In 1992, Bruce Richards bought a new 5.0 Thunderbird. He wanted a spirited family car and daily driver, and he drove this car for 10 years before deciding that it had served its purpose. It now deserved a better, faster and powerful life. Richards liked the idea and wanted anything but a cookie-cutter T-Bird. He wanted a car that would run with the best of them, including Mustangs. The only problem was the size of the Bird. As it left the factory, the car weighed 3,940 lbs and made only 205 hp, so Richards’ decision was clear—he needed the car to have more power and weigh less.

He began the project by removing the 302 in favor of the size found in a 393ci stroker motor. Rather than sticking with the factory EFI setup or an aftermarket EFI manifold and engine program, he selected a set of aluminum Z304 heads, topped with an Edelbrock Victor Jr. intake manifold. Quickfuel Technology supplied the 750cfm carburetor and the rest of the fuel system, even replacing the stock steel fuel lines with aluminum. The crank and rods are forged, and the cam features 0.575/0.595-inch lift with 242/248 duration. The compression ratio is 10:1, with an MSD ignition system to light the charge. Exhaust enters BBK long-tube headers and exits to the tune of 527 hp at 6,200 rpm.

Logic might say that replacing the lighter 302 with the heavier 351 block might have been a step in the wrong direction in terms of weight, but that was not the case. Richards wanted a carbureted motor so he could eliminate the extra weight of the upper intake manifold, as well as the computer and emissions controls. Aluminum pulleys save more weight, as do the billet aluminum alternator and power steering brackets. The entire A/C system was also removed as part of the diet.

The stock AOD wouldn’t have lived for long behind this motor, so a Lentech Street Terminator replaced it. Dual 24,000-lb GVWR coolers keep the fluid from heating, and a 3,500-rpm Lentech converter pushes the car off the line at the strip. The new radiator is all aluminum and bigger than original for better cooling.

Chassis modifications are numerous, mostly in the name of weight-saving. In back, the aluminum Cobra 8.8 housing uses a Billetflow support girdle, Detroit Locker diff and 4.30 gears to get the car moving. The longevity of the stock half shafts seemed questionable, so Richards installed a set of Raxles replacements. Eibach coils with helper airbags support the car, and there’s plenty of reinforcement to the rearend, subframe and unibody to handle the 150 percent increase in power. The stock fuel tank made way for a race-style fuel cell in the trunk. At only 15×6.5 inches, the stock rear wheels didn’t offer the looks or the width that Richards needed, so he upgraded to a set of 17×9 Cobra R-style wheels, paired with 275/40 BFGoodrich drag radials.