World of Wheels 2008 1st Place Winner
Dozens of Awards at various Car Shows
Car Craft Magazine Car
Original WS6 TransAm
49k original mileage, only 7k on LSX454
LSX 454 Built and tuned by LME/LMR in Houston
624 RWHP - 578 FT/LB Torque
NX Twin Stage Nitrous with carbon fiber bottle (capable of 300 HP total)
6 speed gearbox built by former Six Speeds Inc
Custom 6 point roll bar painted gun metal gray with swings
PPG triple black with no orange peel
Rarely raced, street car
LSX Short Deck Block
Room to be bored again if ever necessary
It swings a set of Callies H-beam rods with APR studs and Wiseco 11.8:1 pistons with Childs & Albert rings. The CNC-ported Trick Flow 235cc heads feature 2.08/1.60-inch valves and 68cc chambers
The Cam Motion 253/259 at 0.050 cam is a hydraulic roller and packs 0.643/0.613-inch lift on a nitrous-friendly 114-degree LSA and quickly revs to a computer limited 7,200 rpm on the street. A factory LS2 double-roller timing set synchs it up with the Callies DragonSlayer crank, and Trickflow pushrods, Patriot 921 springs and Comp lifters with Jesel shaft-mount rockers kick the valves. A Melling high volume oil pump is installed down below. A Meziere electric water pump keeps everything cool no matter what the temperature outside.
The ported FAST intake manifold is fed by a 90mm Nick Williams throttle body. A Racetronic fuel pump, SVO 42 lb/hr injectors, and a reprogrammed stock computer manage the fuel and spark. NGK plugs fire the cylinders.
American Racing 1 7/8-inch long-tube headers dump into 3-inch collectors, a custom cross-pipe, and dual Magnaflow mufflers.
The factory automatic was replaced by a Tremec T56 six-speed. Inside the stock bellhousing is a Ram aluminum flywheel and an ACP carbon-fiber twin-disc clutch.
The junk 7.625-inch factory 10-bolt rearend has been upgraded to a Moser 12-bolt with 3.73:1 US gears, 33-spline axles, and a Detroit Truetrac limited-slip differential. A custom steel driveshaft keeps everything spinning.
Helping to shed weight and increase hook are a BMR tubular K-member, front and rear control arms, a Panhard rod, and an adjustable torque arm. Global West subframe connectors and a Hotchkis shock-tower brace stiffen up the chassis. QA1 adjustable shocks at the corners control weight transfer.
Even with a healthy cam, the power brakes still work. The stock calipers are matched up with Baer slotted and cross-drilled rotors front and rear. A McLoud billet adjustable master cylinder is onboard.
The American Racing Torq-Thrust IIs measure 17×9.5 up front and 17×11 in the rear. They’re wrapped in 275/40R17 and 315/35R17 Nittos tires in the front and rear, respectively.
The entire car was stripped and painted in PPG Triple Black.
Except for some Auto Meter gauges on the A-pillar, Pontiac logo stainless steel pedals, a Hurst Pro Shifter, a line-lock button and a custom six-point rollbar, the interior is completely stock. You'll find the nitrous controls in the console glovebox for easy setup. Press the cigarette lighter in and the nitrous system purges through the Ram Air vents on the hood. The original stereo still works, as do the power windows.
Finally, nobody will ever be in the back seats, they're long gone. The floor pans under the rear seats were cut out, lifted nearly 2 inches and re-welded in place. Glued in sound deadening pads encase the rear seat and differential floorboards, then original carpet was reinstalled. This allowed the dual exhaust Magnaflow's to neatly tuck under the chassis, plus it helps quiet down the rear end gears inside the car.
This is a very clean and well mannered street car capable of fast track times. The horsepower and torque curve is brutal and it pulls extremely hard. The LSX 454 has never been out since being installed in 2008, oil changes only.
No low ball offers.