Originally written by Rocky Rotella for the September, 2016 issue of Hemmings Muscle Machines. It can be viewed online at Boosted Blackbird.
The 1970s was a decade unlike any before it, and quite possibly since. Horsepower ratings had never been higher at the start, but within a matter of five years, the socioeconomic climate had brought the performance-car market to its knees. Times were so bleak that Ford reintroduced its Mustang as a compact. Buick dropped its Gran Sport. Oldsmobile's 4-4-2 had been relegated to little more than a graphics and handling package. Even Chevrolet's Z28 went away for '75 and '76.
Pontiac, however, forged onward. As the '70s unfolded, the Trans Am volume increased each year from 1972, and it overtook the GTO as the division's performance flagship. Jim Carter, a 49-year-old funeral director from Lee's Summit, Missouri, was old enough to watch the Trans Am evolve into an icon of late-'70s Americana. "I loved the Firebird," he says. "It was the car to have back then, and my first car, at 16 years old, was a '73 Formula. Since then, I've owned four '79 Trans Ams and a dozen Corvettes."
During Jim's youth he learned about a tuner version of Pontiac's Trans Am known as the "Macho T/A" created by DKM. "Hot Rod magazine did a story on a Macho T/A when it was new," he recalls. "I remember thinking that it was a very cool car. I mean, the Trans Am was neat, but the Macho package took performance a step further. It was one of the cars on my list I thought about owning someday. I had made offers on two over the years, but didn't purchase either."
Mecham Pontiac was located in the Glendale, Arizona, area. Dennis and Kyle were the sons of dealership owner, Evan Mecham, and Dennis had modified his black 1976 Trans Am for added punch. "It had a 455 and a four-speed. I opened the hood scoop and modified the carburetor, distributor and exhaust to increase output. It ran very well. When my dad drove it and said, 'I wish I had a car like that to sell to my customers,' I began thinking about a Trans Am performance package that we could offer through the dealership," Dennis explains.
The Mecham brothers created DKM, Inc. (for Dennis and Kyle Mecham) and began modifying new '77 Trans Ams in the dealership's service bay on nights and weekends. "We applied what worked so well on the 455 in my Trans Am to the T/A 6.6 for 1977, modifying the carburetor and distributor, and installing Hooker headers, a crossover pipe and twin catalytic converters. It added 50 hp or more while remaining emissions compliant. We also modified the suspension to improve handling."
As the package evolved, Dennis and Kyle were having difficulty deciding upon an appropriate name for the hot-running result. "We simply couldn't come up with anything that fit. If for nothing else than out of frustration, I said 'Call it the Macho T/A.' It was a popular word at the time that meant 'cool and masculine' and it seemed to work well with 'Trans Am.' We decided to give that a try to generate recognition. We then created a graphics package and numbered each car to build lasting value and create exclusivity," says Dennis.
DKM churned out more than two dozen Macho T/As during the 1977 model year. "We would build a car and place it on the showroom floor," Dennis recalls. "The fact that it would sell in a day or two told us that people wanted performance. We only built 27 because of time and space limitations. The program was, however, profitable enough that we moved production to an offsite facility with a fully equipped garage staffed with mechanics. We figured we could build about 200 for 1978."
Transforming a standard Trans Am into a Macho T/A added about $3,000 to the overall price of the vehicle. For that amount, DKM realigned the front suspension, modified the front coil springs and installed Koni shocks at all four corners. The enhancements improved handling and gave the Macho T/A a slight rake to reduce aerodynamic drag. In addition to the exterior accents, each Macho T/A was numbered externally, also receiving a console-mounted plaque engraved with its sequential build number.
DKM had established a relationship with H-O Racing Specialties, a popular West Coast performance retailer that specialized in Pontiac V-8s, and Dennis had been purchasing its carburetor and distributor kits for his Macho T/A program. "The late-1970s Trans Ams were great cars but lacked the power of the earlier Firebirds," says Craig Hendrickson, founder of H-O Racing. "We had some customers willing to go the hot rod route and replace their cylinder heads, intake manifolds and camshafts with earlier high-performance units, but the components were expensive and many customers didn't have the knowledge or desire to install them."
Craig believed a number of late-model Trans Am owners sought a bolt-on kit that increased horsepower. "I felt a turbocharger kit would be an easy way of providing them with that," he explains. "I developed our TurboFORCE kit in 1977 along with Ken Crocie (a then-H-O Racing employee who would later become owner). I talked with some knowledgeable turbo experts about a blow-through system where pressurized air is routed through the carburetor. They told me it couldn't be done with a Quadrajet. That became my motivation to prove it could!"
The idea of adding the turbocharger was easy. Packaging execution proved a challenge. "I wanted it to be completely bolt-on and compatible with the stock accessories--particularly air conditioning--to maximize its appeal," says Craig. "I studied the Trans Am engine compartment and began visualizing where the turbocharger could be mounted and how to route its exhaust tubing. Ken found the compact Rajay 301E turbocharger would supply the volume the Pontiac 400 needed. And it went together from there."
Craig felt that 7-psi of boost was a reasonable amount that could add about 100 hp to an otherwise stock late-1970s Trans Am without compromising reliability, driveability or fuel economy. "We found exhaust back pressure of a typical Trans Am was enough to limit boost to 7-psi, but when Pontiac improved the W72 exhaust system for 1978, or when owners replaced the factory system on others, the back pressure reduction allowed the turbo to create even more boost, so we added a wastegate to the system," adds Craig.
When Dennis learned of H-O Racing's TurboFORCE kit, it only made sense that DKM offer a turbocharged V-8 option to further increase the Macho T/A's potency. From there, the Turbo Macho T/A was born. For approximately $6,400, buyers received all of the visual and suspension upgrades of the basic Macho T/A package, plus an engine approximately 50 percent more powerful than the stock T/A 6.6. Also included were oversized Goodyear tires, a trunk-mounted battery, and when equipped with a manual transmission, a Hurst Competition Plus shifter. Specific front fender and rear spoiler graphics let would-be competitors know that they were about to encounter a boosted version of DKM's already-potent Macho T/A.
During 2011, Jim had sold his '74 Corvette as well as a pampered '79 Trans Am he'd bought from the original owner. "I was looking for something to replace them and was fairly open-minded about what I wanted next. In March 2012, I stumbled across a black-and-gold '78 Macho T/A in an online auciton. It was factory equipped with the T/A 6.6 engine, a four-speed transmission, WS6 suspension, T-tops, and a host of convenience options. It was not only one of nine Machos equipped with the optional turbo package that year, but it was the last Turbo Macho T/A produced--number 202," he says.
Jim recognized the Turbo Macho T/A's significance and potential. He recollects, "There were some pictures, but they didn't show much. The auction description was very detailed but vaguely described its overall condition. I wasn't about to pull the trigger until I learned more about the car, so I contacted Rob Thomas in Utah. He acquired copies of DKM's available records and sells them to owners to verify their Macho T/As. Rob was aware of car #202 and confirmed its authenticity."
In addition to details on work order dates and billing, that paperwork also showed that Macho #202 wound up selling for more than $13,000--or nearly double the cost of a fully loaded 1978 Trans Am.
It seems the online seller bought the Turbo Macho T/A during the late '90s and began its restoration almost immediately upon taking ownership. The original WC-code T/A 6.6 block had been damaged and replaced by an incorrect mid-'70s 400. The seller had spent a healthy sum on the rebuild and installed the fresh 400 before delivering the car to a body shop for new Starlight Black paint and Solar Gold accents. The project stalled as the seller relocated for work.
"The engine was supposedly ready to run, and the body was freshly painted," says Jim. "The auction ended and it didn't sell, so I continued talking to the seller. He said the original H-O TurboFORCE kit was mostly complete and beyond the hood bird, radiator and front springs, all else was present and accounted for. I was under the impression that the car simply needed to be reassembled and purchased it without ever seeing it in person."
Jim sent an enclosed trailer to pick up the Turbo Macho T/A, but upon its arrival in Lee's Summit, he says his excitement was met with disappointment. "All of the loose parts were literally thrown inside the car and in the trailer. It had been shuffled around so much over the years that every exterior panel was dented, nicked or scraped. I hoped I could get away with only minor work, but realized that the only way to properly correct it was with a complete respray."
Next, Jim took inventory before beginning assembly. "I was caught off guard with how many small pieces were gone, but there were other issues too. I was frustrated, but the potential outshined the disappointment and I was still very happy with the purchase."
Living in Lee's Summit, Jim was aware of the Hand family. Jim Hand's 11-second '71 Le Mans wagon was well-known in the Kansas City-area racing circle. His son Joe not only raced several cars himself, he often worked on others' Pontiacs and he was enlisted to get Jim's 400 running. "It had been rebuilt during the '90s, but it hadn't been fired," says Joe. "I tried turning the engine over by hand, but it was locked up tight. I pulled the intake manifold and noticed rust in the intake ports and found water had gotten into several cylinders. Apparently, duct tape was used to seal off the carburetor holes in the intake manifold while the car was at the body shop. Traces of clear coat dust in the intake runners told me that water ran right into the engine while the body was wet sanded. I don't think the seller even knew it happened."
The rust was so significant that three cylinders wouldn't clean up at .060-inch over and Jim was forced to locate another block. He decided that a correct WC-code 400 was most appropriate and found a used block in Iowa. Joe then rebuilt the 400, and Jim and his father installed it into the Turbo Macho T/A before the car was delivered back to Joe for installation of the turbo exhaust and to get the 400 running.
With the Turbo Macho T/A moving under its own power, Jim had Aron Carrender at Carrender Collision in Buckner, Missouri, apply the original Starlight Black with Solar Gold accents using Dupont base/clear urethane. "It seemed like the car was rust free and looked as if the first shop did a very nice job prepping the body, so Aron simply scuffed the existing surface and painted right over it," says Jim.
The Turbo Macho T/A was finished in time for the 2015 Muscle Car and Corvette Nationals (MCACN) in Chicago. "Displaying it at MCACN was one of my goals. It was a great feeling to receive a Gold award in the Day Two class," says Jim. Since then he hasn't put many miles on the car, but states, "It's smooth and responsive, and drives exactly as a car of this caliber should. I think Joe Hand summed up its performance best: 'It's wicked fast.'"
OWNER'S VIEW
Turbo Macho T/A #202 is a very unique car like none other that I have owned before. In terms of the T/A community, a person either loves the Macho T/A or hates it. When I had the car at MCACN '15, some people would walk up and ask what it was. I think some even mistakenly thought it was an '80 because of the "turbo" graphics. Others would share stories about a Macho T/A they knew of or saw back in the day! Neither bothers me because I can take it to any show and not worry about parking next to another. I am more than proud to be the caretaker of #202!--Jim Carter
1978 PONTIAC TRANS AM TURBO MACHO T/A
325 HORSEPOWER @ 4,000 RPM*
480-LB.FT. TORQUE @ 2,800 RPM**
SPECIFICATIONS
PRICE
Base price $7,586 (stock Trans Am)
Price as Profiled $13,000 (approximate)
Factory Options on this car AU3 power door locks; A31 power windows; B93 door edge guards; CC1 hatch roof; C60 air conditioning; M21 four-speed manual transmission; N33 tilt steering wheel; V02 heavy-duty cooling; W72 special performance package; WS6 suspension; WW7 hood decal; Y90 custom interior
DKM Options on this car Turbo Macho T/A; trunk-mounted battery; oil pressure reservoir
ENGINE
Type: Pontiac OHV V-8, cast-iron block
Cylinder heads: Pontiac cast-iron #6X, 93-cc combustion chambers, 2.11/1.66-inch valves
Displacement: 400 cubic inches (currently 412-cu.in.)
Bore x stroke: 4.12 x 3.75 inches (currently 4.18 x 3.75 inches)
Compression ratio: 8.0:1
Pistons: Cast aluminum (currently Speed-Pro forged aluminum)
Connecting rods: Cast ArmaSteel
Crankshaft: Cast nodular iron
*Horsepower @ RPM: 220 @ 4,000 (est. 325 with turbocharger)
**Torque @ RPM: 320 lb.ft. @ 2,800 (est. 480 with turbocharger)
Camshaft: GM/Pontiac hydraulic flat-tappet, #402 profile (currently aftermarket profile)
Duration: 198/213 degrees at .050-inch (currently 221/231 degrees)
Valve lift: .404/.407-inch lift (currently .470/.490-inch)
Valvetrain: Stud-mounted 1.5:1-ratio stamped-steel rocker arms
Fuel system: Modified Carter mechanical with electric "pusher" pump
Induction system: Rajay 301E turbocharger limited to 7-psi by wastegate, 800-cfm Rochester Quadrajet carburetor, cast-iron intake manifold
Lubrication system: Stock oil pan, 60-psi oil pump
Ignition system: GM HEI
Exhaust system: Turbocharger outlet into Y-pipe to dual GM catalytic converters and dual pipes without mufflers
TRANSMISSION
Type: Borg-Warner Second-Design T-10, four-speed manual
Ratios: 1st: 2.43:1
2nd: 1.61:1
3rd: 1.23:1
4th: 1:1
Reverse: 2.35:1
Shifter: Hurst Competition Plus
DIFFERENTIAL
Type: GM 10-bolt with 8.5-inch ring gear diameter, limited-slip differential
Ratio: 3.42:1
STEERING
Type: Saginaw recirculating ball, power assist
Ratio: 14:1
Turns, lock-to-lock: 2.4
Turning circle: 41.3 feet
BRAKES
Type: Front disc/rear drum, power assist (currently front/rear disc, power assist)
Front: 11-inch disc
Rear: 9.5-inch drum (currently 11.1-inch disc)
CHASSIS & BODY
Construction: Unit-body with front subframe
Body style: Two-door coupe with removable hatch panels on roof
Layout: Front engine, rear-wheel drive
SUSPENSION
Front: Independent; unequal-length A-arms, tempered coil springs, Koni shock absorbers, 1.25-inch-diameter anti-roll bar
Rear: Live axle, leaf springs, Koni shock absorbers, .75-inch sway bar
WHEELS & TIRES
Wheels: Pontiac cast aluminum "snowflake"
Front/rear: 15 x 8-inch
Tires: Goodyear Radial GT
Front/rear: 255/60R15 (currently Kelsey Tire reproductions)
WEIGHTS & MEASUREMENTS
Wheelbase: 108.2 inches
Overall length: 196.8 inches
Overall width: 73 inches
Overall height: 49.3 inches
Front track: 61.3 inches
Rear track: 60 inches
Shipping weight: 3,800 pounds (approximate)
CAPACITIES
Crankcase: 7 quarts with optional oil reservoir
Cooling system: 23 quarts
Fuel tank: 21 gallons
PRODUCTION
DKM produced a total of 202 1978 Macho T/As during the original production run. Two additional units were converted in 1979, taking the 1978 Macho T/A total to 204. Nine were equipped with the optional Turbo Macho T/A package.