Since Robin was called away on business, friend and fellow racer John Langer handled the driving. Those wrinkled Hoosier 29x13.50x15 DOT tires on 15x10 Aluma Stars are pumped to 10.5 psi on the strip; 11 psi when tire shake is encountered.
Chassis
The best drivetrain in the world will suffer with a poor chassis. To ensure that didn't happen, Robin went to work. The stock subframe was retained up front, and the addition of Global West chrome-moly upper control arms shaved 6 pounds off the nose, but more importantly, they eased his worries regarding the durability of the stock arms after the repeated punishment of wheels-up launches. QA1 R coilovers are used up front for their durability, light weight, and adjustability for ride height and jounce and rebound. They are set to full soft. To cut bulk and provide clearance for a Jeff Johnson Billet Fabrications 10-quart oil pan, Robin used a custom rack-and-pinion steering system from Chris Alston's Chassisworks. "Lots of measuring was done prior to mounting the unit to ensure minimum bumpsteer," he said.
Welded-in 2x3 rectangle-tubing subframe connectors and a CE 10-point cage tie the front structure to the rear where a Chris Alston's Chassisworks four-link was welded in by Robin in his home garage. To fit wider tires, he split the rear wheelhouses down the middle, moved the inner section inboard, and welded them back together with metal extensions, providing 5 inches of added tire space on each side with a more stock look than ready-made wheeltubs. Validation of all this work could be found on the dragstrip and then on the street.
On The Track
After a burnout to heat the tires, "until smoke rolls off and starts to push the car forward," Robin then flips a switch, turning off the fan, and two other switches to arm the nitrous systems. He stages the T/A, and revs the engine to 3,800 rpm against the transbrake. On the last yellow, Robin launches off the brake and the Bird's beak points skyward. The first nitrous system comes on .2 after the transbrake releases to allow the car to settle, and it ramps in fully over 1 second. Controlled by Robin via a button on the shifter, the second system is engaged as soon as the front end comes down. "On a bad track," he said, "I'll get some tire shake, but on a good track, the T/A just squats and goes."
At 7,400 rpm, Robin upshifts via the B&M stick, and the 3,300-pound T/A (3,520 with driver) goes through the traps at 7,200 rpm in 8.53 at 162.5 mph. On the motor, the T/A will run 10.20 at 134 in good air, but the entire car and its engine tune are optimized for nitrous, so it's not a fair evaluation of the engine's potential on a motor-only pass.
On The Street
"I built this Pontiac so I could just hop in it and not worry when driving it on the street," Robin says. "It's actually very docile considering its potential, and it gets about 9 mpg. I drive it around town and on the highway, and it never has overheating issues, even in 100-plus degree heat. In fact, during the summer, I drive it in the morning or late afternoon, not because the car can't stand the heat, but because the occupants can't stand it at midday."
A Deist parachute is required for any car going over 150 mph in the quarter, but Robin has never had to use it because the Wilwood brakes stop the T/A just fine.
Notice we said "street driven" but haven't said "street legal" with regard to this 8-second Trans Am. "I registered the T/A in Kansas, which has no state inspection," Robin explained. "That's why I can drive it on the street without converters and other smog controls."
Conclusion
So what comes next? "Finishing Second in last year's Pump Gas Drags was a good start and a great example of a Pontiac's ability to compete," Robin explained. "We intend to better that finish this year, along with competing in Drag Week.
"I like to be able to cruise and race the T/A," Robin says. "I use it every week, either on the track or the street. In fact, I put about 2,000 street miles on it every year."
He said, "I wanted the fastest car possible that could still be driven on the street." When it's all said and done, it appears this high school kid's dream is being realized.
Robin sends special thanks to his wife Dawn and his pit crew, Justin Hart and Reggie Taylor, for all their support, Lopers Speed Shop for treating him right over the years, and John Langer, who drove on the day of the shoot.