Car: '78 Ford Fairmont Futura
Owner: Bryan Sharer
Hometown: Trophy Club, Texas, which was named for the Trophy Club Country Club, which itself was named for hosting the trophy collection of golfer Ben Hogan.
Speed: Quickest in the quarter is 10.05 after driving it to the track and 9.80 with a track-only tune-up.
Engine: Standard-bore 302 from a '90 Mustang 5.0. He took it apart for some rings and bearings and added an SVO main girdle. Otherwise it uses all factory parts.
Heads: Iron World Products Windsor heads with "a lot" of intake, short-side, and bowl work.
Induction: The single-plane Weiand X-CELerator port matched to a Fel Pro 1250 gasket. Carburetor Solutions Unlimited built the blow-through 750 and Bryan added pump-shot and is experimenting with a boost-referenced power valve. The carb hat is from Extreme Velocity (superiorairflow.com).
Fuel System: Bryan didn't want to open the trunk to fill the tank, so he bent up the walls for an aluminum 12-gallon tank and had it welded up. It attaches to a steel plate welded into the former spare-tire well and the neck exits in the stock location. A rear-mounted pickup connects to the MagnaFlow ProStar 500 pump with -12 lines then -10 to the Aeromotive regulator.
Special Tricks: Bryan uses tire pressure to adjust the fuel-pressure regulator and the wastegate using a tool created by Dave Harjtes at Majestic turbo. Simply plug it into the Schrader valve on the tire and dial in the "boost" then attach it to the pressure regulator or wastegate and adjust. Nifty.
Ignition: It's a MSD Digital 7. Bryan uses it to retard the timing per pound of boost and datalog everything to download later.
Exhaust: The Bassani 131/44 shorty headers are mounted backward and connect to the turbo with 211/44-inch tubes. The wastegate runs from there to a 171/48 downpipe, and the turbine discharges to a 4-inch collector and finally a 4-inch Dynomax Bullet muffler.
Camshaft: He used a Ford Motorsport E303 single-pattern hydraulic roller with 220 degrees at 0.050 and 0.498 lift left over from his Mustang.
Transmission: It started out as a TransKing C4 with a manual valvebody and a transbrake, but he says its been rebuilt with good clutches, Kevlar bands, and a better servo. He uses the B&M Pro Ratchet because the knob self-centers when you shift, clearing the bench seat.
Rearend: He bought an 8.8 from a guy on the Internet. It bolted right in after a change of brake lines. He uses a 3.08:1 gear and a spool.
Converter: He is balanced between blowing through a loose converter and failing to spool with a tight one. Currently, he uses a 4,700-4,800-rpm Hobart Racing 9.5-inch converter with billet anti-balloon plates.
Front suspension: Bryan uses a D&D Motorsport tubular K member. It has a bushing suspension, 90-10 Lakewood shocks, and the factory manual rack.
Rear suspension: The rear is a bit rougher-double-adjustable upper control arms with heim-joint ends and single-adjustable lowers.
Brakes: He is using stock 11-inch Mustang fronts and stock rear drums. He says they're barely adequate for the street.
Wheels and tires: Front wheels are 15x3.5 Weld Draglites, and the rears are 15x8 with 5.5 inches of backspace. A panic stop will smoke the cheap Pep Boys 165R15 front tires. For the track he uses Hoosier Quick Time Pro 28x11.50-15LT DOT Racing tires.
Body modifications: To keep it somewhat a sleeper, the oil, water temperature, and voltage gauges are in the glovebox just to glance at before a run. The EGT is there to monitor the exhaust for a rough idea if the 302 is rich or lean. Anything in the 1,570-1,580-degree range is safe. When he got into the 10s, he added the 10-point 'cage and painted everything interior color.