1994 Pontiac Trans Am Spark Plug & Battery Upgrade - Back On Track

The ZEX Power Tune plugs (PN 82070-8), originally installed with the headers, had less than a few thousand miles on them-but I had a feeling that amidst our ignition issues they had become fouled. My hypothesis was confirmed when Junior Perez at Ron's Custom Auto pulled them and the ground straps were carbon-encrusted and reeked of gas.

One possibility I considered when troubleshooting our ignition issues is that the high-powered LTCC ignition system was still using a single wire from the LT1's wiring harness to power eight high-output MSD coils, which may be quite insufficient. We plan to test this idea at a later date; however, in the meantime, this Optima Red Top battery should help provide a higher, more consistent voltage under load. In addition, its extended life and ultra-reliable cranking in even the harshest of conditions makes it a wise investment for any daily driver.

The worn-out factory valvesprings and timing chain had to go. After consulting with LT1 engine builder Chad Golen at Golen Engine Service, we opted for COMP Cams' double valvesprings (PN 987-16), 1.437 Steel Retainers (PN 740-16), 11/32 Super Locks (PN 613-16), and Spring Seats (PN 4770-16)....

...This combo has been used on many of Golen's LT1 builds, and the springs are perfect for modestly sized cams. Hopefully they will work well with the Formula's stock cam. Golen even sent over some high-quality Viton valve seals. A stock-style single-roller timing chain (PN 3206) and stock length hardened pushrods (PN 7940) were acquired for added insurance.

To check the install height on the springs, COMP Cams sent a 1.600- to 2.200-inch Spring Mic (PN 4929), and also a set of shims (PN 4753). For these particular springs the install height is 1.800-inches, and if the springs prove too short the shims will get us the rest of the way there.

Perez happily removed the valve covers and rocker arms before going to work on removing the stock valvesprings. After they are compressed by hand, the locks are pulled out with a magnet. To keep the valve from dropping, the spark plug is removed (from the cylinder he is working on), and compressed air is pumped into the combustion chamber.

The stock valve seals and spring seats are pulled off the valves with needle-nose pliers.

The spring seats are slipped onto the heads and the mic is used to measure the install height. With the retainer and locks in place, the mic screws all the way up until the locks prevent it from going any further (just like the spring would). As it turns out, with the thicker seats, the install height is a bit too short for the springs, and since the shims can only move the install height in the opposite direction, we had no choice but to install the springs as-is, with no shims.

Perez used a hand compressor on the double valvesprings to install them with the new retainers and locks.