1600 HP twin turbo '65 GTO iron D-port heads
 

https://www.youtube.com/watch?v=wXrrNxpPrIw

Jim Yanoski's '65

Sweet... cant wait to see track videos!

That thing is Fing AWESOME , more than 1600 HP. It was 1580 at the tires.
Turbos suck right George. That thing would rip your head off, with iron D ports !!!!
And its a "real" GTO.

Wow! That's nearly 2K at the crank!

CIDPTTFMF!!! 😜

who said turbos are boring ? they're mandatory anymore......:D by what I see on the street lately, it's like if you ain't boosted, you 're nothin'....:D:D

https://www.youtube.com/watch?v=IYQNkE-uHgY

Old news I seen that car a month ago on Facebook, very, very nice car. I never said Turbos suck.....FAKE NEWS! So Dragncar what did it run?
......and P.S. my 74 is a real GTO that came with a real Pontiac engine , shaker scoop. the one I bought new in 1974 ran 14.9's after I tweaked it a bit. That probably better then the 1964 GTO ran with a 389 four barrel and a 3.08 rear gears and a automatic....apples to apples!


GTO George

73-74 might be GTOs, but if its not a A body its kind of like the Mustang II to Ford guys. Last low CR gasp. They should have put SD 455s in them. The Firebirds were the real performance cars back then.
I dont consider them real GTOs. Not nearly as good looking a car, not even close.

that would explain why it didn't get many hits on youtube, cuz Facebook is a bs site, they should call it farcebook. it's where all the girls hang out and swap cooking recipes. Facebook sucks.

here's a couple more boring turbo cars for ya George....that run 6.0's in the 1/4
Jensen vs. Street Outlaws Lutz....

https://www.youtube.com/watch?v=m5zUzJhLQiQ

Incredibly cool!

Very nice, high quality video. The whole package looks great, body, paint, chassis, and of course the Pontiac engine. You can just hear the pride in the description of the power plant. All the work that went into the engine build comes through in the words and the way he describes it.

Off topic some. My brother's 65 GTO 2dr hardtop was a base 389 4 barrel. 3 Speed on floor. Pretty car but slower than Dad's 65 Fury 318.Sad but true.

It's a.work of art no doubt. I may have used a aftermarket block myself but that's just me.

He's a good guy he set up the d-ports on my last Ventura.

Beautiful 65 and no doubt impressive,he has the experience with stock blocks,however,with all the effort involved,it makes me wonder why he didn't use an aftermarket block.

This was the last video i had seen of his gto,so its been a few years.
https://www.youtube.com/watch?v=fN_mohdVOJw

I happen to like that body style,murder nova is one of my favorites on SO.
To me the monaro isn't a real gto. I will take a 73/74 ventura/gto anyday.

1973 was last year of full size A body platform in the GTO. 1974 was X body and one year only. Although it came with a 350, it was noted as being the best handling of all the GTO models.

Jim & Andy are both great turbo guys. 👍
Jim's car is one beautiful beast.
Haven't saw Andy's latest creation but I'm sure it's bad to the bone.

Think it was fastest they were allowed too.
ok car
I would have preferred the 74 A body with a 455 with enough power and a handling package to meet that goal.

The 2nd year (1976) I had my 74 I dropped in a 455! :)


GTO George

1580 HP at the tire with D ports, puts a interesting spin on the cylinder head wars!

Jim Y is a good friend of Marty Palbykin and over the years they swapped parts and knowledge on building high hp factory blocks. Have been waiting for several years for Jom's car/engine project to be completed. Glad he put down some great numbers.

Great Job Jim!

Tom V.

Marty P Basically had a 260 cfm D-Port head done by Jim Butler's head porter (RIP)
He was a very good cast iron cylinder head porter.
Not sure what the flow is on Jim's cast iron heads is but Marty's 260 cfm heads were capable of running 194 mph (skipping 2nd gear) at Norwalk the first year the car came out.
A Ton of knowledge on Boosted Turbo Engines since then.

The engine should be very impressive any place it races.

Tom V.

ps Exceptional quality video.

Awesome!!!

Think Jim Y has always been Dport guy ... little Jack and Jims car on the line be a poster shot for sure

Anyone know when he plans to take it to the track?

Isn' he the guy who went 7sec with D ports or real low 8s ?

I like the body style too. As Venturas, just not GTOs. It was just a badge. GTOs have to have real horsepower. The make good drag cars Venturas/Novas, dont weigh a lot. Big tires is a problem though unless you cut it up.
They are better than the "Moneros" I have to say.

B*llocks,looks like I 'll have to up my game when I get my factory block/heads combo back out! Nice work Jim. Would be interesting to see what he's done to the heads and block.

I thought the car was done for a while?

Has he ran it yet?

Yes,he ran 7's
https://www.youtube.com/watch?v=H2oebZLbn_g

Yeah,that was the problem with my 74 ventura

Iron heads seal up pretty good.

Was your car mini tubbed?

No,it had the stock wheel housings.

Marty P. ran 6.95 @ 200mph, making around 1600HP.
D-ports end up flowing the same, around 260cfm, regardless who ports them-
even the best CNC programs only take about 1/8" out of the floor, walls, roof before hitting water,
or becoming too thin for reliability. you end up with a port 1/4" wider, and 1/4" taller, give or take.
there's only .200" port wall there, you can't grind it all away.
the turbo makes the power through multiplication.
take a 250cfm D-port measured at atmospheric pressure 14.7psi on a flow bench.
hit it with a second "atmosphere" of 15psi boost, it flows 500cfm.
hit it with a third atmosphere of 30psi boost, it flows 750cfm
the HP level multiplies as well.
take a 400 Pontiac SuperStock engine NA that makes 600HP@flywheel.
hit it with 15psi boost- doubles it to 1200HP.
hit it with 30psi boost- triples it to 1800HP.
1800HP flywheel is about 1500HP rear tire.
so there you have it.
it's not a perfect linear formula due to parasitic losses, but there's a tendency toward these results.
alcohol and an intercooler manage the heat, and alcohol can make more torque.
there's one factor only the better, high dollar dynos measure- transient response time, and recovery time between shifts.
an engine with a quick transient response and recovery time, can make less HP on the dyno,
and be faster at the track, than an engine that made more HP on the dyno, but has a lousy transient response time.
on the dyno you're not racing anyone or against the clock. you can take a leisurely 10-15 second dyno pull,
and slowly build the boost pressure, or even a 20 second dyno pull.
at the track, the race is over in about 6-7 seconds.
if it takes 10-15 seconds to build the 30psi boost and make 1800HP, it's counterproductive,
cuz the track is short 1/8 or 1/4 mile, and the race is over in 10 seconds or less.
there's NA cars running in the 7's, and modern turbo setups running 6's and 5's.
you need the boost now off the line to be competitive.
that's a tall order for a stock block engine, especially one 50 years old.

Yes, as boost levels increase heat management to keep density ratio as close to pressure ratio as you can is key.

Stan

Marty, as was posted had massive amounts of torque and was over 30 psi of boost many times. He did a show at Dallas one time with a issue in one cylinder, he ran within a tenth (with the performance of that cylinder being down) because the turbos/wastegates saw the additional load and added more boost.

3 years before he cracked the block (1967 2 bolt main engine with added splayed caps).
Jim Y is a cool guy, (I have been told by many), hope to see his car run at some point in person.

Tom V.

Yep this will probably fly for a long time.
Vin63 with nitro and blower and 3.75 stroke forged Ohio crank in early 70's 2 bolt block converted to steel splayed caps went over 200 mph near 3000 race weight.target RPM was 9200. He could only attain 8600 rpm using cast factory N crank and alky.
Think Jim Y's combo will fly for a long time.
It boils down to getting best harmonic control you can and keeping tune conservative

I wonder what number/ccs the D ports are ? And why it seems you see these builds with D ports rather than iron round ports. Would a 300cfm RAIV head run better, or a 270cfm HO head work better ?
Isnt getting rid of the exhaust a big deal with blown engines ?

Always wondered how my Whittmore HOs would do with a Vortec. Driving to the strip and running a easy 10 flat and driving home.
Turbos seem like a lot more work, plumbing ect.

Back when, the round ports were worth a ton of money.
(no aluminum heads then)

Most didn't want to hurt them if they could use a run of the mill D-port with a power adder to go faster.
And the ones who did use round ports were faster than the D-ports.

After the aluminum heads were around the round ports were cheaper, but it was easier to port the aluminum heads and make more power than the cast iron heads.

Bigger volume, better porting will usually always make more HP.

:)

How do you know they were faster ? I have not heard of any 1600 HP twin turbo RAIV/HO builds. Now 2 D port versions gone that high.

The round ports were left for restoration.. I had a set many years ago and didn't cut them up.. Like you said, I ran a ported set of d ports with the bottle... I'm glad many took the same route as me.. Too rare to cut up in my opinion...

How is a good port job 'cutting" cutting the head up ? A good porter is not going to ruin the head and its still fine for restoration. I would not have thought twice about using the 272cfm 48s in a resto.

The 48's are a dime a dozen!

The RA IV were a couple thousand dollars!
The SD 455's were basically unobtainable!

The reason is as said, when the aluminum heads came out, no sense in trying to go fast with cast iron round ports. They went to high dollar restored cars.

This isn't to say there were none, because there were racers using the round ports. (like Beswick and others?)
Class racers used them but not power adder.

:)

I got my HOs for 600 bucks in 1988. Good 48s are worth near that today. (look at the for sale section and see the price a member stated out at, 1,500+)
I would not think twice about using my HOs with a centrifugal. They (iron) do seal well. I think it would be great if Justin used some 310cfm RAIVs (maybe 320 on big bore) on his car. Beating all the others with a factory iron head. Bet he could make 2000HP with twin turbos, or close.
Said it before and its true, a cast steel version of the E head, that looked like a 722 or 614 head would sell, and sell well. Being cast steel you could do anything to it that you can do with a aluminum E head, seal much better and only about 45Lbs more on the front of your car. Cast steel is just as repairable as aluminum, cheaper and holds the heat. Which does matter when making power. Marty had to adjust to the aluminum loosing its heat when he went to the E head.

All it takes is money.

:D

You could make them and see how good they do.
I think someone did a cast iron RA IV head, don't think it sold very many?

:confused:

Butler never finished any of those RAIV that I know of. Doubt any were for sale.
Edelbrock makes more on their Pontiac heads than other long dead engines. You cant tell me they sell more aluminum Olds and FE heads than Pontiac, yet charge us more.

the hit count on this twin turbo GTO video went over 4,000 hits now, when I posted the thread last week it was like 2,800 hits or less. Facebook is a lame aszed place to post a video. people may comment "nice" or put a smiley or thumbs up on it, but anything posted on Facebook just dies there. a message board catering to Pontiac addicts is a way better place to post- it got over 2,000 hits here alone in the lobby and race forums combined.
so much for facebook....

making big HP on the engine or chassis dyno is one thing...
coming up with the money and time to have the car certified, buy all the safety equipment, and actively campaign it on a regular basis is another...and you need a truck and trailer to tow it in.
which is why we see race cars on the street, that never go to the track...and probably never will...if so, then rarely...
the safety certification and throwaway safety harness, etc has turned it into a monopoly.