RPM Profile: John Vogler and his 1970 Griggs Racing GR350 Ford Mustang Mach 1
Photos: Scott Jensen
Top Photo: Dito Milian www.gotbluemilk.com

While working at a gas/service station from age 13 through high school, I had the op- portunity to drive a few plain Mustangs, but fell in love with them after riding in a 71’ Mach 1 429CJ. When I was 18 years old and had a few bucks saved up, I purchased my first Mustang, a 1970 BOSS 429. I had that car for about 7 years and later owned a 1965 Shelby for about three years. Both cars were mostly stock and I ran them pretty hard at Laguna Seca and Sears Point. In between I owned a 1970 Torino 429CJ and had some good times in a daily driver 1987 Mustang GT.



I have lived in the Bay Area all of my life and am married (22 years) with no kids. For the last 31 years I have worked for Hewlett-Packard and my current position is Sus- taining Engineer for the Global Real Estate group. I love working on projects where I have the flexibility to be creative and funding to implement significant technical im- provements. When it comes to my car hobby, the potential next projects I consider are unlimited, but unfortunately, my budget is limited.

I love hanging out with authentic honest hardworking people that have a passion for doing what’s right. In addition to the awesome suspension system and customer sup- port Griggs provides, this is exactly why I continue to be a loyal Griggs customer after 16 years.



History from 1989 Purchase

I have been a member of NorCal SAAC for over 30 years and the club has been organ- izing open track events since the early 1980s. Driving our mostly stock Mustangs, Shelbys, and BOSSes on track was great fun, but it did not take long to realize they needed significant modifications to withstand the stress of an increasing level of horse- power and hard track driving. You really need a car properly modified and engineered for track use to insure a safe and fun high-speed track experience.



In 1989 I began looking for a 1970 Mustang Fastback to build an open track car that was still street drivable. A friend told me about an ad he saw for a car in the East bay and it sounded like a solid car. After a brief phone conversation with the owner, I drove right over to check it out with cash in hand should the car prove worthy. It had a nice paint job and a 2V 351C with 4 speed. Needing only mechanical work, it was ripe for upgrades to make it track worthy. Good thing I ran right over because as I was laying down the cash, the phone rang four times with people asking about the car. It was not until I got the car home that I realized it just happened to be a 428 R code car with drag pack. Friends encouraged me to restore it, but I had enough of original cars and at the time, these cars were not worth what they are now. My passion is modifying Mustangs and driving them hard and that was the plan for this car.



The suspension was rebuilt with the best Global West had to offer at the time and brake upgrades were purchased from Baer. Engine upgrades included 450 reliable horse- power from a well prepared 4 bolt main 351C with 10.5:1 compression and Ford racing C302 Nascar aluminum heads with custom headers. This track package worked okay, but was clearly compromised by the antique design with no adjustability for suspension tuning. During a track event at Infineon raceway in 1996, I broke a front strut rod and could not load the car on my trailer in this condition. At that time, the Griggs Racing shop was located at the track and I left the car with them thinking they could complete repairs quicker than I could. Then I drove a friend’s 1994 Mustang GT with the full GR40 Griggs package and the stock 215HP 5.0L motor. Wow! I had never driven a better handling car and then I learned that with half the horsepower, this car ran lap times quicker than my car. After discussing options with Bruce Griggs, a simple repair transi- tioned to the first GR350−equipped Mustang and I am still a loyal Griggs customer and friend 15 years later.



Because of my limited budget and other priorities, it took many years to complete the car and then during the first event I ran, the 351C motor broke a rod causing further de- lays, but the incident offered new possibilities. Thinking long term, I wanted a track car that could be driven on the street, so we installed a track–prepared Vortech super- charged 1999 Cobra motor. This fuel-injected package would deliver ample power for the track while maintaining street drivability. Currently, I only drive this car on the track, but this is an ongoing long term project that will eventually get a full interior and be tran- sitioned for street use. This will always be a race car first that can be driven on the street with a track suspension that provides a ride suitable for both applications.



In 2008, the Cobra motor started smoking and was replaced with a Ford Racing Alumi- nator crate motor. The combination of lower compression, higher flowing heads and methanol injection from Snow Performance (added 20HP) provided a bit more power (602HP rear wheel or about 730HP at the crank). At the same time, new 18” Jongbloed wheels were added with wider front rims for an upgrade from 275/17 to 315/18 tires and better balance with the larger 335/18 rear tires. This current package has proven very reliable.



After I take this car on the track, I stay on an adrenaline high for more than a week. Un- fortunately, I can only afford to run it once or twice a year, but each time I run harder as the car gives me the confidence to find new limits. Next time out will be strictly a test and tune session now that I am running hard enough to consider adjustments. The only chassis tuning done thus far is to lower the rear 0.5 inches. This minor adjustment was easy and only took 5 minutes. I am really looking forward to these next steps – learning more about chassis tuning, making adjustments, and testing changes.

My wife sometime kids me (jokingly, I think) that my GR350 is her competition because I purchased it just before we were married; she calls it the “Red Head.” Though not a car nut like me, she found a way to get involved with my need for speed (see the pilot episode of “Silicon Valley Weekend” at www.instantinsightinc.com - my wife was the executive producer on that project, which was filmed at Infineon Raceway and features a tutorial by Bruce Griggs).



At some point in the future, install a custom interior and complete wiring the car for street use in addition to current track use. Build a spare motor with fully ported heads delivering more power cause ya always want more.

My wife is executive producer of “Curious Duck®” - it's a science show for kids - but with host, stand-up comic Bryan Kellen, it's fun for the whole family. She is actively working to get sponsorship for additional episodes. Anyone interested in seeing the pilot episode can view it at www.curiousduck.com



GENERAL
Odometer reading: 350 miles (new speedo) on Ford racing aluminator motor
Club Affiliation: Nor Cal Region SAAC; membership since 1979
Other Cars Owned: Previously owned 1970 Mustang BOSS 429 (#12) and 1965 Mustang Shelby GT350 (#515). Currently own 2004 Mercury Marauder, 2000 Ford 1- ton diesel van, and 2010 Ford Fusion hybrid.
Use: Primarily for road course track time fun and I also occasionally show it Interior: Custom cockpit and pedal box. Kirkey Seats Vehicle Weight: 3,265

BODY
Paint: By Mike Mossi of Petaluma ed
Front Spoiler: Fiberglass from Maier Racing Track
Hood: Fiberglass and carbon fiber from Maier Racing

CHASSIS
Suspension: GR350 Open Track system. Full Cage, Mini-tubbed, firewall and engine set back 5 inches. Front aprons removes and custom fabricated tube structure and removable aluminum apron panels alongside engine facilitate maintenance.
Tires: Hoosier - Front 315/30-18, Rear 335/30-18
Brakes: Griggs/Sierra World Challenge system 13.5x12.9 Dual master cylinders
Front Shocks: Koni 3012 dual adjustable with coil over springs
Rear Shocks: Koni 3012 dual adjustable with coil over springs

ENGINE & DRIVE TRAIN
Engine: 284CID Ram inducted, Vortech supercharged dohc 32V Ford Racing Aluminator with Snow Performance methanol injection, modified Intake manifold and external oil pump.
HP/Torque: 602HP rear wheel / 444 Torque
Intake Manifold: 1999 Ford 4.6L Cobra hogged out to provide direct intake runners
Fuel Injection Manufacturer: Injector Size
Throttle Body: BBK 65mm
Ignition components: MSD coil packs and DIS-4 Plus with FAST engine management
Headers: Custom stainless steel headers; 1.88 inches Primary Tubes with 3 inch Collectors
Mufflers: 3.5 inch Borla XR-1
Exhaust: 3 inch stainless steel and X pipe
Transmission: Tremec TA600RR with Pro 5.0 shifter
Clutch: McLeod dual disc.
Rear Axle: Mark Williams 9” Aluminum Pumpkin in a 9” housing. 31 spline axles with a DPI Gold track differential and oval track tapered bearings.



MY CUSTOMER TESTIMONIAL

To the Griggs Team,
www.griggsracing.com

This letter of appreciation was written to speak directly to those who have not had the opportunity to experience the uncompromising Griggs team effort.

Wow! This car is absolutely unbelievable. You guys did an awesome job with my limited budget.

Since 1978, I have been driving early Mustangs hard; and since 1983, much of that driv- ing was during club open track events on California road courses. Among the cars I have owned and driven at these events, is a 65’ Shelby and a 70’ BOSS 429. Yes, this is not a misprint, I ran a nose-heavy BOSS 429 hard on a road course. As much fun as it had been driving these cars, they all had an element of unpredictable danger you could feel when driving them on the hairy edge. The difference when driving a Griggs equipped and prepared car is that, no matter how hard you drive it, you never feel out of control.



The first event for my recently completed 70’ GR350 Mustang was at Infineon raceway in September of 2006. After only a few laps, I was very comfortable driving this car at the limit. I passed three cars late braking into turn seven; feedback through the steering wheel gave me complete confidence in how it would respond. The wheel turned in with ease and the car went where I pointed it. Sitting in the driver’s seat coming out of turn seven, my elbows were rested on the sides of my racing seat and I reeled the steering wheel back straight as comfortably as if I were sitting in my living room chair. On a different lap, I entered turn seven way too hot and forced myself into a hard four wheel drift. Well, I made it through that corner without any problem and you might say that my clean underwear after that session was one measure of how easy this car is to control. There is no way I can describe this experience well enough for you to really understand what it is like to drive Griggs-designed and prepared cars. What I can tell you is that every passenger that rode with me was awe struck like a kid on Christmas morning.

For years I have made compromising attempts to improve handling in the antique sus- pension design of early Mustangs I have owned. Now, with my Griggs car, the suspen- sion package just works. I can finally focus on improving my driving skills without having to fight the car. Another added bonus to this well-balanced package is that it is a much safer car to drive now. This fact was a clear selling point to my wife; an engineer who understands the physics justification in a no-compromise design. There is no doubt in my mind that I will never build another Mustang without using Griggs products.



I want to thank Bruce and John Griggs and everyone on the Griggs team that worked with me to build my dream car. By using my car to design your GR350 suspension, and building it over time, this project moved forward at an affordable pace for me.

During the final push to complete my car, a number of present and former employees, including a Griggs distributor from Hawaii, jumped in to help out on their own time for only the reward of the accomplishment. Money cannot buy the undeniable passion for results that drives the Griggs team. You guys are awesome.

Your friend and loyal customer,

John Vogler