1967 GTO 3525 lbs w/quarter tank of 93 octane, T400 with switch pitch 1500/3000 rpm converter, 9" Ford 3.89 to 1, M/T 28x10.5x15 slicks.
428 bored 0.030, Hard Block add up to freeze plug holes, Steel 4 bolt main caps, 421 crank 0.010 under, Childs & Albert rods, thermal coated KB pistons, Total Seal gapless rings, stock pan with L&R kick outs.
Very early Edelbrock round port heads, 2.11/1.79 SS valves, 84 cc chambers, 9.67 to 1 compression ratio.
Racer Brown solid flat tappet cam, 240/250 @.050. .485 lift, 114 lobe seperation, set at 104
Torker II intake, Holley 750 DP, Essex SX18201 130 GPH @ 10 psig fuel pump, Mallory boost referenced regulator.
HEI dist. using only the mag PU, Jacobs coil and control box, 18 degrees initial, 35 total by 1800 rpm.
Hedman Husler headers, 2" pri, 3.5" collectors, 3 " mandrel bent pipes and Flow Master mufflers,
ProCharger P600B centrifugal supercharger, billet impeller, 12 rib belt, 3 core intercooler 3.5"x24"x6".
HP and Torque depend on pulley diam. used, I have several pulleys.
With 2.75" pulley HP is 586.
Car ran at several drag strips including New England Dragway and Lebanon Valley. Best runs were 10.85 and 126.79 (not on same run).
Car was built over 20 years ago and still runs strong but is rarely raced now due to my health. The GTO now has a 200-4R and 5 disc lockup converter. Even with the T400 it was driven 4 hours to NY to race and 2.5 hours to Conn to car shows. It has been a very reliable car proving if you build it correctly from the start it won't let you down. Also if you don't beat on it the engine runs very well on 87 octane gas.
|