oil cooler but it looks great and helps if you’re racing.
  10. 10. Exterior Accessories In a few pages you will find the “Standard Parts List” which details exactly what parts come standard with the FFR 427 kit. The exterior accessories that come with your kit are in almost every single case an original 60’s era part. Here are some of what you’ll get. Roll Bar Standard with the kit you get a three point. 0.120” wall steel, competition roll bar. The roll bar mounts directly to the frame with included stainless steel fasteners. We’ve seen many versions of roll bars out there, most are optional, some are purely cosmetic (yikes!), ours is designed right and works when needed (just ask Dave Smith). We decided that this part is an integral safety feature and like all exterior and body parts, makes or breaks the period correct look of the car, that’s why we make it standard on our kit. Lighting and Mirrors The kit comes with all original British lighting and fasteners. These include the expensive Chrome-on-Brass Lucas™ twin filament red tail-lamps, amber turn signals, license plate light, and headlamps. There are many inexpensive Asian market parts that some companies use on their roadsters, we only use the original parts. The original chrome “Bullet style” racing mirror comes in the kit. The rear view mirror that comes in the kit is a copy. We had so many problems with the original mirrors breaking and vibrating that we found the less expensive copy cat mirror was actually better. Windshield The kit comes with the expensive chrome-on-brass tinted British windshield. There are only three manufacturers in Britain of these windscreens and one in the U.S. We use them all. Others that we’ve seen are chromed aluminum, which don’t last. You get the good one. Trim Accessories You get all the original chrome British latches and handles (L-shaped for hood and T-handle for trunk all keyed alike), side louvers, front and rear Quick-Jack bumpers w/fasteners, and competition hood pins. A rivet-on hood hinge is an option. Interior Accessories The Factory Five Racing kit comes with a complete interior. This includes the 427 style seats in black, padded dash cover, complete carpet set, finished door liners with black door pockets, emergency brake boot cover, shift boot cover, shifter, shifter knob, MGTF door latches, door hinges and leather check straps, trim and gauge conversion kit. We also include two pairs of full five point Simpson™ racing harnesses for passenger and driver. An optional leather interior is available in either black or tan. The package provides seats, emergency brake handle cover, door pockets and dash cover in leather. We provide a gauge conversion kit so that you can use all of the Mustang 5.0 gauges. The advantage here is that you get the reliability of the Ford gauges that simply don’t break, and you get good cost savings. For the authentic minded guy, we offer the original Smith’s or Stewart Warner gauges (Smith’s come with reverse reading 180 mph speedometer). Our dash layout is accurate to the original. Before you write off the Mustang gauges, you might want to get a look at how good they appear when used with our gauge conversion package (pictured right). Our conversion kit includes billet aluminum dial bezels which fit right into the laser cut dash, Lexan gauge faces, spacers for mounting the Mustang gauges, and jumper pins for wiring extensions. Brakes/Wheels/Tires We use the brakes from the Mustang 5.0. They can be serviced easily and inexpensively since they’re Ford components. If you choose, you can use the Mustang wheels as well. They are remarkably similar to the original “Sunburst” wheels used on many 60’s AC cars. We offer optional aluminum Halibrand-style replica wheels. They come in 15” and 17” sizes. Wheel dimensions are 7” x 15” fronts and 8” x 15” rears. The 17” wheels are 8” x 17” fronts with 9” x 17” in back.
  11. 11. About half of our customers decide to buy these optional vintage replica wheels. They cost about $1500 for the set of four and come with lug nuts. They are custom made with the correct off-sets to mount right up to the Mustang hardware and are available in four and five lug patterns. Our street car with 15” bolt-on replica wheels. Our race car with w/17” bolt-on replica wheels. For tires we recommend B.F. Goodrich™ Comp T/A’s or Radial T/A’s. They have a very good period-authentic look. For the track you can’t go wrong with Hoosiers or B.F. Goodrich Comp T/A R1’s. For the 15” rims, look to use 235/60/R15’s up front, and 275/50/R15’s in the rear. For the 17” rims, we recommend 245/40R17’s up front and 275/40R17’s out back. Recently, we adapted our 427 and Coupe designs to accommodate the authentic “pin drive” wheels. These beautiful aluminum racing wheels come with adapters, spinners and require custom front and rear control arms. The wheels cost about $2400 for the set of four. Photo at left shows FFR coupe with rear pin drive wheels. Check out our website or call one of our engineers for your specific application. There are a million ways to go when looking at wheel and trie combinations. If you are going to be buying a set of aftermarket wheels, or if you’re going to have a custom set made, please give us a call to make sure the backspaces are right.
  12. 12. F a c t o r y F i v e R a c i n g I n f o r m a t i o n P a c k a g e 427 Vehicle Specifications The most time intensive part of engineering a quality kit is to make sure the vehicle dimensions and specifications are as close to period correct as possible. One of the reasons our car has so effectively captured the look, feel and performance of the original 60’s roadsters is that we kept the specifications and construction methods as exact as possible. We didn’t assume that we could come up with better base lines than those followed by the original designers and racers of the time. There is a distinct beauty to the roadracing cars of the early sixties that is timeless. Using the original vintage British and American cars for inspiration, we obsessed on small things like windshield rake or roll bar position. Faithfulness to the original British roadster design meant painstaking attention to detail. Our car has an original spec 90” wheelbase and 4.5” ground clearance. One of the worst things to do to a replica is to stretch or change it’s wheelbase. If you’ve ever seen one of those cheap Fiero turned into Ferrari replicars, you know what I mean. The incorrect wheelbase makes the car look wrong immediately. You wouldn’t think your eyes are so accurate but it’s this same ability that lets you see a picture on a wall is uneven, even if it’s only tilted a single degree! FFR 427 Roadster Specifications Wheelbase 90.0” Track front/rear 57.0”/58.0” Length 160.0” Width 9body) front/rear 68”/72” Height (top of windscreen)* 46.8” Ground clearance 4.5” Vehicle weight (dry) 1985 lbs. Curb weight 2145 Weight Distribution front/rear 48.2/51.8% * This dimension can change slightly by adjusting the rake of the windshield as was done by racers in the sixties (with their windscreens raked way back to help with the less than optimal aerodynamics). The vehicle weight and the balance of our car is much improved over most replicas and vintage cars. Overall vehicle weight and weight distribution are among the most important factors that help any car handle well. Other major factors include center of gravity, suspension, unsprung weight, wheels and tires, alignment adjustment and suspension geometry. We toiled over small dimensional differences. If you look close, you’ll notice that we gave our roll bar a 6 degree cant rearwards. We even adjusted the geometry of the rear suspension to ensure the rear ride height was period correct. Over the years cars have changed in the way their ride heights are set. We made sure to use a period correct front to rear rake in our design. w w w . f a c t o r y f i v e . c o m 5 0 8 - 2 9 1 - 3 4 4 3 7
  13. 13. F a c t o r y F i v e R a c i n g I n f o r m a t i o n P a c k a g e Safety Features The legends of the 60’s race cars were built not only from racing victories but from tragedies. Our job is much easier today than it was for the racers of 30 years ago. Back then, many basic safety features were either not used or not available. We’ve added modern safety features that the original cars lacked. Today, things like an inertia cut-off switch for the fuel pump protects the driver and occupants from fire. Safety and reliability are areas where the modern running gear is just plain better than the original equipment. Advances in materials and engineering mean better steel, stronger rivets, more consistent and predictable fasteners. The Factory Five Racing 427 kit comes with the following safety features. Watch out for some common no-no’s we’ve seen out there. Avoid things like bolt-on dash hoops, all platform frames with fiberglass uppers and no steel support structure, doors that mount to fiberglass bodies and cosmetic rollbars. Safety is a combination of good engineering, correct materials, and careful construction. Sometimes we forget that a big part of safety is also the car and it’s operator. The superior braking and handling aspect of our car means it is functionally safer than lesser performing cars. Whenever you head out onto a racetrack…. You and your equipment should be prepared for what may happen. Factory Five 427 kits include the following safety features… √ 3” full racing harness for driver and passenger. √ Externally mounted, double shielded fuel tank with fuel pump impact shut-off switch (from the Mustang 5.0 donor). √ Side impact bars and beefy 4” plate steel hinges with A-36 3/16” thick steel door hinge. Frame mounted doors. √ Collapsible steering column (same as in Mustang 5.0). √ Driveshaft safety bars. √ 3 point, 2” OD, .120” wall, mandrel bent, frame-mounted roll bar. √ Front and rear crumple zones. √ Energy absorbing steel frame and aluminum sub-frame (not fiberglass). √ Manufacturing controls like receiving/inspection of parts, computer designed frame jig and final QC inspections. The car featured at right is FFR customer John Gyann’s 427 roadster following a 125 mph collision in Illinois from which John walked away. You can read his testimonial and that of other FFR customers on our website at www.factoryfive.com. w w w . f a c t o r y f i v e . c o m 5 0 8 - 2 9 1 - 3 4 4 3 8
  14. 14. F a c t o r y F i v e R a c i n g I n f o r m a t i o n P a c k a g e Standard Parts There is perhaps nothing more confusing and frustrating than trying to figure out what you get, and more importantly, what you don’t get with some of the kits manufactured today. We consider a standard part as something you’ll need to drive the car that doesn’t come from the Mustang. We hate the idea of selling a ton of options. It’s laughable how some companies will call a windshield, or a steering wheel optional (or side exhaust or roll bar or seat belts for that matter!). In all fairness, the custom aspect of what we build and sell makes it hard to produce a “one-size fits all” package. The Donor Mustang concept is a very powerful one since the regular 427 kit comes with everything you need to complete your car except the donor vehicle. With the advent of different powertrains and suspensions however, figuring out what you get and what you’ll need are still complicated questions. We’ll be glad to help you sort through the details. This section tells you exactly what comes with the FFR 427 kit. If you would like to see the actual packlist for the standard kit you can check it out on-line at factoryfive.com or you can review a hard copy in the assembly manual. Here’s what you get: 1. Body: Hand laid 3/16” laminate with heat cured vinylester resin. Comes with separate and complete doors, hood, and trunk. Doors and trunk are hinged and installed. Trunk is lined with aluminum liners. 2. Frame: Complete jig-welded 427 style 4” round tube frame. Includes all mounts ready to accept small block Ford and Mustang 5.0 running gear, can be ordered to accept big block and IRS. 3. Chassis aluminum panels: Includes over 40 CNC cut, pre-formed aluminum panels for cockpit, trunk, and engine bay. 4. Front suspension: Includes high quality Pro-Shock™ brand anodized aluminum bodied, rod-end coil-over shocks, tubular upper A-Arms with ball joints, adapter brackets and all grade-8 mounting hardware. 5. Rear Suspension: Standard kit includes all brackets, fasteners and axle straps to mount your 8.8” rear end. 6. Roll Bar: Complete roll bar assembly ready to bolt directly to finished frame mounts. 7. Side Exhaust: Complete assembly with mounting hardware, ready to bolt on (no welding, bending or cussing). 8. Brake/Fuel lines: All brake and fuel lines (3/16”, 1/4" and 5/16” seamless hydraulic tubing) with fasteners. 9. Lighting: All original British and Lucas™ lighting, including headlights (w/integral running lamps), front amber turn lamps, rear red, twin filament tail-lights, and chromed original license plate light. 10. Exterior and Interior Accessories: Authentic chrome on brass tinted windscreen Authentic 3.5” Aston roller gas cap, polished cast aluminum. Authentic wood rim and aluminum 15” steering wheel, w/polished aluminum boss and small center badge. Authentic British chrome latches, handles, and locks. Authentic inside rear view mirror and side view mirror. Original style Quick-Jack competition bumpers. Original style pleated AC 427 street seats and mounting hardware. Authentic chrome shifter ring and boot. Original style, chromed reverse canted 427 shifter. Original style 3” professional, SIMPSON™ 5 point harnesses (driver and passenger), frame mounted w/fasteners. Original style covered aluminum dash with all dash buttons, toggles and indicator lights. Original style competition hood pins. Original style aluminum side louvers. Original style full interior trim package includes door pockets, dash cover, and emergency brake boot. 11. Weather-strip/seals: All adhesive backed and press-on trim, weather-strip and grommeting. 12. Carpet: Complete carpet set, pre-cut and packaged separately. 13. Gauge package: Mustang gauge conversion kit with machined bezels, spacers, wiring extensions, fasteners and lenses. 14. Steering kit: Steering adapter kit to utilize Mustang steering rack and collapsible column. 15. Cooling Fan: Electric cooling fan and mounting hardware, extensions for radiator hoses, and all necessary fasteners. 16. Oil Filter Relocator: Perma-cool™ oil filter relocate kit with all hoses and hardware. 17. K&N Performance Filter: K&N™ air filter kit. 18. Battery Tray and Cable: Battery tray, hardware, and pre-cut, pre-assembled 4-gauge positive cable w/terminal covers 19. Pulley Kit: A/C replacement pulley kit and custom length fan belt with fasteners. 20. Assembly Manual and Video: Bound assembly manual that is over 130 pages long and a step-by-step assembly video. 21. Fasteners: All fasteners (1,500+ top quality zinc plated, chrome and stainless steel) numbered and packed by assembly. 22. Wiring Harness: If you are not using the EFI system (if you will be using carbs) painless harness is standard. w w w . f a c t o r y f i v e . c o m 5 0 8 - 2 9 1 - 3 4 4 3 9
  15. 15. F a c t o r y F i v e R a c i n g I n f o r m a t i o n P a c k a g e Donor Parts (or… What else do I need?) Now that you know exactly what comes in our kit, you need to know what is required to finish the car. In the assembly manual, we tell you how to check out and select a donor Mustang to help make sure it is problem free. If you aren’t going to buy a Mustang for parts you can take a copy of our bill of materials list (in the assembly manual) and buy the separate pieces. The manual explains these approaches and even shows you how to quickly remove the donor parts in the fastest and correct order if you choose to go with a salvage car. Many people will decide to buy some new parts. If you decide to do this you can call us for an accurate parts list of Ford and aftermarket parts that you’ll need to finish the job. If you are using parts from a single donor car, expect to pay around $2,000-$3,000 for the entire vehicle. If you source the parts separately, buying some parts new and some used, expect to pay a bit more. The parts listed below are what you will need to take from the 1987-1993 Mustang. The assembly manual includes this list broken down to the nut and bolt level. Call if you’d like to use a later model Mustang (post 1993) or an earlier pre-1987 car. 1. Engine and transmission assemblies. 2. Driveshaft (this gets shortened to 10 3/4”). 3. 8.8” rear end assembly w/quadshocks, springs and control arms. 4. Front and rear brake assemblies, w/master cylinder, emergency brake handle and pedal box. 5. Front wheel spindles and lower control arm. 6. Radiator and cooling fan shroud. 7. Fuel tank, cap, and fuel filter. 8. Steering rack, shaft, and upper steering column with factory ignition. 9. Mustang gauge cluster, EEC-IV computer and wire harness. 10. Mustang aluminum wheels (or aftermarket/vintage wheels are going to be used). w w w . f a c t o r y f i v e . c o m 5 0 8 - 2 9 1 - 3 4 4 3 10
  16. 16. F a c t o r y F i v e R a c i n g I n f o r m a t i o n P a c k a g e Options At Factory Five Racing, we give you everything you need to complete your car. The idea of selling options is to provide the customer with the chance to add his own combination of items that not everyone would necessarily want or choose. It’s hard to keep this list short due to the very custom nature of the replica business. We decided to offer the options that are most frequently asked about. If you want anything beyond what we list here, check out our on-line parts and options catalog that includes full photos of over 200 parts and options! (factoryfive.com). We’ll be glad to help with any custom items as well. The point is that if you give us your business we’re committed to helping you build the car your way. Performance Group 12001 Halibrand style replica aluminum racing wheel, 15” bolt-on $1,590 set 12002 Halibrand style replica aluminum racing wheel, 17” bolt-on $1,840 set 12051 Full carbon fiber body (incl. doors, hood, trunk) $2,980 set 12066 Tubular lower front control arms $ 480 pr 12062 Rear coil-over shock suspension package $ 590 pr 12267 Rear tubular upper and lower control arms (replace stock Mustang units) $ 199 pr Appearance Group 12012 Chrome vertical over-riders $ 89 ea 11130 Chrome bumper assembly, front & rear hoops and vertical over-riders $ 695 set 12065 Chrome quick-jack bumpers $ 125 set 11219 Chrome roll bar $ 290 ea 12063 Smiths™ gauges set includes reverse 180 mph speedo and adapter kit $ 790 set 11193 Stewart Warner orig. 7 gauge set w/sending units and replacement dash $ 492 set 12042 Sun visors, smoke plexiglass $ 125 pr 12049 Windwings, windshield side deflectors, clear Plexiglas $ 125 pr 12068 Leather interior upgrade package (Black or Tan, price is if purchased w/kit). $ 490 set Convenience Group 12020 Convertible soft top with side curtains $1,350 ea 12021 Tonnaeu cover, zipper down middle $ 345 ea 12030 Catalytic converters, bolt-on to FFR side exhaust $ 319 pr 12041 Wiper set, cable drive Lucas motor, arms, blades $ 345 pr 10581 Hood hinge set (replaces hood pins) $ 130 ea 12070 Body cut-outs (all holes in body shell pre-cut at factory) $ 120 set 12071 Heater/Defroster unit $ 320 ea 12072 Dropped footbox aluminum leg room package NOW STANDARD W/KIT w w w . f a c t o r y f i v e . c o m 5 0 8 - 2 9 1 - 3 4 4 3 11
  17. 17. F a c t o r y F i v e R a c i n g I n f o r m a t i o n P a c k a g e How hard is it to Build? There are no easy to build kits out there. The ones that claim it’s easy are trying to sell you. Remember that. You are building your own car for Pete’s sake, it’s not like putting together a bicycle from Sears. Some companies tell people they can build their car in 40 hours or some stupid thing like that. Yes, for us in the shop we can put a car together in no time flat, but we’ve done it before lots of times. The Factory Five Racing kit is simple to build, but you have to budget some time. This kit, like every single kit out there is not for everyone. It’s made for the guy at home who has worked on or restored his own car. The buyer of this kit is a lot like the television character portrayed by comedian Tim Allen on ABC’s show “Home Improvement”. There’s some Tim Taylor in us all…”more power, ugh, ugh ugh”… The FFR 427 kit was designed to be assembled by someone at home with ordinary tools and a working knowledge of cars and their components. There is no welding or fabrication. One of the nice things is that with a single donor vehicle, you can greatly reduce the running around getting parts from lots of different cars. The Factory Five Owners Groups themselves have proven the engineering and buildability of the cars best. At numerous locations FFROGS have come together to build a customer’s car in a single day or weekend. The first group to do this was the Southern California FFROGS who did this on a bright sunny spring day in Mission Viejo California back in 1998. There were some magazine articles that documented the event. Another “FFROG Build-up” was hosted by FFR customer Richard Oben from Kansas City Mo. In 1999, Richard gathered local FFROGS together at a customer’s garage for a one-day build. That car soon afterwards became the first FFR roadster to break the 10 second barrier in the quarter mile with a 9.96 sec pass at 146 mph in April of 2000! More Information To get a better idea of what you’re getting into, you can order an assembly manual for $50. Additionally we always welcome visits where we can assign an engineer to you to review the build-up procedure. Another easy way to get more information on how to build the car is to call us to get the names of people in your area who have already built our car. The best testimony is from another customer who has built it himself. If you search the world wide web you’ll find many FFR customers that have put their build-up on-line, documenting the hours, costs, etc. The best proof of how well we designed the car is found in the testimony and photos of our customers. Back in 1998, after we had shipped over 500 427 kits, we sent out a survey to our first 500 customers asking questions about how many hours they had spent building their car. At that time our survey results indicated that it took an average of 253 hours to build the 427 kit (that includes everything like bodywork and disassembly of a donor car). The average cost to build an FFR 427 was $17,800. The average price paid for donor cars/parts was $2,300. More data is on our website factoryfive.com. Keep in mind that as of July 2000 we have built and shipped more than 1200 FFR 427 roadster kits! The latest version kits have benefited from hundreds of refinements and upgrades, so these older survey numbers are now, most definitely, on the long side. w w w . f a c t o r y f i v e . c o m 5 0 8 - 2 9 1 - 3 4 4 3 12
  18. 18. F a c t o r y F i v e R a c i n g I n f o r m a t i o n P a c k a g e Performance People find it hard to believe the actual performance numbers that we produce every day (verified on a calibrated Vericom™ VC2000 accelerometer). We’ve proven and refined our designs with countless hours at the racetrack and on the street. The real world performance of our cars boils down to some very simple facts. A rigid chassis, low vehicle weight, good balance, and modest horsepower all combine to deliver world class speed and handling that equals or exceeds the world’s finest Supercars. The FFR cars listed in the chart below are as follows. Car #1 is our factory street demo roadster. It was made with all stock running gear from a 1989 Mustang 5.0 donor. The street car was originally built for $14,240. Car #2 is our factory competition car. It was built with many more performance parts and features an independent rear suspension, a lightweight body, a 500 hp 302 motor, full competition brakes, and racing tires. The cost to build this race car was around $26,000. Car #3 is the FFR Challenge Series “Spec Racer”. It (like the street car) was built from our kit and a Mustang donor car. The Spec racer was put together for about $16,000 and was tested in absolute stock form by Car and Driver Magazine at the Chrysler proving grounds in July 2000. Car #4 is the FFR Coupe. The Coupe cost just over $30,000 to assemble. It is powered by a 400+ hp 351 Windsor motor and features numerous aftermarket performance options. Criteria FFR 427 Street car1 FFR 427 Comp car 2 FFR Spec Racer 3 FFR Coupe 4 Horsepower (net) 240 bhp 488 bhp 225 bhp 430 bhp 0-60 mph 4.7 sec 3.75 sec 4.8 sec 3.6 sec ¼ mile 13.2 sec @ 104 mph 10.99 sec @ 133 mph 13.6 sec @ 99 mph 11.9 sec @ 119 mph 70-0 mph braking 175 feet 161 feet 181 feet 183 feet Lateral G’s .92 G 1.13 G 1.01 G 1.04 G Cost to build $18,350 $26,412 $16,423 $31,560 1. Factory Five 427 Roadster, Demo street car. Vehicle using B.F. Goodrich radial T/A tires, 235/60R-15’s front and 275/50R15’s rear. Engine is standard 5.0 liter Mustang w/stock transmission and 3.55 ratio rear-end gears. Horsepower estimated at 240 bhp. 2. Factory Five 427 Roadster, Comp car. Vehicle using Goodyear race slicks. 275/40R-18’s front and 275/40R17’s rear. Engine is special FFR prepped twin turbocharged 302 w/FFR IRS, Tremec™ TKO transmission and 3.55 rear gear set. Horsepower measured on rear wheel dynomometer 05/99. 3. Factory Five Racing 427 roadster, Spec Racer. Vehicle using Hoosier R3S03 tires, 275/40R17’s front, 275/40R17’s rear. Engine is stock 1991 Ford Mustang 5.0 liter with stock transmission and stock 2.73 rear gear set. Horsepower is 225 bhp. 4. Factory Five Racing Coupe. Vehicle using Goodyear race slicks. 10” x 26” 15’s. Engine is 351 Windsor built by Jasper Performance, w/FFR IRS and Tremec TKO transmission and 3.55 rear gear set. Horsepower measured at 430 bhp. Just for fun, let’s look at the numbers for some of the world’s fastest cars (the last three cars are GT1 class race cars). Vehicle 0-60 mpn ¼ mile Source or tested by/date 1999 Ford SVT Mustang Cobra 5.5 sec 14.1 sec Road and Track, tested 4/99 1997 Chevrolet C-5 Corvette 5.2 sec 13.7 sec Motor Trend, Feb 1997 1996 Carroll Shelby 427 S/C Cobra 5.0 sec 13.4 sec Motor Trend, Feb 1997 1996 Dodge Viper RT-10 5.0 sec 13.2 sec Motor Trend, Feb 1997 1998 Acura NSX 4.9 sec 13.3 sec Road and Track, tested 7/98 1997 Ferrari 550 Maranello 4.7 sec 13.1 sec Road and Track, tested 1/97 1999 Lamborghini Diablo VT Roadster 4.6 sec 13.0 sec Road and Track, tested 7/99 1998 Dodge Viper GTS-R 4.2 sec 12.5 sec Road and Track, tested 9/98 1997 Ferrari F-50 3.6 sec 12.1 sec Road and Track, tested 1/97 1998 Porsche 911 GT-1 3.4 sec 10.9 sec Road and Track, tested 9/98 0-60 mph Zero to sixty mph is a contest of rear traction and horsepower to weight ratio. The Mustang 5.0 rear end is a traction lock rear end that outperforms a lot of higher end equipment. We’ve done several things to make our cars the all-time fastest 0-60 mph machines. The combination of an extremely rigid chassis, a rearward positioned engine, and the utilization of the tough Traction LOK™ Ford 8.8” rear end with anti-squat is unbeatable. We feel 0-60 mph is one of the most important real world tests of a car’s performance. The bottom line is that for many of us, driving a car like this means that no matter what lines up next to you, you’re faster. w w w . f a c t o r y f i v e . c o m 5 0 8 - 2 9 1 - 3 4 4 3 13
  19. 19. F a c t o r y F i v e R a c i n g I n f o r m a t i o n P a c k a g e ¼ Mile The quarter mile performances are quite predictable given the horsepower to weight ratios of the given vehicles. In summary, the Factory Five Racing roadsters run as fast as the fastest cars on the planet. The competition car rips through the ¼ mile quicker than almost any other production sports car! With a power to weight ratio that can be as low as 3.5 lbs per horsepower, the FFR car is capable of sub ten second ¼ mile passes. Fastest FFR ET’s to date have included Greg Lapoint’s, 10.380 sec at the 1998 Run and Gun Replica Nationals held at Gateway Race Park near St. Louis, Missouri. All time champion so far has been Don Gibson who put his FFR roadster through the traps at an amazing 9.96 seconds! 60-0 mph Braking Braking is also quite impressive. We measured 60-0 foot distances of 121 feet to haul the street car to a stop. That’s impressive given that it is running stock Mustang 5.0 drum brakes in back! We found that for 99% of all street driving, the stock 5.0 brakes work great. An impressive drop is seen when the disc brakes are used all around. We recorded a 112 foot distance when the stock car was upgraded to the Motorsports rear disc brake conversion set (approximately $600). Handling/Ride Quality The most common misconception about our car is that, being a race car, the ride is too harsh. We use the stock quad-shock suspension from the Mustang but remove one coil from the variable rate coil spring in the rear to result in a surprisingly comfortable ride. Performance modifications are not really required to deliver race track ready handling, since the weight advantage is so significant. For the guy who wants to be as fast as possible, normal improvements include everything from simply upgrading the factory control arms to FFR tubular units (only $200), to our fully independent rear suspension upgrade package. Call one of our engineers and ask about the actual differences in each set-up. Keep in mind, our guys drive and race FFR cars. Their advice is based on actual experience, not a sales pitch. Reliability and Maintenance For those using stock Mustang running gear, the maintenance intervals for the car are similar to the Mustang 5.0. The reliability of the running gear just happens to be a bit better, owing to the lighter weight and increased rigidity of the overall chassis. A big advantage of using drivetrain parts from one car is reliability. The Mustang parts were specifically engineered to work together and when you remove 1200lbs from the vehicle the duty cycle increases exponentially. The running gear is bulletproof and all that you really need to keep an eye on is the British trim items. These vintage parts can come loose every 2,000 miles or so. You’ll learn to travel with a small tool kit for thing like the door latch cover, tail- light lenses and windwings. What Makes Factory Five Special? Proven Product:From awards in the press and victories on the track to unpaid endorsements by the most respected and knowledgeable folks in the industry, there is simply no other company that has received the awards and recognition that we have. Winning Team: Our customers and cars consistently win at local and national level events against cars costing many times more. When you build and drive our cars you will be part of the most successful 427 racing team of all time, the Factory Five Team. As a customer you’ll be joining hundreds of others as a FFROG member. As an owner you’ll enjoy the fellowship and fraternity of this great experience. Return Record: We are one of the few companies that has a 100% refund policy on every kit sold. We have sold more than 1400 kits and have never had a single kit returned. Not one. w w w . f a c t o r y f i v e . c o m 5 0 8 - 2 9 1 - 3 4 4 3 14
  20. 20. F a c t o r y F i v e R a c i n g I n f o r m a t i o n P a c k a g e No Salesmen: We don’t hire any sales people. All of the people you’ll talk to are engineers, mechanics and professionals dedicated to building superior cars. We want you to have the facts. What do you really get? What materials do we use and why? Why do we make it that way? How will the car drive, how reliable will it be, and how will it hold-up after 50,000 miles? We put hard work and facts behind everything we say. We sponsor builder’s schools because we want you to have a chance to build it before you have to commit. We encourage visits because we want you to see real cars and kits as well as how they are made. We give unsolicited references of regular customers so that you can hear how someone else’s experience went. We know that when we focus on making sure our product is right for you, we don’t have to worry about sales. The Real McCoy: In a world of trailer queens, glossy photos of cars standing still and show cars that can’t actually be driven, we stand apart. Our cars were designed to be driven and used. Our company demo car is driven everywhere and it’s not unusual for our customers to drive their cars 10,000-15,000 miles a year! We Are You: We’re just like you. When we tell you about our product it is from experience behind the wheel, not behind some desk. We risk our lives racing our cars and proving our designs. You can trust that the kit we ship to you has been proven at speed by the very people who sold it to you. You’ll find everyone in our company from the welders and engineers to the front office staff has excellent knowledge of the product and is committed to personal and professional excellence. Success Stories: In the kit car world of broken promises and less than ideal product we have hundreds of amazing and true stories of our customers and their cars. Check out our web site customer gallery, talk to FFR customers yourself. You’ll find that we deliver on the promise of quality, engineering and value. You can keep up to date through our newsletters and web-site stuff. Awards and Recognition Most companies will be happy to tell you how great they are. In the past we found many kit car companies advertised more than they delivered. Our success has come from delivering more than we promise. Winning at national competitions against cars costing 3-5 times more, or having guys like the legendary Dick Smith drive and praise our cars… those are the things that matter most.  1997 Racing Victories 1997 Run and Gun Challenge, Top Dog Drag Race, Greg Lapoint 1997 Run and Gun Challenge, First Place Pro-B, Greg Lapoint 1998 Racing Victories 1998 Run and Gun, Top Dog Drag Race, Greg Lapoint 1998 Run and Gun, First Place Pro-B, Greg Lapoint 1998 Run and Gun, King of The Hill Winner, Mark Smith 1998 Run and Gun, First Place Street Class Roadrace C. Andersen 1998 Run and Gun, Second Place Street Class Roadrace, Tim Varley 1998 Run and Gun, Third Place Street Class Roadrace, Bill Randoll 1998 Run and Gun, Champion Bracket 1 Pro Class, Mark Smith 1998 Northeast Challenge, First Place Pro, Mark Smith 1998 Northeast Challenge, Second Place Pro, Jesper Ingerslev 1998 Northeast Challenge, First Place Street Class, Gary Cheney  1999 Racing Victories w w w . f a c t o r y f i v e . c o m 5 0 8 - 2 9 1 - 3 4 4 3 15
  21. 21. F a c t o r y F i v e R a c i n g I n f o r m a t i o n P a c k a g e 1999 Northeast Challenge, First Place Pro, Jesper Ingerslev 1999 Northeast Challenge, Second Place Pro, Mark Smith 1999 Northeast Challenge, First Place Street Class, Gary Cheney 1999 Northeast Challenge, Third Place Street Class, Jack Rosen 1999 Run and Gun, Second Place Pro Drag Race, Mark Smith 1999 Run and Gun, Third Place Street Class Drag Race, Steve Hollenbach 1999 Run and Gun, Third Place Pro, Drag Race, Greg Lapoint 1999 Run and Gun, Third Place Pro, Autocross, Mark Smith There are two major national race events where the best replicas come each year to battle it out. The annual Run and Gun competition is the industry’s largest race event, held each year at Gateway International raceway near St. Louis. The annual Northeast Replica Challenge is held at the famous New Hampshire International Raceway in Loudon NH. The NE Replica Challenge is more than a race, as it features a road rally and concourse car show. In the last four years, FFR cars have won more races and awards than any other company. These days we’re still out there racing our team cars, but it’s the customers who have begun to steal the limelight. Here are some highlights from past shoot-out events. FFR Customer Greg LaPoint When the smoke finally cleared on ’97 Run and Gun, one FFR customer, driving his own car had stomped every other snake (big blocks included) with a blistering 10.8 second ¼ mile run. The car that won the Drag racing event was owned by customer Greg LaPoint and was really nothing more than a fuel injected 5.0 motor with an S-trim Vortech supercharger bolted on. Almost more impressive was that Greg’s car was the first in the event history to pull the front tires up off the ground! Greg returned to the Run and Gun event in 1998 to win his second consecutive Top Dog award. The 1998 Run and Gun shoot-out saw 55 of the fastest 427’s ever going for the title (with Greg in all of their crosshairs). Just like in 1997, Wheelie Man Greg Lapoint dominated the dragraces with an all time fastest 10.380 ¼ mile pass at 136 mph! This year however, greg was also a top ten contender in the roadrace section of the competition. Alongside Greg were FFR owners, engineers and customers who also contributed. FFR cars won first place over-all in the Drag racing, first place in the brackets, and we were awarded the “King of the Hill” title for 1998. Greg reports that after he changes his tires, he drives his car to work on every warm and sunny Midwestern day. “I’ll Flip you for it” Also in 1998, at Run and Gun events unfolded that proved the unbelievable strength and rigidity of the Factory Five cars. Mark and David Smith were sharing a ride in one of the company’s 427 roadsters (in this case a carbon fiber bodied, 390 hp race car). On the last morning of practice during the 1998 Run and Gun, Dave headed out for some fast laps. Rumor has it that when trying to remember whose turn it was to drive, someone overheard Dave saying to Mark, “I’ll flip you for it”. Minutes later in turn two at Gateway International Raceway, FFR’s Dave Smith crashed in a spectacular 70 mph off-track roll-over. Dave walked away from the incident unharmed, but more amazingly, the team got the car into the pits and three hours later had the car ready for racing. The damage was not so bad, a punctured radiator, bent control arm bracket, bent wheel, badly cracked body shell, bruised ego, etc. Following tech inspection and driving past the open mouths of our competition, the car was back on the track for timed laps. In the end, this crashed car ended up winning the 1998 Run and Gun “King of the Hill” Title, duct tape fluttering in the breeze. In all, Factory Five cars won 6 of the 13 awards at that year’s event, but none of the awards said as much about the toughness and engineering competence of our car as the King of the Hill title. w w w . f a c t o r y f i v e . c o m 5 0 8 - 2 9 1 - 3 4 4 3 16
  22. 22. F a c t o r y F i v e R a c i n g I n f o r m a t i o n P a c k a g e Twin Turbos and The One Lap of America Champion The 1999 NE Replica Challenge again attracted national caliber cars in a fun two-day event. The race was held in perfect August weather at New Hampshire International Raceway and was hosted by the COM group. COM is a roadrace club that is known for it’s professionalism and safety record The night before the roadracing began, there was a concourse event, a rally and dinner. Judging during the car show was held to find out who had the most beautiful car. Factory Five customer John Bachuber won “Best of Show” in the concourse event against a field of over 50 of the finest replicas east of the Mississippi. John’s bright yellow FFR roadster was built for pure street duty, however he decided to use a 351 Windsor motor rated at 385 bhp. At the Track event, in what turned out to be a complete rout, Factory Five cars ended up winning almost every class. The real excitement was in the Pro Class where FFR engineer Jesper Ingerslev and owner Mark Smith went toe to toe with the “One Lap of America” Championship car from one of our respected competitors. Jesper ended up 2.2 seconds faster on the roadcourse with a time of 1:15.1 and earned the first place trophy. Mark Smith drove hard to earn second place in the Pro- class with a 1:16 best lap and the former South African National Champion driving the Olthoff racing car was third at 1:17.3. Best Buy 427 Kit, and Six New Kits The last time Peterson Publishing awarded a Best Buy Cobra kit was in 1996. Back then we beat every other kit manufacturer to earn this distinction. The author of the Best Buy article was Steve Temple. Steve subsequently left the publishing business to assume the role as head of Marketing for Shelby American. Steve credited us with providing higher quality at a better price. We did this by combining the quality materials and design with modern manufacturing technologies. In July 2000 we were again singled out as one of the “Best Six New Kits”. We were picked this time for our new big block and IRS variant of the famous single donor mustang based 427 roadster. We’re proud of these two honors from Peterson Publishing. We’re most proud of our product, but it feels good to get recognition. The 99 Second Club “…Factory Five Racing is doing the job the way every kit car business should, with the emphasis on the customer, the business and the product…” Doug McCleary, Cobras Magazine Steve Temple isn’t the only Press guy sent to check us out. A while back we spent a day racing with Doug McCleary at a local Cape Cod Sports Car Club event. Doug is the author of the definitive text on building your own hot rod entitled, “The Car Builders Handbook”. Doug also writes for major magazines as a freelancer. In 1996 he evaluated our 5.0 powered factory test mule on a 1.1 mile high speed autocross course. With only his second run of the day, he joined the CCSC’s exclusive 99 Second Club. Doug’s comments can be found in a story that he wrote about our company in the December 1996 issue of Cobras Magazine. The point of testing all of our designs on the track and not just the street is that it ensures a bulletproof and reliable design. In the much less demanding world of street evaluations the failure points are frequently not reached and so consequently, many failure modes can go undetected. The best design is often born from the harshest conditions. You can rest assured that we regularly subject our cars to more abuse than your car will see in ten lifetimes. (at right: Remarkably, Doug uses only one thumb to steer). w w w . f a c t o r y f i v e . c o m 5 0 8 - 2 9 1 - 3 4 4 3 17
  23. 23. F a c t o r y F i v e R a c i n g I n f o r m a t i o n P a c k a g e Customer Profile Customer Gordon Levy was running a bodyshop in 1996, doing restoration work on vintage sports cars in Fresno CA. After more than 10 years doing bodywork and working on everything from old Mustangs to modern cars, he began to look for a vintage racecar of his own. Gordon began a search for a kit that had the things he valued, performance, design and price. After some serious research he decided on a Factory Five kit and eight weeks later a 1500 lb. box arrived by truck. Photo above: Gordon’s FFR alongside the legendary Dick Smith. Photo right: Leading a GT-350 R Mustang through turn #3 at PIR. When we asked Gordon why he chose Factory Five he said, “I wanted a kit with the quality of the best kits out there, and even though cost was not the biggest consideration, I liked the fact that I could finish the car for under $20,000”. The kit arrived the day after Thanksgiving 1996. On January 11 th, only six weeks later he was driving his newly built snake. Gordon spent a total of 130 hours to build his kit and it cost him $15,300 for everything. The average customer spends about 150-200 hours and about $18,000. Gordon is now building FFR cars and is part of an enthusiastic California crew of Factory Five owners. An article in Kit Car Illustrated Magazine detailed his experiences. The story entitled “Thunder and Lightning” can be found in the Aug ‘97 issue of KCI. Web Site Resources Check out our full customer photo and profile gallery on our web site. We’ve posted photos of FFR customers along with their cars and technical details, like cost to build, hours to complete, race times and show awards. Look for us at www.factoryfive.com. We’ve made it a point to expand our web site to include upcoming events, industry notes, and expanded details on our cars. You can check out our latest newsletters on-line as well as reading archived newsletters, articles and related information. F.F.R.O.G.’s: In addition to our regular newsletter and annual Factory Five Racing sponsored auto-cross, we support the Factory Five Racing Owner’s Group which organizes outings and events both regionally and nationwide. Currently there are numerous local level clubs that are conducting FFROG events. You can call us to get the name and number of the FFROG organizer nearest you. You can also log onto www.cobraforum.com and speak directly to thousands of enthusiasts. The owner’s group gives you a chance to meet, discuss build-up ideas, race and enjoy the product with other people like you. The FFROGS also take advantage of our direct mailing list to let you know about upcoming events and the on-line discussion group at cobraforum.com along with our website factoryfive.com, keeps everyone posted on news and events. With over a thousand FFR customers and cars out there, the owners group is your best resource for things like helping you find parts, get new ideas on building you car, meet with local clubs and participate in local events. w w w . f a c t o r y f i v e . c o m 5 0 8 - 2 9 1 - 3 4 4 3 18
  24. 24. F a c t o r y F i v e R a c i n g I n f o r m a t i o n P a c k a g e Quotes from Experts in the Field We’ve listed quotes from some of the most knowledgable and influential people in the business. These are folks who know the most about us and our competitors, people who have spent their lives working on, writing about or driving in these cars. We value their testimony and are pleased that they like what we’re doing. “This car really works well in the turns. It has to be one personally impressed with their energy, their educated of the best handling Cobras I’ve ever driven.” approach, and most important, their enthusiasm…” Dick Smith Bill Moore Six time SCCA & USRRC Champion. The most Editor of Argus’ Kit Car Illustrated Magazine successful 427 race driver of all time. “…The FFR kit is a sensible approach to building a replica… it’s also a car that gives away very little in terms of performance, handling and reliable transportation…” These two brothers have quite literally changed the kit Jim Youngs car industry… First and foremost, they build a decent Editor of Petersen’s car- actually, they build a truly awesome car. In fact Kit Car Magazine their design philosophy is completely foreign to what is standard practice in the kit car industry. The car is built more like a GT racer than a kit car…” Tim Suddard “…All too often in the past, some manufacturers Editor Grassroots Motorsports Magazine charged much more for trash, or parts that customers never received. Well my friends, I am here to tell you that this company is different.” “…When it comes to “Bang for the Buck”, Factory Doug McCleary Five Racing has the Molotov cocktail of Cobras…” Author, The Car Builder’s Handbook Steve Temple Former Editor of Petersen’s Kit Car Director of Marketing, Shelby American “This ain’t no Kit Car” Jim Smart “This car has an amazingly rigid chassis which makes it Editor, Petersen’s Mustang and Fords Magazine a lot of fun to toss into turns...” Tim Sharpe Test Driver Daimler/Chrysler & Bondurant Instructor …”The solid engineering allowed the car to run trouble “…Over the past two years I noticed a couple of free at race pace all weekend… …the car ran a bit brothers, Mark and David Smith. In that short span of faster that the IMSA race Mustang Cobra R’s and time, they’ve made an enormous impact on our industry outbraked almost everyone on the track…” with their 5.0 Mustang based Cobra replica… I was Thunder and Lightning Kit Car Illustrated 08/97 Articles The following articles have been published on our company and products. We would be happy to send you free re-prints of any or all, of these articles. They are listed here by magazine and in chronological order, oldest to most recent. As our company has changed and grown, some information in these articles may be out of date. Please keep in mind that they are offered so that you can learn more about our company and the things we’ve done over the years. “Horse Trader” Petersen’s Kit Car, November 1995 w w w . f a c t o r y f i v e . c o m 5 0 8 - 2 9 1 - 3 4 4 3 19
  25. 25. F a c t o r y F i v e R a c i n g I n f o r m a t i o n P a c k a g e Written by then editor, Steve Temple, “Horse Trader” was the first magazine article about Factory Five Racing Inc. In the article, Steve tests two of the first three prototype cars and tours the manufacturing shop that we used to start full scale production in January 1995. Prototyping and development work was previously done in Framingham, Massachusetts dating back to 1992. Steve Temple spent two days in New England evaluating our cars. Full performance testing was held at the New Bedford regional airport where the cars worked great in 90 degree July heat. Steve’s words became prophetic. He stated “You guys are going to take over the Cobra replica business.” “Trophy Time” Petersen’s Kit Car, September 1996 In a follow-up story to Horse Trader, Steve Temple visited our new (at the time) manufacturing facility in Wareham. Steve reviewed production cars and inspected kits being manufactured for customers. During his visit he was shown top secret carbon fiber bodies (in production 2/97) as well as developmental work on our aluminum frame and upcoming Coupe (in production 6/2000). Following this visit and Steve’s comprehensive review of our kit and company, we were awarded Petersen’s “Best Buy” Kit. “The $9,900 Cobra Kit” Cobras Magazine December 1996 Before Bill Moore at Kit Car Illustrated Magazine decided to endorse our product, he sent his investigative field reporter to the manufacturing facility to check things out. The article entitled “The $9,900 Cobra Kit” summarized Doug McCleary’s thorough examination of us and our cars. Doug is a writer for McMullen-Argus’ Kit Car Illustrated Magazine. He lives in Falmouth, MA on the southern shore of Cape Cod. He is the author of “The Car Builder’s Handbook”, a text considered to be one of the best guides to building your own Hot Rod, replica or street rod. “Road Trip” Petersen’s Kit Car Magazine and Automobile Magazine, June 96 and March 97. When California Dreamin’ Tours went looking for a supercar to add to their fleet of vintage sports cars, they ended up with a Factory Five. California Dreamin’ Tours is a vintage car touring business. They chose one of our cars since their fleet is subjected to grueling mileage every day at the hands of the general public. This story was featured in Automobile Magazine (06/97) and Kit Car Magazine (03/97). Today, two additional companies offer FFR rental cars. Check out our website for more details. “Frame Up Series 1-4” Petersen’s Kit Car Magazine May-November 1997 In response to unprecedented interest in the Factory Five Racing kit, Petersen Publishing decided to build one of our cars and document it’s complete assembly process. The series of feature articles on how to build a Factory Five car detailed the assembly steps and tips along the way. The articles culminated in a final road test and detailed cost summary that put the total cost to build a show-quality street car at $18,029. This price included some performance options as well as items like the original Smith’s gauges and optional chrome roll bar and bumpers. The four articles were run in consecutive issues of Petersen’s Kit Car. The first article was found in the May 1997 issue entitled “Frame-Up”. The final article “Wrap-Up”, was in the November 1997 issue. “Thunder and Lightning” Kit Car Illustrated Magazine August 1997 “Can a $15,300 Factory Five take on the world’s fastest original 427 S/C? Yes! And it compares quite favorably”. w w w . f a c t o r y f i v e . c o m 5 0 8 - 2 9 1 - 3 4 4 3 20