Hello LSX hunter, I wanted to give you an engine build that was built for my man, It started out with a block from MR1, Ohio forged crank, Keith black pistons, Crower 6.800 H beam rods, total seal rings, fully balanced,, floating wrist pins, arp bolts, head are Edelbrock Sport, cnc by Kauffman 290 cfm, 85cc chamber, Edelbrock rom intake cnc and flowed 290cfm to match the heads, the cam is a Com cam XE 284H hyd tappet cam, using 1.65 rockers, allowing more effective lift, they installed a 900cfm Holley car xp. On the Dyno it made 638 hp 631tq with a 200 shot of nos it produces 819hp and 808 TQ. We are installing this engine in a 1969 firebird, it has already gotten rear tubbed and a ride tech 4link rear and a norrowed 12 bolt rear with 3.73 gears. We have Miller Automotive in Boston Pennsylvania that has done everything from engine and trans to suspension, great guys Tony and Vince have done for us.
I have a 1970 400 with a set of lightly ported 13 heads and a Holley street dominator intake. 041 cam and a 750 Holley. Also a set of Doug’s headers for a 68 firebird. Any idea what kind of horsepower I could expect. Heads flow 230 on the intake and 170 exhaust 10.5:1 compression
77 T/A w/400 here, mostly bone-stock. Thanks for the vid! I have a hard time finding reliable information on tuning this car. I was told by another mechanic headers would reduce compression and back pressure, losing me power; so, this is exciting to know it actually boosts it. What's your thoughts on replacing the carb with a blower? Other than looks, is it safe to add forced induction on a mostly stock 400?
It really depends on the engine. Yes - if you add headers you will most likely lose some low end - however the real problem that I’ve seen is people just using too free flowing of exhaust to maintain their torque numbers. Pontiac’s philosophy is about air velocity over raw movement. As long as the entire system has the ability to move the velocity it’ll be not only fine but happy. I’ve seen 40hp/tq gains from just adding headers and a good 2.5” exhaust system. If you’re going forced induction you’d want the outflow anyway. Typically Pontiacs are fine to 8-10 pounds but I’d personally swap to e85 for peace of mind.
Which 400 do you have, the 180 hp or the 200 hp? The factory exhaust on a 1977 sucks, it goes into single exhaust from the transmission back into duals after the crossflow mufflers. If you still have the factory exhaust, headers and dual exhaust will improve it a lot. Personally i recommend Ram Air exhaust manifolds for clearance and sometimes headers can be a pain.
You certainly will not lose compression with a set of headers , they have nothing to do with compression , the easier the engine can get air in and out the response will always be more torque or hp or both.
@@LSxHunter Headers are in and wow, it's such an improvement. Gains in low and high end from what I can tell; very noticeable performance bump. Also did the Magnaflow #16830 kit for the rest, so now she's 2.5" up from 2.25".
@@LSxHunter I have a 1964 Pontiac 389 4-bbl 303 Hp 428 Ft/lbs torque rated from a 1964 Grand Prix. Then also a 1959 Pontiac 389 4-bbl 300 Hp 430 Ft/lbs from a Bonneville Automatic trans, The Vintage Super Hydramatic 4-speed. The 1959 389 will require a Willcap custom Aluminum trans adapter plate to bolt to a Turbo 400 Transmission. Or Now Ultra rare 1958-1960 Factory cast iron Bellhousing Manual Trans to bolt to a Muncie 4-speed, T-5 Borg Warner, or Modern Tremec 5-speed. 1964 389 Grand Prix and 1964 GTO uses a Conventional Pontiac V8 block mounted starter motor. Earlier all others used a Bellhousing mounted starter motor no provision to use a Block mounted starter motor. Advantage of Early Pontiac 389 engines is the blocks are Super thick strong all like 1970-1976 455 engines all were thick main webs and thick cylinder walls. Take Horrendous abuse without any failures Street Racing True Street Outlaws No Prep Racing we both Love.
@@LSxHunter 1964 -1966 389 engines ones to find for use in later Pontiac Muscle . Many were used in GM Fullsize. All a decent start. They are still out there. Barn Finds.
@@LSxHunter Its been a while since I ran my own engine simulations DD2000 With a Pontiac 389, best to setup budget use as Factory parts as possible with a modern day Flat Tappet Hydraulic camshaft swap up to.480" -.530" cam lifts at the valves. Keep static compression ratio like Factory 10.0:1 or so. Be an excellent E85 engine ! Maybe plausible to drop compression down to 8.0:1 on 87 octane pump gas use. 8.4:1 or a bit higher for 93 octane. I have found internet past need for 9.6:1 Pontiac iron heads not needed or desired in case get a bad tank of 91-93 octane or forced to use 87 octane just in case.
@@LSxHunter Best thing To do is port the Pontiac iron or Aluminum heads chosen. Have to carefully choose a target CFM Range balanced exact with chosen port Velocity. It's a complex topic and very subjective. Real world testing also required. More than Internet stuff typical. You Tube Vids best way I know of to share results of my own projects. Couple of different Porting strategies can also be used.
Doing doing a budget 400 16# heads, 10:1 comp, 068 cam, 1.65 rockers and log manifolds. I have 2 different options for the intake torker 1 or ported oem iron either would use a sniper efi, any thoughts on this?
Honestly it depends on your goals. Personally I’d run the Torker just because of the ease of use with the EFI systems and there being a ton of info on it. If you can get the ported OEM to work you’ll have significantly more power in the usable range
Hi, I am new to the channel. I have a 1968 Firebird and was watching your videos on building a 350. I saw you are using some type of software to figure out engine arrangements.. what software are you using??? Thank you for your time you’ll take to answer my question in advance my friend!! Thx!!
Hey LSX hunter, before you get too far I feel compelled to give you some Pontiac advice. Your double relief pattern Pistons used along with large chamber 6x heads is going to make a weazing 6.5 : 1 compression...sorry to toss a wrench in your modeling. The 6x heads on a 455 in 1975 were rated for 7.5 compression. When used on say a flat top piston 400 engine, with minimal valve reliefs would then yield say 7.0 : 1 compression (less volumetric squeeze due to smaller piston dia and stroke). Now add some more chamber volume to your model taking out another 15-20 ccs for all of the valve reliefs and the news is not good, plus they sit slightly lower in the bore removing even more ccs.. That is why Edelbrock makes their heads 87 CC's ! 70's Smog heads only work well on 455's, they all have 100 cc to 120 cc chambers...bigger is not better in this case. I have a 1970 Ram Air III engine in my Tempest, with same pistons you used, and Ram Air III stock camshaft. WIth Number 1970 #15 87cc heads I am barely registering 8:1 compression...trust me on this one, find yourself some older heads with 62 to 78 cc's and you have a chance to dial it in right about at 8.5 or 9: 1.
The largest reason for wanting to super low compression for us is this care will most likely see boost. We’ve got the option to go with ported out high compression heads for e85 as well 😉
Thanks very much for all the Pontiac 400 content, super helpful! Hope you don't mind if I ask a somewhat weird question... I have a 75 Firebird 400 with the 6x-8 heads. As far as I know completely stock, low compression, cast iron exhaust manifold, stock carb and intake, probably no more than 180-200hp. I don't really mind performance wise as I don't race the car, I'm just using it as a cruiser. That being said, I do mind the engine note... It's boring. Super smooth and really monotonous idle. Do you think I could put a set of headers, 2.5" exhaust and a big cam in this engine and achieve what I'm after, or is it a horrible idea? I'm not looking for power gains (although It'd be preferable if I didn't lose it all and turn the car into an absolute turd), I basically just want that angry chop of a big cam sound. What is the biggest cam I could run in this engine without absolutely ruining what little performance it has? Been looking at the summit 2801 or perhaps even the 2802 after watching your video about good cams, but perhaps my engine is simply too low compression for either of those? Thanks in advance!
I have a 1972 Pontiac 400 that I'm going to have built for my 1980 T/A. Hopefully I can make 475 horsepower with an Edlebrock Performer intake. I want to retain the factory air cleaner. Any suggestions? Awesome channel by the way too.
Definitely, look at replacing the cast rods in the Pontiac v8 with Eagle forged rods. Oiling system should also be looked at with a Butler style Ram air 4 oil pump 80 psi. Your probably looking at a 230 @ .050s cam, you could go bigger with a variable lifters, 112 lCA on the cam. The 1972 engines had dropped the compression down, if you have the money get some heads like Edelbrock heads or GTO heads #12.
I have the 1976 T/A with the stock 6X heads 400 all original and would like to get a bump in power because obviously the 185hp and 310 torque it makes stock suuuucks & it eats gas as if it had twice the power. I know it's being choked. If i could get 120hp and 120 torque more over stock I'd be happy as I would like to keep it as Original as possible & stick to mods that can always be reversed later on like bolt on stuff. I was thinking Long tube Headers, Custom grind Cam like a xe256 with no more than 225 duration & 112 or 114 LSA for a smoother idle, Rejet the Quadrajet, 3" true dual, exhaust, 3.73 posi gears for 1st gear red light smoky takeoffs and a Trans go shift kit for the auto th350 What else am I missing?
Really cool video, thanks for the info! I have a 1971 455 that came in my Trans Am that I’m planning to build, any tips for a cost effective build for 455s?
Depending on the heads you could likely get away with doing a quick port job, throwing a cam in and making a full send at that point. The Pontiac intake for those years are more than good enough to support a good bit of torque. Any idea what parts it has in it?
Assuming you still have the stock 3:08ish gear.....I'd consider putting in a hydraulic roller cam spec'd for mid-range torque, keep your Quadrajet, install choke pull-off for 1.5 to 2 second activation, install shorter accelerator pump, enlarge the Q-Jet's idle tubes and idle down channel channel restrictions in SMALL steps(like .002") for stronger idle, re-jet as needed, change to smaller style float for '75 and later carbs and shave 1/4 inch off bottom of fuel bowl insert to make room for more fuel, install .135 needle and seat for starters, start with float level at 1/4 inch, install high volume RobbMc mechanical fuel pump and use it's fuel return line fitting, bend your own NiCopp fuel line(NO RUBBER!), keep stock intake and use 1/4 inch carburetor base gasket, set total timing for 34 degrees with mechanical beginning at 800 rpms & all in by around 2800 rpms to start and slowly work up to 36 degrees, then enjoy trouble free quarter mile passes all day long with your friends and drive home from track afterwards.
Ok I'm throwing my hat in , first off I really like and enjoy your videos, that being said I recently acquired a 66 lemans with what I thought was a 326 as it was badged as so , turns out it's a 67 400 out of a "big car". I'm rather new to the pontiac game , being a chevy guy most of my life, I have to say pontiac folks are even weirded than mopar cult. Part hoarding, resale parts overpriced, which makes sense on why everyone who is building pontiacs wants to get Maxx power out of a junkyard build. I'm constantly disappointed by the short comings , and the hurdles associated with pontiac engines , especially the wheezy cylinder heads , or the 70s goodbreathing castings with poooooooor compression. I'm further more frustrated with the price of aftermarket heads being 800 bucks more than most other brands . I'm definitely building this 400 to run hard , I refuse to ls swap , but I'm at wits end of what to do . I don't like the idea of paying 3 times what I would for a sbc to get less power out of a poncho. And why can't I find any good info on pontiac head porting I definitely am looking to start there. Seems like the pontiac gurus like to keep that a secret , if everyone building pontiacs knew how to port thier heads guys like butler couldn't charge 2500 bucks for cc porting.ok I'm done ranting hunter could you get some info and do a video on how to port a pontiac head the correct way? Keep up the good work
I have a 73 400 block is .030 over with forged pistons stock crank and rods, i will be using a XE262 cam, Edelbrock Performer Dual Plain intake, and will be either buying kauffman aluminum 85cc heads or Edlebrock aluminum 87cc heads, for the header I will be using doug throley headers. Can you help me out with what numbers i will be locking at?
I ordered the warpath path cam 214/224 same as mentioned in this vid and hylift Johnson Race hydraulic lifters on 3-14 and 3-17 it's already on the bench,Icon pistons on the way,no problem finding parts
Hello LSX hunter, I wanted to give you an engine build that was built for my man,
It started out with a block from MR1, Ohio forged crank, Keith black pistons, Crower 6.800 H beam rods, total seal rings, fully balanced,, floating wrist pins, arp bolts, head are Edelbrock Sport, cnc by Kauffman 290 cfm, 85cc chamber, Edelbrock rom intake cnc and flowed 290cfm to match the heads, the cam is a Com cam XE 284H hyd tappet cam, using 1.65 rockers, allowing more effective lift, they installed a 900cfm Holley car xp.
On the Dyno it made 638 hp 631tq with a 200 shot of nos it produces 819hp and 808 TQ.
We are installing this engine in a 1969 firebird, it has already gotten rear tubbed and a ride tech 4link rear and a norrowed 12 bolt rear with 3.73 gears.
We have Miller Automotive in Boston Pennsylvania that has done everything from engine and trans to suspension, great guys Tony and Vince have done for us.
I have a 1970 400 with a set of lightly ported 13 heads and a Holley street dominator intake. 041 cam and a 750 Holley. Also a set of Doug’s headers for a 68 firebird. Any idea what kind of horsepower I could expect. Heads flow 230 on the intake and 170 exhaust 10.5:1 compression
I got 6x8 heads on a 455 .030 over with headers and 2 1/2inch exhaust and using the Summit 2801 cam
Good to see you back.
Any way We could get a dynamic comparison of Edelbrock heads vs stock #12 heads 72cc vs Speedmaster some day?
What about air flow opening up the vent before the air filter AKA Shaker scoop on a trans Am
77 T/A w/400 here, mostly bone-stock. Thanks for the vid! I have a hard time finding reliable information on tuning this car. I was told by another mechanic headers would reduce compression and back pressure, losing me power; so, this is exciting to know it actually boosts it. What's your thoughts on replacing the carb with a blower? Other than looks, is it safe to add forced induction on a mostly stock 400?
It really depends on the engine. Yes - if you add headers you will most likely lose some low end - however the real problem that I’ve seen is people just using too free flowing of exhaust to maintain their torque numbers.
Pontiac’s philosophy is about air velocity over raw movement. As long as the entire system has the ability to move the velocity it’ll be not only fine but happy. I’ve seen 40hp/tq gains from just adding headers and a good 2.5” exhaust system.
If you’re going forced induction you’d want the outflow anyway. Typically Pontiacs are fine to 8-10 pounds but I’d personally swap to e85 for peace of mind.
Which 400 do you have, the 180 hp or the 200 hp? The factory exhaust on a 1977 sucks, it goes into single exhaust from the transmission back into duals after the crossflow mufflers. If you still have the factory exhaust, headers and dual exhaust will improve it a lot. Personally i recommend Ram Air exhaust manifolds for clearance and sometimes headers can be a pain.
You certainly will not lose compression with a set of headers , they have nothing to do with compression , the easier the engine can get air in and out the response will always be more torque or hp or both.
@@1972Ventura455ho Not sure, it's a W72/Z coded engine. How can you tell?
@@LSxHunter Headers are in and wow, it's such an improvement. Gains in low and high end from what I can tell; very noticeable performance bump. Also did the Magnaflow #16830 kit for the rest, so now she's 2.5" up from 2.25".
A forgotten engine is the the 1959-1966 Pontiac 389 they make decent torque stock. Motor mount adapters were made to adapt into later F-body cars.
Good to know! I've been wanting to build a 389 for a little while - they're just so dang hard to find!
@@LSxHunter I have a 1964 Pontiac 389 4-bbl 303 Hp 428 Ft/lbs torque rated from a 1964 Grand Prix.
Then also a 1959 Pontiac 389 4-bbl 300 Hp 430 Ft/lbs from a Bonneville Automatic trans, The Vintage Super Hydramatic 4-speed.
The 1959 389 will require a Willcap custom Aluminum trans adapter plate to bolt to a Turbo 400 Transmission. Or Now Ultra rare 1958-1960 Factory cast iron Bellhousing Manual Trans to bolt to a Muncie 4-speed, T-5 Borg Warner, or Modern Tremec 5-speed.
1964 389 Grand Prix and 1964 GTO uses a Conventional Pontiac V8 block mounted starter motor.
Earlier all others used a Bellhousing mounted starter motor no provision to use a Block mounted starter motor.
Advantage of Early Pontiac 389 engines is the blocks are Super thick strong all like 1970-1976 455 engines all were thick main webs and thick cylinder walls. Take Horrendous abuse without any failures Street Racing True Street Outlaws No Prep Racing we both Love.
@@LSxHunter 1964 -1966 389 engines ones to find for use in later Pontiac Muscle .
Many were used in GM Fullsize. All a decent start.
They are still out there. Barn Finds.
@@LSxHunter Its been a while since I ran my own engine simulations DD2000 With a Pontiac 389, best to setup budget use as Factory parts as possible with a modern day Flat Tappet Hydraulic camshaft swap up to.480" -.530" cam lifts at the valves.
Keep static compression ratio like Factory 10.0:1 or so. Be an excellent E85 engine !
Maybe plausible to drop compression down to 8.0:1 on 87 octane pump gas use.
8.4:1 or a bit higher for 93 octane.
I have found internet past need for 9.6:1 Pontiac iron heads not needed or desired in case get a bad tank of 91-93 octane or forced to use 87 octane just in case.
@@LSxHunter Best thing To do is port the Pontiac iron or Aluminum heads chosen.
Have to carefully choose a target CFM Range balanced exact with chosen port Velocity.
It's a complex topic and very subjective.
Real world testing also required.
More than Internet stuff typical.
You Tube Vids best way I know of to share results of my own projects.
Couple of different Porting strategies can also be used.
Doing doing a budget 400 16# heads, 10:1 comp, 068 cam, 1.65 rockers and log manifolds. I have 2 different options for the intake torker 1 or ported oem iron either would use a sniper efi, any thoughts on this?
Honestly it depends on your goals. Personally I’d run the Torker just because of the ease of use with the EFI systems and there being a ton of info on it. If you can get the ported OEM to work you’ll have significantly more power in the usable range
Hi, I am new to the channel. I have a 1968 Firebird and was watching your videos on building a 350. I saw you are using some type of software to figure out engine arrangements.. what software are you using??? Thank you for your time you’ll take to answer my question in advance my friend!! Thx!!
Performance Trend Engine Analyzer! There’s a few options. The higher end ones rock!
Hey LSX hunter, before you get too far I feel compelled to give you some Pontiac advice. Your double relief pattern Pistons used along with large chamber 6x heads is going to make a weazing 6.5 : 1 compression...sorry to toss a wrench in your modeling. The 6x heads on a 455 in 1975 were rated for 7.5 compression. When used on say a flat top piston 400 engine, with minimal valve reliefs would then yield say 7.0 : 1 compression (less volumetric squeeze due to smaller piston dia and stroke). Now add some more chamber volume to your model taking out another 15-20 ccs for all of the valve reliefs and the news is not good, plus they sit slightly lower in the bore removing even more ccs.. That is why Edelbrock makes their heads 87 CC's ! 70's Smog heads only work well on 455's, they all have 100 cc to 120 cc chambers...bigger is not better in this case. I have a 1970 Ram Air III engine in my Tempest, with same pistons you used, and Ram Air III stock camshaft. WIth Number 1970 #15 87cc heads I am barely registering 8:1 compression...trust me on this one, find yourself some older heads with 62 to 78 cc's and you have a chance to dial it in right about at 8.5 or 9: 1.
The largest reason for wanting to super low compression for us is this care will most likely see boost. We’ve got the option to go with ported out high compression heads for e85 as well 😉
Thanks very much for all the Pontiac 400 content, super helpful! Hope you don't mind if I ask a somewhat weird question... I have a 75 Firebird 400 with the 6x-8 heads. As far as I know completely stock, low compression, cast iron exhaust manifold, stock carb and intake, probably no more than 180-200hp. I don't really mind performance wise as I don't race the car, I'm just using it as a cruiser. That being said, I do mind the engine note... It's boring. Super smooth and really monotonous idle. Do you think I could put a set of headers, 2.5" exhaust and a big cam in this engine and achieve what I'm after, or is it a horrible idea? I'm not looking for power gains (although It'd be preferable if I didn't lose it all and turn the car into an absolute turd), I basically just want that angry chop of a big cam sound. What is the biggest cam I could run in this engine without absolutely ruining what little performance it has? Been looking at the summit 2801 or perhaps even the 2802 after watching your video about good cams, but perhaps my engine is simply too low compression for either of those? Thanks in advance!
Leave it alone. Dont go down rabbit hole.😵💫⛓️
I have a 1972 Pontiac 400 that I'm going to have built for my 1980 T/A. Hopefully I can make 475 horsepower with an Edlebrock Performer intake. I want to retain the factory air cleaner. Any suggestions? Awesome channel by the way too.
Definitely, look at replacing the cast rods in the Pontiac v8 with Eagle forged rods. Oiling system should also be looked at with a Butler style Ram air 4 oil pump 80 psi. Your probably looking at a 230 @ .050s cam, you could go bigger with a variable lifters, 112 lCA on the cam. The 1972 engines had dropped the compression down, if you have the money get some heads like Edelbrock heads or GTO heads #12.
I have the 1976 T/A with the stock 6X heads 400 all original and would like to get a bump in power because obviously the 185hp and 310 torque it makes stock suuuucks & it eats gas as if it had twice the power.
I know it's being choked.
If i could get 120hp and 120 torque more over stock I'd be happy as I would like to keep it as Original as possible & stick to mods that can always be reversed later on like bolt on stuff.
I was thinking Long tube Headers, Custom grind Cam like a xe256 with no more than 225 duration & 112 or 114 LSA for a smoother idle, Rejet the Quadrajet, 3" true dual, exhaust, 3.73 posi gears for 1st gear red light smoky takeoffs and a Trans go shift kit for the auto th350
What else am I missing?
Really cool video, thanks for the info!
I have a 1971 455 that came in my Trans Am that I’m planning to build, any tips for a cost effective build for 455s?
What head you got ?
Depending on the heads you could likely get away with doing a quick port job, throwing a cam in and making a full send at that point. The Pontiac intake for those years are more than good enough to support a good bit of torque.
Any idea what parts it has in it?
Assuming you still have the stock 3:08ish gear.....I'd consider putting in a hydraulic roller cam spec'd for mid-range torque, keep your Quadrajet, install choke pull-off for 1.5 to 2 second activation, install shorter accelerator pump, enlarge the Q-Jet's idle tubes and idle down channel channel restrictions in SMALL steps(like .002") for stronger idle, re-jet as needed, change to smaller style float for '75 and later carbs and shave 1/4 inch off bottom of fuel bowl insert to make room for more fuel, install .135 needle and seat for starters, start with float level at 1/4 inch, install high volume RobbMc mechanical fuel pump and use it's fuel return line fitting, bend your own NiCopp fuel line(NO RUBBER!), keep stock intake and use 1/4 inch carburetor base gasket, set total timing for 34 degrees with mechanical beginning at 800 rpms & all in by around 2800 rpms to start and slowly work up to 36 degrees, then enjoy trouble free quarter mile passes all day long with your friends and drive home from track afterwards.
Ok I'm throwing my hat in , first off I really like and enjoy your videos, that being said I recently acquired a 66 lemans with what I thought was a 326 as it was badged as so , turns out it's a 67 400 out of a "big car". I'm rather new to the pontiac game , being a chevy guy most of my life, I have to say pontiac folks are even weirded than mopar cult. Part hoarding, resale parts overpriced, which makes sense on why everyone who is building pontiacs wants to get Maxx power out of a junkyard build. I'm constantly disappointed by the short comings , and the hurdles associated with pontiac engines , especially the wheezy cylinder heads , or the 70s goodbreathing castings with poooooooor compression. I'm further more frustrated with the price of aftermarket heads being 800 bucks more than most other brands . I'm definitely building this 400 to run hard , I refuse to ls swap , but I'm at wits end of what to do . I don't like the idea of paying 3 times what I would for a sbc to get less power out of a poncho. And why can't I find any good info on pontiac head porting I definitely am looking to start there. Seems like the pontiac gurus like to keep that a secret , if everyone building pontiacs knew how to port thier heads guys like butler couldn't charge 2500 bucks for cc porting.ok I'm done ranting hunter could you get some info and do a video on how to port a pontiac head the correct way? Keep up the good work
I have a 73 400 block is .030 over with forged pistons stock crank and rods, i will be using a XE262 cam, Edelbrock Performer Dual Plain intake, and will be either buying kauffman aluminum 85cc heads or Edlebrock aluminum 87cc heads, for the header I will be using doug throley headers. Can you help me out with what numbers i will be locking at?
Absolutely! I’ve got a bunch of info on both heads on one of these spreadsheets.
@@LSxHunter i really appreciate it!!!!! Thank you! And thanks for the amazing content!!!
Hey the catilena on the thumb nail might be mine oddly enough
What cam do you reckon for a w72 400 30 over?
Your Correct Pontiac parts are Expensive and hard to find now with all the parts shortages going on all of 2021 and likely to stay here now forever.
I ordered the warpath path cam 214/224 same as mentioned in this vid and hylift Johnson Race hydraulic lifters on 3-14 and 3-17 it's already on the bench,Icon pistons on the way,no problem finding parts
Hey what website you using ?
Seems like pontiacs really have nothing going for them , its like trying to make a tank into a glider.
You really need edelbrock aluminum heads with 72 chambers. 450 hp.
But if you're doing that, might as well get an ls1
Recurve the distributor and rejet carb.
What computer program is that?
Engine Analyzer - makes planning builds so much easier
@@LSxHunter got a link?