To provide the performance and strength needed for a 10-second-capable turbo V-6 motor, Steven worked with the guys at Harland Sharp to develop the first set of aluminum roller rockers for TTA heads. Trick Flow 7.900-inch chrome-moly pushrods tie in the valvetrain, while a port-matched stock lower intake and Precision Turbo & Engine upper plenum (with an RJC AD Power Plate), evenly supply combustible gases to all six cylinders. For their increase in flow, an Accufab Racing 65mm throttle body, ESP Performance 4-inch inlet pipe, and K&N filter are fore and aft of a Precision PT-70 P-trim turbo. Additionally, a V-2 air-to-air front mount intercooler allows up to 19 psi of boost on pump gas, and 27 psi on 116-octane race fuel with a tune from Turbo Tweak. And while the boost pressure is regulated by an Innovative Turbo ProGate and Multi Stage Boost Controller, the fuel supply is handled by Siemens 83 lbs/hr injectors, an Accufab billet pressure regulator, and an Aeromotive A1000 pump. The mixture is ignited by a set of AC Delco plugs, MSD wires, and GM Type II coils, as post-combustion is swept away via stock TTA manifolds, a Terry Houston 3-inch downpipe, and a 3-inch ATR exhaust with a Dynomax bullet muffler.
An ATI non-lockup 9-inch torque converter with a 3200-stall helps the PT-70 turbo spool up, allowing Steven to easily light the 28x11.5 Hoosier QTP DOT-legal slicks. The weak stock 700R4 has been traded for a stronger and better geared Turbo 400, and he fortified the tranny himself, using Hughes Performance clutches and a transbrake. For safety, a JW flexplate and Jegster driveshaft loop were also installed. The flimsy stock driveshaft has made way for a 3-inch chrome-moly version from The Driveshaft Shop, and the 10-bolt has been swapped for a Moser 12-bolt with 33-spline hardened axles, 3.42 gear, and an Eaton posi. The driveline upgrades, Jegster torque arm, Hotchkis lower control arms and panhard bar, Lakewood 50/50 shocks, and stock springs with airbags are responsible for 1.47 short times. Moroso 250-pound front springs, Lakewood 90/10 struts, and a removed front sway bar also help transfer weight to the rear tires. Given the turbo GTA's multiple 10.50 at 128 mph runs on race gas (11.20 at 119 on pump gas), extra chassis support from South Side Machine subframe connectors and a JEG's 8-point rollbar were required. Still, the small Third Gen chassis keeps weight at only 3,640 pounds, including driver. Lightweight Summit Racing front seats, and a Harwood fiberglass cowl hood, also help slim down this blast from the past. You really couldn't ask for more out of this mild, budget-minded setup. And after all, as Steven puts it, "10.5s on mid-'80s technology ain't bad!"
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The stock computer has been modified with a custom chip from Eric Marshall at Turbo Tweak, but adjustments can be made, as needed, with the help of a MAF Translator. In addition, an AEM wideband O2 has been wired into the stock computer for closed-loop correction, and the injector drivers have been modified for use with low impedance injectors. |  |
The primary motivator for the LC2 is a PTE PT-70 P-trim turbo with a .63 A/R ratio. This streetable hairdryer is optimized by an ATI 3200-stall converter, Terry Houston 3-inch downpipe, and a Charged Air Systems TTA V2 intercooler. |  | 
The driveline is upheld by a home-built TH400, Moser 12-bolt with 3.42 gear, Eaton posi, and a 3-inch chrome-moly driveshaft (The Driveshaft Shop). Stout rotating parts, sticky tires, Lakewood shocks, Jegster torque arm, Hotchkis control arms and panhard bar, and a torquey motor have combined to produced 1.47 short times. |