I'm still surprised at how easy the Mustang is to drive, and I can't imagine that's going to change much when it's in full club spec trim.
Photograph by Chris Tropea
Camaraderie and close competition, all with a cool car largely supported by the aftermarket. The new Club Spec Mustang class offers all of that.
The SCCA was floating around the idea of another spec class that could cross over between Time Trials and Solo, recalls Sam Strano, 10-time Solo national champion and one of the minds behind the rules for the class. He saw the S197-chassis Mustang as the perfect candidate: “Given my history with the Mustang, I know the reliability and how inexpensive and cheap parts can be. I kept saying, ‘Hey, I think this is the car.’”
At first, the class was too spread out and the specifications and regulations weren’t as clear as they could have been, he continues, leaving a lot open for interpretation.
“There was no price cap for part development,” Sam explains. “The thought process was that we don't want to screw it up, we don't want to have to go back and make major changes or find out that something is glitchy.”
So, the SCCA Board of Directors came together and began ironing out the kinks, turning to racers and part developers like Sam for guidance and clarification.
“I pretty much wrote up everything I wanted and what I thought,” Sam jokes, “and for the most part, that’s exactly what we got.”
The class allows 2005-’09 Ford Mustang GT coupes and convertibles as well as the California Special, Shelby GT and Bullitt models. The rules then require specific parts, like Eibach springs, Eibach or Strano Performance Parts anti-roll bars and Goodyear F1 Supercar 3 tires.
Stock Mustang GT suspension or tires? Not allowed, as participants must run the approved spec parts–except in a few instances. The rules allow, for example, the Ford Racing springs (part No. M-5300-K) and anti-roll bars (part No. M-5490-A) that came stock on the factory-built Shelby GT model.
“The majority of what the kits are, quite frankly, is based off the stock Shelby GT that we ran from 2007 to 2011 because that thing was just a riot,” Sam laughs.
So, why not adjustable coil-overs? “I think a lot of people tend to forget that coil-overs aren’t magical,” Sam replies. “They are still dampers, and they are still springs. [Non-adjustable coil-overs] also gets us around having to worry about anyone doing something weird.
The overall mentality for the class? “Very much a KISS principle: Keep it simple, stupid,” Sam jokes.
Another key aspect for picking the Mustang? Parts availability.
“At Spring Nationals, a car that was a fairly well-used example from the Midwest actually had a control arm problem from rust,” Sam explains. “I found control arms for them at a chain parts store 4 miles from the site, and there were other arms in stock in the city of Lincoln.”
One overarching goal became clear: The Club Spec Mustang class aims to create an even playing field for all. By limiting changes and only allowing certain parts or kits, participants–regardless of their budget–have the opportunity to compete on a level that would normally be dominated by expensive upgrades and, possibly, questionable modifications. These limitations also force participants to focus more on driving than setup.
“I think it’s important that people have the ability, even in a spec class, to fine-tune and tweak things to their liking,” Sam explains. “I think things will get more and more competitive as you see more and more people. It's like any new class, you know? People gravitate toward it.”
I'm still surprised at how easy the Mustang is to drive, and I can't imagine that's going to change much when it's in full club spec trim.
akylekoz said:
In reply to fusion66 :
That's funny, last year we both had different cars, now both in S197 Mustangs. They must be the track car of the future.
5/8/19
Does this class allow the use of Ford eccentric bolt kit M3B236A on the front end?
bumpsteer said:Does this class allow the use of Ford eccentric bolt kit M3B236A on the front end?
I don’t see it listed in the Club Spec Mustang rules.
Typically spec classes go off the rails from a cost perspective thus far CSM seems to have done a really good job of limiting that.
This class really appeals to me; should I ever give up wheel to wheel racing this would work well for me.
In reply to Tom1200 :
Same. The simplicity is a big part of what attracted us to the class. We have enough hardcore race cars. How about something that’s pretty much springs, shocks and bars plus wheels and tires?
In reply to David S. Wallens :
Before the proliferation of coil overs this is what we all did right. You'd get lowering springs, Addco bars, Konis and a set of A008s................bam done!
Of course we also added the Weber DGEV, header and ANSA exhaust. We didn't have enough money to buy the latest fuel injected cars.
In reply to Tom1200 :
That’s pretty much the format that worked well back in the day.
Coil-overs? You’d have to head over to the Carrera shop to get some of those built.
In reply to David S. Wallens :
In my 1971 Nissan Completion Manual for the Datsun it shows you how to fabricate a threaded spring perch.
In reply to Tom1200 :
Who’d they show as the supplier for the thread collar?
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