Carl Melendez’s Mustang Is a Fox-Body on the Wild Side

Most car people who came of age in the 1980s remember the Fox-body Mustang. Built from 1979 to 1993, it was the third generation of Ford’s famed pony car. In total production volume, it is second only to the first-generation Mustang (1964–73). There were four- and six-cylinder versions, but the most famous and potent models were powered by Ford’s 302-cubic-inch V-8. Although its displacement was technically 4.9 liters, the engine was widely-known and marketed as the 5.0-liter, or “five-point-oh.” The 302 could achieve incredible levels of power, with and without forced induction.

In the second half of the Fox-body Mustang’s run (1987–93), two models became legends. The first was the sporty GT, which came as a hatchback or convertible, with racy ground effects and a standard 5.0-liter V-8. The second was the LX, available as a hatchback, convertible, or as a hardtop coupe with a trunk, called a notchback. The LX did not have ground effects, so, when specced with the optional 5.0-liter V-8, it could be a real sleeper.

To GM guys and gals, the 5.0 Mustangs were the cars to beat on the street and at the track. Their main advantage was their light weight. With either a five-speed manual or four-speed automatic transmission, most weighed between 2900 and 3100 pounds, with convertibles about 100 pounds more. All in all, this was 200 to 300 pounds less than a comparable Chevy Camaro IROC-Z, Z28, or Pontiac Firebird Formula, Trans Am/GTA. Despite having less power and torque than those 5.7-liter V-8 models from the General, this weight advantage enabled the Mustangs to exploit their 225-hp/300 lb-ft (1987 and up) to the fullest, making them quicker off the line. The fast foxes were even a handful for the mighty, turbocharged Grand Nationals.

The MSRPs of the aforementioned pony cars were in the same range, but a low-optioned Mustang LX with the 5.0 V-8 was the best route for those who wanted to go fast on the cheap. From its earliest days, the aftermarket was on the Fox-body Mustang like white on rice, so regardless of which V-8 Blue Oval pony you picked, you had an excellent platform for a low-buck hot-rod or a build ranging from mild to wild. To this day, the Fox-body appeals to enthusiasts as a sort of blank automotive canvas.

The Collector

A native of Brooklyn, New York, Carl Melendez fell in love with American performance cars in his teens and remembers the pony car trifecta cruising the avenues. Although his tastes leaned towards the General’s offerings, like the Trans Am GTA, the allure of the “five-oh” Mustangs was hard to ignore. Decades later, Carl, now a highly successful businessman, was intent on recapturing the automotive machismo of his youth by acquiring his favorite rides from that era. Tops on the list was a Fox-body Mustang.

Fox Hunting

Carl began looking for a Fox-body in 2020. His plan from the outset was to find a good foundation for a Pro Touring build—maybe with a worked motor, chassis, and suspension mods so he wouldn’t have to start from scratch. Most of the cars he came across were rust buckets or had been cut-up and stripped down for drag racing, or both. Carl quickly realized this was not going to be easy. By 2022, there were some good prospects, including a black 1991 LX notchback with a stroked 306-cubic-inch V-8 and Tremec TKO five-speed transmission. Carl liked the car very much but it just wasn’t “built” enough. He decided to keep looking and ultimately sold the 1991 LX. 

Later in 2022, the hunt intensified. Carl picked up the scent of two Fox-body ‘Stangs for sale not far from his Long Island home. A short road trip over the Verrazano-Narrows Bridge took him to Staten Island, where he laid eyes on an immaculate 1993 LX notchback in Reef Blue with the 5.0. The final year Fox-body was bone-stock, with low miles, and the owner was confidently asking $45,000. Carl was impressed, but he felt it would be a crime to modify such a mint example. Even if he were willing to do so, he couldn’t justify the cost. Again, he moved on.

Next stop was New Jersey, where, unbeknownst to Carl, he would have a date with destiny: Another 1993 LX notchback 5.0, stunning in Ruby Red. It was an F-150 color, said the owner, and he liked more than Strawberry, which the car had worn from the factory. This car was not stock: With slicks out back and skinnies up front, it was no doubt set up for the quarter-mile, but it had definitely been pampered, because it was very clean for a car with 108,000 miles on the clock. The owner handed Carl a folder stuffed with receipts for the work done, surpassing $60,000. After a look under the hood, Carl could see the money was well spent—he was ahead of the game. Carl gladly paid the asking price of $35,000.

The Wild Side

Carl had definitely scored himself a wild build—far too wild, he soon realized, for the street. The previous owner had done extensive work, resulting in a car that was really only suited for straight runs, 1320 feet at a time. Carl had his own extensive set of modifications in mind to create the Pro Touring machine of his dreams. Finally, it was time to get to work.

Drivetrain

Carl spared no expense on the engine. Its pedigree speaks for itself: The Ford Performance, 363-cubic-inch Boss short-block was built by Anthony Disomma at Disomma Racing Engines in South Plainview, New Jersey, and the long-block was assembled by Jim Chahalis, the longtime master engine builder from LaRocca Performance. 

The internals and top end include:

• Eagle crankshaft
• Custom Diamond pistons with Total Seal Rings
• Custom camshaft by Brian Friedentag, 233/246 degrees duration, .600-inch lift
• Holley SysteMax Intake
• AFR 185cc cylinder heads 
• Performance valve springs

As if that weren’t enough—and it obviously wasn’t—the monster mill wears a polished, Vortech Ti-Trim centrifugal supercharger, with a custom air-to-air intercooler and methanol injection. All told, the previous tune put 720 hp to the rear wheels (yes, to the wheels!). Carl said that it was just too much to handle, so he had Nicky Notch detune the motor to a more usable figure: 608 rear-wheel horsepower on pump gas.

The previous owner swapped out the factory automatic transmission for a Tremec TKO five-speed manual that could wield the power of the heavily stroked motor. Carl upgraded that with a beefier TKX unit but left the McLeod twin-disc clutch.

Behind the stock rear-differential cover were 3.73:1 gears. Carl changed them to a set of Richmond 3.27s, better suited for street and highway driving. The 31-spline axles remain. 

A dry sump system enables consistent oiling and an Aeromotive A1000 fuel pump and Holley 83 lb/hr injectors provide the go-go juice.

Cooling is provided by a Be Cool radiator with dual electric fans.

Expelling emissions are BBK 1 3/4-inch-long tube headers, flowing into a 2.5-inch Dr. Gas X-Pipe and emitted with a deafening howl from a pair of Spintech Super Pro Street mufflers and 2.5-inch tail pipes. Carl tightened up the exhaust with new intermediate piping and had all of the U-clamps swapped for V-Bands.

Chassis and Suspension

Carl’s fierce Fox-body was initially set up for the drag strip, but Carl’s goal lay on the other side of the performance pendulum—he wanted the supreme road-handling car. He commissioned VA Motorsports in Calverton, New York, to replace all of the UPR chassis and suspension components with more street-intended Maximum Motorsports pieces. 

The chassis and suspension components consist of:

• MM K-Member and A-arms
• MM full length subframe connectors
• MM heavy-duty torque-arm and torque-arm cross-member
• MM adjustable rear lower control arms
• MM-spec front/rear Koni double-adjustable shocks and coil-over kit

Carl also had VA Motorsports replace the drag-kit brakes with a serious set from Baer, with calipers powder-coated in Fire Red: 

• In the front, Baer T4 four-piston calipers, clamping 13-inch drilled and slotted rotors 
• In the rear, Baer SS4 four-piston calipers, over 12-inch drilled and slotted rotors

Rims and Rubber

Carl removed the drag rollers and installed a set of aggressive wheels wrapped by road-gripping tires. They include:

• CCW CZ10 wheels, machined face with smoked clearcoat, staggered offset, 18×5-inch front/18×10-inch rear
• Continental ExtremeContact Force tires: 245/35/ZR18 front, 295/30/ZR18 rear

Carl applied many custom touches on the exterior and in the cockpit to make his LX notchback unique. The “KLAPDOUT” vanity plate and badge refer to the many poor examples he saw during his quest to find the right car.

Exterior Modifications

• One-off steel cowl hood with heat extractor vents
• Makers Garage front carbon-fiber splitter and pinch weld covers
• Custom headlights and taillights by Travis at ClassicLEDs
• NOS quarter windows
• Painted underside, color-matched to exterior
• Custom “KLAPDOUT” badge

Interior modifications

• Holley 12.5-inch Digital Display
• Sparco non-airbag, tilt column steering wheel 
• Ring Brothers billet shifter
• Recaro front and rear seats in Napa Leather 
• Alcantara (suede) headliner
• Kenwood DIN with rearview camera
• Carbon-fiber trim pieces

Conclusion

Carl definitely accomplished the Pro Touring theme up he was going for and a bit of a show-car vibe too, but he says the car is still a work in progress. He plans to replace the Vortech system with a top-mounted Harrop supercharger. Carl says few people have it and with its integrated intercooler, he can run AC again. 

As for the fun factor, Carl drives his formidable Fox-body whenever he can. He frequents cars and coffees and likes to cruise with friends. At the end of March, Carl is trucking his Mustang to Tennessee to Ponies in the Smokies, where he will put his pony through its paces on the road course.