HPP: Please describe the front-end treatment on the 2011 Trans Am? Is it a bold statement, in your opinion, and does it stay true to the classic Pontiac styling?
DB: I wanted to get as far away as I could from the Camaro, so we changed the headlights, the grilles, and the hood. The styling of it is two large-mouthed nostrils in the front that are very Pontiac, a very "in your face" musclecar. There's some metal trim treatment around the grille that hearkens back to what you saw in the '70s-era Trans Am.
HPP: The most noticeable visual difference between the 2010 Camaro and the 2011 Trans Am is the Trans Am's Shaker scoop. Please tell us about it. Would it be functional?
DB: Yes, it would be. There are some aftermarket groups out there that have really exciting new technologies in forced air-induction applications, we have a few in mind to use.
HPP: How about the rear-brake air ducts? Would they be functional, too?
DB: They could be. Again I was trying to make it as different from the Camaro as possible. With the current quarter-panel showing three stamped chevrons, I saw an opportunity to change the style and add a performance mod. We proposed cutting the sheetmetal and putting the air duct there to route cold air to the rear brakes. As any designer would say, I always want things to be real. I don't like fake scoops on musclecars, so, absolutely, I designed them to be functional.
HPP: How about the drivetrain? Does the 2011 Trans Am share the same engines and transmissions as the Camaro?
DB: We really didn't address this in great detail at the time of our proposal to GM. Since then, we've talked to a lot of people about new technologies and how to mechanically differentiate the Trans Am from the Camaro, and we've heard some great ideas. Peter Delorenzo suggested on his website (www.autoextremist.com) that the new turbo diesel engine that GM has in the works would be a great application. It not only has phenomenal performance, but it's also better on fuel economy. To get people not to say, "Oh, it's just another musclecar," we've got to try to hit some sort of green efficiency mark, and that could be one avenue. Another one that we've talked about is turbocharging the new GM direct-injection, 300hp V-6. I think that's a plausible idea because you'd get great performance and fuel economy. The idea of a turbo V-6 in a Trans Am might not be the answer that some old-school enthusiasts are looking for, but I believe a lot of the younger customers will love it. GM has to start getting them into these products, and that's what they're used to. If you want to compete against the new Hyundai Genesis coupe or the 370Z crowd, I think a turbo V-6 would be a really smart move.
HPP: What size wheels did you put on the 2011 Trans Am?
DB: They're scaled to be 20s on the model, with Pirelli PZero 275 front tires and 305 rears.
Here is a look at ASC's Bandit...
Here is a look at ASC's Bandit T/A proposal.
HPP: Have you considered the Trans Am's interior?
DB: Working with Saleen for the last two years, I learned a lot about how to make the most impact on an interior, creating a custom appearance while maintaining all the seat and airbag certifications. The Trans Am could follow a similar formula. To maintain the technological advancements that GM has made with the Camaro seats, the best thing would be to remove the skins and install new leather covers, with additional bolstering, of course. I also envision Trans Am-specific door panels and console inserts; and a new steering wheel, IP cluster, custom shifter, and tachometer. (I love the old Trans Am tachometers that redline at 12:00. It's a great cue to the racing heritage of Pontiac and would be a great treat to throw in there.) Our goal with these changes is to really give the Pontiac buyer the biggest bang for his buck, and to make him really feel that he's getting a unique Pontiac product.