Low 13 second time slips are...
Low 13 second time slips are not much work for this warmed over 400.
Referring to a late '80s tech article in HPP, Tom had the rear beefed up with California Differential's 4-pinion posi carrier in 1991. Gearing remained at 3.55. A reproduction ram-air system from Performance Years found its way under the hood. The March 1989 issue of MuscleCar Review featured the Goat and Tom soon began competing in the National Muscle Car Association for several seasons, winning numerous First and Second Places in every category he entered. He ultimately claimed a 1991 NMCA First Place.
For 1995, the 4-speed was converted to a trick Turbo 400 in the quest to go faster. A set of 3.90 gears, a driveshaft loop, 1 3/4-inch Hooker headers, a Holley #3310 750-cfm Double Pumper carb (#73 primaries and #78 secondaries), an Edelbrock Performer RPM intake, and a stock GM HEI ignition system were installed. A set of 1.65 intake and 1.50 exhaust roller tip rocker arms went in with a Competition Cam #286AH8 (236/244-degree duration). The old Sealed Power pistons were matched with a set of new Speed-Pro rings to help the old girl "run 12-teens in the Texas heat"-12.13 at 109.99 mph to be exact.
With a right rear airbag and Mickey Thompson 27 x 9-inch slicks, pumped up to 9 and 12 pounds respectively, Tom's best 60-foot was 1.72. Minus his 190-pound frame, the GTO weighed in at approximately 3,790 pounds.
The interior also received some attention that year. A flawless dash panel from another GTO was swapped in with new seat covers and a headliner. Soon afterwards, the GTO was again parked as a '62 street/strip 455 Tempest ("Lone Star Shootout," December 2000) took priority. Before long, the Red Tiger was getting restless and calling for some action.
Last year Tom added the Grant...
Last year Tom added the Grant steering wheel to the GTO's otherwise stock red interior. The seat covers were replaced with PUI pieces and the headliner and carpet have since been replaced with parts from Performance Years. Notice the nice factory options; full gauges, tilt wheel, AM/FM mono radio, and console.
Last year, the 51 year-old utility worker answered the call. A more comprehensive evaluation and restoration began. All the original stainless steel trim was still good. After replacing the rear window patch again, this time with a Performance Years' reproduction panel, Tom laid down 4 coats of PPG Polyurethane Solar Red under 3 coats of the brand's clear.
Winter of 2002 also brought other significant modifications to keep the "excitement" going on the street as well. The power steering box was upgraded with a '97 Police Package Impala's for improved steering characteristics. An O-ring fitting from an '80s G-body was used along with a slight modification to the Impala's double-D rag fitting to install the box. A '78 WS6 Trans Am front stabilizer bar, measuring 1.25 inches, and '70 GTO boxed lower control arms and .875-inch stabilizer bar are assisted by Energy Suspension polyurethane bushings all around. Stock spec springs and Gabriel gas shocks handle everything else. A stealthy Cadillac Seville rear disc brake swap (Tom says he only had to modify the axle flanges to bolt it up) was performed to compliment a power front disc brake conversion from a '72 LeMans wagon. A mid-'80s G-body booster and master cylinder used with the Seville's proportioning valve made everything work smoothly.
Best of all, Tom returned the drivetrain back to a 4-speed setup; complete with 11-inch Hays clutch, Hurst Competition Plus shifter, and 3.55 gears.
A Crane 068 camshaft (288/302-degree duration) was also allowed to work its magic with Competition Cams 1.52 roller rocker arms. An Edelbrock Performer (non-RPM) aluminum intake manifold now helps flow the mixture along. The HEI ignition system still keeps things red hot (through ACCEL wires and AC R45S plugs) all set to the tune of 36 degrees total advance at 3,000 rpm. What's left gets kicked to the curb through Hooker 1-3/4 inch headers, 2-1/2- inch dual pipes, and ultimately Flowmaster mufflers. The oil pan, crankshaft, and connecting rods have always remained factory issue.
In the new-old 4-speed configuration, the old air bag was tossed after it blew out. Tom launches the GTO by bringing it up to 2,500 and dumping the clutch. Gone in 1.89 seconds is 60 feet. Three 5,200 rpm shifts later and this baby is screaming through the quarter-mile in 13.31 at 103.40 mph. It's no surprise our editor found this GTO drag racing at the 2003 Southern Nats. These photos were taken the day after competing in the car show.
Although Tom only registers 1,000 miles a year on the odometer, he states that he does indeed "drive it on days off to go to the store to get milk, etc." So if you see a standard looking, showroom condition, Solar Red GTO still hauling groceries in Texas, take notice but don't challenge it. Unless you actually believe that it's just a typical '68 GTO.