Power comes from a Windsor that features a 0.030-inch bore and a stock 3.50-inch crankshaf
The paint was done in-house at Biggs Automotive. The body was straight when Mike bought th
The jug is mounted in the hatchback. It is secured on the passenger side to help balance o
This LX features the classic drag racing stance that comes courtesy of Bogart wheels, four
The engine screams on the two-step, your left leg shakes as it struggles to hold down the clutch pedal, and your palms, although sweaty, grip the shifter and the steering wheel tightly. Finally, the green light flashes. Without hesitation, your left foot sidesteps the clutch, and you're away from the line. In the next instant, the nitrous kicks on, and a boost of acceleration makes it feel like a giant hammer slammed your rump. The steering wheel feels loose because the front wheels are dangling, but that doesn't change the fact that you have to snatch Second gear quickly.
Mike Biggs feels this sensation every time he takes his '88 Mustang LX to the dragstrip. It's a rush that can't be duplicated in any other form of motorsport. "Once I take off, my right foot does not leave the floor," he says. "I grew up around stick-car racing. My dad showed me everything with a stick car and was a big part of getting me where I am today."
Mike decided to build this Stang after drag racing a Fox-body Thunderbird for many years. The lure of being able to drive on the street and still pound out quick elapsed times was too much to resist. It was also a great calling card for his business, Biggs Automotive, a high-performance shop that specializes in all aspects of drag racing and street rods.
Mike's approach was simple-the vehicle had to have a manual transmission and run in the 10s, while knocking down 20 mpg. To meet his goal, he drew on his many years of experience in the high-performance business. He applied the tricks and knowledge to the engine combination and chassis.
One thing Mike knew was that extra cubic inches don't hurt, so he opted for a 351 Windsor instead of a fresh 302 High Output engine. A stock Windsor block was bored 0.030, and final displacement stands at 358 ci. The stock crankshaft was retained, and hanging off it are eight Eagle rods and SRP pistons. The pistons are of the forged variety, and compression percolates at 10.3:1. That's mild enough to run on pump gas but still high enough to help bump up the naturally aspirated horsepower. A custom lower support brace helps keep the main caps from moving around when Mike smacks the engine with a 100-horse shot of nitrous oxide.
The upper half of the engine features Pro Action cylinder heads (now known as RHS), a custom Comp Cams roller cam, a TFS 351 Windsor EFI manifold, and a Professional Products 75mm throttle body. A Nitrous Works wet system provides the go-fast juice safely and easily. Unwanted gases are expelled through MAC long-tube headers, a Biggs Automotive-built 3-inch x pipe system, and Flowmaster mufflers.
The electronics are straightforward in this street and strip warrior. MSD was tapped for a distributor, coil, and wires, while NGK spark plugs deliver the spark. The stock computer system was retained, but it has been modified with an Anderson Ford Motorsport PMS tuning system. The handheld tuner allows Mike to tailor the fuel and spark controls, and rev limit, and it keeps his Windsor running smoothly. A C&L MAF sensor tells the computer system how much air is entering the engine. Ford Racing 30-pound injectors provide the fuel to the cylinders. An Aeromotive fuel system ensures there is no shortage of dead dinosaurs, and fuel pressure is set at 40 psi.