This Ohio Ford Dealer Will Sell You a 10-Second Mustang for $60,000

An Ohio Ford dealership figured out what Dearborn never offered: a showroom-fresh Mustang GT that runs consistent ten-second quarter miles, sold with financing and a window sticker. Lebanon Ford’s LFP 10 pairs a Roush supercharger with the drag hardware most owners never bother to install. It costs $60,000 and it comes with a serious catch. Read on to find out what you actually get for the money, and what you give up.

A Ford dealership in a town of about 20,000 people figured out something Dearborn never offered its customers: a brand-new Mustang that runs consistent ten-second quarter miles, sold with a window sticker, financed like any other car on the lot. No shipping the car off to a race shop for six months. No hunting down a builder with a waiting list. You sign the paperwork and drive to the strip. The price is the part that raised eyebrows, because it is simultaneously more than a stock Mustang GT and dramatically less than the factory-built rival everyone immediately compared it to. What you actually give up for that number is where the story gets interesting.

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The Shop Behind the Sticker

Lebanon Ford is not new to this. The Ohio dealer has spent years building modified Mustangs under its LFP banner, and the shop had already earned a reputation for delivering absurd power figures at prices that undercut boutique tuners by a wide margin. The LFP 10 was the dealership’s answer to a very specific moment in muscle car history, when Dodge had just announced a factory drag car and every other manufacturer’s performance halo suddenly looked slow. The pitch was simple and aimed straight at that comparison: same mission, similar performance, far easier to actually buy.

Roush Boost and the Supporting Cast

The recipe starts with an ordinary Mustang GT and its 5.0-liter Coyote V8, then adds a Stage 2 Roush supercharger kit on top. Boost alone does not get a car into the tens, so the build pairs the blower with upgraded fuel injectors sized to feed it, a higher-capacity oil pump, and increased cooling capacity to survive repeated back-to-back passes. An ECU calibration ties the whole package together. The dealership rated the finished car at roughly 700 horsepower, though it openly recommended detuning most customer cars to around 650 for long-term durability, which tells you something useful about where the edge actually sits.

Traction Is Where the Money Goes

Making power is the easy part of a ten-second street car. Putting it down is where most builds fall apart, and this is where the LFP 10 spends real money. Mickey Thompson drag radials on Racestar wheels replace the factory rubber, giving the car a shot at hooking on a prepped surface instead of simply vaporizing tires. Behind them sits an upgraded driveshaft and stronger half-shafts, because the stock S550 driveline was engineered for spirited street driving, not for the shock loading of a hard launch against sticky tires. Those parts are the difference between a fast car and a fast car that survives the season.

Why the Dealer Pushed the Automatic

The dealership’s transmission recommendation was telling. Lebanon Ford suggested the automatic for customers who actually wanted consistent 10.0-second runs, and anyone who has spent a weekend at a bracket race understands why. A well-calibrated automatic launches the same way every single pass, removes clutch slip from the equation, and shifts faster than a human can. The manual is more fun on a back road and slower at the strip, which is a trade-off drag racers made peace with decades ago and street enthusiasts still argue about at every cars and coffee.

The Demon Comparison Nobody Could Avoid

The elephant in the room was the Dodge Challenger SRT Demon, and the comparison was unavoidable. The Demon carried a factory warranty, an NHRA certification for the nine-second quarter mile, and a genuinely wild list of engineering solutions including a TransBrake and an air-conditioning-fed intake chiller. It was also strictly limited to roughly 3,300 units and instantly commanded dealer markups that pushed real-world transaction prices well past its sticker. The LFP 10 was slower on paper and available to anyone who called. For a lot of buyers, availability was the entire argument.

The Warranty Trade Buyers Actually Made

The warranty question is the honest downside and deserves to be stated plainly. Modifications performed by a dealership are still modifications, and the powertrain coverage on a supercharged, retuned Mustang is not the same as the coverage on a stock one. Ford’s factory warranty does not extend to failures caused by aftermarket forced induction. Buyers were essentially trading a manufacturer’s backing for performance-per-dollar, which is the same trade enthusiasts have been making since somebody first bolted a McCulloch blower to a flathead. It is a legitimate choice, but it should be a clear-eyed one.

Ten Seconds Used to Mean a Trailer

Context matters for how remarkable that price actually was. A ten-second quarter mile was, for most of the muscle car era, the domain of serious race cars on slicks with a roll cage and a tow vehicle. A 1970 Hemi ‘Cuda, one of the most feared factory cars ever built, ran the quarter in the low 13s in period magazine testing, and the fastest street-legal cars of the 1960s rarely broke into the 12s without help. A dealer-built, air-conditioned, warranty-free Mustang delivering ten-second passes off the showroom floor would have sounded like fiction to anyone standing at Woodward in 1970.

The Cheaper, Crazier Car in the Same Showroom

The LFP 10 was not even the wildest thing on the lot, which is perhaps the best summary of what Lebanon Ford had built as a business. The same dealership sold a 1,200-horsepower twin-turbo Mustang package for around $45,000, making the supercharged LFP 10 look almost conservative by comparison despite costing more. That pricing inversion makes sense once you understand what the extra money buys: the LFP 10 was not the biggest number, it was the most complete drag package, sold by people who expected customers to actually use it.

What This Says About Dealer-Built Performance

The broader lesson is about where American performance actually gets built, and it is not always in a corporate engineering center. Dealer-built specials have a long and legitimate history in this hobby, running back through Yenko Chevrolets, Baldwin-Motion Camaros, Nickey and Berger and Tasca Ford, all of which sold factory cars modified beyond anything the manufacturer would warranty. Those cars are now among the most valuable American iron in existence, precisely because a dealer was willing to do what the factory would not. Lebanon Ford’s operation sits squarely in that tradition, and while nobody knows whether an LFP 10 will be collectible in forty years, the pattern that produced the collectibles is exactly the one being followed here: a franchise dealer, a factory car, and a build sheet the manufacturer never signed off on.

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