It’s really kind of crazy how amazing the level of fabrication, fit, and finish has climbed in the past decade of car building. Names like Trepanier, Ladd, Ring, and Strope have become household names. And there are dozens more, with a bunch just waiting in the wings to become the next big thing. But the names that are around for decades, that stay strong and relevant, are the ones we’ll remember forever. The four above fit that bill, and owning a car built by them puts you in an elite group. Which is why it’s kind of cool that the Ring Brothers “Bailout” 1966 Mustang is for sale on eBay. That means any one of you guys reading this can own this sucker! Check out all the photos and info below. And if one of you does buy it please get us video of you doing burnouts or donuts in it.

Here is what the listing has to say:

1966 Ring Brothers ~ “Bailout” Mustang

“Featured in 3 Magazines, Over 25 Digital Articles Written and Dozens of You Tube Videos”

Inquire Today!  National Auto Group Inc.

Phone            : 216.469.7474

Fax: 330.319.6448

Email: [email protected]

OVER 200 BUILD PICS, RECEIPTS AND $360,000+ INVESTED!

POPULAR HOT RODDING (By Randy Fish) said it best.  A ’66 Mustang That Bridges The Gap Between Show Car And Agile Performer.

Hailing from Spring Green, Wisconsin, two enterprising siblings known simply as Ringbrothers have double-handedly re-tooled the approach to building radically altered street machines from the muscle car era. This effort was constructed to demonstrate show car workmanship with all-out handling prowess.

The biographical info for these brothers contains references like, “affinity for muscle cars and off-the-hook creativity.” But as they strive to achieve unparalleled design, execution, and performance, Mike and Jim Ring continue to raise the bar. The ultimate goal is to produce a finely crafted machine, where key elements blend in harmony, but speak softly to the appreciative admirer, as opposed to components that sparkle and shout their presence. One of the first things Jim told us: “We don’t exactly follow any rules with the cars we build. I figure, if you like it, fine. But if you don’t, that’s OK, too.”

You probably remember “Afterburner,” that graced our September ’10 cover. Other projects include back-to-back (’07 and ’08) Goodguys Street Machine of the Year winners “Reactor” and “Razor,” which by sheer mention alone conjure impressions that are anything but tame.

The BASF Stimulus Blue base/clear finish could be termed “understated” for this project.

As shown here, Ringbrothers creations exude a muscular road-race style, backed by ample performance attributes to match. That’s as it should be, since today’s enthusiasts demand brute power to back up the visible modifications and platform enhancements. Nonetheless, most car owners who commission projects like this don’t really want to see their cars driven hard in order to prove they’re road worthy. That’s why Mike and Jim decided to take this project on themselves, with assistance from an admirable list of sponsors.

Following the design stage with renderings by Sean Smith, the challenge of fabricating this cruiser, dubbed “Bailout,” commenced. Jim told us: “The donor car was gorgeous, and it really was a shame to cut it up. There wasn’t a speck of rust on it and the floor was perfect. Basically, what we used was the main structure, the outer rockers, and the quarter skins. Everything else from the cowl to the taillight pans and everything between the rockers was removed.”

Keith Craft Performance Engines supplied a powerful, yet sensible approach to moving this. Starting up front, Keith Craft Performance Engines developed the horsepower combination, using a Dart 351 block stroked to 427 inches. It produces 602 hp with 600 lb-ft of torque, and is protected by Royal Purple lubricants. It was initially started using Royal Purple Break-In oil and later was switched to XRP 5W30. Companion systems, including the transmission, differential, and power steering reservoir, contain Royal Purple’s Synchromax, Max Gear, and Max Gear H.P. brands, respectively. Now, while many builders choose electronic fuel injection these days, this capable performer remains true to its old-school roots. Jim commented: “Our feeling is you can’t get the same throaty exhaust bark with injection like you can with a carburetor, so it just seemed natural to go that route.” As he works the throttle, Jim gets up to speed shifting a six-speed Tremec T56 transmission that came as a complete package from American Powertrain.

To aid balance, the engine is set back 6 inches, which puts the rear edges of the valve covers under the cowl. Jim pointed out some difficulty in using a front-sump oil pan, along with a NASCAR-style Woodward front-mounted steering rack, but one of his jobs is to create solutions so everything works. All along, the primary goal for this Mustang was to make it handle like no tomorrow. In part, that was achieved using highly modified ’70 Mustang spindles with the steering arms relocated forward. This was accomplished while keeping the Ackerman principle correct, and optimizing steering geometry while reducing tire scrub and wear. The spindles were also moved up an inch to give the car a more sinister ride height.

Ultimately, it was decided that Bailout would need 7 inches of suspension travel (3.5 up and 3.5 down) in order to realize its amazing handling characteristics. Control arms and VariShock coilovers from the Chassisworks Total Control Products line were relocated, as were the tie-rod ends. Jim added, “We even mini-tubbed the front of the car, so it would turn with the proper camber. Ninety percent of the shock towers were refabricated, but we felt it was very important to retain the OE-style Mustang look by keeping the tower structures in place.” Perhaps the most commanding sight underhood is the beefy shock tower braces, which are preloadable and available for purchase at Ringbrothers.com. Aside from that system, tasteful panels conceal the core support, the Be Cool radiator, and the void in front of the engine, which was more pronounced due to the aforementioned setback. Those artful panels were created using various sized flaring punches in a carefully planned pattern with bead-rolled accents.

Since handling won’t happen without ample stopping power, Baer Pro Plus brakes with six-piston calipers and 14-inch rotors were used all around for precise deceleration. Jim says: “We used a set of comp-style Hawk pads with our Baer brakes because they require less temperature to deliver maximum stopping power. They wear quickly and give off lots of dust, but a harder compound pad would need preheating in order to give the proper bite required when running it in the Optima Ultimate Street Car Invitational and other events this year. In the end, this turned out to be one of the top-handling Mustangs I’ve ever driven. And I’ve driven hundreds.”

Under the belly of this beast, a complete Flowmaster 3-inch exhaust system with 44-Series mufflers helps the engine breathe. And though it’s still a Unibody platform, the top and bottom floorpans are connected with 2×3 rectangular tubing that’s been lightened via dimple dies with sections of tubing welded between each side. Jim chose to fabricate a “false bottom” floorpan, which features upper and lower sections on either side of the drive tunnel. Dynamat sound deadening is used extensively to dampen the road noise in the cockpit, while further detailing includes custom panels made with material from Heat Shield Products, which reduces the heat transfer from the powertrain to the car’s occupants. Above all, the substructure is a complete rollcage, though very little of it is visible. It’s tucked tightly into the A-pillars and roof rails with the only giveaway being the diagonal crossbrace that extends under the backlight. The ‘cage ties the entire body structure together while offering a high degree of driver (and passenger) protection.

Another cool twist is evident directly above the rollcage-namely, a carbon-fiber roof panel that was created after making a mold from another donor car. Jim explained, “We pulled the windshield and backlight out, drilled the factory spot welds in the channels, and cut the roof on both sides after measuring to be sure the old and new panel dimensions matched. Then, the roof skin came right off, revealing the frame work.” He continued, “The carbon panel sits right in place and is bonded using a substance called Fuser. Then any remaining gaps were filled using gasket material that gives a genuine factory appearance.” Additionally, the BASF “Stimulus Blue” Base/Clear paint system on this particular car allows the carbon roof panel and the adjacent painted surfaces to almost blend together. Another car they’re building is destined to be orange, which will make the carbon really pop, due to the much stronger contrast from paint to roof panel.

Rear body tricks are numerous, with matching side vents alternating between functional (on the driver side) with a fuel filler inlet leading to the Fuel Safe cell, to nonfunctional on the passenger side. The custom rear valance panel was made longer and a new bumper was also crafted. Jim commented, “There’s no way to modify the original parts, so we made new ones. The bumper is tucked tighter to the rear body panel, we redesigned the taillights using Classic LEDs from Northwest Mustang, and we added our machined door handles. Not everything we build is a direct replacement of an original part, but everything we build is available to the public.”

To further the quest for superior handling, the rear suspension includes reworked components from Total Control Products, using the sturdy Fab9 rearend housing, VariShock coilovers, and a Watt’s link assembly. It offers a wide range of adjustment and suspension tuning. Jim figured a 4.11:1 gear ratio ought to keep the stroker in its powerband and he was right on, adding, “The gear ratio is about perfect for this combination and the rear suspension really makes those giant Forgeline wheels and BFGoodrich tires stick.”

When looking at the interior, you’ll see that many original elements were retained. The basic dash design was cleaned up after removing the stock padding, with gauges from Classic Instruments that complement the theme, thanks in part to the addition of “Bomber Bezels.” A sturdy grab handle on the passenger side lends yet another ingredient of form and function. Jim told us, “With the personality this car took on, we felt it was very important to keep the interior bare bones, or all business. A fancy console wouldn’t work, so we kept it utilitarian-two Recaro seats, a shifter, and gauges.” In place of the original “floating pedals” that hung from under the dash, a NASCAR-style Tilton pedal assembly extends up from the floor. Jim said, “They look cool, but I was concerned about how they’d feel.” He continued adding, “We built a step in the floor just in front of the pedals, which provides a natural angle for the foot and gives your heel more comfort.” With a road-race theme that’s executed to perfection, Bailout is destined to inspire others to build a machine that handles as well as it looks.

From concept to finished product, everyone at Ringbrothers pulled together to make it all happen on a tight deadline. Jim and Mike Ring give sincere thanks to their product sponsors, along with staff members Staci, Tammy, Lauren, Chad, Sean, and Travis. We can’t wait to see what comes out of this shop in the future!

Read more: http://www.popularhotrodding.com/features/1103phr_1966_ford_mustang/viewall.html#ixzz2fxL7aRz9

ENGINE:

427ci Windsor stroker built by Keith Kraft Racing Engines

Dart iron block

4.125-inch bore

4.00-inch stroke

Eagle steel crank and 6.250-inch H-beam rods

Mahle forged pistons

Comp Cams hydraulic roller cam, 0.572/0.576 lift, 248/252-degrees duration

Edelbrock aluminum cylinder heads

Comp Cams pushrods

Scorpion roller rockers

Holley 750-cfm carburetor

Crane distributor

BeCool radiator

602 hp

600 lb-ft of torque

TRANSMISSION:

Bowler Transmissions T-56 six-speed manual

Hurst shifter

REAREND:

Total Control Products Fab9 9-inch housing

4.11 gears

EXHAUST:

Ringbrothers fabricated tubular headers, 1-7/8-inch primaries, 3-inch collectors

Flowmaster 44-Series mufflers

3-inch Jet-Hot coated dual exhaust

SUSPENSION:

Front: Relocated Total Control Products tubular control arms and Varishock coilovers, modified Mustang spindles, custom shock tower bracing

Rear: Total Control Products Varishock coilovers, Watt’s link

BRAKES:

Front: Baer Pro Plus, 14-inch cross-drilled and slotted two-piece rotors, six-piston calipers

Rear: Baer Pro Plus, 14-inch cross-drilled and slotted two-piece rotors, six-piston calipers

WHEELS:

Front: Forgeline satin black powdercoated WC3, 18×9.5

Rear: Forgeline satin black powdercoated WC3, 18×12

TIRES:

Front: BFGoodrich g-Force KDW, P265/35R18

Rear: BFGoodrich g-Force KDW, P335/30R18

INTERIOR:

Restored by Upholstery Unlimited (Clinton, IA) in black and red leather, custom floor covering in black, Recaro seating, Simpson harnesses, shaved dash, Classic Instruments gauges, Tilton floor-mount pedals, ididit tilt steering column, LeCarra steering wheel custom wrapped in red leather, carbon-fiber and aluminum grab-bar in place of glovebox, Alpine head unit and amplifiers, Kicker speakers/subs

EXTERIOR:

BASF Glasurit Stimulus Blue basecoat/clearcoat finish by Ringbrothers (Spring Green, WI), carbon-fiber roof panel, blacked out window trim, billet cowl vents, billet taillight bezels, relocated fuel filler to left quarter vent, custom handformed front and rear valances, rear bumper tucked to body, exhaust exiting through lower quarter-panel, billet door handles, extended rocker panels, reworked/larger wheel openings.