FORD MUSTANG RTR SPEC 5-D

ENGINE: 436ci Roush Yates RY45, Roush Yates aluminium block, solid roller camshaft, Roush Yates belt drive, Ford Performance D3 aluminium heads, custom ported, Kinsler eight-stack intake, MoTeC M880 ECU, Roush Yates cam angle sensor, eight ignition coil packs, RTR four-into-one headers, custom XForce exhaust, Fuel Safe fuel cell, Auto Verdi dry-sump pump, RTR fabricated dry-sump pan, ASD billet engine plate, custom rearmount radiator, AN water lines, electric water pump, two Spal thermo fans

DRIVELINE: Andrews A431 four-speed manual, Andrews dog-engagement gearset, Long shifter, Quarter Master twin-plate clutch, Driveshaft Shop driveshaft, Winters Quick Change diff, Driveshaft Shop axles, rose-jointed bellhousing braces

SUSPENSION: BC Gold adjustable custom-valved coilovers, external oil reservoirs, modified upper strut mount, RTR billet steering knuckles, RTR billet lower control arms, RTR billet upper arms, RTR splined sway bars, KRC hydraulic power-steer pump

BRAKES: Unboosted brakes, Wilwood reverse swing mount pedal box, Wilwood remote-reservoir master cylinders, Wilwood six-piston front calipers, Wilwood four-piston rear calipers, Wilwood discs, ASD hydraulic handbrake, Wilwood handbrake master cylinder, Wilwood four-piston handbrake calipers, push-lock brake hoses

WHEELS/TYRES: 18x9.5-inch RTR by HRE three-piece forged alloy wheels, 265/35R18 Tri-Ace Racing King tyres

EXTERIOR: RTR Spec 5-D full bodykit, Lexan rear windscreen, Frankensignz graphics, Computaleta vinyl wrap, Glasurit paint, LED grille lights, LED high-stop light

CHASSIS: Eight-point roll cage

INTERIOR: Recaro fixed-back bucket seats, Takata fivepoint harnesses, MoTeC CDL3 digital dash, MoTeC SLM-C shift light, carbon-fibre dash panel, OMP steering wheel, Woodward steering column, Woodward quick-release steering boss, Long shifter, ASD billet handbrake lever, ASD billet handbrake bracket PERFORMANCE: 900hp (approx), C12 race fuel; 9.7-second quarter-mile (street tyres); Formula Drift USA and D1NZ competition classes

RY45, punching out 436ci and 14:1 compression, fed by Kinsler stack injection and C12 race fuel. “It’ll do 9000rpm, easy, but I haven’t done it yet. I’ve got the limiter set at 8000[rpm], and I still haven’t gotten it there,” an excited Fanga explains. “If it’s not struggling, you haven’t got it dialled properly — you shouldn’t be able just to smash the limiter. The car is set up for maximum rear end grip, so you want to feel it bite, and to have to really push it.” Despite the heady top end, the Roush Yates mill pumps out a fat powerband over across 4500rpm, so Fanga shouldn’t need to be constantly banging gears in the Andrews A431 four-speed dogbox. At this level of competition, simplicity is key, and the biggest mechanical change he’ll need to worry about will be swapping out the ratios in the Winters Quick Change rear end to suit the style of track he’s competing on. The rest of the underpinnings are no less serious, nor any less refined. Suspension is taken care of by BC Racing coilovers with external oil reservoirs, but your eyes are sure to be drawn to those impressive billet control arms. Developed and manufactured by ASD, the entire suspension system has been refined and re-engineered to generate maximum grip while keeping the mounting points compliant with the applicable rule books. This follows through to the 18x9.5-inch HRE

wheels and 265/35R18 Tri-Ace tyres — all to fit within the D1NZ Pro class regulations. While the ride height may look uncharacteristically high for Fanga Dan, you can rest assured that this is strictly business — function over form. That rear suspension has been designed to squat hard in order to keep grip levels high, and maximum clearance is required. You see those scuffs on the rear subframe beneath the diff? Yeah, that’s how hard it squats at full noise. Now he’s managed to have a play around behind the wheel of this man-eating machine, Fanga seems remarkably casual about pedalling it in competition — something he’ll have ticked off the checklist by the time you read this. Not many of us will ever get the chance to drive a machine like this, but we can have the next best thing — the sensory overload of seeing it in action, the sound of that high-compression small block at 9000rpm, and the smell of spent C12 and melted rubber. Now’s the time to cast aside any reservations you may have about the sport of drifting and give a D1NZ event a crack. Fanga’s bringing a gun to a knife fight, and he’s ready to rock.