First published in the October 2004 issue of Street Machine

When you grow up surrounded by V8 horsepower it’s not likely that you’ll take up calligraphy! Martin White’s business, John White Racing Engines, was founded by his dad back in 1971 and built many hardcore drag, boat and circuit engines.

“Dad drove his Camaro and Mum drove the Mustang,” says Martin. “Mum actually liked the Camaro better but Dad started dragging that, so she was stuck with the ’Stang!”

These days the business and that Mustang are stronger than ever but there is now something of a high-tech undercurrent.

“We’ve been involved with turbo motors for years via boat racing,” says Martin. “But lately the drag and street side of things has been going that way too, and I’d say 25 per cent of the engines we build have computers on them now.”

When one of his boat customers offered to donate his turbo system to the Mustang, Martin was quick to agree. Not that the Muzzy was slow — running a 408ci Windsor, 17-inch mags and no stripes, the Mustang was one of the coolest cars around and a spectacular feature in the early days of the Queensland drift scene.

Now twin turboed, the Mustang is an absolute weapon. The system is built around a pair of smallish Garrett T04 turbos, twin Turbonetics Godzilla wastegates and air-to-air intercooler, with custom exhaust manifolds built by Aviation Welding. A mere 6psi boost is pumped into a 90mm Holley throttle body and then to a Trick Flow R Series inlet manifold. Simple!

“This is definitely a basic combination,” says Martin. “There are heaps of things I’d do differently next time — it’s been a good learning experience.” In fact, the short motor is almost exactly the same as it was in aspirated form, save for a set of 8.5:1 forged pistons and a mild hydraulic roller cam from Sure Cams.

The whole shooting match is controlled by a Haltech E6 computer, with a suitably large fuel system and firehose-sized injectors. The upshot? Try 820hp at 6000rpm and a massive 910ft-lbs of torque at 4800rpm! At the Crusin Nostalgia Drags, Martin ran a best of 11.54@133mph, wheelspinning to half track. Then he drove home.

Of course there’s a lot more to this pony car than a whole bunch of horsepower. The car now wears a very cool Shelby-style body kit.

“We needed to increase the airflow into the front of the car for the intercooler and the Shelby nose cone certainly gives you that,” says Martin. The front panels were bought in the States, but needed so much work that Martin and his team decided to fabricate the rear sections themselves. Add a pair of white skunk stripes and the Mustang looks simply fantastic.

The Chev Rally rims suit the style of the car and are far more damage resistant than the 17-inch chromies Martin was using, but don’t look like staying. “I’ll get a set of the new Peformance Minilites soon. They’ll look pretty flash,” he says.

Behind the monster mill is as tough a driveline as Martin could afford. Ray Williams came up with a rebuilt and blueprinted bullnose top loader, married to an 11-inch clutch. “There’s no point upping the boost, fitting some slicks and dragging the car because the clutch and ’box won’t handle it for long but there’s no way I’d go auto — that’d take out all of the fun for me!” he smiles.

There are no doubts about strength out back. The nine-inch runs a Marrod carrier, Detroit locker and 35-spline Strange axles.

Much as Martin loves drag racing, flinging the car through a set of twisty mountain roads or hitting his local circuit racing track is his real love. For that reason he’s paid plenty of attention to getting the Mustang to handle and stop. Brakes consist of VT Commodore discs up front, bitten hard by R32 Skyline four-spot calipers. Bringing up the rear are XE discs, with the whole shebang controlled by a twin master cylinder assembly under the dash, with a Coleman pedal assembly.

“I didn’t have a handle on the brakes at the Muscle Car Shootout and I nearly crunched it,” he says, “but I’ve got it working good now!”

Martin stuck with the classic muscle car theme inside the office, with a moly cage built by JD Fabrications, a pair of OBX Forza race seats and RPM four-point harnesses. A brace of Auto Meter gauges is strapped to the steering column, topped with a ’66 Mustang tiller.

Martin drives the ’Stang hard whenever possible and is sorting out so he can do just that. “We ran it at 10psi at the Shootout, but it was hard to keep straight, so I wound it back to 6psi. I’m going to fit electronic boost control so I can have the best of both worlds!”

Martin White
1967 Ford Mustang