The factory seats and restraints...
The factory seats and restraints have been replaced with Sparco Evo L and Sparco five-point harnesses. Tom fabricated the custom seat brackets and rear-seat delete, then reupholstered the interior with Auto Custom Carpets carpeting, as he was unwilling to cut the factory carpet for the Wolfe six-point rollcage. He also installed the cage himself after having it painted Navy Blue Metallic by Jim's Bodyshop in Richlands, Virginia.
Tom has opted to keep the...
Tom has opted to keep the dash and interior as clutter-free as possible. Only the Auto Meter boost and fuel-pressure gauges, as well as the Apexi boost controller, alter the factory dash and console. While the T56 appears to still be in place minus a shift knob, in actuality what lies beneath the factory shifter boot is a B&M Hammer shifter mounted to a Turbo 400.
Heating up the M/Ts is crucial...
Heating up the M/Ts is crucial in getting every last bit of traction from the DOT-legal drag radials. Until now, Tom has been running on the stock Firehawk 17x9 wheels, which has severely limited rear tire size. He is currently considering a change to 15-inch wheels so he can run a taller drag radial with more sidewall and width (skinnies up front would cut weight and rolling resistance, too). A transbrake is also in the works so he can leave under boost in order to get the rear to plant and the tires to bite. But a 10.8 at 127 mph given these issues is nothing to sneeze at.
Tom is thankful for the support...
Tom is thankful for the support of his wife, Charlotte, who is also part owner of Virginia Laser Corporation. Twenty-five years of racing and 23 years of marriage-talk about paying your dues!
A 2,000-rpm launch and 10-psi max boost is all the 275/40R17 tires can handle, however, managing only 1.7 and 1.8 short times. So far, the MT drag radials have smuggled Tom into 10.8-second territory at 127 mph in the quarter, but he thinks once the issues with the electronic boost controller are sorted out, better times can be had before switching to slicks.
Before impregnating the Firehawk with the LPE engine and twin-turbo package, the suspension and driveline were pretty well sorted out, requiring only minor tweaks to accommodate the massive torque. Kenny Brown LCAs, a Spohn torque arm, and a Lakewood Panhard bar were among the first additions. The strength and adjustability of these components were well suited for the addition of a Moser 12-bolt and the high-rpm clutch dumps when it was a bolt-on car.
With the turbos and new motor, Tom traded the 3.73 gears for 3.08s and the T56 for a Carl Rossler Turbo 400. Crucial in keeping the car completely streetable, yet fully capable of holding the massive torque, of which the engine is capable, Carl also incorporated an independent Reverse and smoother transition between gears. The Turbo 400, in addition to its strength, would also help build boost on the line in conjunction with the right torque converter. There was much debate over this matter as Tom was intent on keeping the Firehawk streetable, and in the end, through conversations with Precision Industries and Carl Rossler, a Vigilante 10.5-inch converter with a 3,200-stall speed was chosen.
Since the Firehawk is intended to be a full street car, little was done to remove weight. Even the wheels are stock. In fact, because of the rollcage and other go-fast parts, the Hawk weighs an unimpressive 3,600 pounds. One of the few attempts at weight savings occurred with the purchase of a BMR Fabrication K-member. This helped offset the weight of the BMR chrome-moly subframe connectors and Wolfe six-point rollcage.
When it came time to weld and bolt up the suspension and chassis components, Tom needn't look further than his own two hands. As a skilled machinist and owner of Virginia Laser Corporation, which fabricates high-precision metal parts (using a laser), the simple welding and assembly were mere child's play. Tom also fabricated a rear-seat-delete panel and new seat brackets for the lightweight Sparco Evo seats, since the brackets that came with the seats did not accommodate his large 6-foot-4 frame.
Characteristic of individuals with a large frame, Tom has proven to have quite an appetite. Creating a street car that has low-10-second and possibly high-9-second potential is a tall order, and some critics may say he has bitten off more than he can chew. But they haven't seen the size of his fork.