The Dallas Area Pontiac Association (DAPA) invited HPP to host a Pavement Pounders Shootout at the Texas Motorplex (in Ennis) in conjunction with the American Southern Nationals, and provided volunteers to help out. To get this series started with on-the-edge-of-your seat action, we paired a four-time NHRA national-event champion with a GM Arlington Assembly Plant engineer. Both agree that “Bird is the word,” but a generation gap between the two vehicles sets the stage for an exhibition of traditional Pontiac muscle and GM Gen IV LS-series power. Let’s meet the racers.
Lee Bannister of La Vernia, Texas, took up professional racing after retiring from a career in education. His ’72 Firebird features a 455 H.O. with 7F6 Round-Port heads, a Turbo 400, and 4.10 gears.
Dave Whitten of Rockwall, Texas, works at an assembly plant that produced GTO Judges from ’69-’71. His ’01 Firebird Formula is powered by an LS7 longblock, a Turbo 400, and 4.11 gears.
The temperature at Texas Motorplex ranged from 78.1 to 91.4 degrees. Barometric pressure was 29.75 hg and the dew point was 68 degrees. The track is 530 feet above sea level and density altitude ranged from 2,641 to 3,212 feet, so we give each racer his own correction factor based upon the density altitude at the time of his best pass. Lee’s best pass occurred at 1:20 p.m. (DA: 2,901); Dave’s best pass occurred at 11:47 a.m. (DA: 2,808). The correction factors are designed to chart the theoretical best performance at sea level and are done on the best pass only, based on e.t.
Lee’s gameplan was to raise tire pressure twice in 4-psi increments to see what affect his drag radials had on e.t.’s. The first increment was prior to his second run.
“When I launched, I could feel the tires just on the verge of spinning,” he says. “I have so many years in this car that I could tell it was right on the edge. I already knew that raising the tire pressure another 4 psi would have a poor result.”
On that second pass, Lee discovered that his new cam felt like it pulled strongest between 5,100- and 5,600-rpm. “With that, I also learned that my 4,500-stall converter was too tight for the new cam. I intend on talking to my converter builder Kenny Ford about adjusting the stall on this unit,” he says.
Lee’s best pass of the day—an 11.60 e.t. at 114.14 mph—came after installing leaner secondary rods in his Q-jet and setting his rear tires to 20 psi. “It was first time in 18 months that my Bird has gone 114 mph at a track,” he says.
Of the event, Lee says, “I seldom get to run by myself and listen to what the engine does. This was most helpful.” He described the track conditions as very hot, yet despite this, he says his Firebird’s reaction to the asphalt was “impressive.”
Dave came to our Shootout to get some seat time in the Texas heat. “I knew the track temperature and density altitude would prevent me from besting my quickest e.t.’s,” he says.
His first pass netted him a 9.42 at 143.31 mph. He followed it with his best pass of the day—a 9.41 at 142.81. “I had not run this combo in this high a density altitude, and I was impressed that it ran so well,” he says. For the rest of the day, the heat worked against improving his times.
When asked about the event, Dave says he enjoyed “the good quality of cars and racers.” He describes his Firebird’s reaction to the track as “very good, considering the high track temperatures.”
Dave sends special thanks to his wife, Jennifer; Mike Brink (Brink Racecraft); and Jason Haines (Lingenfelter Performance Engineering).
This month’s Shootout participants are both card-carrying NHRA members, and each admits to being intimately familiar with his Pontiac’s capabilities. Regardless, both men learned something about their cars at the Shootout.
Lee’s racing career has kept him focused on running against other cars, so he was pleased and surprised with what he learned when there was nobody to battle in the opposing lane. Dave usually doesn’t race in such high-density altitudes, and he was intrigued that his Firebird could still run mid-9s when confronted with less-than-friendly summertime temps.
Like them, you may learn something about your Pontiac on the dragstrip, no matter how well you know your car. We’re sure the cars and combos detailed in this story will give you plenty of ideas for your project
Thanks to the Dallas Area Pontiac Association (DAPA), and the management and crew at Texas Motorplex for helping make this Shootout possible.
Strip Specs
Year/Model: ’72 Firebird
Race Weight With Driver: 3,660 lbs.
Curb Weight: 3,460 lbs.
Fuel Level When Weighed: 5-gal
Fuel: Sunoco 108-octane
Engine: ’72 455 H.O. block
Cubic Inches Before/After: 455/462
Engine Built By: Barney Moravitz at T&P Machine, San Antonio, Texas, tuned by crew chief Mike Bush.
Induction System
Air Cleaner: None
Carburetor: Rochester Q-jet 7041263
Jets/Metering Rods: 0.071 front (metering rods removed), 0.052 rods in back
Spacer Plate: None
Intake Manifold: ’72 455 H.O. aluminum
Fuel System
Pump: Holley billet pump, 125 gph
Lines: Earl’s hose and ends, 1⁄2-inch
Regulator: Holley, set to 6 psi, Moroso Super Cool Can
Heads
Casting: 7F6
Head Porting: No
Flow Numbers: N/A
Valves: Ferrera stainless-steel 2.11/1.77
Bottom End
Pistons: Ross flat-top with valve-reliefs, 4.18-inch
Rings: Total Seal gapless
Rods: Stock 6.625-in, heat-treated
Compression Ratio: Approx. 9:1
Crankshaft: Stock “N,” 4.210-in stroke
Rotating Assembly Balanced: Yes
Camshaft
Brand: Lunati hydraulic flat-tappet
Duration at 0.050: 252/266-deg
Duration Advertised: N/A
Lift With Specified Rocker Arms: 0.424/0.424-inch
Lobe Separation Angle: 108-deg
Installed Position: Straight up
Rocker Arms: Crane 1.5:1
Ignition
Distributor: MSD Pro-Billet
Amplifier: MSD 6AL
Coil: MSD Blaster II
Wires: MSD Pro 8.8mm
Spark Plugs: Autolite 25
Total Timing: 36-deg
Rpm that total timing is reached: Locked out
Exhaust
Headers: Holley Super Comp
Primaries: 2.00-in
Collectors: 3.50-in
Exhaust Pipes: None
Mufflers: None
Crossover: None
Drivetrain
Transmission: Turbo 400, reverse valvebody, aluminum drums, built by Arabie Racing Automatics, freshened by Steve Exner
Converter: PTC 8-inch, 4,500 stall, built by Kenny Ford
Shifter: B&M Quicksilver
Rear: GM 10-bolt, 8.5 inch
Rear Gear Ratio: Richmond 4.10:1
Axles: Mark Williams, 31-spline
Spool: Mark Williams
Chassis and Suspension
Brakes F/R: Stock 10.9-in disc / 9.5-in drum
Wheels F/R: Weld 15x3.5 / 15x8
Tires F/R: M/T 26.0x4.5x15 / Goodyear 30x9x15 drag radials
Tire Pressure F/R: 35 psi / 20 psi
Suspension Front
Springs: Moroso Super Trick
Shocks: Calvert Racing CF 90/10
Control Arms: Stock
Stabilizer Bar: None
Other Features: Global West aluminum control-arm bushings
Suspension Rear
Springs: Calvert Racing split monoleaf
Shocks: Calvert Racing single-adjustable, set to 4
Stabilizer Bar: None
Other Features: Calvert Racing Caltracs
Chassis Mods: 6-point custom rollcage
The Rest
Interior Mods: Auto Meter gauges, rear seat bottoms removed
Exterior Mods: Trans Am fenders, Formula hood, windshield wiper arms and blades removed
Safety Mods: Driveshaft loop, Simpson five-point harness, SFI-approved drivetrain parts
Color: Red
Launch Technique: 1,500 Footbrake
Best 1/8-mile ET/MPH Prior to Event: 7.09/94.5
Best 1/4-mile ET/MPH Prior to Event: 11.16/117.95
Lee, a 68-year-old retired educator, began amateur racing in 1961 but started Sportsman racing in 1998. He purchased his Firebird in 1987 because he was “looking for an IHRA/NHRA Stock Eliminator car.” It’s special to him because, “It gave me a chance to race divisional and national races.” His favorite moment in it was earning the Gatornationals Stock Eliminator Champion title in 1999, and returning to Gainesville and doing it again in 2000.
Strip Tuning Log |
| Run/Tuning |
Launch RPM |
Shift Pt. |
60-ft. |
1/8-mile |
1/4-mile |
| 1. No. 70 jets (front)/ 0.052 rods and “K” hanger (rear); 35/19 psi |
1,500 |
5,200/5,600 |
1.60 |
7.35/91.92 |
11.64/113.98 |
| 2. 23 psi in rear tires |
1,500 |
5,200/5,600 |
1.59 |
7.35/91.77 |
11.65/113.56 |
| 3. 0.057 rods (rear) |
1,500 |
5,200/5,600 |
1.59 |
7.33/92.33 |
11.63/113.76 |
| 4. 20 psi in rear tires |
1,500 |
5,200/5,600 |
1.58 |
7.31/92.17 |
11.60/114.14 |
| Best Pass Corrected |
11.19/118.32 |
| 7. 19 psi in rear tires |
1,500 |
5,200/5,600 |
1.61 |
7.34/92.08 |
11.63/112.95 |
| Run Notes: 1) Hooked; 2) Same; 3) Same; 4) Hooked hard. |
Strip Specs
Year/Model: ’01 Firebird Formula
Race Weight With Driver: 3,040 lbs
Curb Weight: 2,835 lbs.
Fuel Level When Weighed: 1⁄4-tank
Fuel: 93 octane
Engine: ’07 LS7
Cubic Inches Before/After: 427/427
Engine Built By: Lingenfelter Performance Engineering
Induction System
Air Cleaner: K&N filter, SLP air lid on WS6 base
Injectors: Siemens Deka S107, 63-lb/hr
Throttle Body: FAST 92mm, cable-driven
Intake Manifold: LS7
Fuel System
Pump: Lingenfelter / Walbro GSS341 255 lph, (in tank)
Lines: Stock
Regulator: Stock
Heads
Casting: LS7 “8452”
Head Porting: Lingenfelter
Flow Numbers: 396-cfm (intake) at 0.690-in / 242-cfm (exhaust) at 0.690-in
Valves: Stock 2.20 (titanium) /1.60 (sodium-filled)
Bottom End
Pistons: LS7 hypereutectic aluminum, 4.125-in
Rings: LS7
Rods: LS7 forged titanium, 6.125-in-length
Compression Ratio: 11.49:1
Crankshaft: LS7 forged steel, 4.00-inch stroke
Rotating Assembly Balanced: Yes
Oiling System: LS7 dry-sump, custom oiler cooler lines
Camshaft
Brand: Lingenfelter (GT21)
Duration at 0.050: 243/259-deg
Duration Advertised: N/A
Lift With Specified Rocker Arms: 0.691/0.702-in
Lobe Separation Angle: 112-deg
Installed Position: Straight up
Rocker Arms: LS7, 1.8:1 ratio
Ignition
System: 2001 LS1 coil near plug
Amplifier: N/A
Coil: LS1
Wires: LS1
Spark Plugs: LS7
Total Timing: 28-deg
Rpm that total timing is reached: 6,400
Other: Lingenfelter LNC-2000 launch controller and TRG-002 58X to 24X crank sensor trigger conversion module
Exhaust
Headers: Kook’s
Primaries: 1.875-to-2.000 stepped
Collectors: 3.50-in
Exhaust Pipes: 3.50-in
Mufflers: Burns Stainless 3.50-in
Crossover: None
Drivetrain
Transmission: Rossler Terminator 3 Turbo 400, reverse-valve body
Converter: ATI 8-MRT 4,600-rpm stall
Shifter: Turbo Action Cheetah
Rear: Strange 12-bolt
Rear Gear Ratio: 4.11
Spool: Strange
Axles: Moser, 33-spline
Driveshaft: . .Dynotech 3.5-in metal matrix composite (MMC)
Chassis and Suspension
Brakes F/R: Strange Pro Steel 10.9-in disc, 4-piston calipers
Wheels F/R: Bogart AlumaLite 15x3.5 / 15x10
Tires F/R: Mickey Thompson 27x4.5x15 / Hoosier radial slicks 30x9 or 10.5, both 29.5-in actual height
Tire Pressure F/R: 42 psi / 20 psi
Suspension Front
Springs: QA1 coilover 14-in, 275-lb/in
Shocks: QA1 Stocker Star coilover, single-adjustable, set to 9
Control Arms: PA Racing chromoly lowers, stock uppers
Stabilizer Bar: None
Other Features: PA Racing chromoly heim-jointed K-member, chain limiters
Suspension Rear
Springs: Stock
Shocks: QA1 Stocker Star, single-adjustable, set to 4
Control Arms: Wolfe Racecraft, chromoly, heim-jointed adjustable
Stabilizer Bar: . . Hotchkis chromoly, hollow, 1.00-in
Other Features: BMR chromoly adjustable Panhard bar, Spohn chromoly adjustable torque arm, wheelie bars
Chassis Mods: Brink Racecraft 12-point cage, NHRA-certified to 8.50 seconds
The Rest
Interior Mods: Summit Racing plastic front seats, rear seats removed, along with A/C, power steering, heater, smog equipment
Exterior Mods: Auto Meter oil temp trans temp gauge, Raptor shift light
Safety Mods: Stroud fire suppression system / window net / camlock harnesses, Simpson helmet, Simpson fire jacket / pants / socks / shoes, HANS Device, SFI-rated drivetrain equipment
Color: Bright Red
Launch Technique: 2,400 on two-step, transbrake
Best 1/8-mile ET/MPH Prior to Event: 5.84/118.40
Best 1/4-mile ET/MPH Prior to Event: 9.23/146.03
Dave Whitten, a 44-year-old chassis engineer for GM’s Arlington, Texas, assembly plant, has been racing for over 28 years. He took delivery of his special-order ’01 Firebird in April 2001. It’s special to him because it was “built on the birth date of his youngest son, and delivered on the third birthday of his oldest son.” Dave also owns an ’04 GTO.
Strip Tuning Logs |
| Run/Tuning |
Launch RPM |
Shift Pt. |
60-ft. |
1/8-mile |
1/4-mile |
| 1. 16 psi in rear tires |
2,400 |
7,200 |
1.33 |
5.99/114.71 |
9.42/143.31 |
| 2. 18 psi in rear tires |
2,400 |
7,200 |
1.30 |
5.96/114.73 |
9.41/142.81 |
| Best Pass Corrected |
9.09/147.85 |
| 3. 13 psi in rear tires; 21⁄2 more gallons fuel |
2,400 |
7,200 |
1.45 |
6.13/114.31 |
9.58/142.72 |
| 4. 13 psi |
2,400 |
7,200 |
1.34 |
6.02/114.03 |
9.47/142.40 |
| 5. Same |
2,400 |
7,200 |
1.35 |
6.04/113.84 |
9.50/142.12 |
| Run Notes: 1) Decent, but not like at sea level; 2) Better 60-foot put e.t. a bit better, but air is worse; 3) Track was running bracket pass in the other lane, crosstalk, red lighted, let off the accelerator, got back in it but 60-foot and e.t. affected; 4) Launched towards left, but controllable; 5) Same. |