When building a max-performance Pontiac V-8, each engine is almost always unique unto itself. Depending upon the racing class restrictions, chassis hurdles, intended performance level and usage, and budgetary concerns, very few maxperformance efforts are exactly identical.
There is a wide variety of machine shops, engine assemblers, and engine builders that are quite capable of building a very strong Pontiac V-8 and many specialize in and race Pontiacs. The Source Guide provides contact information for companies that I am comfortable recommending.
I contacted a select number of Pontiac- specific engine builders and asked them to provide recommendations for specific max-performance engine builds. Some builds include a stock Pontiac block while others use an aftermarket block, some are naturally aspirated while others use forced induction or accommodate nitrous oxide, and some operate on commonly available pump gas while others require race gas. The only restriction that I imposed upon each builder was that the engine package must operate reliably and perform within a reasonable range of the estimated horsepower and torque values.
A 414-inch Pontiac V-8 is capable of delivering strong horsepower and masssive amounts of usable torque while operating reliably on pump gas. This Butler Performance combo made 578 hp on 588 ft-lbs and operates on 89-octane fuel. It’s extremely docile and sounds quite healthy.
This Tech Tip is from the full book: HOW TO BUILD MAX-PERFORMANCE PONTIAC V-8S. For a comprehensive guide on this entire subject, you can visit this link:
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The max-performance combinations on the following pages can be considered guidelines to arrive at the supplied horsepower and torque estimations. While any number of the recommended components could be replaced with like items, performance or reliability could suffer. If your build deviates from these, I strongly suggest you consult with your builder to determine the effects that might have.
Butler Performance: 575+ hp, 474 ci, Pump Gas
Reliable operation on premium-grade pump gas and generous power amounts are quite possible when combining a stock Pontiac block and certain aftermarket components. With the significant cost of 91- to 93-octane fuel these days, combinations compatible with 89-octane gas are gaining popularity. With the assistance of Butler Performance, we built a 474 that provides more than 575 hp on mid-grade fuel. Horsepower and torque greater than 600 is possible when pushing compression toward 10.5:1, but it requires a steady diet of premium-grade fuel. If you plan on driving your Pontiac regularly, and want a low-maintenance design that operates detonation-free, this combination may be for you.
Short Block
Block Casting: Any 1970–1976 455-ci unit
Preparation: Bore and hone with torque plate
Crankshaft: Butler Performance, forged-steel, 4.25-inch stroke, 3.25-inch main journal, 2.20-inch rod journal
Preparation: Normal
Bore/Stroke: 4.212 x 4.25 inches
Displacement: 473.5 ci
Deck Height: zero
Pistons: Ross custom, forged aluminum, 4.211-inch diameter, flat top, 439.5 grams, 8.5-cc reliefs
Piston Pins: Ferrea No. P70028-8, forged alloy, 0.990-inch diameter, 138 grams
Piston Rings: Total Seal No. CR3455-65, plasma-moly, file fit
Piston Ring End Gap: .018 inch
Piston-to-Wall Clearance: .005 inch
Connecting Rods: Eagle Specialty Products, forged steel, H-beam, 6.800-inch length, 7/16-inch ARP bolts
Connecting Rod Side Clearance: .025 to .028 inch
Main Bearings: Federal Mogul No. 151M-STD main journal
Main Bearing Clearance: .003 inch
Rod Bearings: Federal Mogul 8-7200CH-STD rod journal
Rod Bearing Clearance: .003 inch
Main Caps: Pro Gram Engineering four-bolt
Main Cap Bolts/Studs: ARP main studs
Thrust Clearance: .006 to .009 inch
Windage Tray: Tomahawk
Oil Pump: Butler Pro-Series
Oil Pan: Canton No. 15-450, road-race
Oil Pump Driveshaft: Melling
Block Filler: Optional, 1 inch below frost plugs
Harmonic Damper: Pioneer Performance Street No. PBO-PB1056ST
Camshaft
Camshaft: Comp Cams custom hydraulic roller
Lifters: Comp Cams hydraulic roller
Camshaft Bearings: Federal Mogul
Bearing Clearance: Can easily rotate by hand
Duration at .050-inch: 242/248 degrees
Lobe Separation: 110 degrees
Valve Lift at 1.5: .540/.562 inch
Intake Centerline Installed at: 106.5 degrees
Pushrods: Comp Cams Hi-Tech
Rocker Studs: ARP 7/16 inch
Rocker Arms: Comp Cams roller
Cylinder Heads
Castings: Edelbrock Performer RPM
Preparation: Ported by Butler Performance
Combustion Chamber Volume: 90 cc
Compression Ratio: 9.95:1
Suggested Intake/Exhaust Airflow Flow at 28 inches: 312-cfm intake, 230-cfm exhaust at .600 inch lift
Intake Port Volume: Approximately 220 cc
Valves: Ferrea stainless steel
Valve Diameters: 2.11/1.77 inches
Valve and Seat Preparation: Multi-angle with 45-degree seats
Valveguides: Bronze, 0.530-inch diameter
Valve Seals: Viton
Valvesprings: Lunati No. 73100-16
Valvespring Pressure: 137 pounds seat, 338 pounds open
Valve Locks and Retainers: Comp Cams
Head Gaskets: Butler Performance
Cylinder Head Fasteners: ARP head bolt kit
Induction
Intake Manifold: Edelbrock Victor No. 2957, modified by Butler Performance
Preparation: Ported
Carburetor: Holley Ultra HP 850 cfm
Ignition
Distributor: MSD HEI
Distributor Gear: BOP Composite
Spark Plugs: NGK R5671A-7
Spark Plug Gap: .050 inch
Ignition Amplifier: MSD
Coil: MSD
Total Timing: 40 degrees
Suggested Fuel Octane: 89
Exhaust
Exhaust Headers: Doug’s Header four-tube
Primary Tube Diameter: 1.75 inches
Collector Diameter: 3 inches
Projected Output
Peak Horsepower: 578 at 5,500 rpm
Peak Torque: 588 ft/lbs at 4,700 rpm
Ken’s Speed & Machine Shop: 700 hp, 535 ci, Pump Gas
Ken Keefer is a popular Pontiac engine builder located in Brooksville, Florida. He specializes in large-cube Pontiac V-8s that operate on commonly available pump-gas, and are capable of dominating the street classes at the drag strip. Through much trial and error, Ken has uncovered what it takes to make a Pontiac V-8 survive on rather large doses of nitrous oxide.
The combination he provide operates naturally aspirated, but can easily produce more than 850 hp with a 175-shot of nitrous oxide. Ken added, “This engine has produced quarter-mile times of 9.70 seconds at 136 mph in my 1976 Trans Am weighing 3,450 pounds with stock suspension. It’s well into the 8s with a 175-hp shot of nitrous.”
Short Block
Block Casting: IA-2 from AllPontiac.com
Preparation: Hone to tolerance with aluminum torque plate
Crankshaft: Forged 4340-steel from RPM International or SCAT
Preparation: Check that all journals are round, and balance
Bore/Stroke: 4.35 x 4.5 inches
Displacement: 535 ci
Deck Height: 10.3 inches
Pistons: B.R.C. Custom left .005 inch below deck surface
Piston Rings: Hastings Pro Race
Piston Ring End Gap: .020-inch top, .024-inch second (with nitrous, .024-inch top, .028-inch second)
Piston-to-Wall Clearance: .0035 to .0045 inch
Connecting Rods: Eagle or SCAT 4340 H-beam,
6.7-inch length
Connecting Rod Side Clearance: .018 to .020 inch
Main Bearings: Federal-Mogul No. 113M Performance with 3/4 oil groove
Main Bearing Clearance: .002 to .0025 inch
Rod Bearings: Clevite 77 Race No. CB743HN
Rod Bearing Clearance: .002 inch
Main Caps: four-bolt splayed caps included with
IA-2 block
Main Cap Bolts/Studs: ARP studs
Thrust Clearance: .005 to .007
Windage Tray: Short factory or Pacific Performance Racing tray
Crank Scraper: Yes
Oil Pump: M54D with .060-inch shim under relief spring
Oil Pan: Canton
Oil Pump Driveshaft: Melling No. IS-54A
Block Filler: None
Harmonic Damper: Pioneer SFI
Rear Seal: Best Graphite Rope Seal
Camshaft
Camshaft: Comp Cams hydraulic roller
Lifters: Comp Cams hydraulic roller
Camshaft Bearings: ACL or Durabond P-4
Bearing Clearance: Should be able to spin with finger and thumb
Duration at .050-inch: 282/288 degrees
Lobe Separation: 110 degrees
Valve Lift at 1.65: .648 inch
Intake Centerline Installed at: 106 to 107 degrees
Pushrods: Comp Cams Hi-Tech
Rocker Studs: ARP 7/16 inch
Rocker Arms: Harland Sharp 1.65:1 ratio
Cylinder Heads
Castings: Edelbrock Performer RPM
Preparation: CNC ported by SD Performance
Combustion Chamber Volume: 88 cc
Compression Ratio: 10.8:1
Suggested Intake/Exhaust Airflow Flow at 28 inches: 330-cfm intake, 250-cfm exhaust
Valves: Manley stainless steel
Valve Diameters: 2.2/1.74 inches
Valve and Seat Preparation: 30-degree back-cut on intake valves, 5-angle intake seat, 4-angle
exhaust seat
Valveguides: Edelbrock bronze
Valve Seals: SI viton
Valvesprings: Comp Cams beehive-type
Valvespring Pressure: 145 pounds seated, 405 pounds open
Valve Locks and Retainers: Comp Cams
Head Gaskets: Cometic, .051 inch thick
Cylinder Head Fasteners: ARP studs
Induction
Intake Manifold: Victor 4500 series
Preparation: ported
Carburetor: 1,100-cfm Pro Systems Holley
Ignition
Distributor Type: MSD Pro-billet
Distributor Gear: BOP Composite
Crank Trigger: No
Spark Plugs: NGK R-5671A-8
Spark Plug Gap: .040-inch gap
Ignition Amplifier: MSD Digital Box
Coil: MSD Power Coil
Range of Initial Timing: 12 to 16 degrees
Total Timing: 36 to 38 degrees
RPM Total Should be Reached by: 3,000 rpm
Suggested Fuel Octane: 93
Exhaust
Exhaust Headers: Hooker No. 4202
Primary Tube Diameter: 2 inches
Collector Diameter: 3.5 inches
Exhaust Tube Diameter (if required by race track):
3.5 inches
Muffler: DynoMax Bullet
Exhaust Crossover: None
Projected Output
Estimated Horsepower: 695 hp
Estimated Torque: 680 ft-lbs
SD Performance: 900 hp, 535 ci, Race Gas
Dave Bisschop takes a very serious approach toward max-performance Pontiacs. He has been building and racing Pontiacs for several decades, and is always looking for new ways to extract even more performance. Some of the quickest Pontiacs in the country feature cylinder heads that have been ported by his company, SD Performance in Chilliwack, British Columbia. Dave is considered to be among the very best Pontiac builders in the country today and the combinations he assembles delivers the performance he claims.
Short Block
Block Casting: MR-1
Preparation: Check mainline for size, bore, torque plate hone, deck
Crankshaft: Eagle forged 4340-steel
Preparation: Inspect, measure, polish and clean
Bore/Stroke: 4.35 x 4.5 inches
Displacement: 535 ci
Deck Height: 10.23 inches
Pistons: Ross custom flat top
Piston Rings: Plasma Moly file fit, Napier second,
Piston Ring End Gap: .020-inch top, .024-inch second
Piston-to-Wall Clearance: .005 to .006 inch
Connecting Rods: Callies forged, 6.66-inch length
Connecting Rod Side Clearance: .028 to .030 inch
Main Bearings: Clevite 77 standard,
Main Bearing Clearance: .0022 to .0028 inch
Rod Bearings: Federal-Mogul competition
Rod Bearing Clearance: .0025 to .0030 inch
Main Caps: Pro-gram Engineering four-bolt splayed (included with MR-1 block)
Main Cap Bolts/Studs: ARP studs
Thrust Clearance: .006 to .009 inch
Windage Tray: Canton
Oil Pump: Melling M54D, disassemble, debur, clean, measure bottom clearance
Oil Pan: Canton Road Race
Oil Pump Driveshaft: Melling
Block Filler: No
Harmonic Damper: ATI
Camshaft
Camshaft: LSM solid roller, revised firing order
Lifters: Crower solid roller with high-pressure oiling
Camshaft Bearings: Durabond
Bearing Clearance: .0012 to .0017 inch
Duration at .050-inch: 276/286 degrees
Lobe Separation: 114 degrees
Valve Lift at 1.5: .681 inch
Intake Centerline Installed at: 110 to 111 degrees
Pushrods: Smith Bros., 3/8 inch thick, .145-inch wall
Rocker Studs: No
Rocker Arms: Crower or T&D shaft rockers, 1.7:1 ratio
Cylinder Heads
Castings: Edelbrock Performer RPM
Preparation: Offset intake pushrod holes, welded/machined semi-heart shape chambers, CNC porting
Combustion Chamber Volume: 68 cc
Compression Ratio: 14:1
Suggested Intake/Exhaust Airflow Flow at 28 inches: 360-cfm intake, 250-cfm exhaust
Valves: Manley custom stainless steel
Valve Diameters: 2.25/1.74 inches
Valve and Seat Preparation: 30-degree back-cut on intake valves, 5-angle intake seat, 4-angle exhaust seat
Valveguides: Edelbrock bronze
Valve Seals: SI viton
Valvesprings: Comp No. 98745 dual with damper
Valvespring Pressure: 250 pounds seat, 690 pounds open
Valve Locks and Retainers: Titanium 10 degree
Head Gaskets: Cometic, .040 inch thick
Cylinder Head Fasteners: ARP studs
Induction
Intake Manifold: Edelbrock Victor 4500
Preparation: CNC ported runners, CNC-machined plenum and hand finishing
Carburetor: Pro Systems Dominator 1,150+ cfm
Ignition
Distributor Type: MSD Billet
Distributor Gear: BOP composite
Crank Trigger: None
Spark Plugs: Autolite No. 3924
Spark Plug Gap: .035 to .040 inch
Ignition Amplifier: MSD
Coil: MSD
Total Timing: Locked at 36 to 38 degrees
Suggested Fuel Octane: 108 to 110
Exhaust
Exhaust Headers: Dougs, Hooker or Hedman
Primary Tube Diameter: 2 inches
Secondary Tube Diameter: 3.5 inches
Exhaust Tube Diameter (if required by race track):
3.5 to 4 inches
Mufflers: Spintech
Exhaust Crossover: X-type crossover
Projected Output
Estimated Horsepower: 900 hp
Estimated Torque: 750 ft-lbs
Butler Performance: 1000+ hp, Turbocharged 505 ci, Pump Gas
Butler Performance in Leoma, Tennessee, has been building fast Pontiacs for a number of years and sons David and Rodney have picked up where their father, Jim, left off. David Butler is among the most knowledgeable Pontiac builders around today and his approach toward any type of Pontiac performance can be backed up with successful results. With the ability to produce a stout performance engine with a stock appearance or thousands of horsepower from a boosted application, Butler Performance can assist you with all your Pontiac needs.
Short Block
Block Casting: IA-II high-nickel block, extra thick deck
Preparation: Pressure tested, sonic tested, deburred, bored and honed with torque plate, deck squared
Crankshaft: SCAT 4340-forged steel
Preparation: Inspect and clean
Bore/Stroke: 4.35 x 4.25 inches
Displacement: 505 ci
Deck Height: 10.23 inches
Pistons: Ross, custom to Butler specs
Piston Rings: Total Seal TNT file fit
Piston Ring End Gap: .026 to .030 inch
Piston-to-Wall Clearance: .006 to .0065 inch
Connecting Rods: Oliver billet steel, 6.7 inches, fit pin and check sizes
Connecting Rod Side Clearance: .025 to .028 inch
Main Bearings: Federal-Mogul Race Series
Main Bearing Clearance: .003 inch
Rod Bearings: Federal-Mogul Race Series
Rod Bearing Clearance: .003 inch
Main Caps: Standard IA-11 four-bolt billet main caps, splayed centers
Main Cap Bolts/Studs: ARP studs
Thrust Clearance: .006 to .009 inch
Windage Tray: Option
Crank Scraper: Yes, Butler Performance
Oil Pump: Butler Performance Pro pump or Titan billet gerotor pump
Oil Pan: Canton or billet fabrication, custom aluminum
Oil Pump Driveshaft: Melling
Block Filler: No
Harmonic Damper: ATI Super Damper
Camshaft
Camshaft: Comp Cams, hydraulic roller
Lifters: Comp Cams
Camshaft Bearings: Federal-Mogul
Bearing Clearance: Can easily rotate by hand
Duration at .050-inch: 254/246 degrees
Lobe Separation: 115 to 116 degrees
Valve Lift at 1.5: .620 inch
Intake Centerline Installed at: 113 to 114 degrees
Pushrods: 3/8-inch diameter
Rocker Arms: T&D rocker shaft, 1.65:1 ratio
Cylinder Heads
Castings: Edelbrock Victor High Port
Preparation: Ported
Combustion Chamber Volume: 87 cc
Compression Ratio: 8:1 for pump gas
Suggested Intake/Exhaust Airflow Flow at 28 inches: 400-cfm intake, 270-cfm exhaust
Valves: Ferrea stainless steel
Valve Diameters: 2.19/1.77 inches
Valve and Seat Preparation: 3-angle competition valve job, 45-degree seats
Valveguides: Edelbrock bronze
Valve Seals: Viton
Valvesprings: Comp Cams, 165 to 185 pounds closed, 380 pounds open
Valve Locks and Retainers: Chrome-moly locks and Titanium retainers
Head Gaskets: Cometic
Cylinder Head Fasteners: ARP studs
Induction
Intake Manifold: Edelbrock Super Victor EFI or Hogan custom sheet metal
Preparation: Ported
Carburetor: FAST XFI, electronic fuel injection
Power Adder
Turbo: Precision Turbo 88 mm
Suggested Boost: 12 psi
Extra Components: Tial waste gate, Tial blow-off valve, Precision Turbo intercooler
Ignition
Distributor Type: MSD Pro-Billet
Distributor Gear: BOP Composite
Crank Trigger: MSD
Spark Plugs: NGK
Spark Plug Gap: .028 to .030 inch
Ignition Amplifier: MSD
Coil: MSD
Range of Total Timing: Controlled by EFI software program
Suggested Fuel Octane: 93
Exhaust
Exhaust Headers: Custom mild steel or optional stainless steel
Primary Tube Diameter: 17⁄8 inches
Projected Output
Estimated Horsepower: 950 to 1,200 hp depending upon boost
Estimated Torque: 1,000 ft-lbs
(Photo Courtesy Don Keefe)
Butler Performance: 1,100+ hp, 541 ci, Race Gas
Short Block
Block Casting: IA-II high-nickel cast iron, or All Pontiac cast-aluminum
Preparation: Pressure tested, sonic tested, deburred, bored and honed with torque plate, deck squared
Crankshaft: SCAT 4340-forged steel or Crower billet steel
Preparation: Inspect and clean
Bore/Stroke: 4.375 x 4.5 inches
Displacement: 541ci
Deck Height: 10.22 inches
Pistons: Ross, custom to Butler specs
Piston Rings: Total Seal No. CS-9190-130, AP stainless top ring, Napier 2nd ring
Piston Ring End Gap: .024 inch
Piston-to-Wall Clearance: .006 inch
Connecting Rods: Oliver billet steel or GRP billet
aluminum, 6.7 inches, fit pin and check sizes
Connecting Rod Side Clearance: .025 to .028 inch
Main Bearings: Federal-Mogul Race Series
Main Bearing Clearance: .003 inch
Rod Bearings: Federal-Mogul Race Series
Rod Bearing Clearance: .003 inch
Main Caps: Standard IA-11 four-bolt billet main caps, splayed centers
Main Cap Bolts/Studs: ARP Studs
Thrust Clearance: .006 to .009 inch
Windage Tray: Built in to oil pan, crank scraper
Oil Pump: Butler Pro Series or Titan billet gerotor type
Oil Pan: Canton steel or custom billet aluminum
Oil Pump Driveshaft: Melling
Block Filler: No
Harmonic Damper: ATI Super Damper
Camshaft
Camshaft: Comp Cams custom solid roller
Lifters: Crower Severe duty, offset intake
Camshaft Bearings: 50-mm roller
Bearing Clearance: Should turn easily by hand
Duration at .050-inch: 289/300 degrees
Lobe Separation: 114 degrees
Valve Lift at 1.5: .890/.850 inch
Intake Centerline Installed at: 112 degrees
Pushrods: 3/8- or 7/16-inch diameter with
.120-inch wall
Rocker Studs: None
Rocker Arms: T&D Shaft Rockers, 1.7:1 to 1.8:1 ratio
Cylinder Heads
Castings: Edelbrock Victor High Port
Preparation: Fully CNC ported and CNC chambers
Combustion Chamber Volume: 60 cc
Compression Ratio: 15.2:1
Suggested Intake/Exhaust Airflow Flow at 28 inches: 440-cfm intake, 300-cfm exhaust
Valves: Ferrea Titanium
Valve Diameters: 2.3/1.7 inches
Valve and Seat Preparation: Competition valve job with 55-degree seats
Valveguides: Bronze
Valve Seals: Viton
Valvesprings: Manley or PAC
Valvespring Pressure: 300 pounds seat, 900+ pounds open
Valve Locks and Retainers: Titanium
Head Gaskets: Cometic, .040 inch thick
Cylinder Head Fasteners: ARP studs
Induction
Intake Manifold: BOP Engineering single 4-barrel (or custom Hogan aluminum dual 4-barrel)
Preparation: Ported
Carburetor: Single 1,250-cfm Holley (or dual 1,150-cfm Holleys)
Ignition
Distributor Type: MSD Pro Billet
Distributor Gear: BOP composite
Crank Trigger: MSD
Spark Plugs: NGK
Spark Plug Gap: .030 to .040 inch
Ignition Amplifier: MSD Digital 7
Coil: MSD
Total Timing: Locked at 32 to 36 degrees
Suggested Fuel Octane: 116
Exhaust
Exhaust Headers: Custom
Primary Tube Diameter: 2.125 inches
Collector Diameter: 4 to 4.5 inches
Projected Output
Estimated Horsepower: 1,100+ hp
Estimated Torque: 900 ft-lbs
Kauffman Racing Equipment: 1,200 hp, 535 ci, Race Gas
Kauffman Racing Equipment (KRE) in Glenmont, Ohio, is among the very best in the today’s Pontiac performance market. Since introducing its own castaluminum d-port cylinder head for Pontiac applications a few years ago, KRE has gone on to develop cast-iron and -aluminum large-bore Pontiac blocks and highperformance cylinder heads known as the High Port and Warp 6. Jeff Kauffman provides a very high performance combination using his company’s newest highperformance cylinder head.
Jeff added, “This would be what I consider our full-out race engine. It is designed to make maximum horsepower when compared to any other Pontiac engine combo and to be as light as possible.”
Short Block
Block Casting: K&M Performance MR-1A aluminum
Preparation: Bore and hone, install bronze lifter bushings
Crankshaft: SCAT forged 4340-steel
Preparation: Measure specs and balance
Bore/Stroke: 4.35 x 4.5 inches
Displacement: 535 ci
Deck Height: 10.24 inches
Pistons: Ross forged-aluminum custom flat top
Piston Rings: Total Seal custom, file fit
Piston Ring End Gap: .020-inch top, .020-inch second
Piston-to-Wall Clearance: .006 to .010 inch
Connecting Rods: GRP billet aluminum, 6.7-inch length
Connecting Rod Side Clearance: minimum of .018 inch
Main Bearings: Federal-Mogul
Main Bearing Clearance: .002 to .004 inch
Rod Bearings: Federal-Mogul
Rod Bearing Clearance: .003 to .0035 inch
Main Caps: four-bolt caps standard with MR-1A block
Main Cap Bolts/Studs: ARP studs
Thrust Clearance: .007 inch
Windage Tray: Yes, built into oil pan
Oil Pump: Nutter Dry Sump, 4 or 5 stage
Oil Pan: Stef’s custom made to KRE spec for dry sump
Oil Pump Driveshaft: None
Block Filler: No
Harmonic Damper: Romac SFI steel/aluminum
Vacuum pump: Yes
Camshaft
Camshaft: LSM 55-mm custom solid roller
Lifters: Crower solid roller, .937-inch diameter
Camshaft Bearings: 55-mm roller bearings
Bearing Clearance: .002 to .003 inch
Duration at .050 inch: 280/310 degrees
Lobe Separation: 114 to 118 degrees
Valve Lift with 1.5:1: .840 inch
Intake Centerline Installed at: 110 to 115 degrees
Pushrods: Custom .5-inch diameter
Rocker Studs: None
Rocker Arms: KRE/T&D shaft rockers, 1.7:1 ratio
Cylinder Heads
Castings: KRE Warp 6
Preparation: CNC ported
Combustion Chamber Volume: 60 cc
Compression Ratio: 15.5:1
Suggested Intake/Exhaust Airflow Flow at 28 inches: 500-cfm intake, 400-cfm exhaust
Valves: Ferrea Titanium
Valve Diameters: 2.4/1.85 inches
Valve and Seat Preparation: Custom 5-angle valve job
Valveguides: Bronze
Valve Seals: PC seals
Valvesprings: PSI dual springs
Valvespring Pressure: 400 pounds seat, 1,000 pounds open
Valve Locks and Retainers: 10-degree Titanium
Head Gaskets: Cometic, .051 inch
Cylinder Head Fasteners: ARP Studs
Induction
Intake Manifold: KRE custom with sheet-metal plenum and billet runners, dual carburetors
Preparation: None
Carburetor: Two Holley Dominators, 1,250-cfm each, 1-inch HVH carburetor spacers
Ignition
Distributor Type: MSD billet
Distributor Gear: MSD bronze
Crank Trigger: MSD
Spark Plugs: NGK R5671A-10
Spark Plug Gap: .035 inch
Ignition Amplifier: MSD Digital 7
Coil: MSD HVC
Total Timing: Locked at 33 degrees
Suggested Fuel Octane: 116
Exhaust
Exhaust Headers: Custom KRE
Primary Tube Diameter: 2.25 inches
Secondary Tube Diameter: none
Projected Output
Estimated Horsepower: 1,200 hp
Estimated Torque: 820 ft-lbs
Written by Rocky Rotella and Posted with Permission of CarTechBooks
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