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1986 Mustang LX Supercharged - Boost Driven Evolution
From 11s To 8s, Andy Gollberg Unleashes The Fury With A Supercharged '86 Mustang LX.
The Whine of a blower is quite noticeable-it hums smoothly in conjunction with the rough idle of a camshaft and the deep tone of a large-cubic-inch engine. The steady state of 900 rpm can send a statement to onlookers, letting them know that something extraordinary lurks under the cowl-induction hood.
That is exactly the case with Andy Gollberg and his '86 Mustang LX. The streets of New Berlin, Wisconsin, haven't been the same since he completed his eight-second-capable Mustang. "It's one of the faster cars in my area," he says. "I beat tubbed cars with big-block Chevy engines all the time; it's fun to do." Adding insult to injury, Andy cruises this LX on the street when he's not at the local dragstrip.
This certified Mustang maniac wasn't always a supercharger junky; his first car was a naturally aspirated '91 Mustang LX. He got his start in fast cars with the '91 that featured a stroked 5.0 powerplant. That was good for 12.20s. The car was quick, but the young hot rodder was looking for more. Andy sold the LX and rolled the money over to finance this ride,an '86 Mustang LX. His buddy was selling it to buy something different, and Andy jumped on the deal. The car had fresh blue paint and an S-Trim blower, among other parts. It delivered Andy to 11.50 runs with ease.
Rolling to the cruise night with 11.50 timeslips is impressive, but Andy was once again left wanting more. Reading MM&FF and hanging at the drag races convinced him it was time to step up. A set of Trick Flow Twisted Wedge heads, ported by Fox Lake, was added to the 306ci engine. The added airflow was fed to the hungry cylinders efficiently thanks to a Trick Flow Stage 2 camshaft. The S-Trim was also spun harder to provide more boost. Backing the supercharged runt was an AOD transmission that received the full treatment from TSI Transmissions. Andy was hanging the wheels and having fun running 10.50s at tracks across the Midwest.
Running mid-10s is quite an accomplishment, but Andy became numb to the speed and began hunting for a new combination. He was addicted to the beltdriven boost, and he knew he had to take a big leap in order to go faster. A bigger and stronger engine was needed, as was additional help and guidance-enter Mike Post of Dyno Tune MP. Andy consulted with the former NMRA EFI Renegade (EFI/R) champion and told him of his desire to have a completely street-legal Mustang but still run fast at the track.
The game plan was to build a combination similar to EFI/R combos but take it a few steps further. To fully understand the goals and objectives, one must know a few things about the NMRA category in which Post competed. The heads-up class requires the racers to run streettype equipment with mild camshafts. In fact, many parts on serious street machines such as this one were developed in the EFI/R ranks.
Andy nominated Flyin' J Racing Engines (Belchester, Minnesota) to handle the engine build. The shop started with a solid and strong foundation, a Dart Iron Eagle block. The block was prepped by having its bores enlarged to 4.125 inches and honed to perfection. An Eagle rotating assembly was chosen because the rods and crankshaft are made of forged 4340 steel. Ross forged pistons fill the bores, and Flyin' J set the compression at 9.25:1 due to the supercharged aspiration. A Melling oil pump picks up the slippery lubricant stuff from a Canton oil pan.
Moving topside, Total Engine Airflow (TEA) ported a set of Trick Flow Twisted Wedge heads. The heads are similar to what most EFI/R racers run, meaning the intake port is 205 cc, and then TEA performed its CNC race port job. Valves were sourced from Ferrea-the intake is 2.050 inches and the exhaust is 1.600 inches. The top side of the heads host Harland Sharp 1.6 roller rocker arms. A box manifold was sourced from Trick Flow and has a BBK 75mm throttle body bolted to the side.
EFI/R cars are restricted to hydraulic roller camshafts with a maximum lift of 0.550 inch. Since Andy wasn't running the category, he went with something a bit more radical. Comp Cams was tapped for a custom hydraulic roller unit. Using the airflow from the heads, cubic inches, boost, and strict instructions about being streetworthy, the experts at Comp came up with the following-intake lift is 0.588 inch with an exhaust max lift of 0.600 inch. Duration is 240/248 at 0.050 inch lift.
The fuel-injection system is a stock EEC IV that's enhanced by an Anderson Ford Motorsport PMS programmer. The computer fires off 83- pound fuel injectors that are fed by a MagnaFuel Pro Star 700 EFI fuel pump and huge feed lines. Unused fuel is returned via an Aeromotive fuel pressure regulator and a -6 line. A Pro-M 83mm MAF sensor measures all of the air entering the engine. Spark is delivered and enhanced by a tried-and-true MSD Digital 7 box, an MSD Pro Billet distributor, and Taylor wires. Rounding off the engine are Hedman step headers (17.8 to 2 inches), a 3-inch H-pipe, and 3-inch MagnaFlow mufflers.
At the time of our photo shoot, the engine was force fed air by a Vortech YS-Trim blower to the tune of 25 psi. That yielded a stout 740 rwhp, which is piped through a TSI-built C4 transmission. That combo was good for 9.30s at 150 mph in the full-weight street freak. Streetworthiness is as good as his 10-second combination
As mentioned earlier, EFI/R racing has brought out new technology, and Post ordered Andy to upgrade to the YSi-Trim. It's one step above the YS-Trim, and was developed three years ago when the racers needed more power to keep up with the competition. The YSi is built inside the same housing as the YS blower, so all tubes and brackets were reused. Just by adding the new blower (set at 24 psi), horsepower at the rear wheels shot up to an impressive 841. The car displayed identical street manners, but final power output was far greater.
The extra power has caused quite a ruckus with the rest of the car, namely traction and drivetrain durability. The suspension is being revamped with new components from Team Z Motorsports. Andy's car still features the stock suspension, but the latest offerings from Team Z allows for more adjustments to the rear suspension. Torque and weight are killers on transmissions, and the C4 exploded after a few attempts at the dragstrip. At the time of this writing, TSI was putting the final touches on a TH400 transmission that will hold anything Andy is willing to throw at it.
"My goal is to run 8.70s with the car and still drive it on the street," Andy says. He expects to improve on the 841-rwhp output by removing the stock fuel injection and MAF sensor. It will be replaced with an aftermarket EFI. "We maxed out the MAF sensor on that dyno pull with 22 degrees of timing," he says. "I am switching to an aftermarket EFI so we can bypass the MAF and increase timing for even more power."
It's a wild evolution from the 11s down to the 8-second zone-and the car is still tagged, insured, and driven on the street. The evolution of its performance is amazing.