Pontiac Pavement Pounders Shootout Lone Star Pt. IV

It was a southern affair with proper grilling on the barbecue, the sun blazing, and hot Pontiacs burning up the quarter-mile at the Texas Motorplex. If you've been reading the last few issues, you know that we've been bringing you some quick Pontiacs lately and this month is no exception. The HPP staff made the most of our track rental in Ennis, Texas, by inviting nearly 25 cars to slice and dice elapsed times, while we snapped the shutters on our cameras. What we have for you this month is the last of the Motorplex madness, but mark our words, these won't be the last Pavement Pounders.

Mark Doyal of Georgetown, Texas, banged the gears in his Tremec 5-speed-equipped '79 Trans Am, while it was smooth shifting for Tim Fisher of Ft. Worth whose '98 GTP slid down the track gracefully while knocking down mid- to low-13-second elapsed times.

Grace was not in Manhattan, Kansas' Mark Zafron's dictionary, as his big and brawny '67 Firebird belittled the race surface with 10-second times. Representing the late-model musclecar crowd was Brandon Barr of The Colony, Texas. Slammed on the ground with attitude, Brandon's LT1-powered Formula sniffed plenty of giggle gas, which made its trip down the track all the more enjoyable.

The weather was hot, in the low to mid-80s all day with 50-60 percent humidity, but it was the track and not the weather that most of our contestants fought during the day. The track surface was on the slippery side, which left many of the high-horsepower Pontiacs looking for traction.

Putting together a shootout of such magnitude requires more than just a few magazine staffers, so we'd like to thank the Dallas Area Pontiac Association and members Randy Allen and Bob Cook for helping to organize the event and assisting the HPP staff in keeping everything working smoothly throughout the day. We must also thank Kadin Betts and Thom Reaves for manning the grill and providing everyone with hot dogs and hamburgers, as well as Arriba Fire-Roasted Mexican Salsas for providing its products . Lastly, we thank Sewell Pontiac and in particular, Saadallah El Jundi who loaned us a '04 GTP so we would be spared the misfortune of driving a mundane rental car. So here is the final installment of our Lone Star shootout for 2003, but fear not as we have plenty more pavement pounders coming in the future.

OWNER: MARK ZAFRAN
Mark was raised in a Pontiac family, but it was his brother-in-law, Jerry, and his friend, Steve, who would convince him that he needed his own Pontiac. "They would come pick me up and take me to the races with their black '67 Firebird," recalls Zafran. In 1979, he purchased a red '68 Ram Air Firebird, which was soon running 12.90s, but his itch to go faster led him to buy this '67 model. When not wrenching on his own vehicles, Mark works as a mechanic for the Kansas National Guard tuning M-1 tanks among other things.

Strip Specs
Year/Model:	'67 Firebird
Race weight:	2,920 lbs
Curb weight:	2,745 lbs
Fuel level:	3-gallons
Type of fuel:	VP Methanol
Engine:	400, code XH
Built by:	SB Performance Machine, St. Mary's, KS
Carburetor:	Rupert 1050 Dominator, #175 jets
Intake manifold:	Warrior
Fuel system:	RCI fuel cell
Heads:	400 code #62, ported, 2.11/1.77 Ferrea valves
Pistons:	TRW forged L-2279
Rods:	Howard aluminum
Compression ratio:	12:1
Crankshaft:	Stock 400
Camshaft:	Isky solid roller 282°/288° at .050, .588/.588" lift, 108° centerline
Rocker arms:	Crane roller 1.65:1
Ignition:	Mallory Comp 9000 distributor, MSD 6AL
Total timing:	34° at 2,000 rpm
Exhaust:	Hooker Super Comp 1.75" headers, 3" pipes to Dynomax mufflers
Transmission:	Turbo 400 built by Kit Portz, Hipster transbrake
Converter/Clutch:	Hughes 10", 4,500-stall
Shifter:	B&M ratchet with shift solenoid
Rear axle:	Dana 44, 4.10 gears, Strange axles and spool
Brakes:	Factory 4-wheel drums
Wheels:	Bogart 15x3 front, 15x14 rear
Tires:	Moroso drag front, M/T ET Drag 32x16
Tire pressure:	35 psi front, 7 psi rear
Suspension:	Moroso trick springs and extended lower A-arms front, Ladder bars with coil over shocks rear
Chassis modifications:	Chassis Works back-half, floorpan removed and replaced with aluminum floorpan
Interior modifications:	JAZ aluminum seat, RJS harness, aluminum dash
Exterior modifications:	Fiberglass front end, aluminum rear wing
Safety modifications:	10-point roll cage, 2 driveshaft loops, SFI-approved engine and drivetrain components
Paint:	Kelvin Poe of Auto Body Unlimited in Wamego, Kansas Deep Amethyst Pearl
Launch technique:	Off transbrake at 3,400 rpm
Best e.t./mph prior to event:	10.52/128 mph

STRIP TUNING LOG
Run	Tuning	Launch RPM	Shift Point	60-FT	1/4 ET/MPH
1	Timing 35°, 7 psi tire pressure	3,400	5,800	1.466	10.99/121.11
2	Same with #180 jets	3,400	6,000	1.500	11.01/122.06
3	36° timing, #170 jets	3,600	5,800	1.470	10.99/121.01
4	35° timing, hood scoop plug in	3,600	5,800	1.464	10.82/123.45
5	Same	3,600	5,800	1.449	10.74/124.17

OWNER: BRANDON BARR
Contrary to the 177,000 miles on the odometer, Brandon Barr's Formula looks fresh and new thanks to some shiny Fikse FM-5 wheels and a lowered stance. Brandon actually owned a '96 Formula before this one, but he has more time and money in this white wonder, and its performance shows it. Brandon was in the middle of an LS1 Trans Am body makeover having only fitted the rear clip to the car, but since our shootout, he has finished it to give his Pontiac the LS1 look.

Strip Specs
Year/Model:	'94 Firebird Formula
Race weight:	3,505 lbs
Curb weight:	3,290 lbs
Fuel level:	1/4 tank
Type of fuel:	93-octane Exxon/Mobil
Engine:	'94 LT1 350ci
Built by:	GM
Throttle body:	Twin 58mm LG Motorsports
MAF:	Granatelli Motorsports 85mm
Injectors:	Stock 26 lb-hr
Intake manifold:	Stock, mildly ported by LG Motorsports
Fuel system:	Stock, NOS inline pump
Heads:	Stock LT1, 1.94/1.50 valves
Flow numbers:	Stock
Pistons:	Stock hypereutectic
Rods:	Stock powdered
Compression ratio:	10.4:1
Crankshaft:	Stock iron
Camshaft:	Stock, 202°/208°at .050, .449/.460 lift 116° lobe separation
Rocker arms:	Stock 1.50:1
Ignition:	Opti-Spark, MSD 6AL
Exhaust:	Stock manifolds, Dr. Gas X-pipe, true dual exhaust, Dynomax bullet mufflers
Power adder:	TNT wet-flow nitrous oxide system, 100 hp
Transmission:	Rebuilt 4L60-E with shift kit and fluid cooler
Converter/Clutch:	Yank 3,400-stall
Shifter:	Stock
Rear axle:	Stock 10-bolt, 3.23 gear, TA girdle
Brakes:	Stock 4-wheel disc with cross-drilled front rotors
Wheels:	Fikse FM-5, 17x9.5 front, 17x11 rear
Tires:	Bridgestone Potenza 275/40-17 front, Nitto 555R 315/40-17 rear
Tire pressure:	34 psi front, 25 psi rear
Suspension front:	Bilstein shocks, SLP strut tower brace, Eibach springs, no stabilizer bar
Suspension rear:	Stock shocks, Eibach springs, 1LE stabilizer bar, Spohn adjustable lower control arms, BMR panhard bar and relocation brackets
Chassis modifications:	Wolfe Racecraft subframe connectors
Interior modifications:	Corbeau Forza seats, RCI 5-point harness, removed back seat
Exterior modifications:	'98 Trans Am rear clip
Safety modifications:	LG Motorsports 4-point rollbar, LG Motorsports driveshaft loop
Paint:	Factory GM Artic White
Launch technique:	Foot brake to desired rpm
Best e.t./mph prior to event:	11.7 seconds, NA

STRIP TUNING LOG
Run	Tuning	Launch RPM	Shift Point	60-FT	1/4 ET/MPH
1	None	2,100	5,800	1.97	12.33/114.29
2	None	2,300	5,800	2.01	12.54/111.32
3	None	2,200	5,800	1.92	12.55/112
4	None	2,000	5,800	2.00	13.49/98.17

OWNER: MARK DOYAL
The story of Mark's Trans Am is quite interesting and it began with his parents purchasing the Pontiac for him as a graduation gift. "I sold it in 1986 and found it again in 2000 and bought it back. The car wasn't running so I did a complete mechanical restoration," said Doyal. Mark also made note that one of his most memorable moments with the Pontiac was on prom night, when he raced a new L-82 Corvette and sent it packing. These days, Mark has the Firebird set up for the occasional autocross course, and the 5-speed overdrive allows him to cruise on the highway and keep up with the traffic.

Strip Specs
Year/Model:	'79 Trans Am
Race weight:	3,835 lbs
Curb weight:	3,635 lbs
Fuel level:	1/2 tank
Type of fuel:	93-octane
Engine:	'73 400 code YN, now 411ci
Built by:	SD Performance, Abbotsford, British Columbia
Carburetor:	Holley HP950, #81/#83 jets
Intake manifold:	Edelbrock Torker II, 1" spacer
Fuel system:	Mallory 140 gph, stainless steel 1/2" line, -8 braided line, Mallory regulator
Heads:	Ram Air IV 400 '69 #722, ported
Flow numbers:	292-cfm intake, 215-cfm exhaust
Pistons:	Ross forged
Rods:	Eagle big-block Chevy 6.8"
Compression ratio:	9.5:1
Crankshaft:	Stock 400, Offset ground 3.790 stroke
Camshaft:	Comp Cams solid flat tappet, 256°/260° duration at .050, .597/.610 lift with 1.65 rockers, 105° centerline, 110° LSA
Rocker arms:	Harland Sharp 1.65 roller
Ignition:	ProForm HEI distributor, ACCEL 300+
Total timing:	36° at 2,800
Exhaust:	Nunzi 1 3/4" headers, 3" Dr. Gas X-pipe, Dynomax Super Turbo mufflers
Transmission:	Tremec (TTC) TKO 5-speed
Converter/Clutch:	Hays 11" street/strip
Shifter:	Stock adapted to Tremec
Rear axle:	Stock 10-bolt, 3.73 gears, Auburn HD limited slip, Moser axles
Brakes:	Stock 10.9" 4-wheel discs
Wheels:	15x8 WS6 Snowflake front and rear
Tires:	Pirelli 255/60-15 front, BFGoodrich 275/50-15 drag radial rear
Tire pressure:	32 psi front, 16 psi rear
Suspension:	Stock WS6 front and rear, Koni shocks, removed one coil from front springs
Chassis modifications:	Subframe connectors, rear leaf spring front mounts relocated up 3/4"
Interior modifications:	AutoMeter tachometer, Pioneer stereo installed in 1978
Exterior modifications:	None
Safety modifications:	Driveshaft loop, Lakewood scattershield, Denny's heavy-duty drivehshaft
Paint:	Factory Nocturne Blue
Launch technique:	3,000 rpm clutch release
Best e.t./mph prior to event:	11.79/118.76 mph

STRIP TUNING LOG
Run	Tuning	Launch RPM	Shift Point	60-FT	1/4 ET/MPH
1	36° timing	3,300	6,600	1.79	11.93/115.94
2	34° timing	3,300	6,600	1.91	12.07/116.08
3	Same	3,500	6,600	1.95	12.09/116.20
4	Same	3,000	6,600	1.99	12.10/115.87
5	Same	4,000	6,600	1.90	12.02/115.72

OWNER: TIM FISHER
Producing 291 hp at the front wheels, Tim's GTP is definitely making solid supercharged power. "I liked the styling, comfort and power that the Grand Prix offered, and about a month after purchasing the car, I met a few other GP enthusiasts and began to learn about the potential of the Pontiac," said Fisher. No doubt he has released that potential, having run a best elapsed time of 12.93 seconds in the quarter.

Strip Specs
Year/Model:	'98 GTP
Race weight:	3,575 lbs
Curb weight:	3,370 lbs
Fuel level:	1/8 tank
Type of fuel:	104-octane
Engine:	3.8-liter, 231ci V-6
Built by:	GM
Throttle body/MAF:	Stock, 69 mm
Injectors:	Stock, 36 lb-hr
Intake manifold:	Stock, aluminum
Fuel system:	Stock, Bosch regulated with return line
Heads:	Stock, cast iron
Flow numbers:	Stock
Pistons:	Stock, hypereutectic
Rods:	Stock, cast-iron
Compression ratio:	8.5:1
Crankshaft:	Stock, cast-iron
Camshaft:	TEP race cam, 222°/222° duration at .050, .566/.566 lift with 1.6:1 rockers, 114° LSA
Rocker arms:	1.6:1
Ignition:	DHP PCM tuning
Exhaust:	Stock manifolds, 3" pipe, Hooker Aerochamber muffler
Power adder:	Stock Eaton supercharger, 12 psi, DUB Gen II pulleys
Transaxle:	Stock automatic, MSP Desert Fox transmission cooler, C-YA Racing limited-slip differential 3.29 gear
Converter/Clutch:	Stock
Shifter:	Stock
Brakes:	Stock 4-wheel discs
Wheels:	Stock 16x7
Tires:	Nitto drag radials
Tire pressure:	25 psi front
Suspension:	Stock, GMPP stabilizer bar front, GMPP trailing arms, spring blockers
Chassis modifications:	Solid aluminum motor mounts, Hurst Line Lock
Interior modifications:	AutoMeter voltage, trans temp, and boost gauges
Exterior modifications:	ZZ Performance grilles, Blazertech fog lights, Silverstar headlights
Paint:	Metallic Green
Launch technique:	Footbrake to 1,800-2,000
Best e.t./mph prior to event:	12.93/105.84

STRIP TUNING LOG
Run	Tuning	Launch RPM	Shift Point	60-FT	1/4 ET/MPH
1	Tire pressure 25 psi	1,800	6,000/6,100	1.98	13.40/102.21
2	18 psi	1,800	6,000/6,300	1.98	13.39/101.68
3	Same	1,800	6,000/6,500	2.01	13.37/102.69
4	Same	1,800	6,000/6,500	1.93	13.29/102.07
5	Same	1,800	6,000/6,200	1.99	13.41/102.30

AT THE TRACK

Mark Zafran

"I was impressed with the times that my Firebird ran considering the shifting problems," said Mark. A gasket in the transmission would not allow the automatic to shift properly, but he still ran in the 10s. "On a whim, I tried leaving the plug in the scoop and it actually ran the quickest time of the day. I've got an air filter on it now and it has run 10.60," noted Zafran.

Brandon Barr

Having run a best of 11.70, Brandon's Formula was off the pace with a best elapsed time of 12.33 at 114 mph. A bent axle delivered severe wheel hop, which prevent him from getting out of the hole properly. "The wheel-hop was so bad that it actually shook the ignition wire loose," noted Brandon. That malady coupled with some spark plugs that weren't too happy after the first nitrous pass kept Brandon from improving his times.

Mark Doyal
There's no doubt that Mark's Trans Am would make an excellent street racer. By all outward appearances, it looks just like any other overweight, underpowered, screaming-bird-on-the-hood T/A, but its motor made 515 hp and 503 ft-lb of torque on the engine dyno, and a best trap speed of 118 mph indicates that low 11-second times are possible. At the shootout, the combination of drag radials, a short first gear and big Pontiac torque made it difficult to gain traction on the greasy track surface, but the T/A still scorched the quarter-mile to a best of the day 11.93 at 115 mph. Mark informed us that he just picked up a set of M/T ET Street tires and hopes to reduce his elapsed times further.

Tim Fisher
Despite having the weight of the engine over the drive wheels, Tim's GTP is now making enough ponies to overpower them and the lack of consistently quick 60-foot times prevented him from keeping his GTP in the 13.20-13.30 range. Tim also had issues with the Poncho shifting at the proper rpm, and this too affected performance, but there's no doubt that this is one fast daily driver. And it's comfortable, too.

Conclusion
Hot air and a slippery racing surface don't make for a great track experience, but our Pontiac's showed they had plenty of muscle despite the adverse conditions. Also note that if you compare the comments of these racers regarding the track to those of the other 3 shootouts in this series, you'll see that the traction issue affected each differently depending upon the combination. Some had little problem with the surface while others had more. This installment of the Pontiac Pavement Pounders marks the last group of cars from the Lone Star shootout, but we have plenty more mean Pontiacs coming in the future. Will yours be one of them?