2001 WS6 Trans Am - White-Hot Warrior

To accompany the forced-induction setup, the LS1 was fortified by Borowski Race Enterprises in Rockdale, Illinois. Within the hobby, a commonly known, strong-yet-affordable buildup is referred to as a 347. It usually retains the factory bore size and crank, which is made from nodular-iron and capable of withstanding intense horsepower setups. The rods and pistons are replaced with forged parts. In Alex's case, the pistons were replaced with Probe forged boost slugs that drop compression down to 8.6:1 and use Eagle forged H-beam rods. To keep everything lubricated inside the aluminum block, a Melling high-volume oil pump was installed.

Ported and powdercoated, the LS6 intake manifold transfers 15.5 psi of air and fuel into the 241-casting LS1 cylinder heads, which have also been ported by Borowski Race Enterprises. The valvetrain was strengthened with Patriot Dual Gold springs and Thunder Racing hardened pushrods. A custom Comp 226/228-degree duration at 0.050 cam with 0.600/0.609-inch lift and a 115-degree LSA was tailored to his forced-induction engine setup. Rounding out the valvetrain are Comp 1.75:1, adjustable roller rockers and Comp Pro lifters.

Fuel is delivered by a custom in-tank, dual, 255-lph Walbro pump setup that's boosted through a hotwire switch and activates the second pump at 4 psi. The factory lines deliver the fuel to '97-'98 Corvette fuel rails with a boost-referenced fuel-pressure regulator and Siemens 60-lb/hr injectors.

Mike Hornback at Straightline Performance in New Lenox, Illinois, tuned the factory LS1 PCM on a Mustang Dyno using HP Tuners software. The Trans Am was converted to a speed-density system, eliminating the need for a mass airflow sensor, which can sometimes fail with high-boost applications. The numbers were 560 hp to the rear wheels and a chassis-twisting 680 lb-ft of torque.

At The Track
Don't let the big-name shops fool you: Alex performed a ton of the work himself with the assistance of his good friend Mark Sirota. "I just wanted to build a comfortable 10-second, street-driven Trans Am," he says. He made it official at the track when the force-fed LS1 propelled him to 10.8 at 124 mph. Launching off the footbrake at 2,000 rpm, he blazes through the 60-foot in 1.52 seconds and shifts at 6,800 rpm. For strip outings, a set of Weld Prostars, 15x3.5 inch in front with skinnies and 15x10 inch in the rear with 27x11.5x15 M&H slicks, are mounted. They are a departure from his 17x9.5-inch chrome Z06 Replica wheels shod in BFGoodrich KDW rubber, which see regular street service.

On The Road
These days, Alex races and even shows his WS6. Believe it or not, it becomes his daily driver whenever the Chicago weather allows. "I drive it about 200 miles a week from March to December," he says. "I'm a real estate agent on the side, and I think it's funny that I drive to closings in a 560hp, 10-second car." The Trans Am sees a lot of highway time, especially when he drives to shows, such as the '08 Trans Am Nationals, roughly 750 miles round-trip. Even with all that power, the T/A averaged 22 mpg-not bad for a legitimate 10-second Pontiac.

The Future
Alex's plans include converting his T/A to run on E-85, which will require 96-lb/hr, low-impedance injectors and further computer tuning. A 6.0L passenger-side manifold and drivers C6 Corvette manfold will be employed for their greater airflow, and a new 3.5-inch downpipe with a better wastegate will generate more boost.

Cosmetically, time has taken its toll. New carpeting will be installed, and the rear bumper, scorched with molten rubber, will be resprayed. To finish things off, a pair of HID Xenon headlamps will be added.

"I keep thinking about buying a new car since it's been a while," Alex laments. "But then I ask myself: Why? This one has everything I want: 10-second e.t.'s with a full interior, great handling and looks, and a killer stereo."

What better weapon to brandish when fighting in the modern musclecar wars?