1971 Pontiac 455 HO Trans Am - All Systems Go

Drivetrain
Steve sent the powertrain to Blockhead Machine of Stuart. The 455 H.O. (code YE) was treated to a 4.180 (0.030-over) bore while retaining a stock 4.210 stroke. Its original nodular cast iron crankshaft was reconditioned to handle a rotating mass consisting of CAT I-beam 6.625-inch forged connecting rods and Speed Pro forged 0.030-over pistons. Bolted to the short-block are the original round-port iron heads (code 197) with 111cc combustion chambers and stock pushrods that activate stamped-steel 1.5-ratio rockers to compress stock springs and open and close 2.11/1.77 valves. Valvetrain actuation is dictated by a Melling SPC-7 flat-tappet cam with 212/225-degrees duration and 0.408/0.407-inch lift on a 113-degree LSA.

A Rochester Q-jet (PN 7041270) forces premium fuel into a Pontiac aluminum dual-plane intake (PN 483674) while gases are evacuated through factory H.O. exhaust manifolds (PN 9799721(r) and 478141(l)) bolted to a Magnaflow stainless steel exhaust with 2.5-inch tubing, X-pipe, transverse muffler, and 2.5-inch tails. Ignition is sourced from the original Delco distributor (PN 1112073) and sends current down AC Delco wires to AC Delco R45S plugs.

To produce action at the rear wheels, a stock torque converter connects to the Turbo 400 (code PQ) trans and transfers power through a steel driveshaft to a GM 10-bolt rear (code GYG) housing an Auburn Posi unit, 3.08 gears, and Moser axles. Rally II 15x7 wheels wrapped in 255/60R15 BFG rubber give the T/A a more comfortable ride. "I switched over to radials after the restoration," Kevin said.

Body And Paint
Steve stripped the body and found it was in excellent shape. He discovered a small rust area on the lower passenger quarter behind the rear tire and a rust spot on the heel of the passenger fender. When he cut out the lower 3 inches of the quarter panel, water came out-it was trapped inside, and caused rust to develop. The front fender, on the other hand, was the victim of debris trapped behind the brace, which produced corrosion.

He stripped the subframe, rear end, and suspension components, and powdercoated them. The underbody was stripped and resprayed with rubberized undercoating. The factory didn't provide undercoating, but according to the original sales receipt, the dealer did. The owner says, "That's what was on the car when it was purchased, and that's what I wanted back on it."

Steve said he was asked to provide a paint job that would please the owner and his family for years to come. To attain that goal, he etched the Trans Am's body twice with Klean-Strip Prep-N-Etch and sprayed two coats of Transtar Self-Etch Primer. He followed with two coats of PPG DP-series epoxy primer and gave one week for the epoxy to fully cure before block-sanding. Filler was applied to even out any low spots on the body, then the T/A received three coats of PPG K38 High Build Primer Surfacer followed by block-sanding and wet-sanding. He sprayed two more coats of K38 and rolled the body out into the Florida sun daily for four weeks before painting.

Then he wet-sanded using sucessive grits up to 600. He washed the T/A with soap and water and allowed it to thoroughly dry. For final preparation before paint, he sprayed one wet coat of PPG K93 Tintable Primer Surfacer/Sealer. Paint consisted of three coats of PPG Deltron (DBC) 2000 Basecoat in Cameo White followed by three coats of PPG DCU 2002 Concept Urethane Clear. Wet-sanding followed with 800- and 1,000-grit, then two more coats of clear. Final wet-sanding and polishing followed.

Interior
Kevin purchased interior parts from National Parts Depot (NPD), including a headliner, seat covers, door panels, steering wheel, carpet, and trim pieces. He sent the dash, lower door panels, console, and console lid to Just Dashes for restoration. The original gauges were cleaned, and the complete interior was installed by Florida Pontiac.