Jacob did some serious research and put together a remarkable combination using many factory production parts. Using another '90-91 H.O. motor as a foundation, he went all out and had a stock H.O. head race-modified by Forester Racing Heads of Freeport, Illinois. Complementing the custom porting job were exhaust valves enlarged 2 mm and intake valves enlarged 1 mm. Auto Engine Rebuilders, of Waukesha, Wisconsin, reground the factory-forged crankshaft leaving the stroke at 3.35 inches. The stock block only needed a honing (no .030-over punching here) again keeping a standard bore size of 3.62 inches. However, taking no chances on the bottle with 10.5:1 compression, JE forged flat-top pistons and rings were installed on factory forged rods. Clevite bearings keep the potent Quad spinning freely. Because the factory oil pan is a cast unit that helps to maintain block structure, it was retained.
A testament to Quad 4 engineering is Jacob's confident use in the OEM oil pump and hydraulic flat tappet camshafts. Quad 4 H.O. motors have cam specs of .410/.410 lift with a duration of 212/212 degrees at .050. Hotter W41-spec cams had the same lift but with a duration of 219/219 degrees at .050. Though the W41 cam in combination with a W41 spec ECM generated 10 additional horses, Jacob determined his stock H.O. cams were plenty rowdy. He did, however, a W41 spec ECM prom was incorporated into the mix.
The factory DIS (distributorless ignition system) with coil-on-plug spark means split second, precision timing. Taking some worry out of using nitrous are regular A/C Delco plugs that are 2 steps colder. Stock GMC Syclone 32 lb-hr injectors are the only modifications to the stock fuel system which is rated at 41-47 psi to get the job done-even with a 4 port Holley/NOS nitrous wet system. The factory MAP system's (speed density) 56mm throttle body was bored out to 60 mm. Additionally, the intake manifold was mildly ported. Exhaust fumes are simply ejected through a ported factory exhaust manifold and 2-1/4-inch down pipe.
Here is how Jacob describes his launch technique: Allowing a bit of slip at a 3,500-rpm launch means major torque steer all the way through 6,800 rpm (6,000 rpm if the track is slick). Half a second after launch, the nitrous controller progressively introduces the 100 shot of the good stuff into the combustion process. After shifting at 6,800 rpm through 2nd and 3rd gear, the juice bar is open fully for business. "This is when you can feel it start to really move. It's a smooth pull to the finish, holding even acceleration into 4th gear." By the time this orange Pontiac screams through the end lights, it is pulling 6,000 rpm at 115 mph.
Believe it or not, Jacob has a $6-7,000 total investment in the Grand Am (since he bought it) including the $1,600 cost of car and multiple engines. He muses, "So much for autocrossing. This is a bracket monster, always surprising the V-8 guys!" But, before you fire up your letters, keep in mind, this is from a guy who also owns a '02 WS6 Trans Am. See there is a place for a V-8 in the Pontiac camp.
The only deviation from factory...
The only deviation from factory driveline components is a Centerforce Dual Friction clutch. Otherwise, the Muncie MU1 transmission, flywheel, shifter, and axles are stock. A Kirky seat and Simpson 5-point racing harness keep Jacob snug as a bug in a . . .well. . . race car. Gone are the creature comforts of carpet, sound deadening, lights, and passenger seats. This is a place of business. The business of stomping V-8s and imports!
You'll have to be plenty quick...
You'll have to be plenty quick to try and hold that tiger's tail! Jacob's family also pitched in to get this racer ready to GO. Jacob's uncle painted the Grand Am the current orange color seemingly as a homage to the GTO Judge.
One of the keys to this Grand...
One of the keys to this Grand Am's 12-second strip times lies in the big blue bottle in the trunk.