Well on Jun 25th 2004 unfortunate situations have caused me to sell this car. But the way you see it now is the way I will always remember it. It was my first real stab at building a high horsepower engine.

*Update on Jan 24th the car made 457 RWHP and 433 RWTQ We think there is more in this thing. I know it'll be real strong on the motor, but on the bottle its gonna live up to its name.... "The Beast"

That is my 96 Trans Am. It has a fully built 383, the Creamic SPEC stage three clutch gets all the power to the stock T56 where the power is distrubuted through the stock rear to the 245/50/16 Nitto Dr's Coming out to alittle of over a 457 RWHP.

Finally made it to the track. Not as good as we would have hoped but I found three plug wires that are burnt through and figure they are probably a causing the car to loss some power. Car still went 12.24@118.2. I had already made 5 1/8th mile passes at the local track. It's went 7.82@94.0 in the 1/8th already. So when I get it all worked out look's like 11.90's on the motor is gonna be what we get.

I first purchased the car in Aug of 2001. And I haven't looked back since. Within a few weeks I had already installed a K&N FIPK, a FlowTech cut-out, and got some computer tuning. Which got me from the bone stock times of 14.02@99.6 down to 13.4@105.7. Well, that lasted until the stock water pump gave out and I blew a head gasket on Dec 15th 2001.

Well, when I knew I was gonna have the motor halfway apart.... what better time to upgrade huh? I ordered a electric water pump, CC 305 cam, some CC ProMagnum roller rockers, a Holley twin 58MM TB, some Hooker SuperComp Longtubs, and a set of 30 lb SVO injectors to supply the extra fuel. Had some problems one the dyno and later discovered I had dynoed with 6 cylinders and still put 287 to the rear wheels. After I got the whole "how to properly adjust the valves" thing down My tuner loaded me another CC305 tuning file that he thought would get my car on the right track. And oh did it ever. It out powered the stock clutch, and eventually the stock bottom end 1 year later. The car ran its best 1/4 time two days before I spun 4 rod bearings.

At Gainesville raceway I had to trailer the car there so the clutch would not be hot, and just might hold. I went 12.94@112.3, but I had made several 1/8th mile passes in the 8.2's@88's, that 12.94 pass was a 8.54@87.4 I knew I needed a clutch. I didn't make anymore passes that night however my cousin hopped in for a quick pass and the car's best MPH at 13.01@113 Then two days later on Dec 15th 2002(yes Dec 15 again) the bottom end let go while taking a friend on a joy ride. Car still ran but made some loud noises.

So, I Figure time to go stroker.... And indeed I did. I didn't have the money for it all at once, but one year later it has came together and in the first week I can say it feels very strong.

The heads were sent to be ported&polished by Combination Motorsports in LasVegas, NV as well as the stock intake.

I also bought my Scat stroker kit from them, and cam. I have the SCAT 9000 series cast crank, forged H-beam rods, and SRP forged flat top pistons. The bottom end is held together by splayed 4-bolt main caps, and ARP rod fastners.

I went with the Canton 7 1/2 inch race oil pan, and the Melling HV oil pump to supply all the lube. For the cam we decided since I wasn't gonna stay n/a for too long we went with the XE grind 236/242 and some new Comp R lifters. I also had to upgrade to 36 lb injectors. And well I started it for the first time on Dec 24th 2003. Turned over 3 short times and fired right off. It settled to a 900 rpm Idle and has been getting better ever time I drive it. Plus with the new SPEC stage 3 clutch... Lets just sum that up in a few words.... "nothing, I mean nothing feels better than 400+ ftlb of torque squashing your body imprint into your seat" I'll keep you guys updated when I get the dyno tuning done and some track time.
Thanks for reading!
Nate