The rebuilt '65 Tri-Power induction system features 0.068/0.061/0.068 jets in the trio of Rochester two-barrel carbs that are bolted to a cast-iron intake. Fuel is fed via a Holley mechanical pump and air from stock air cleaners fitted with easy breathing K&N filters. Spark to ignite the mixture is provided by a stock distributor that was upgraded with a Crane XR1 electronic ignition system and augmented with a Crane coil, ACCEL wires, and AC R45S plugs. Total advance is 37 degrees, all in by 3,600 rpm.
"If you see my car on a trailer,...
"If you see my car on a trailer, please dial 911 because it's stolen," Mike says. He put more than 10,000 miles on this Tempest since its completion in 2004. Here you can see the super-wide, low-profile rear tires, the T/A cover on the rear, the fat stabilizer bar, and the sewer pipe-sized tailpipes.
This 421 packs a serious punch...
This 421 packs a serious punch on the inside, but on the outside it depicts a subtle blend of vintage muscle and modern upgrades. Classic Air in Tampa, Florida, provided the aftermarket AC unit and March Performance the pulleys and serpentine belt system.
Another underhood subtlety...
Another underhood subtlety that has everything to do with regular driving is the Hydroboost system from Hydrotech, which operates the power brakes via the power steering system. This eliminates the need for a traditional engine vacuum-actuated power brake booster, which can be rendered useless when the signal is too low due a radical cam. Ron Davis Racing Products (Glendale, Arizona) attended to the engine's cooling needs by providing the polished aluminum radiator with stylish billet aluminum brackets and dual Revcore 12-inch electric fans.
Hooker Super Comp headers with 1.75-inch primaries and 3-inch collectors evacuate the chambers and feed into Flowmaster's 3-inch H-pipe, mufflers, and tails.
All that engine torque is multiplied by a 2,200-stall TCI lockup converter, which delivers it to a 700-R4 trans built to Level III specs by Bowtie Overdrives (Hesperia, California). A B&M trans cooler keeps heat at bay during spirited driving.
Bowtie supplied all that was needed to install the trans, including an adapter plate for the back of the block, a tubular crossmember, and a mount. Lockup is set up to engage automatically only in Overdrive and works off a switch at the brake pedal to disengage it.
Since the driveshaft had to be shortened and a proper yoke added to fit the new trans anyway, Mike took advantage of the situation to upgrade the shaft to a Denny's 3.5-inch HD aluminum unit.
The original 10-bolt rear was fitted with an Eaton posi unit, 3.55 gears, Moser axles, and a T/A Performance cover to provide dig on launch and the reliability to be a Long Hauler each year. But don't think for a minute that all that driving has hurt this vehicle's chances at the shows.
Remember, "This car was given a complete restification with no bolt left unturned," according to Mike. His attention to detail has not been ignored by the show-going faithful either. In fact, his Tempest has received many accolades, including a Best in Show last fall at Cherry Point MCAS and the HPP Editor's Choice Award at the Pontiacs in the Park event last spring.
The juxtaposition of Tempest...
The juxtaposition of Tempest Custom trim, with a 421 emblem, and wide modern wheels and rubber blur the line between low-cost utility and all-out street machine.
While most of the bright trim...
While most of the bright trim is original and was restored by Mike, the trunk trim and rear panel are N.O.S. pieces, as are the taillight lenses, which are also specific to the Tempest. The bumpers were rechromed at Tri City Plating in Elizabethton, Tennessee.
On top of four coats of blocksanded...
On top of four coats of blocksanded PPG DP90 primer, Claude Steffen, who works with Mike on restos, applied a sealer and two basecoats of PPG concept urethane in the '64 Aquamarine hue. Four coats of PPG clear followed, as did wet-sanding with a progression of 1,000-, 1,500-, and 2,000-grit paper before polishing.
This project is Mike's fifth since his 1998 retirement. He told HPP that he puts about 60 hours per week into building vehicles like this one. A 40-year surfing hobby is about the only thing that gets him out of the shop. If he's half as good at surfing as he is at building Pontiacs, he must be a force to be reckoned with at the beach as well. What does Mike say that he likes most about his Tempest? "It's not a GTO!" We kind of figured he'd say that.