“I always wanted a convertible to tool around in with the family,” says 37-year-old Brian Branham. “So my dad, Boyd, and I went in together to purchase this Pontiac so we could enjoy the Florida sunshine in a droptop.”
In 2007, Brian located this ’67 LeMans convertible on an auction site and it seemed to have everything he was looking for—fresh Tyrol Blue paint with Parchment interior, a 400 with a Turbo 400, and 3.73 rear gears. It had also been outfitted with GTO trim and emblems. “There were a few issues,” he says, “but we weren’t looking for a perfect car, we simply wanted to have a dependable cruiser. When we drove to South Carolina to take delivery, I saw a couple areas on the frame that I thought were no big deal and could be corrected.”
As happens with so many vintage vehicle purchases, major issues reveal themselves when minor upgrades are attempted. About six months after getting his new find back to his Windermere home, Brian took his LeMans to Frank Serafine at Prodigy Customs in Apopka, Florida, to swap out the factory drum brakes for big discs and tuck some modern rubber into the wheelwells. The result was a two-year chassis build and swap, an engine build and swap, and new paint.
Brian wanted a Pontiac that...
Brian wanted a Pontiac that could handle and stop, and thanks to the components chosen and installed by Prodigy Customs, he got one.
It all started innocently enough with the removal of the existing wheels and tires. Serious rust was discovered in the rear spring pockets and along the sides of the frame itself. In the interim of the A-body being measured for brakes and tires and the parts arriving, the 400 engine began to smoke and use oil. A consultation with Robby Hooper at Corvette Masters in Orlando led to a proposed 455 build.
Between the frame issues, planned upgrades to the suspension and brakes, and an engine build, Brian and Boyd were going to be into their ’67 for some serious cash. Not to mention the fact that though Frank felt the bodywork was done well by whomever the previous owner hired, the paint failed to provide a uniform surface texture and sheen when it was wet-sanded and buffed, so new paint was added to the ever-growing list of tasks. “I called my dad and told him it was going to be a while—and the budget just doubled,” Brian laments.
After a two-month search and some help from Butler Performance, a solid frame was located in Oklahoma. Frank and his son Mike went about the task of restoring the frame and installing it and the suspension system that they had scoped out for the car.
This bored and stroked 455...
This bored and stroked 455 now measures 467 cubes. It’s dressed with a March serpentine system, Butler Performance valve covers and valley pan, and has a Classic Auto Air system. Brian says, “Frank smoothed the firewall and Robby did some trick work to install the A/C. All A/C, fuel, and brake lines are custom made.” The dual quads are a nod to the ’60s hot rodders.
Brian and Boyd desired more modern handling traits from the LeMans. They weren’t planning to autocross, yet they wanted to have that option in reserve. Frank contacted Speed Tech on the West Coast, which provided front and rear Pro Touring packages. The tubular front control arms would improve the suspension geometry, and Delrin bushings in the front arms and rear trailing arms would eliminate deflection. QA1 coilovers all around would add ride-height adjustability and a choice of shock settings to balance handling versus a comfortable ride, and the large hollow swaybars would reduce body lean. Prodigy also installed a 12.7:1-ratio steering box for less turns to lock and better feedback. Just as important, the system would fit the budget of the customers while attending to their needs.
For stopping power, Prodigy Customs installed its Total Car g Machine Package featuring Wilwood 12.19-inch rotors all around with six-piston calipers in front and four-piston calipers in the rear, and a Hydratech Hydraboost to lessen the required brake pedal pressure.
While the chassis was in progress, Brian procured a ’70 455 block as the foundation for his 467ci street engine. Robby Hooper handled the build, which entailed a 0.030-overbore, the installation of main studs, a 4.25-inch Eagle 4340 forged stroker crank, JE forged flattops and plasma-moly rings on Eagle H-beam forged rods, and a Melling oil pump.