Andrew Borodin has always been into Pro Touring cars, even before they acquired the name, and when this GTO came along in April of 1986, he knew the Pontiac would be a perfect candidate for conversion. Work began in earnest in 1998 and took until October of 2002 before the car was completed. As with most Pro Touring approaches, Andrew wanted a car that he could drive comfortably over long distances yet still attract attention when he dropped the hammer. The RSE win certainly underscores the fact that he achieved his goal.
Andrew decided that a crate engine would shortcut the rebuilding process, so he contacted GM Performance Parts and made a deal for a 502ci big-block Chevy short-block. With this as his foundation, he added a hydraulic roller Lunati cam and a pair of Holley rectangle port aluminum heads all fed by a complete Holley EFI system controlled by the Commander 950 system. Even with the engine's conservative 8.75:1 compression, this thumper still manages to crank out over 500 rear-wheel horsepower on the chassis dyno.
The down-in-the-weeds stance of many show-only cars is usually a giveaway that the owner is more into appearance than performance. The GTO assumes a slightly taller stance both for tire clearance and proper suspension performance.
But there's more to road-going success than just power. Andrew also wanted his machine to cruise comfortably, so he bolted in a complete Centerforce Dual Friction clutch assembly covered with a Lakewood scattershield and then backed with a
Richmond six-speed overdrive transmission. he also retained the 12-bolt, fitting it with Strange axles and a set of 3.73 gears along with an Eaton limited-slip.
Since Andrew's approach is more than just blasting in a straight line, he decided those tight, twisty turns deserved serious attention as well. For this, he called upon Global West Suspension for a set of tubular upper control arms, QA1 adjustable shocks, and Bell Tech spindles along with an AGR fast-ratio steering box connected to a Flaming River steering column. The rear suspension is also Global West and QA-1 equipped.
Once Andrew had completed the chassis and drivetrain, it was time to turn his attention to the interior. Most guys would just restore what they had, but this is where he again raised the bar with a serious approach to reducing the sound level inside the car. The GTO is a rolling testbed for sound-attenuation techniques using sound-deadener material from Cascade Audio under the carpet, inside the trunk, and in the doors.
That's a GM Performance Parts 502ci Rat motor between the wheelwells with a set of Holley rectangle-port aluminum heads and a complete Holley Commander 950 EFI package using a 1,000-cfm throttle body. On the exhaust side is a set of Hooker headers, a Torque Tech 3-inch exhaust and a Dr. Gas Y-pipe.
Along with all that, he also added a Detroit Speed and Engineering instrument panel, Auto Meter Ultra-Lite gauges, and a complete Boston Acoustic, Xtant, and iPod sound system that can supply great tunes you can easily enjoy with the windows up at highway speeds with the Vintage Air system that Andrew thoughtfully added. This is in addition to the black leather Corbeau seats and recovered rear seats performed by Addison Auto Interior in Addison, Illinois. he brought this same attention to detail to the exterior as well. Brian Vonbargen performed the bodywork and paint, applying the Viper Red paint over painfully straight body panels.
The Real Street Eliminator event was not this GTO's first event, either. Andrew attended last year's Bristol Bash and also put the goat through its paces at Road America's expansive road course that can quickly point out any deficiencies in power, handling, or braking. This merely reinforces the concept that this is not a garage queen. He built this GTO to perform as well as it looks, a goal that he has clearly attained. So if you see some guy with a goatee wearing a jacket with a large Real Street Eliminator emblem on the back and a winner's grin, that would be Andrew.