[LPI]

Steve,

If the end head bolts are in the factory location and the head is just larger then yes the brackets will bolt right up but the volute may hit the valve cover or head.

In the original post the headers listed were 1 5/8". The actual header size is 1 3/4".

We had zero reversion in the intake, mostly due to the camshaft overlap.

Charlie, if you have any input as to your experience or though as to why the switch to a cast iron head versus the E-head did not as we also predicted increased the restriction and the boost pressure.

Thank you to all of you for the questions, comments and the continuing conversation on boost for the beloved Pontiac engine.

Scott,

Air intake temperature will affect the process of air in, compression and air out but we feel the amount of fuel being sprayed along with the Holley Sniper fuel spray pattern that under WOT we should still benefit from the fuel cooling. How much we will have to see once the engine is installed and running in the vehicle.

On the run stand on an 86 degree day with the relative humidity at 87% at 600 feet altitude we saw air temps of 65 degrees F at the MAT sensor in the Sniper unit up to 2400 rpm (no load). The MAT sensor in the Sniper unit is above the throttle blades, so no cooling affect from the fuel per say.

The engine during the dyno testing was run with water temperatures in the 178 to 194 degree F range. We figured that the cylinder head temperature should match a running vehicle.

We had a huge advantage at this dyno facility with the type and amount of instrumentation and thus real time data produced during each pull.

This allowed us to see in real time the possibility of detonation.

Technology has come so far compared to a basic distributor and a carburetor. We picked up 110 ftlbs just by modifying (adding or subtracting) fuel and timing in small areas across the 31x31 matrix.

No offense to anyone considered "a tuner" but this really is not rocket science. Anyone with a dyno or a lot of in car "seat" time can easily tune a car safely as long as you take it in baby steps and you have a basic understanding of fuel, spark and load.

We were changing fuel and timing points by .01 increments, it really can be affected by small increments across the whole spectrum.

Not to beat a dead horse or put people on pedestals but there are many folks on the PY board that have a vast amount of knowledge on performance engine design and tuning. If you actually either listen or read what they post, you can learn a tremendous amount about increasing the power output of your project without damaging anything.

Probably one of the most interesting experiences next to watching "Double D" Matt tune (He is a master tuner for Mega Squirt) his big Hp twin turbo Goodwin Hemi engine for the Dart. (side note: Fellow Rich Guido Canadian drag racer Matt Blasco)

The amount of data that can be recorded and the amount of "advanced" ICF modules in the Holley software let you create lots of fail safes based on the closed loop system.

The other key aspect which allowed the engine to handle the load induced by the supercharger is basically oil pressure or more specifically oil film density.

On this motor we tightened up all of the crankshaft clearances and used the new coated King main bearing for the Pontiac 3" main as well as the coated King BBC bearings.

With other bearing manufacturers it generally takes two sets of main bearings and three sets of rod bearings to get the exact clearance across the entire crankshaft.

When utilizing the King bearings we used only one set of main bearings (good crankshafts are golden) and only two sets of rod bearings. All of the clearances were held to +/- .0002". We held the clearance size to this high of a standard to ensure that we did not introduce "air" into the oil circuit do to fluctuating oil film thickness flow.

It really is a great time to be involved in the Pontiac hobby.