1998 Pontiac Trans Am LS1 - Super-In-Charge

Fuel is provided to Seiman's 57-pound injectors by dual Walbro in-tank 255-lph pumps through an Aeromotive Compact EFI regulator set to 58 psi. Magnacore wires and NGK TR-6 plugs set off the mixture with juice delivered via the stock LS1 coil-on-plug, crank-triggered ignition system. Kooks long-tube 1.875-inch primary diameter headers, a 3-inch off-road Y-pipe, and a Hooker 3-inch after-cat system handle combustion chamber evacuation.

Custom programming is performed by the owner using HPTuner with EFI Live at the track. "Along with the Innovate LC-1 wideband controller, every pass is logged by the EFI Live datalogger," Kevin says. "Having good gauges and being able to monitor/log air/fuel ratios accurately lets me tune closer to the edge safely. It's one reason the car runs as well as it does."

Though the engine uses the latest technology, the remainder of the drivetrain is decidedly tried-and-true traditional--a TCI Turbo 400 trans features a reverse-manual valvebody, and there's a Ford 9-inch out back. An 8-inch ATI MRT converter features 4,000-stall, and a B&M cooler keeps trans fluid temps in check. A Strange 3-inch-diameter chrome-moly driveshaft connects the Turbo 400 to the Moser 9-inch that houses a spool, 35-spine axles, and 3.70 gears. This marks the second Pontiac in this issue whose owner drives on the street with a spool.

Given his race experience and having owned a '68 Firebird convertible, a '71 Grand Prix, a '76 Grand Ville convertible, and a '65 GTO, Kevin realized that to be quick and safe in a street car, you need to upgrade the brakes and suspension as well. To that end, up front he installed a PA Racing tubular front crossmember to reduce weight and gain header clearance. Adding Hypercoil 275-pound springs and Strange Silver Series drag shocks and removing the stabilizer bar promotes lift and weight transfer. In the rear, to better plant the T/A on launch, a Random Technology torque arm with a BMR mount was installed as were UMI lower control arms and Panhard bar, and a Spohn 15/16-inch rear drag swaybar. The rear shocks and springs are stock, and CE subframe connectors tie the front and rear together. To haul it to all to a crawl by the first return road, Aerospace race brakes sporting cross-drilled rotors with four-piston calipers augment stock rear discs.

On the track, the first outing resulted in a 10.46 e.t. at 130.07 mph with a 1.51 short time. Later, HPP photographed Kevin's '98 T/A on the dragstrip in Commerce, Georgia, during an HPP/Year One/POCI shootout. In hot and humid July weather, the T/A's best that day was 10.33 at 130 mph with 11.5 psi boost and a 3,320-pound race weight (3,105 pounds curb, 1/2 tank of fuel). However, the best short time actually came in a slower run--1.48.

"It feels great going down the track with power steering and brakes," Kevin says. "And with no wind noise, it feels like you're doing 55 mph when you're going 130. The T/A is very consistent and reliable. It's street driven and is always being changed or upgraded. I plan on keeping it because it's a fun car with modern power, a bulletproof drivetrain, and a great look." We're sure the recent 9.90-second pass at 136.37 (at Beech Bend Raceway in Bowling Green, Kentucky, doesn't hurt that decision, either. Another T/A saved from obscurity.