2000 Pontiac Firebird Formula

The Firebird Formula has always been a dare-to-be-different Pontiac. New for '701/2, it enjoyed success through three generations of Firebirds as a no-frills, yet powerful street fighter without the flamboyance and price tag of a Trans Am.

Thirty years later, the Fourth-Generation Formula, powered by the venerable LS1, was still doing its name justice. While the style may have been dramatically different than those of the past, the mission was the same-Trans Am performance without all the flash, an excellent "formula" for racing.

Joe Williams, a 45-year-old parts manager at Al Packer Ford in West Palm Beach, Florida, was always a fan of the Formula. "I love the looks and think it's a very sexy car. Even without doing anything to it, the Formula looks fast," he says.

The Find
As luck would have it, an '00 Navy Blue Metallic model surfaced at his dealership in December 2006. He didn't miss a beat when an older gentleman traded the car in.

"He had recently suffered a knee injury and was having trouble getting in and out of the low-slung Formula," Joe says. For a cool five grand, he became the owner of the 51,000-mile Pontiac.

The Upgrades Ensue
Knowing the potential of the LS-based engines and the Fourth-Gen platform, he began modifying it from day one. First on the list was the 4L60E transmission, which wasn't holding up to track abuse. A Turbo 350 with an FTI 5,200-stall converter mated to a TCI flexplate was installed. It's shifted by a B&M Pro Stick shifter and cooled by a B&M cooler.

After the transmission, a proper set of rims and tires were installed. The wheels are 15x3 and 15x10 Weld Drag Lites. The rear calipers are clearanced to fit the Welds, which wear 275/60R15 Mickey Thompson ET Street Radials.

The Suspension And Rear
With the help of his friend and fellow Formula owner, Steve Scott, the front springs were replaced with QA1 300-pound drag springs and the rears were swapped for BMR lowering springs. Adjustable shocks were added to all corners, with QA1 10-ways up front and Strange double-adjustables out back. The front sway bar was removed to reduce front-end weight and allow more free motion.

For the rear, a BMR Extreme sway bar reduces bodyroll on launch and works well with the company's lower control arms. The final suspension piece added is a Jeg's Jegster short torque arm, which mounts to the tunnel as opposed to the transmission tailshaft. Finally, the weak 7.5-inch 10-bolt rear was replaced with a Moser Ford 9-inch featuring a TrueTrac posi, 3.89 gears, and 33-spline axles.

The Engine
After the chassis work was completed, he began to track the car heavily. "I was spraying a 100-shot on the stock LS1 and lifted a ringland." Joe took this opportunity to replace the internals and freshen up the block, and opted for a Lunati forged stroker rotating assembly. "With the fresh bottom end, I was pushing the nitrous to a 250 wet shot and went 10.19 at 137 mph. After a while, the fuel solenoid stuck open and flooded the motor with fuel. This time the engine was beyond repair; the block was scored so bad it couldn't be saved," he recounts.

At this time, the new LS3 had just been released and there was a lot of talk about its potential. An LS7 wasn't an option because of the cost-to-build, and a GM Performance Parts LSX block was out of his budget. The LS3 seemed like the natural alternative, as it's commonly referred to as the "baby LS7."

Total Engine Concepts, a reputable LS engine builder in south Florida, assembled the motor. The 6.2L engine was given a 4-inch stroke Lunati crank, bringing the displacement to 416 ci. Connected to it are forged JE pistons and forged Eagle rods. "The bottom end should hold a 400-shot of nitrous now," Joe claims.