CHASSIS, ENGINE AND BODY CHOICES


This, final car was conceived a couple of years ago, towards the end of our production run. We knew it would be the last one we would build and the one that we would keep so it was planned to our own unique specification. Most production Foreman Mk4’s were built upon a raised version of the chassis, simply because it offered a tad more headroom for the taller driver (most are taller than us). However, for this car we decided to build a lower chassis that would allow the body to sit 40mm lower than standard. Matthew and I are both 5ft 8in - so headroom is not an issue. We also chose the Berlinetta body style - that is, full, fixed roof, full height doors and full length tail window - just like the first one we ever built. Although the P4 is such a timeless shape, we once toyed with the idea of modernising it - at least from the waist down. Squaring-off the huge swooping sills and closing- in the wheel arches were a couple of styling changes that we thought would compliment the original design. Within months of us conceiving the idea Italian design house, Pininfarina contributed to a one-off car they called the P4/5 - actually a re-bodied Enzo but pretty-much what we had in mind for the Foreman. We may still play with the ideas to a limited degree.


good performance, reasonable economy and maximum reliability. Fuel injection was a must- have - as was availability of parts. Having been victims of the Small Block Chevy ‘Complete Engine’ scam where the so-called ‘complete engine’ still needs a starter, alternator, manifolds, carb, etc. etc. amounting to more than the cost of the original engine, we opted for a Ford 4.6L V8. Apparently Ford had massively over- produced engine/transmission packages for the ‘98 Mustang because the cars didn’t sell as well as had been predicted. So, they sold off the excess stock. Thus, for the grand sum of £6,000 we had a wooden crate containing a 1998 pre- assembled engine/manual transmission package with everything on it ready to drop right into a Mustang body shell. Just connect up and drive away. Yup, that’s a fuel injected 32 valve, quad cam engine with ECU, all wiring and harnesses, water pump, thermostat and all hoses to connect to the radiator, header tank and heater. Power steering pump, tank and hoses. Air-con compressor with hoses, Alternator, pulleys and belt. Coils, ignition leads and plugs. Exhaust manifolds, catalytic converters and exhaust pipes right back to just before the rear boxes. Oil filter and water-cooled oil cooler. All EGR plumbing and electrics (exhaust gas recirculation). Engine mounts. Inlet manifold and throttle cable. All engine senders and electronics. Flywheel and clutch. Five speed manual gearbox, lever, boot and mountings. All brand new, sealed and


Here’s the chassis in one of our workshops with it’s light coating of surface rust and the centre section and nose plonked on. It’s complete except for the engine and transmission mounts.


Ahh, the engine. What to choose? Every Mk4 we manufactured was fitted with the owner’s choice of engine from Renault V6 to Rover V8, Chevy V8, Lamborghini V12, Ferrari V8 and Ferrari V12. We wanted a modern engine with


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untouched since the crate was nailed closed at the factory. The Mustang is, of course a front engined car which makes the gearbox supplied redundant but the starter, flywheel and possibly the clutch can be retained. Installation of any into a mid-engined car is never straightforward so there are several modifications to be done.


To order Tel: 01580 891309 or 07964 336183 or Fax: 01580 893733 ISSUE 27


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