Eric English
July 1, 2008

While 347 ci is the goal for many a pushrod enthusiast, it didn't take long for the new chassis to convince Ed that if some is good, more is better. To that end, he sold the 347 to a friend and launched a thorough rehash of the underhood landscape. Not only did Ed desire something wicked in engine terms, he also wanted it to be a looker beyond the norm. To that end, Brandon Knowles at Brand X Customs stepped in to freshen the engine compartment, weld and smooth over countless mounting holes, and spray a fresh coat of Oxford White. Next, Brian routed the factory wiring and necessary harnesses for the new FAST XFI completely out of sight.

Simultaneously, Britco Racing Engines was assembling a killer street/track short-deck Windsor-with a clear bias toward the track component. Ed also wanted to maximize the weight balance of the '89 for optimal handling. To that end, he's eschewed power adders and stayed all throttle. Beginning with a Dart aluminum block sporting a cavernous 4.125-inch bore, Britco assembled a tough-as-nails bottom end consisting of a Sonny Bryant billet crank, Oliver rods, and custom JE forged pistons yielding an 11.8:1 compression ratio. CNC-ported AFR 205s continue the alloy theme up top, with 2.08/1.60 valves popped by a big Erson solid-roller and Jesel valvetrain. Decidedly different and cool is the Hogan sheetmetal intake, configured for maximum flow and a low-profile hood clearance. Once installed and ready to rumble, the 364-inch mill belted out a peak of 468 rwhp at 7,100 rpm with a pushrod-screaming 7,600-rpm redline.

Backing the whole affair is a Viper-spec T56 from D&D Performance and a Scribner hybrid 8.8 filled with all the good stuff. Needless to say, everything was built to take a major pounding, and that's exactly what Ed has planned when the skies finally clear in the Pacific Northwest. Of course, we're talking about open-track events at Seattle- and Portland-area venues, but if we know Ed, he'll test the mettle of his '89 on the 1,320 as well. A much bigger question is whether he can ignore the inevitable street challenge, for sleeper or not, you know such a confrontation is bound to happen. Ed, we recommend you walk away from such a skirmish, because we can tell you this: "Hey, officer, did you realize this used to be a WSP car?" isn't likely to be your ace in the hole.

5.0 Tech Specs

Engine And Drivetrain

Dart aluminum block, 4.125-in bore
Sonny Bryant 3.40-in billet
Oliver H-beam
Custom JE forged, friction-coated, 11.8:1
Erson solid-roller, 260/266 @0.050, 656-in lift, Isky Red Zone lifters
Cylinder Heads
AFR 205s, CNC-ported, 2.08/1.60 valves
Rocker Arms/
1.6 Jesel shaft
Intake Manifold
Custom Hogan sheetmetal
Throttle Body
Accufab 90mm
Fuel System
Aeromotive pump, stainless lines, Hogan fuel rails, Accufab regulator, FRPP 42-lb/hr injectors
BBK 13/4-in long-tube headers, Dr. Gas X-pipe, Spintech mufflers, Dynomax 21/2-in tailpipes
D&D Viper-spec T56, Pro-5.0 shifter, SPEC Stage 3 clutch
Scribner Welding hybrid 8.8, 4.10 gears, Dura Grip diff, Moser 31-spline axles


Engine Management
MSD dizzy, MSD crank trigger, MSD 6
Auto Meter

Suspension And Chassis

Front Suspension

Maximum Motorsports
Control Arms
Maximum Motorsports
Bilstein/Maximum Motorsports coilovers
Maximum Motorsports
Sway bar
Adjustable Kenny Brown
Baer 13-in Track kit w/PBR pads
10th Anniversary Cobra, 17x9-in
Toyo RA1, 275/40ZR17
Rear Suspension Springs
Bilstein/Maximum Motorsports coilover
Control Arms
Maximum Motorsports
Panhard Bar
Maximum Motorsports
Torque Arm
Maximum Motorsports
Sway bar
Maximum Motorsports adjustable
Baer 12-in Sport kit w/PBR pads
10th Anniversary Cobra, 17x9-in
Toyo RA1, 275/40ZR17
Chassis Stiffening
Eight-point rollcage and Maximum Motorsports full-length subs