5.0 Mustang & Super Fords
1990 Mustang Coupe - West Coast Sleeper - 815 Hp At The Wheels
John Eby's '90 Coupe Shows Us How They Do It On The Left Coast
I first heard about this car from my longtime friend Bob "The Flyin' Hawaiian" Kurgan. Bob's role in the Renegade class (and street-type 5.0 Mustang set) has gone from embattled competitor to that of a mentor for several teams from around the country. Bob is so talented at schooling people on building these street cars that it is not uncommon for him to act as a consultant during the transformation of an underachieving Mustang into a raging, fluent effort of maximized forward motion. Simply put, John Eby, of Glendale, Arizona, the retired owner of the clean coupe you see here, was in need of some help.
"I met John through Kelly Herring of Paxton," Bob begins. "I was running a Paxton Novi 2000 like the one on John's car, and he needed some help. What happened was that John got some bad information about what a 'good' tune was supposed to be. He had a mismatch of parts, but he was close, real close."
Bob suggested that John get a TCT converter, a Fox Lake-ported Holley SysteMAX II intake, and a good tune on the car. After the parts were added, Bob was brought back to Phoenix to sort out the car on the dyno. The car picked up 50-60 hp at the tires, and John immediately shattered the PSCA Limited Street (L/S) record by 0.3 second and 4 full mph.
What's Limited Street? It's a heads-up street car class designed for '60s musclecars as well as late-model performance cars with limited rules such as no computers allowed in the pits (so, your tune must be right from the second you roll through the gates), DOT-approved 28x11.5 M/T ET Street cheater slicks (talk about instant traction problems), hydraulic-roller camshafts only, small-block engines only, a limited selection of street-type power adders, and a base weight of 3,300 pounds for a supercharged car.
John was buzzing along quite well after some help from Mr. Kurgan until the overworked Boss crank gave way in the 321-incher that John had done so well with. A new 8.2-inch deck Dart block was used as the foundation for the 352-inch motor that now resides under the hood. A set of TEA-ported Trick Flow Track Heat heads, a Comp Cams bumpstick that is slightly larger than what an NMRA Renegade car is allowed, and a Vortech YS-Trim supercharger with an eight-rib setup makes it all happen. Bob swears the thing has a mild tune-up, but it still spun the rollers of a Dynojet enough to crank out 815 hp and a monstrous 865 lb-ft of torque.
Speaking of the small E/T Street tire, it measures only 8.7 inches when mounted on rims and can really cause some concern when running 150 mph. Bob estimates that there is only 5.5 inches of footprint on the top end-when it's needed most.
"I came in and drove the car at the '04 PSCA finals in Vegas," Bob says. "John wanted me to drive it again at the Vegas event to start the '05 season, but I wasn't going back. There's a big dip in the right lane at Vegas, and it really unsettles this car. What people don't realize is that this car makes more power than it could ever use. It looks calm, but it's a bad mother! It's a white coupe with rims, and it looks like a typical 11-second car. But, it would probably go 8.60s if you could drive it!"
John starts the '05 PSCA L/S season already knowing how to go rounds. He was second in points in 2003, and he won two and runner-upped at two other events in 2004 to finish third in points. He started the '05 season in grand style by winning the Vegas opener and setting a new record with a 9.09 e.t. With the car sorted out and a solid engine program with a mild tune in the car, John will be a major thorn in the side of all those old-school nitrous musclecars from the '60s. For all of his success, John is quick to thank his supportive wife as well as the good folks at Vortech and AMP Performance. In addition, John had this to say about the PSCA: