[Jim Robertson]

Steve
Depends on what we are trying to achieve...and sometimes the less than perfect casting dictates what happens and when. I have seen the paste ooz line as thin as .050 but that could have been compounded by water corrosion. A man never knows what might have happened during the life of a +40 year old casting...we only have to work with what remains. Getting a set to a runnable condition can be very difficult and time consuming

[miltmilton]

I thought I’d share with the community an update and the attainment of one of my goals using the engine that Jim talks about at the start of this thread. This couldn’t have happened without the assistance of three very knowledgeable persons who were in my corner all the way.
I’ve always set some self imposed restrictions when to comes to building my Pontiacs. Mostly I’m a keep it as pure Pontiac as practical. Hence, no cutting of sheet metal, keep the fender skirts, don’t strip the interior and ETC. With the exception of the roll bar and the obvious mods to the motor, the car is basically stock. All 4500 pounds with me in it.
Jim Robertson of R.A.C.E. did the #48 heads. Ya’ll know about Jim and his magical touch when it comes to making heads work. This pair was no exception. Jim was also a major contributor to the planning of the “package”. I’m lucky to have Jim live in the same town as me especially when we’re doing the dyno sessions. Jim also did some work on the intake manifold.
Mark Samford of Samford Racing Heads/Engines was responsible for the block. I think you get way more than what you pay for when Mark builds you an engine. I’ve seen him make 5 strokes when honing a cylinder then walk away to allow the block to stabilize before measuring the bore in order to get consistency. He’ll work on the balancer to ensure that the rotating assembly is balanced to < gram. No one spends as much time attending to details as much as Mark does.
When Jim and Mark collaborate on building an engine, hold on ‘cause you’re going to get something that will exceed your expectations.
All this power won’t do anyone any good if you can’t get it to the ground. As many of you “Darksiders” know, they don’t make parts for our weird 65 thru 70 B body rearends. Brad of FabCraft came to our rescue by manufacturing 3.55 gears for us. Brad also has provided other driveline parts to help keep us from breaking. The weekend prior to going to the “Other Pontiac Uprising” at Wichita, KS where I made the 10.87 sec. run, I shelled the spider and side gears. A call to Brad and he had me fixed up with another posi and rebuild kit along with some detailed expert instructions. You can’t beat customer service like that.

Thank you guys for making me one happy puppy, my tail is wagging!

[grandville455]

Originally Posted by miltmilton

I thought I’d share with the community an update and the attainment of one of my goals using the engine that Jim talks about at the start of this thread. This couldn’t have happened without the assistance of three very knowledgeable persons who were in my corner all the way.
I’ve always set some self imposed restrictions when to comes to building my Pontiacs. Mostly I’m a keep it as pure Pontiac as practical. Hence, no cutting of sheet metal, keep the fender skirts, don’t strip the interior and ETC. With the exception of the roll bar and the obvious mods to the motor, the car is basically stock. All 4500 pounds with me in it.
Jim Robertson of R.A.C.E. did the #48 heads. Ya’ll know about Jim and his magical touch when it comes to making heads work. This pair was no exception. Jim was also a major contributor to the planning of the “package”. I’m lucky to have Jim live in the same town as me especially when we’re doing the dyno sessions. Jim also did some work on the intake manifold.
Mark Samford of Samford Racing Heads/Engines was responsible for the block. I think you get way more than what you pay for when Mark builds you an engine. I’ve seen him make 5 strokes when honing a cylinder then walk away to allow the block to stabilize before measuring the bore in order to get consistency. He’ll work on the balancer to ensure that the rotating assembly is balanced to < gram. No one spends as much time attending to details as much as Mark does.
When Jim and Mark collaborate on building an engine, hold on ‘cause you’re going to get something that will exceed your expectations.
All this power won’t do anyone any good if you can’t get it to the ground. As many of you “Darksiders” know, they don’t make parts for our weird 65 thru 70 B body rearends. Brad of FabCraft came to our rescue by manufacturing 3.55 gears for us. Brad also has provided other driveline parts to help keep us from breaking. The weekend prior to going to the “Other Pontiac Uprising” at Wichita, KS where I made the 10.87 sec. run, I shelled the spider and side gears. A call to Brad and he had me fixed up with another posi and rebuild kit along with some detailed expert instructions. You can’t beat customer service like that.

Thank you guys for making me one happy puppy, my tail is wagging!

Nice!!! What are the motor specs,conv etc,pump gas?

[slowbird]

So you ran a 10.87 weighing 4500lbs? What was your mph and 60ft? Very impressive et congrats.

[miltmilton]

Grandville 455

Engine specs are at the begining of this thread. Munsinger Converter. I'm running methanol for two reasons. 1st, the car runs such much cooler down here in West Texas on methanol. 105 to 110 air temp is hot! 2nd, I'm getting methanol for $2.25/ gal or less. Original transmission with normal turbo 400 upgrades. Nothing fancy. 9 x 28 M/T slicks with tubes. I'm using the tubes to stiffen the side walls because the car weighs so much. I'm running 18 psi. Stock shifter in the stock console.

Slowbird

60' - 1.5568
1/8 - 6.9336 @ 99.67 mph
1/4 - 10.8777 @ 124.79 mph (OK, I lied, I didn't quite make it to 125)

I think it still has a litttle more to give. The air was really wet (raining), low barometer with a static altitude of 1300 ft. The track was well prepped.

[potentpontiac]

Very Impressive Milt. All Iron Indian. Jim sure knows his stuff. Put that comb in a light weight car and sea level conditions and see what she runs. GREAT JOB!!!

[mjm421]

You're my hero Milt!!! Congrats buddy. Good job to all involved! Mike McCarty

[Jim Robertson]

That big Bonne is a blast to watch run that fast and most times gets a great reaction from announcer and crowd. Milt is very modest...the car went a 10.95, 10.91 and 10.87 in test n tune before the races started. Each 10 sec pass was a wheel up launch. That is a lot of iron to rotate with only a 3.55 gear. And the only aero part on that thing is the Pontiac arrowhead on the hood.

[PONTIAC LARRY]

Two years later and still kick butt! Good to see this weekend and well worth my 12 bucks

[adam woodmancy]

Wow.. Great job by all those involved on this one.. Very impressive.

[PunchT37]

Originally Posted by PONTIAC LARRY

Two years later and still kick butt! Good to see this weekend and well worth my 12 bucks

Nice talking to you yesterday, along with Jim and Milt.

[Skip Fix]

Ya'll go to the PSN? Missed it for the first time I think since they had it. TOo much going on down here to break free.

[PONTIAC LARRY]

Yep, a little PSN action as part of the long running Texas Muscle Car Club Challenge series..

[shoebox1.1]

seeing the 66 bonne was the highlight of the day!

[10second70GP]

Originally Posted by Jim Robertson

Goat, Methanol fuel versus gasoline will generate plenty of debate on the torque differences but on this one we did not try any back to back tests to compare. On this engine combination we broke it in on gasoline and made 3 short pulls. Break-in was settling in nicely so we changed over to methanol for the remainder of the tests.

J.C. Block was hand picked from the stash, checked for core shift and grouted but no sleeves. Block is a 1974 model

Brian We started at 34 degrees adjusted to 36 then dropped progressively to 28 based on the test results.

mystic Headers are out of the box Heddmans (Milt should have the part number) with a few tweaks on the flange to get bolt holes and ports to line up. We were pleasantly surprised they fit the 901 dyno frame. They fit in a 65 GTO with minor work to A frames. Milt can describe exactly what he did.

This engine was built for a new 10.5 class called OEM Street. Extensive rule structure but the main factor is stock OEM block, OEM iron heads (restricted list with no performance heads allowed such as HO, SD, SCJ Fords, rectangle port BB Chevys, etc.), solid flat tappet cam, off the shelf parts basically...and a spec Nitrous Kit (+/-200HP jet/solenoid). Mainly trying to keep costs down and participation up.

We have small and big Chevys, a 351 Cleveland and now Medicine Man is the HP king. The last BBC made 777HP.

Now if we could talk Milt into a 4 Spd.

That sounds like a cool class for sure .

[PONTIAC LARRY]

Originally Posted by PunchT37

Nice talking to you yesterday, along with Jim and Milt.

OH yeah and same here. Makes for a good day. Back to our conversation on iron Qjet intakes, I will attempt 10's with mine before RPM goes on ...some day

[brut4s]

Awesome! How's the GTO coming? Any pics?

[steve25]

Congrats to you and Jim, thats no easy feat!!

[Jim Robertson]

It was great to visit with you Pontiac Larry, PunchT37, the DAPA bunch and all that stopped by. Thanks shoebox1.1 for the kind words. Milt ran a best of a 11.04 in spite of sweltering heat and minimal track prep. 3 different bracket racers commented on their cars running 2.5 tenths slow that day and we felt we were off a bit also.

Seemed to be a good turn out at the car show on Saturday and the race on Sunday.

[steve25]

So with the fact still remaining that high velcoity airflow will shear way from anything greater than a 15 degree change in angle/direction we once again will get to the piont where the so called full radius will start to limit our throat size used and that is a real peak airflow killer. NO?