[Cliff R]

Brett, FWIW, I probably turn down MORE Pontiac engine jobs than those guys are actually building. I actually send that sort of work in their direction, as we just don't have the time these days for it.

How many Pontiac engine only jobs do you think a small shop can turn out in a single year?...and....what percentage of those engines are designed to make "optimum" power on pump gas at relatively high compression ratios, my bet is LESS than the number I build here...FWIW.

Completely DIFFERENT deal stuffing an "small" XE cam into a 455 with a 20cc dished piston in it, than setting one up at or over 10 to 1 compression with flat top pistons and a much larger cam on a wider LSA. Both do great "Dairy Queen" burnouts, but one will propell your car into the 11's at nearly 2 tons, the other will be hard pressed to run high 12's with the exact same drivetrain parts.

In any case, that isn't what this thread is about. I've figured out the deal, and am comfortable with building engines with high compression ratios to effectivley manage this new fuel. I do NOT recomend this path for others, but only suggest that it can be done. The course of action for the car owner should guide the engine builder. For most, 400hp and 500ft lbs torque from a 455, and 375hp and 450tq from a 400 are MORE than enough power to get them to a car cruise, car show, and occassional trip to the track to spin most of the way thru first gear and blast off a 13-14 second run.

Since a few have taunted that the only reason I can do this is because we run KRE heads with aluminum construction and "modern" combustion chamber profiles....we built an iron headed 455 at just over 11 to 1 compression and are testing it this year, street and at the track on pump fuel. I'll let you know how it turns out?.....Cliff