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__________________ my car thats never done
"I'd rather be judged by 12 than carried by 6"
First Place Camaro Modified Thirdgenfest '05, Second Place Camaro Modified Thirdgenfest '06, Best Modified Camaro Thirdgenfest '07 , Second Place Camaro Modified Thirdgenfest '08
MFBA March 2008 Featured Calendar Vehicle
Not sure that it would be all that usefull, notice that they don't show the TT engine in the engine bay. I don't think that it would fit. Even a small block wouldn't fit with the turbos positioned like that unless you do something completely different for brakes.
I've heard the word "doorslammer" used in context wayyy to many times, I would like to know your definition of it because I always thought a "doorslammer" couldnt run those kind of times.
doorslammer- a race car that has doors that open like a normal street car.
His brakes... look at the rest of the pics, he's running an aftermarket brake pedal which I'm betting has twin pistons mounted at the pivot, inside the dash. I'm also betting that this is at least partially facilitated by that aftermarket guages and the guage pannel that mounts them probably close to 2" higher up...
Looking through my logs I noticed you guys have been loyal visitors til my page lately so I thought I'd pay a visit.
I wrote an article on this car for a local car magazine this summer and yes, it's a door slammer that gets used every day. However that's not the full story, as it has a complete tube frame built in so that all susp mounts, engine mounts and such go into the tube frame. Makes for a pretty heavy car (1835kg drag ready with driver) but stock appearance is essential in car-hating Norway unfortiunately.
The owner, Paal Arvid Blytt, has built this car for a dead serious attack on the Silver State Classic in the unlimited class. He ran a rented Viper at an average of 159mph at the event back in 2000 in case you wondered if he's for real. He is very serious. Not only that, but he's spent the time and money to make a car that works and is really beginning to produce results at drag strips and race tracks here in Scandinavia.
Besides kicking very expensive and high profile *** at the drags, it's the ability to do the same at race-tracks that has really gotten attention over here. Everyone knows an amcar with a bigblock cant turn a corner, right? Well try to explain that to the barely street legal high profile racers that had a mirror full of T/A at "Gatebil" street legal track races this summer AWD turbo power isn't much help when you're not going any faster in the corners and arriving at the straights with a disadvantage of 300 or 400 hp... not surprisingly, the faster high profile cars refused to race.
I'll put up a spec sheet below. Since the shots were taken, he's added an Autronic SM2 ecu and a second staged NOS system jetted for apx 250hp. When run in conjunction with SM2 and traction control, one button controls both systems while SM2 controls one/two stage actuation. Neat
Ok, what you all want to know - yes the turbos do fit as everything was built with the engine in the car - and they are going into the car but Polly has decided that using the steel Brodix-head bigblock is off since he can develop suficcient power in the Donovan alu block and save a lot of weight. So lower comp pistons are going into that engine and turbos too. Turbos will be electronic wastegate controlled by SM2 so that the boost can be tailored to available traction - the existing solution was simply too brutal as there was wheelspin pretty much all the time. polly has calculated he needs about 1000 reliable hp in order to get the performance he needs in Nevada.
I've had a test ride - kindly declined a test drive as I'm used to about 1/10th of the power - but the car is so competently set up that even though the engine roars like thunder and the speedo indicated speeds in the several-years-in-prison range (welcome to Norway...) the cars doesn't feel "out-of-control" fast like a turbo fwd car does. It just feels like a rediculously fast car held back by other traffic - 120mph feels like an ambling run for groceries and even at full power theres no twitchiness or instability. Tho the Polly did admit that the nose gets light above 300km/h (190mph) so while the car pulled briskly he had to back off at 330.
Perhaps for you draggers out there this isnt that much out of the ordinary, but me I'm used to fast cars beling defined as an M3 or a chipped Audi S4... and in comparison it's mind alteringly fast!
Ok sorry for alle the text, it's hard not to get worked up a project like this in Norway where government is pretty much trying to snuff out anything that's noisy or fun.
Heres a spec sheet written in cooperation with the owner:
1986 Ponitac Trans Am, GTA aero package
Owner: Pål Arvid Blytt, Bergen, Norge.
Engine: 540” Donovan aluminum block with Scott Shafiroff ported Dart heads and matched Dart intake. 4.50” bore 4.25” stroke. Cailles billett crank, Oliver rods, JE pistons 10.78 compression. Competition Cams 250 deg rollercam at .650” lift with Jesel 1:1.7 roller rockesr. Autronic SM2 fuel injection with MSD ignition. NOS Fogger two stage kit (150hp + 250hp). Moroso dry sump lubrication with external reservior. Hand built exhaust system with backpressure operated muffler bypass for silent cruising yet thunderous races.
Transmission: Precision Industries converter, 4500 stallspeed. 4L80 prepared by Ole Ringstad. Manual shifter. 0.75:1 4th gear and 3.00:1 rear end for a teoretical top end of more than 400km/h!
Susp front: Art Morrison forged, all bushings replaced with uniballs. Adjustable Koni coilovers. 36mm Herb Adams stabilizer. (Racing Selholm coilovers being developed)
Susp rear: 3.00:1 9” Ford with Mosler shafts. Lightened aluminum center with Detriot Locker diff. Custom adjustable three-link rear end, all uniballs. Adjustable Koni coilovers. (Racing Selholm coilovers being developed)
Bremser: Front Audi RS4 360mm floating discs and four piston Baer calipers, rear 12.5” Wilwood vented discs and four piston calipers.
Tires: Front 245/40/20 Michelin Pilot Sport, rear 285/35/20 Pirelli Pzero. M/T ET Street 820/11,5/15 for drag.
Rims: BBS RC 9x20” og 10x20”.
paint: Original and well broken in.
Interior: MOMO Corse FIA approved racing buckets, Autometer instruments, Simms fourpoints - and a 20 lbs NOS bottle!
ICE: Pioneer CD-player and speakers up front, 783kW all aluminum subwoofer..!
Weight: 1835kg (4110 lbs). Distribution 50/50% when fuel cell is half full.
Performance: DIN 780hk/6800 and 940 Nm (695 lb/ft) /5000 in engine dyno. Power on NOS calculated by Precision Industries at 1065hk (that's what it would take to slip their converter to redline)
¼ mile 10.06 sek/228,8 km/h (142 mph) at Gardemoen - 10,41s/221 km/h (137 mph) on Pirelli PZeros at Mantorp. 1/8 mile 6.501 sek/180 km/h at Gardemoen. SM2 logs reveal 0-100 km/h (0-62 mph) in 3.5 sek street tires on street, 2.8 sek street tires at Mantorp and 2.5 sek DOT radials at Gardemoen raceway. Top speed power restricted at ~ 350 km/h, fastest driven is 330 (205mph) and climbing.
hope you can understand my english, technical terms are a bit hard for a Norwegian. No Speedvision here!
Espen: Good to have you here, please give us more info about how the car is running, times, dynos and so on. Are "Polly" going to race in sweden this year( have to see it!)
/N.
__________________ GTA -89:415cui 749ECM+$59code+ p/h injectors+Procharger F1
, Second Place Camaro Modified Thirdgenfest '08
- but the car is so competently set up that even though the engine roars like thunder and the speedo indicated speeds in the several-years-in-prison range (welcome to Norway...) the cars doesn't feel "out-of-control" fast like a turbo fwd car does. It just feels like a rediculously fast car held back by other traffic - 120mph feels like an ambling run for groceries and even at full power theres no twitchiness or instability. Tho the Polly did admit that the nose gets light above 300km/h (190mph) so while the car pulled briskly he had to back off at 330. 
WWW.OUTLAWPERFORMANCE.COM
I'm not knocking it at all. 
