1967 Firebird 400 Convertible - First Of The Breed

To prepare for paint, the body metal was sandblasted, straightened, filled, and primed with PPG DP90 epoxy primer, followed by PPG K36 urethane primer surfacer to provide a smooth surface for the color. Final prep included dry-sanding and then wet-sanding with 600-grit.

Because John already painted from the firewall forward in his garage in July 2003 using three coats of PPG Blue Pearl urethane basecoat followed by three coats of PPG DCU2021 urethane clear, Randy insisted John finish the job and paint the body shell at RPM in November 2003. Wet-sanding followed, with progressive grits of 1,200 through 2,500; then the Firebird was buffed and polished with 3M products.

GO
Kauffman Racing Equipment of Glenmont, Ohio, assembled the correct-year, four-speed block with an Eagle stroker kit consisting of an Eagle 4.25-inch, cast-steel crankshaft; CAT 6.800-inch, H-beam connecting rods; and SRP 4.155-inch, forged pistons, producing 461 ci from the 400.

Bolted to the block are Edelbrock 87cc aluminum heads treated to hand porting, Ferrea 2.11/1.77 valves, and Scorpion 1.6:1 roller rockers. The valvetrain is directed by a Comp hydraulic roller with 242/250-degrees duration at 0.050, 0.576/0.577-inch lift, and a 112-degree LSA. The compression ratio is 10.2:1.

John says he was bitten by the EFI bug while waiting for the engine to be built, and after much research, decided upon an ACCEL Gen 7 DFI speed density-based electronic control unit and wide-band oxygen sensor. He removed all the webbing and casting lugs from a Victor EFI manifold before polishing and port-matching it; then adding 35-lb/hr injectors and a Kinsler 1,000-cfm throttle body.

A Rock Valley gas tank with Walbro 255-lph, in-tank pump and Aeromotive regulator set at 43.5 psi pump the fuel through stainless 1/2-inch supply and 3/8-inch return lines fabricated by Right Stuff Detailing of Sunbury, Ohio. The ignition system features an ACCEL dual-sync distributor, an MSD 6A ignition box, an MSD Blaster II coil, Taylor Spiro-Pro 8mm wires, and Autolite 3924 plugs. Gases are evacuated through Ram Air Restoration Enterprises' (RARE) Super Long Branch manifolds and x-type system; 21/2-inch, steel pipes, aluminized by Aesthetic Finishers; Goerlich Xlerators mufflers; and Second-Gen T/A exhaust splitters. Engine cooling is no problem due to a Ron Davis radiator with SPAL 13-inch, dual fans. Installation of the motor and tuning were performed by John.

Although an M20 four-speed trans was an original option for this Firebird, John decided it was the wrong choice for his Pro-Touring plans. Accordingly, he sourced a Tremec TKO 600 five-speed manual trans with Hurst shifter, which he mated to a McLeod Street Twin clutch and flywheel, and retains the factory bellhousing. Power is rocketed rearward through a custom, steel driveshaft to the original 8.2-inch, solid axle stuffed with a Detroit Locker posi and 3.55:1 gears.

According to John, engine dyno testing resulted in 529 hp at 5,800 rpm with smaller 29-lb/hr injectors installed because of a packaging error. "Jeff Kauffman estimates that with the correct-sized injectors and port-matched intake, the engine should easily make 560 hp or more. That's far more than the 500 hp I was shooting for," John says.

Stick And Stop
The Bird's factory front upper and lower control arms-detailed during the originality phase of the restoration-were retained, but Hotchkis 600-lb-in springs, Bilstein shocks, and Moog bushings were added. John installed a Hotchkis 1.125-inch hollow front sway bar, and Power Steering Services of Springfield, Missouri, upgraded the original power-steering box with 12.7:1 gears. The rear was likewise treated to Hotchkis 150- to 180-lb-in leaf springs and Bilstein shocks.