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 i
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
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.
The interior is new-car quiet using a Detroit Speed & Engineering instrument panel with Au
Car Craft Q&A
Car Craft: When we went on the ride and drive, the entire staff was impressed with how quiet your car is at speed.
Andrew Borodin: I spent a lot of time adding sound-deadener to the floors, the trunk, and inside the doors to make this car quiet enough that you don't have to yell to be heard over the engine.
CC: We really didn't think you had much of a chance to win RSE after you broke the rearend on Saturday, but you never gave up.
AB: I want to say how humbled I am by the efforts of others who helped me. The irony of the situation was not clear until the very end, when the very people who helped me, Jerry and Erik, got Second Place. If they had not helped me, they would have won the event. It certainly speaks volumes about their character.
Andrew built a smart quick-access door to the top of the fuel tank that incorporates all t
CC: Anything else you'd like to add?
AB: Only that everyone deserves to be recognized for having the balls to beat the hell out of their car. I had a total blast. I remember reading the Real Street Eliminator stories back in the '80s when I was in high school. I always dreamed of competing. Thanks again.
Car: '70 Pontiac GTO
Owner: Andrew Borodin
Engine: GM Performance Parts 502ci short block, 4.446x4.00-inch bore and stroke, iron 4-bolt main block, 1053 steel forged crank, 4340 steel rods with 7/16-inch bolts, and forged 8.75:1 pistons, Hooker headers, Torque Tech 3-inch exhaust, and a Dr. Gas Y-pipe
Heads: Holley aluminum rectangle port heads, 310cc intake ports, and 2.25-/1.88-inch stainless steel valves
Induction: Holley Commander 950 multi-point fuel injection package with single-plane intake, 1,000-cfm throttle body, and Commander 950 EFI controller, and Innovate Engineering LM1 wide-band oxygen sensor
Camshaft: Lunati hydraulic roller with 230/240 degrees @ 0.050-inch tappet lift and 0.550/0.575-inch lift, 110-degree lobe separation angle
Rearend: GM 12-bolt with 3.73 gears, Strange axles
Transmission: Richmond six-speed, Lakewood scattershield, Centerforce Dual Friction 11-inch clutch, GM nodular iron flywheel, Suburban Drivetrain driveshaft
Front suspension: Bell Tech spindles, Hotchkis 1 ¼-inch sway bar, AGR 12:1 steering box, Carrera 550-lb/in springs, QA1 adjustable shocks, Global West tubular upper control arms, Del-A-Lum bushings
Rear suspension: QA1 adjustable shocks, Global West lower control arms, stock upper control arms, H.O. Racing 140-lb/in springs
Brakes: Coleman rotors and Wilwood six-piston calipers, front; C4 Corvette rotors and calipers, rear
Wheels and tires: Kinesis 18x8-inch with Nitto 555 255/45ZR18 tires front, Kinesis 18x10.5 with Nitto 555 295/45ZR18 tires rear. Mickey Thompson E.T. Street 26x10.5 tires for dragstrip
Interior: Corbeau seats and harnesses, Flaming River steering column, Detroit Speed instrument panel, Auto Meter Ultra-Lite tach and gauges, Momo steering wheel, Centech wiring, Boston Acoustic, Xtant, Diamond, and iPod sound system
Body: Bodywork and paint by Brian Vonbargen of Windsor, Colorado, added shaker scoop to steel hood, Dodge Viper Red
Weight: 3,933 pounds without driver
Performance: 12.05 at 117 mph best quarter-mile,155 mph (estimated) 512 rear-wheel hp at 5,700 rpm, 520 rear-wheel torque at 4,200 rpm