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Please keep in mind we are in Mooresville, North Carolina which is in the Eastern Time Zone.
Contact Michael at 704-663-0432 or email@example.com.
Please note that all sales are binding and final. Our cars are sold as is with no warranty.
541 Cubic inch Pontiac
JPT Turbo 400
6350 RPM Stall Converter 8 Inch
Wenzler II Cylinder Heads
T & D Rocker
Crower Ultra Light Crank Shaft 4.5
Diamond Pistons 15:1 Coated Sides and Top
Titan Oil Pump
Jeff Johnston Oil Pan 7qt.
Smith Brothers Push Rods (3/8)
Camshaft Billgod Bolt Comp Cam, Crower Tall Lifters, 777 Intake Lift, 744 Exhaust Lift, 316 Intake Duration, 332 Exhaust Duration, Comp Valve Springs
Wenzler Guts Ram Intake 2 AFB 750 Carburetors
Moroso Evac Pump
2 1/8 Step Headers
MSD All electronics and Crank Trigger
BOP Belt Drive
Electric Water Pump
Fab 9 Chrome Molly Sheet Metal Rear End 456 Gear Mark Williams Center Section Light Weight Spool
Mark Williams Light Weight Gun Drilled 40 Spline Axles
Wilwood Disc Brakes
Koni Coil Over Rear Shocks Duel Adjustment
Rear Pro Stock 4 Link
MPR Race Cars Installed
Aluminum Drive Shaft Light Weight Mark Williams
Carbon fiber Doors and Hood
Fiberglass Fenders, Fiberglass Deck Lid, Fiberglass Chrome Bumpers
Front Trick Springs, Adjustable Shocks
Car Weight: 2850 (with no driver)
History from Owner
I purchased the car from Harry Reinhold. Harry worked in upper management for General Motors. He had an extensive collection of Pontiacs and he was interested in racing with the National Muscle Car Association in Pro Nostalgia Class. I heard about this vehicle through National Dragster Magazine. Harry had the Grand Prix built for the Pro Nostalgia Class by Mike Pustalny from MPR Race Cars in Michigan.
No expense had been spared in any aspect of the build and design of the car. At the time it was built it was all cutting-edge technology that has now become more commonplace. For example, carbon fiber hood and scoop, carbon fiber doors and fiberglass chrome plated bumpers. The Grand Prix was originally Jericho 4-Speed and Harry converted it to a JPT turbo-400 for more consistency and reliability due to breakage with transmissions and clutches secondary to such high horse power. Once the turbo 400 was installed, Harry and his team won the 1999 NMCA Pro Nostalgia division. This win was a victory over the Mancinis of Detroit and their stable of Chrysler, Paul Adams from West Virginia with his big Ford, and Jim Sellers from Maryland with his 409 Bubble Top "Old Reliable".
At the time I purchased the car, I didn't buy it with a world-class engine, but a "starter" engine. On my first time out in the car I ran 9.76 seconds at 138 MPH with a 1.34 60 feet on the first pass. I dialed the car in with this engine, then decided to purchase the championship engine that was original to this car. First pass with the high wining engine, the car went 9.34 at 144 MPH, 1.26 60 foot. I ran this engine and broke it at Indianapolis because of the stock block. NMCA dissolved and I decided to change direction with the car.
I contacted Danny Bruce in Georgia who helped me devise a new engine combination of 541 cubic inch, less RPM (7500 vs. the old 8600 RPM), and 457 gear vs. the old 567. The intent was to provide less engine and vehicle stress. Al Moody of Nickajack Georgia dyno'ed and tuned the entire combination, made 891hp at 6900 RPM, 750 foot-pounds of torque at 5900 RPM. Following this renovation I took the car to Norwalk, OH where it ran 932, 143 MPH, 1.32 60 foot, shifting at 7000 RPM; that was just to get the engine dialed in. this pass was utilizing the foot brake, not the tranny brake; that's how the car was designed to run. The car developed a miss the engine and I later discovered the crank trigger had two broken wires causing it. I replaced all the ignition components; box, coil, wires, everything.
I spoke with Mr. Moody about the conditions of the day, and he remarked that the car is a high 8 second to low
9 second car, now that it's all dialed in. The car has 4 passes on it at this time. Every component is brand new.
I had some exciting ideas after speaking with Mr. Moody if I were to keep the vehicle. Changes we would make going forward would be a 4.88 gear to put it on the high side of the power, more lift and cam shaft on the exhaust side, increase the plenum box of the manifold, change to an aluminum block (140# weight savings) change all wheel bearings to ceramic and test with larger carburetors. However, I have changed my focus on other areas, so the canvas is available to the next owner.