[Tom Vaught]

Just to clarify what the post was about, for some of the people who missed the point the first time, the post was about DURABILITY. Thin Cylinder Bridge makes for poor Engine Durability, it is a fact.

A Typical BB Chevy Engine can be raced for 300+ passes at a high level of competition with very little work other that routine oil changes, etc. What gave the Chevy engine that capability? A Durable engine at a high power level.

Ok, there might be a couple of guys out there who can run a whole season with a engine capable of winning the event in the Pontiac camp, maybe.

Some guys can run Low Boost or HP for years and be perfectly happy with what they have. My post was in reference to the guys who actually need the extra bolts for their efforts to keep the heads clamped down, run a couple of seconds faster vs the low boost guys, and who would be even faster if they had a more durable engine design.
(Gasket Sealing being one example).

I pointed out the FLAW, nothing more. You can take it for whatever you want to do with the topic.

I will say this, SOHC 427 Hemi heads are not coming no matter how much you dream, at least in the next 10 years unless you copy the FORD 427 SOHC Engine (which by the way was designed at least 2 years before the Pontiac 427 SOHC was on the drawing board). I could take a repop FORD 427 SOHC engine (made by a few Ford guys) and adapt the heads/chain-drive to fit on a IA-2 Block in 6 months given the cash. The parts are out there. Would it be a Pontiac 427 SOHC engine, NO.

Bolting on a Ford SOHC engine head and camshaft drive system would not be any different vs bolting on a CV-1 Head or a Tiger Head, neither head looks like a STOCK Pontiac Head so what would be the difference SOHC vs the RA-V head swap?

I was a member of the Team that made 1600 hp with cast iron heads and a 1967 block in 1996. We made the number before anyone else even thought about doing it, thanks for reminding everyone that I have been in the game a long time George.

Tom Vaught