for reference, factory superchargers run maybe 5-6 pounds, and
more aggressive systems might do 8 or so. Not surprisingly, it
didn’t take long to run into problems.
“It proved too much for the head gaskets,” Jim says, “and out
came the engine.”
While the engine was out, Jim took the opportunity to install
Kenny Brown Matrix braces, jacking rails, and a Super Street
cage with BBK in-car subframe connectors, Sparco seats, and
Schroth four-point harnesses.
Meanwhile, the engine was taken to Dave Bliss of Bliss
Performance, who opened it up to 306 ci and installed Trick
Flow Twisted Wedge heads, a stud girdle, and an Anderson
Motorsports B-3 cam. The stock and breakable T-5 transmission
was replaced with a Tremec TKO and a McLeod scattershield.
These mods culminated in engine failure Number Two, with a
busted crank and a cracked block. Back to the drawing board.
Jim sold the ProCharger in favor of a Motorsport R302 block,
Eagle stroker crank (made of forged steel), forged H-beam rods,
and a fresh port job on the TFS heads. Displacement was bumped
again, this time to 331 ci. He also upgraded his Anderson
computerized engine-management system with an Accel Gen 7
digital fuel-injection system.
76 FOXMustangMagazine.com