The heads were fitted with Manley stainless-steel valves (2.150-inch intakes, 1.160-inch exhaust). Because of high EGT temps that can be generated at high boost levels, Beryllium-copper seats were installed as an added safety factor. Comp Cam springs were installed at 230 lb seat pressure using hardened titanium keepers and retainers. Finally T&D 1.65:1 roller rockers and lifters take cues from a Comp Cams solid billet, turbo grind roller cam.

On the fuel side 83 lb/hr Siemens injectors, an adjustable pressure regulator and Red Armstrong Quad Air dual intake fuel pumps supply enough go-juice to support 1,000 horsepower. A FAST batch-fire system takes care of fuel management.

Since pump gas is used, an SMC dual-nozzle alcohol-injection system was added to yield the equivalent of 100-octane in the heat of battle. Lou is a big fan of alcohol injection and has installed many similar systems on Grand Nationals with great results. Also part of the detonation police is a Precision Turbo Engineering suitcase-sized front mount intercooler and three-inch plumbing.

Rick Head of Innovative Turbo built a hybrid T-74 dual ball-bearing unit, which is bolted to a set of 1-7/8-inch custom headers. Lou fabricated a 3.5-inch downpipe, which leads to a 2.5-inch Hooker cat-back exhaust. Street boost is set to 20 psi. To keep the spark plugs firing an MSD DIS 4 ignition and 10 mm wires allowed the use of the stock crank trigger, coil pack and BHJ SFI balancer.

Another challenge was the gearbox; an original 200R4 with all the best upgrades expired after the third test drive. Word was out that Chris Kokkinos of CK Performance in Long Island, N.Y., was developing a Ford AOD conversion grafted onto a GM bell housing with a 3,400-rpm Pro Torque stall converter consisting of a GM Front section that bolts to the BHJ SFI flywheel and the rear portion is Ford.

In this configuration the trans brake button is also used to engage reverse while another switch activates fourth gear overdrive. The cross frame, driveshaft, shift linkage and center console required modification. A Turbo Action gated shifter is used to operate the manual valve body, which allows 7000 rpm shifts (stratospherically high for a Buick).

The next driveline refinement saw the stock rear end being swapped out for a Currie Enterprises Ford 9-inch unit filled with a 3.70 ratio, a Detroit locker and 35-spline billet axles.

Stopping power consists of tasty 12-inch Baer disc brakes up front and 11-inch F-150 truck rear brakes modified to fit the Regal. Rolling stock is an odd combination of Weld Draglites; 5-inch front wheels and 10-inch rear wheels. The 15x10 rears are shod with 11x28 M/T Drag Radials that are supremely challenged to keep the Regal planted.

Lou has built this same engine combination before and it dyno'd at 720 whp which should be enough. "This should be it," says Lou. "At least I shouldn't be seeing John for a solid 18 months this time."

1516 E. Francis St.
CA  91761
Innovative Turbo Systems
Dept. THP,
Santa Ana
CA  92707
JE Pistons
BPE Racing Heads
702 Dunn Wy.
CA  92870
Manley Performance Products
Competition Cams
Mickey Thompson Tires
4670 Allen Road Stow
OH  44224
Cunningham Rods MSD, Autotronic Controls
1490 Henry Brennan Dr.
El Paso
TX  79936
Currie Enterprises
Precision Turbo & Engine
616A S. Main Street Dept MMFF
P.O. Box 425
IN  46341-0425
FAST (Fuel Air Spark Technology)
Quad Air
Hooker Headers Weld Wheel Industries
6600 Stadium Dr.
Kansas City
MO  64129