In order to achieve the ET goals without the use of a power-adder, the portly TA (3,751 pounds with driver) had to go on a diet. Rather than enlarging the cubic inches via a 6.0L iron block, a fresh LS2 aluminum block was chosen as the basis of the build. The stock bore of 4.00 inches was honed to 4.005 inches, while the 3.622-inch stroke was enlarged to 4.00 and fitted with a Callies DragonSlayer 4340 forged crankshaft. Lunati Pro Billet steel I-beam connecting rods measuring 6.125 push the displacement to 402 ci. Custom-made Diamond Racing pistons featuring a ceramic reflective heat coating on the domes and a Teflon-based friction-reducing skirt coating are wrapped in Diamond Racing plasma-moly rings. In order to evacuate the cylinders in rapid fashion and bump the compression to 11.62:1, the Stage II GTP heads were sent back to Gallant to receive a Stage III makeover. After enlarging the combustion chambers to match the 4.00-inch bore and extensive porting, the heads were outfitted with oversized Ferrea Racing stainless valves measuring 2.08 and 1.57 inches, respectively, allowing the heads to flow over 315 cfm at .600 lift on the intake, 217 cfm on the exhaust. After a fresh set of guides and machine work to convert to COMP Cams 921 double springs, Thunder Racing's 7.3750-inch hardened chrome-moly pushrods work in conjunction with new COMP hydraulic roller lifters and the stock GM 1.7 rocker arms to swing a nasty custom Thunder T-Rex variant cam (253/260 at .050 duration, .661/.664 lift on a 112 LSA). A Melling high-volume oil pump was ported and, in conjunction with the stock F-body oil pan, flows clean 5W-30 synthetic oil to the engine.
The stock fuel pump was replaced by an in-tank Racetronix kit in order to provide adequate fuel for the hungry cylinders, while a larger set of Ford SVO 30-pound fuel injectors was utilized. A Suncoast Creations-based LT1-style Ram Air airbox pulls cold air through a K&N air filter into a TPIS 90mm throttle body and then a FAST 90mm intake. An SLP 160-degree thermostat and Meziere electric water pump work with the stock radiator to keep the motor cool in the Bayou, while an ASP underdrive crank pulley frees up additional power. Stock coils send juice via Taylor's 8mm SpiroPro wire to a set of NGK TR-6 plugs. To provide the necessary exhaust flow and mean-spirited exhaust sounds, a racing setup was fabricated featuring Hooker ceramic-coated 1.75-inch long-tube headers that dump to a set of Dynomax Bullet mufflers. After tuning by Geoff, the engine put down 472 rear-wheel horsepower on Thunder's Dynojet 248 chassis dyno.
With an engine putting out more than 550 crankshaft horsepower, attention turned to lightening the car and preparing the drivetrain and chassis for the brutal launches that would ensue. Madman and Thunder went to work removing the A/C and HVAC systems and bolting a Burkhart Chassis (formerly Billingsley Racing) HVAC plate to the firewall. Inside the cabin, the air bags were removed, along with the factory stereo, and a set of Kirkey aluminum racing seats replaced the leather articulating buckets. On the body, the front and rear bumper supports were removed, and minor trimming of the ground effects around the rear wheelwells allowed fat drag slicks. To further lighten the front end, a BMR K-member and upper and lower control arms were sourced, and the power steering rack was converted to a Madman manual rack. QA1 coilovers and shocks round out the front end, but not without a set of Madman front-end travel limiters first. Out back, all that remains of the suspension setup are the weld-in subframe connectors and Spohn Performance torque arm. Madman supplied the chrome-moly lower Outlaw control arms and panhard bar, which all feature double-adjustable aircraft-grade rod ends. A used Wolfe Racecraft rear sway bar was welded in and combined with a Madman wheelie bar to modulate the upward rise of the car. Afco 150-psi rate coilover springs reside out back, modulated by QA1 single-adjustable shock absorbers that received custom valving from Hal Lees Express Shock Services. After all of the changes, the car weighed in on Madman's scales at a much trimmer 3,255 pounds with driver.
Dual Kirkey racing seats now reside in place of the optional articulating leather bucket seats. A Grant steering wheel guides the 'Bird, while an Autometer LED shift light and Sport-Comp playback tachometer monitor and report engine revs. Although the radio was deleted, the power door locks and windows are still fully functional. The full manual valvebody Turbo 400 is automatically shifted via a B&M Pro Ratchet with a Biondo electric shift solenoid. | 
A Wolfe Racecraft five-point weld-in rollcage offers an extra measure of safety, while Simpson harnesses secure the driver during high-altitude launches. Future plans include a full custom rollcage to meet 9-second sanctioning requirements, and additional Madman suspension tweaks to whittle the 60-foot time into the one-teens. | 
Confusion often ensues the first time onlookers catch a glance at the dual-delay and crossover boxes mounted in the interior. "The blue single-delay box is an old Digital Delay unit used for optimizing the consistency of engine revs during launches," says Tim. "For bracket racing purposes, a Dedenbear crossover box is utilized to delay and launch off of the top yellow bulb-and to program in my opponents' dial-in. Bracket racing in competitive electronics classes takes a consistent car, and luckily, the TA usually runs within .001 to .002 of its dial, after establishing a single baseline pass." |