We all have aspirations of building up our Pontiac into the dream car that we've always envisioned in our mind's eye. More times than not, however, life throws obstacles in our path that slow or even stop progress. In the end, very few of us actually see our project through to its glistening conclusion.
One of the few who did is Kenneth "Kevin" Newcomer. He braved not only the ravages of time but also unscrupulous shops that charged a lot, yet delivered little. Most would have walked away in frustration after laying out the cash he did only to end up with a Pontiac in primer. But he persevered, found another shop to do the job right, and now he can enjoy the dream car he has always wanted.
Sure, it's a happy ending, but let's take a trip down the long, winding, and pot-holed road that resulted in a Pontiac aptly named "Eternity."
A monochromatic treatment...
A monochromatic treatment on the bumper of Kevin Newcomer's Arrival Blue Pro-Touring Bird allows the nose to integrate better with the body. The chin spoiler, a 400 hood, and a hood tach hint at this '69's true intentions.
Kevin, now 38 years old, recalls, "I bought my '69 Firebird in 1987. It came with oxidized Verdoro Green paint, two spun crank bearings, and more Bondo than a used car lot. The Bird was left rotting away in a sun-baked parking lot in South Florida. This gem of American muscle was exactly what a high school student's budget and imagination was looking for. For a mere $500, the keys and cash changed hands and it was mine.
"Within weeks, I had rebuilt the base 350 powerplant and tendered enough TLC on the Poncho to make it roadworthy and safe. After a few years of reliable service, it fell victim to an especially aggressive electrical gremlin and the F-body was surrendered, yet again, to the elements, this time beneath a mango tree. This Firebird however, was destined to rise from the ashes again."
But Kevin didn't realize how many roadblocks lay ahead. From 1993 forward, several shops were tried and each fell far short of his expectations. The last one had his pride and joy for five years, and it was still not finished when he finally rescued it.
The 0.030-over 455 H.O. block...
The 0.030-over 455 H.O. block is the basis for this FAST fuel-injected, ProCharged powerplant. A March serpentine conversion is augmented with a fabricated blower mount and lower pulley made by Prodigy Customs, which makes it possible to run the 10-groove serpentine belt for the supercharger.
During this time, Kevin grew more and more interested in Pro Touring and became a regular at Pro-Touring.com. He then met Frank and Michael Serafine of Prodigy Customs in Orlando; their ideas gelled, and the project was saved from extinction to be reborn as a Pro Touring Firebird.
Body
It was a total basketcase as it arrived at Prodigy, according to Kevin. Many of the body panels had been replaced with reproductions or mint used pieces and then primed and painted at the previous shop, but the shell was still far from perfect.
At Prodigy, it was chemically stripped to bare metal, and the bodywork was redone in the problem areas. During the process, Detroit Speed and Engineering (DSE) minitubs were welded in to later fit steamroller rear tires. Three coats of Sherwin Williams Ultra-Fill primer were applied and block-sanded until the body was straight.
Next, four coats of Sherwin Williams Ultra 7000 urethane basecoat in '05 GM Arrival Blue were shot. Three coats of clear followed, as did wet-block sanding with 800-grit paper. Then came three more coats and wet-sanding with successive grits up to 4,000. Afterward, Bob Traithon of Meguiars came over to polish the finish using his company's solo line of products.
A Trans Am spoiler sets the...
A Trans Am spoiler sets the rear view apart from other F-bodies of the era. Smoked glass by Prodigy Customs adds to its menacing look.
Engine
Prodigy Customs also built the engine, beginning with a '71 455 H.O. block that was bored 0.030-over. An Eagle steel 4.210-inch stroke crank is connected to Scat stock-length H-beam forged rods and forged TRW pistons with a custom dish to reduce compression to 8.85:1 for use with the supercharger. ARP rod bolts, main stud kit, head bolt kit, and intake and timing cover boltsets hold it all together, and a Melling oil pump draws crude from a stock pan.
Comp Cams' 235/244-degree duration at 0.050 cam has 0.523/0.534 lift and a 108-degree centerline. Cometic gaskets keep the cylinder pressure contained, and the 87cc E-heads are fitted with 2.11/1.66 valves and 1.65:1 Comp roller rockers.