To match up to the custom raised runner heads, Keith Mease fabricated a raised runner sheet metal intake. When mated to an Accel 1,000-cfm throttle body and custom intake tubing, very little restriction is encountered post-turbo besides the MPE custom air-to-air intercooler. This large front mount unit is seamlessly incorporated into the radiator support. To keep up with the fuel demands, two Walbro 340-lph pumps are needed to supply the MPE high-flow fuel rails and Siemens 160-pound injectors governed by a boost-referenced Aeromotive regulator. An Accel dual sync distributor, MSD coil and Digital 6 box do the igniting as dictated by Accel DFI Gen VII+ and Harry Anderson. Harry uses the DFI also to control the two-step rev limiter and boost for optimum traction.
Speaking of traction, another unusual element of Ed's setup is the use of Hoosier 26x11.5-inch slicks. Originally, Ed had used an off-brand drag radial until switching to Mickey Thompson drag radials mounted on lightweight 15-inch Weld AlumaStars. However, as tire spin became a problem with increased power, the rears were swapped for Hoosier Quick Time Pros. In case you are wondering how the stock rear is holding up with slicks-the answer is, it's not. The 7.5-inch rear snapped and ejected an axle at launch toward the end of last race season, which caused a 540-degree spin and a slight grazing of the car in the opposite lane! This scary moment prompted Ed to install an 8.5-inch 10-bolt from an Impala SS with Moser 33-spline axles, C-clip eliminators, 3.08 gear and a spool. He also had Keith Mease put in a parachute that he knew would soon be required, in addition to the NHRA-certified rollcage Mease previously fabricated.
The rest of the driveline and chassis was dialed in with similar means--from either breaking something or scary moments on the track, also known as trial and error. The current setup includes a beefier front prop shaft, 3-inch chrome moly driveshaft, and a Rossler Turbo 400 that are near bulletproof. Thanks to the patience of Carl Rossler, a custom governor sets the shift points around 8,000 rpm. Pat's Performance Converters in nearby eastern Pennsylvania made a custom billet 9-inch torque converter to help the twin 66s spool up without a transbrake using a 3200-stall. Dual line locks are used to load the converter and turbos at final stage, stalling at about 3,000 rpm.
A Turbo Buick's Powermaster with a relocated motor establishes 2,000 psi of line pressure to clench the stock front brakes and aluminum rear drums. An incredible 1.42 short time has resulted from this launch method, also thanks to CalTracs traction bars and re-arched stock leaf springs. In the quest for 8s, Ed is now trading a bottomed-out set of Rancho shocks for QA1s and is considering adding an adjustable anti-sway bar. With still plenty more fine-tuning to go, it will be exciting to see if Ed can get this combo to hook and make history-or should I say, make history of his competition.
 These Autometer gauges keep...  These Autometer gauges keep an eye on the brake line pressure, which needs about 2,000 psi to hold the wild beast at the line prior to launch. The booster has been upgraded to a Powermaster from a GN. |  Ed spent hours upon hours...  Ed spent hours upon hours polishing everything you see because an 8- or 9-second timeslip shouldn't mean an unsightly engine bay. Underneath the sea of braided lines is a set of polished valve covers fabricated by Keith Mease. The master fabricator also welded and bent up the turbo manifolds and 3.5-inch downpipes in addition to the sheet metal intake manifold, intake tubing and intercooler. In combination with a pair of T66s, which are good for up to 1,400 hp, the race ported Brodix heads, Bowtie block, solid roller, and heavy-duty valvetrain should be able to create enough power to carry the 3,600-pound truck into the 8s with ease. |  The lowered truck has been...  The lowered truck has been unburdened of its front sway bar and sports re-arched rear leaf springs. With the CalTracs traction bars the torquey twin turbo V-6 has managed 1.42 short times. |
 One of the most unique features...  One of the most unique features of this truck is the custom intake trumpets for the turbos, which Keith Mease fabricated to fit snugly where the headlights used to be. |  |  The Innovative Motorsports...  The Innovative Motorsports boost controller is used for not only max boost, but to adjust the boost ramps for better traction. A Computech EGT and Autometer fuel pressure datalogger also come in handy for tuning purposes. |