Automobile - - Classic -

Mirac­u­lously, he shipped what he had out to Car­ling, who used it to form the ba­sis of the IRS on the car we’re rip­ping around in at Streets.

Mor­ton and I pull in, and it’s Pil­grim’s turn to take the Revol­ogy GT350 out. Mus­tangs like this are a rare thing for him to drive, and he hadn’t been in a car quite like it since his days run­ning Pon­tiac Trans Ams in the mid ’90s. “On track with a solid rear-axle car, you don’t so much dial in a turn with the steer­ing wheel un­til you’re done with a cor­ner.” Pil­grim says. “It’s more start a chain re­ac­tion with a slight amount of steer­ing wheel turn, and then you see where you end up. Fun stuff!”

It took a minute for Pil­grim to get used to the grabby, nonABS brakes (be­ing far less ex­pe­ri­enced with such brakes, I would later lock them up com­ing into Turn 2), and he would have liked a lit­tle less power in the hy­draulic steer­ing (Revol­ogy says that’s doable), but he found the car pulls sur­pris­ingly hard to more than 7,000 rpm and sounds great with its Borla track ex­haust, the Coy­ote mak­ing mighty thawwwwwacck racket at full chat. He also dug the six- speed. (Au­to­matic is also avail­able.) “The mod­ern Mus­tang GT six-speed gear­box has a tra­di­tional-style gearshift lever and a solid in­dus­trial shift ac­tion,” he notes. “For­get the cur­rent slick Mi­ata and Civic shifts, this is old school.”

Revol­ogy in­deed makes them to be old-school cool, but new-school chic. Scarpello freely ad­mits the 1966 GT350 recre­ation Pil­grim and I are de­light­ing in around Streets isn’t a pure­bred track car, but it more than holds its own on the cir­cuit af­ter some hard­core lap­ping. It also has plenty of power for its 3,225 pounds, as much power to weight as a Ferrari F430 ac­cord­ing to Scarpello. Start­ing at $189,000, this car and the rest of the Revol­ogy Mus­tang lineup are built us­ing as many off-the-shelf parts as pos­si­ble, some of which are (gasp!) sourced from Gen­eral Mo­tors. “The No. 1 goal is to have a car that you can drive ev­ery day with all the ameni­ties,” Scarpello says. “It’s like a mod­ern car, and it’s re­ally cool that it looks like some­thing it isn’t.” Scarpello is busy stack­ing his team with main­stream auto in­dus­try vet­er­ans like him­self. As a low-vol­ume man­u­fac­turer as de­fined by the Fix­ing Amer­ica’s Sur­face Trans­porta­tion Act




of 2015, Revol­ogy has the abil­ity to build and sell brand­new li­censed re­pro­duc­tion clas­sic Mus­tangs as long as the en­gines are emis­sions cer­ti­fied. The com­pany can also sell rolling chas­sis repli­cas un­der ex­ist­ing state laws or resto mod an orig­i­nal Mus­tang to Revol­ogy spec. At present it takes about six months to build a car to or­der, but they’re look­ing to get that time down as they ramp up pro­duc­tion.

Back out on the track, Pil­grim and I take turns jump­ing in and out of each car, rel­ish­ing each lap. The OVC GT350R proves to be any­thing but a fussy mu­seum piece. Each one has a VIN from the donor car, so they are also cer­ti­fied as street le­gal. But given its heavy, non­power-steer­ing and race­car setup, the track is where this Mus­tang should gal­lop.

“Driv­ing around Streets is quite the work­out,” Pil­grim ad­mits. “I was de­ter­mined to win the bat­tle of wills with this very ca­pa­ble, 2,780-pound an­i­mal.

“Once fa­mil­iar with the han­dling, I started re­ally work­ing the in­de­pen­dent rear sus­pen­sion, mak­ing full use of the sticky vin­tage race rub­ber, body roll, pitch, and very will­ing mo­tor. It was at this point I re­ally started to ap­pre­ci­ate it. The fun fac­tor was off the scale.”

Ex­actly. To be able to un­cork the GT350R’s gut­tural V-8 roar, work its notchy four-speed, push on its mas­sive brakes, feel the heat, and in­hale the gas and rub­ber fumes, was fun be­yond mea­sure. And Revol­ogy’s mixol­ogy of time-ma­chine looks, new model de­tails and crafts­man­ship, and its fast and fun na­ture out on the track proved ev­ery bit as en­thralling.

When we weren’t in the cars, we gath­ered around the sheet­metal camp­fire, swap­ping sto­ries and learn­ing about the OVC and Revol­ogy teams. It was one of those days you never want to end. And as I waved good­bye to Ma­ri­etta and Car­ling while they loaded 98i onto the trailer, the sun sunk low on the hori­zon over the desert ex­panse of Big Wil­low just like it did in 1965, when John Mor­ton blew by at 160 mph. AM

Andy Pil­grim hasn’t had a lot of ex­pe­ri­ence with Mus­tangs, but he quickly got up to speed and had a blast wheel­ing both mod­els.

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