On the way home from Pontiacs in the Park, in May of 2006, Scott Roberts and I were talking about John Welter's "record"* run of 6.82 @ 204 MPH in his turbocharged Firebird "Pro Mod".  Scott asked: "Do you think we could do something like that if we had the stuff?"  Tough question for a lifetime "wrench" that had never been beyond the "8s".  But I had an ace in the hole!  Dave "LD" Wilcox was a good friend and currently in a rather bland stretch of life.  His experience and abilities were going to waste while he did "side work".  We decided to continue the discussion again soon.

   A couple of weeks later, Scott and his dad, Joe, arrived at the house on a Sunday evening.  We sat in my living room and outlined our goals for Joe.  He asked how realistic we were being when we said we could put together a competitive high-end Pontiac.  If we could secure the services of Dave, he though he could put together the necessary resources for such an endeavor.  So off we went!

   Dave was very receptive to the idea.  His expertise in fuel systems and porting were keys to the overall performance and success, and he would lend those, in exchange for being the driver of this animal.  Dave once told me "Putting me in a race car is just like giving an alcoholic a drink!" (he meant that in a GOOD way...)  Scott had driven cars into the 8 second range, but a 6 second F/C was a little beyond his experience.  Dave had owned an old F/C chassis converted to an "altered", named "The Executioner", for many years.  If you happen to have a Pioneer catalog from the early '00s, you have a picture of the car. With it, he held track records (1/8 mile) at several area tracks including Richmond Dragway, for many years.  In the case of Colonial Beach, Virginia (4.18 @ 168 MPH), it stood for nearly 10 years, despite the advent of the "Pro Mod" as a VERY popular high level racer. 

   We wanted to build a "Top Alcohol Funny Car" that would successfully compete against all the highest level Pontiacs of the day.  We intended to include the two main vendors of high-end Pontiac race parts, AllPontiac.com (AP) and Kauffman Racing Equipment (KRE).  

   Scott found an old funny car chassis with a '92 (or so) Corvette body.  It was "rolling" but needed a lot of work.  He began disassembly immediately.  Dean Simmons of Crewe sandblasted the frame and I put a rough coat of primer on it the same day.  We began the process of "fitting" the block to the frame.  

   Time to begin acquiring parts for "Big Chief Firewater" (we "name" our engines, don't laugh...) arrived.  The block was first on the list.  Since we were already convinced the "Tiger" cylinder head from AP was the best way to get where we needed to be for this engine, we chose the KRE MR-1 block.  They (KRE) had had some success with their blown/alcohol projects, showing the block had the strength to withstand such levels of power. Factory blocks simply aren't "up" to it.   The tale of that block is full of irony and woe.  It was, unfortunately, the infamous block that has kicked off a legal dispute and a great chasm between KRE and their loyal supporters, and those that prefer to support AP and their products.  The polarization caused by the incident is beyond comprehension.  CVMS is a participant only in the sense that here is where the block was shipped and the initial issues were found.  It wasn't until the lifter bores were to be bored were the serious problems discovered.  Due to the ongoing legal dispute, I can't comment one way or another about the situation.  I will say, CVMS has nothing but respect for the abilities and accomplishments of Jeff and Mark Kauffman specifically, and hopes this incident passes with the least amount of trouble for all concerned.  I will also say KRE has since introduced a new casting identified by the "splayed bolt" inner 4-bolt main caps.  CVMS has not yet seen one and therefore cannot comment on the quality.  Internet "board" reports are favorable.

   In any case, due to the issues and situation surrounding the MR-1 block, AP's "IA-II" block was chosen.  It too, had shown the strength to withstand the pounding of a blown/alcohol combination.  This block showed excellent machine work and dimensional consistency.  Because of the experience with the MR-1, we tested every possible aspect of this block.  The alloy, casting quality and precision machine work made the task of preparing it for such a high level relatively easy.  

   The bore of 4.350" was chosen to allow an over-bore in the future, to extend the usage "life" of this particular block.  A stroke of 4" was chosen to allow the higher revs an engine like this needs to use to take full advantage of the blower and cylinder heads.  We weren't really building a "Pontiac" per se, we were building a blown/alcohol engine that was SHAPED like a Pontiac.  There are certain commonalities among engines at this level of power production that aren't "brand sensitive". The connecting rods, piston design and pins,  valve train components are all similar to those found in Chrysler Hemis and big block Chevy and Ford blown/alcohol engines.  They're merely shaped a little different to "fit" in the Pontiac design.  

   It should be noted here, the Pontiac block has some interesting parameters that make it a very good platform for a "fueler" (non-gasoline,  high horsepower).  The deck height on the "standard deck" block is actually .020" taller than a "tall deck" big block Chevy.  This allows a much more favorable rod/stroke ratio for a high revving engine.  The main bearings are 3" in diameter, a full 1/4" larger than both the Hemi and BBC.  In fact, the current high-level Hemis AND BBCs, which are "redesigns" loosely BASED on the  originals, have recently gone to a 3" main to strengthen the crankshaft.  Due to the shorter overall dimension of the block and narrower bore centers, the Pontiac is more limited in displacement, making anything beyond about 600 CID nearly impossible.  This same limitation is also another strength.  Due to the overall length being about 3" shorter, the Pontiac crankshaft is significantly stronger than either the Chrysler or Chevy cranks.  It must be said here, when speaking of crankshafts of various engine families, we're referring to aftermarket-produced based on factory-designed parameters.  Very few of the true factory-produced crankshafts are strong enough for such applications as this. 

   There are certain inherent weaknesses in every engine design and the Pontiac is no exception.  Steps must be taken to insure the oiling system works at maximum  effectiveness and efficiency at all times.  Some of the improvements made by AP in the design of the IA-II block have helped considerably.  Restricting the oil to the top end through the lifter bores is perhaps the most important modification to be done to a production version of this block.  IA-II has the oil holes tapped for restrictors as delivered.  This engine needs more.  The lifters are the Chrysler design (dimensionally), prompting the installation of bronze lifter bore "liners" of the larger diameter.  As a matter of convenience, the restriction is drilled into the lifter bore sleeve, rather than requiring a restrictor be installed in each bore.  Functionally, either way is equally effective. 

   Since many are using the "roller" cam bearings today (as are we), the block can be ordered without the oil passage drilled to feed them.  The roller type rely on "splash" in the crankcase for lube, not direct oil pressure.  A slight increase in the strength of the bulkhead is realized.  

   Once the block was bored, honed to size, "fitted" with lifter bore sleeves and "clearanced" (rotating assembly installed and checked for interference with anything inside), we could begin on the heads in earnest.  Dave had perfected his port design to achieve the level of flow across the range, to feed this "thing" we were building.  We had already determined the chamber size and the pistons were "dished" accordingly.  Valve train geometry was the last major issue we needed to attend to internally.  Due to the quality of the machine work and the Jesel rocker system, it was a very straight-forward and relatively "easy" process.  Clearancing for the pushrods proved to be a challenge, as we require a much larger diameter pushrod than engines at lower levels.  We managed to get it right, though.  And overall, as with the IA-II block, the Tiger is a relatively easy head to work with once the design of the ports and valve train are established.  The majority of the work to this point was performed at CVMS.  Lewis Robinson of "The Shop" in Charles City, installed the lifter bores.  The port work is always done at Dave's place.  

   The engine, pretty much in its entirety was then moved to Dave's shop in Richmond.  He did "final" assembly there, and it waited for the chassis to be made "ready" for it. 

   During all the efforts being spent on the engine, it became apparent the old F/C chassis was going to need a lot of work and resources to bring it up to a level where it would be safe with an engine of this level.   By a stroke of luck, Scott had been exchanging information with a local TA/FC driver/owner/builder, Philip Hooper. Philip has been a WEALTH of information and parts for this project.  He runs a Hemi car in NHRA "regional" competition so we're no real "threat" to him (YET...!).  Based on his contributions, I would think he's the type of driver that would relish more competition.  Good man.  By coincidence, Philip had bought a new car for the '07 season, and had his older car for sale.  For less than it would cost to upgrade the old chassis to the current level, Scott bought the car, a currently certified NHRA TA/FC replete with body ('02 Camaro) and all the trimmings. "All" we had to do was install the engine, transmission and fuel system and go racin'!  Sounds simple enough... But now we were a full year closer to finishing the project!  This car had gone in the high 5s only a few months before with a Hemi in it.  

   Enter Bob and Frank of AllPontiac.  Bob began working with Scott to develop an effective crankshaft support (to offset the stress the blower belt puts on the snout) for the Pontiac.  He also welded the headers as Scott established the dimensions.  

   It was discovered the planned oil pan and pump system (Titan pump was initially installed) wouldn't fit the car due to the rear mounting plate and position.  A "dry sump" system was called for.  Frank worked out the details of the plumbing.  The end result is an excellent oiling system suitable for a show car! 

   An interesting side note, we wanted a "Moon" timing cover for a bit of nostalgia.  The Moon cover has the necessary hole to allow the cam to drive the oil and fuel pumps and distributor, a "leftover" from the glory years of the '60s when Pontiacs were "in charge".  They had them in stock!  Seems they've sold several in just the last couple of years, having had them "sitting on the shelf for over 20 years..." Looks like we're not the only ones building a high-end Pontiac!  

   During this phase of the build, CVMS was involved very little.  We were in "wait" mode.  Dave's expertise with the fuel system was very important as he had to get the plumbing for that all worked out.  It cannot be emphasized enough, how hard Bob worked with Scott to get to this point. 

   Finally, in the fall of '08, it was ready to fire.  After a couple of minor glitches with the ignition and fuel, it fired right up and it was immediately clear, this thing was for real!   During the entire time the car was being built, the name "Drunken Injun" had been applied.  It seemed appropriate for a big ol' "Injun Engine" on alcohol.  

   Our first venture to the track was November 22, 2008.  The weather was frightful.  42 degrees air temperature, 52 degrees track temperature.  The track officials at Virginia Motorsports Park (where the annual "Pontiacs in the Park" event is held) told us if the track temperature fell 2 more degrees, it would be unsafe to run the car.  We intended to do a short "blast" after a burnout. We would then check all the vitals (oil, lash, plugs, etc.).  If everything still looked "good", we would do an 1/8 mile "pass".  Best laid plans...

   After the initial burnout, Dave staged the car.  He let 'er "rip"!  First pass the car made was a 6.84 @ 202 MPH.  Afterwards, Dave said "It felt so good, I let her "eat"!"   We knew then, this was something special.  The second pass was a 6.71 @ 204.9.  We changed the timing to a little more advance.  The last pass started really well. At about half-track, the tires began to "haze" (overpowered the track due to too much throttle).  The car drifted "hard left". Dave had to lift the throttle to correct.  He "got back in it", and netted the first "record" run of a 6.599 @ 184 MPH.  It was now clear, this car had hit our target!  The MPH was "down" only because of the correction.  The ET eclipsed Jeff Kauffman's  Norwalk run by about .025 seconds.  

   At one point during the planning and procurement phase, we were told by one prominent Pontiac racer "You're not just going to go out there and put down a "new number" the first time out!"   We (Scott, Dave and I) had privately told ourselves we most certainly would.  We did! 

   We let the car "sit" during the most of the winter.  We discussed what we could do and what we needed to learn about the car.  Another test session was planned for early spring.  The engine was disassembled and inspected.  The rod bearings we use are the "soft" babbet bearings from Federal Mogul, specifically designed for the blown/alcohol application.  They were replaced, but no other changes were made.  

   The spring test yielded three more passes.  All were in the mid-to-high 6s (best was a 6.65), but the real news was the MPH. It was up over 209.5, passing Jeff Kauffman's 209.2.  The car was ready to debut.  The body was immediately removed and sent to a local body shop, to have the nose modified to resemble a Firebird, and a repaint to the official team color of a bright red, very nearly orange.  It was then lettered.  It is rather striking!  

   During that time, we also installed new rod bearings and made a minor change to the compression.  We're very happy with the condition of the internal parts, having seen no damage of any kind to this point.  An engine at this level, especially an untried combination, could be notorious regarding parts.  Main bearings show virtually no wear, and cap "walk" is at a minimum. 

   The car was loaded on Frank's carrier and transported to Phoenix, Arizona, for Steve Barcak's  upcoming "Pontiac Heaven XI" event.  This would be the "official" debut of the car in front of fairly large audience, containing just about ONLY Pontiac fans.  The weekend was a complete success, with only one real "negative".  We had a day off when we arrived.  Dave, having not experienced the West until now, wanted to go for a hike in the Superstition Mountains at the North edge of Phoenix.  During the "hike", Bob fell and broke his wrist, rather seriously.  He was to spend the next 48 hours in the hospital.  He had reconstructive surgery Saturday, about the time we were making our first pass in public.  He was released Sunday at noon, and arrived at the track about an hour after we made our last pass.  He missed the whole thing.   The team feels really bad for him, knowing how hard he worked to make it possible.  One can only imagine how HE feels. 

   On a more positive note, the car again performed flawlessly.  With Bob out as "starter", that was left up to me.  My job on the track crew is to "back him" up after the burnout.  Since I could no longer do that, my son Forrest took my position.  Randy Cocchia "filled in" for Randy Martin, the track "chief", who couldn't make the trip from Richmond.  Randy stood behind the car and signaled Forrest, who in turn transferred the signals to Dave in the cockpit.  Frank drove the chase cart.  

   All three passes were within .005 seconds.  The best was a new "record" of 6.596.  Again, the REAL news was the MPH. We were at 213.7!  All three were well over 213.  Clearly, this is the most powerful Pontiac V8 fielded in a race car in over 35 years. We are VERY proud, especially considering the one or two more powerful EVER, used nitro methane as fuel.  Once we pass the 217 MPH mark,  we can lay claim to THE most powerful Pontiac EVER in a race car. It was Arnie Beswick that made 217 in 1971.  While the ET and MPH of Jeff Kauffman's car is clearly competitive, his car is also at least 600-700 lbs. lighter.  This F/C weighs a hefty 2,455 lbs. "race weight", well over the NHRA minimum for the class.  We assume it's the iron engine block that increases the weight more than any other factor.  To date, there are no aluminum Pontiac blocks that can withstand this level of power reliably.  This difference in race weight over the rear-engine dragster, indicates a much higher power output.  Conditions at Speedworld Motorplex in Surprise, Arizona (where the event was held) were less than optimum.  The starting line was okay, but the track itself was too "green" for a total "full power" pass.  60' times and 1/8 mile were "off" by .1 and .15 seconds, respectively, over our previous tests.  The top-end "charge" was what made the difference to maintain the same ETs.  Steve's nitro "nostalgia" front-engined dragster was running great, but he couldn't get any power to stick to the track. 

   After the first pass netted a new "record", we began making subtle changes to see how the car would react to them.  The fuel curve was modified a bit.  Not much there... Driving technique was next.  Some good information from that!  Based on what we've learned now, there will be some more subtle changes.  As we built in "expandability" when we designed the engine, we're only scratching the surface of the potential this car has.   

   It was our intent to take the car to "Super Chevy at VMP, April 25th and 26th.  Unfortunately, mechanical problems with the hauler prevented the car's return in time for this event.  Next on the schedule is the "Little Guy Nationals" at VMP, May 16th.  My good friend, Rick Holladay is being inducted into the "Little Guy Hall of Fame" during this event.  We've been invited to bring the car.  They generally don't allow any car less than 25 years old,  but the Pontiac has been out of production for 30 years, so they "qualified" it on that. They are also excited that the same shop that has supplied Rick with very powerful and reliable engines for the last 10 years is where the engine in Dirty Bird comes from.  

May 20, 2009

   We did indeed attend the Little Guy Nationals May 16th.  Again, the car performed flawlessly.  Again, it set a new "record".  6.52 @ 213.1  But that's not the "big" news!  We FINALLY got in a real race. Dave had been saying he enjoyed this "test pilot thing", but "I wanna get in a dogfight!" He got his wish.  Against another Firebird-bodied A/FC.  But this one had a 528 CID Hemi in it!  We new we were out-gunned, but you still gotta "race the race".  
   Dave's reaction time in the first round was a .010!  And that's on a "pro" tree.  He left the Hemi car flat-footed.  Their 6.40 @ 216 wasn't good enough to run him down.  SO... Pontiac - 1, Hemi - 0. 
   Between rounds, we checked the lash and read a couple plugs. We refueled and hooked up the battery charger. Dave changed one of the "pills" (jet) in the Enderle system.  Then we sat around, drank soda and water, talked a bit and toured the rest of the car show.  The other team changed the blower pulley, the spark plugs, timing and pills.  They weren't about to let it happen again.  
   Round 2, Dave "treed" 'em again!  This time it was .007.  But the Hemi was making more power.  Their 6.33 @ 219 was enough to catch and pass (by about a fender) Dave's 6.55 @ 212.9.  Final score Pontiac - 1, Hemi - 1.  
   All in all, a good "omen", winning the first race ever, and to a Hemi at that!
  
   We've come a long way since that evening meeting in my living room!  Joe commented while at our spring test, he didn't think we'd EVER get it to this point.  He was proud of all of us.  Scott and Dave should get the "lion's share" of the praise, as it was Scott's relentless pursuit and Dave's expertise that have made it all possible.  CVMS is just glad to be here!

   We've since changed the name of the car, as Joe wasn't comfortable with the ethnic implications of the name "Drunken Injun".  It's now known as "Dirty Bird".  This stems from a "handle" Scott used on the 'net in the late '90s when he was racing his '68 Firebird.  A bird by any other name... would still be the quickest/fastest Pontiac-powered vehicle on the planet!  

   We're also pursuing new goals.  It is our intent to develop this engine package (in a bit larger displacement) to be competitive with the big Chevy and Chrysler powerplants at the Top Alcohol level.  Based on what we've learned to date, it IS possible!  We never intended this car strictly to "beat up" on other Pontiacs. We want the Pontiac engine to get the respect it deserves as one of the best V8 race-engine designs.  We still have over 50 CID and a couple of points of compression we can add and still be "legal" and relatively "safe".  We're now in the process of proving the reliability at this level.  Next will be max-power output.  After all, it's not worth much if you can't keep it "together"!  And that's MY job, which I take VERY seriously!   We need about .8 seconds (a MOUNTAIN to climb with cars at this level), but between Dave and I (and the other members of the team, of course, but the "ball" is back in our court), I believe we'll make it!  "They" say it can't be done.  "They" said we couldn't do what we've already done, too... We shall see!

Jim Lehart, President, Central Virginia Motor Sports, Inc.
     

* The term "record" is used only in the context of the internal "battle" among Pontiac V8 builders. It is unofficial (by any sanctioning body) and not recognized outside the Pontiac "world", but is a coveted status within that "world".