[jhein]

OK, so after lots of thought, advice from members and reading lots of old threads this is what I've come to.

-468 cid
-IA2 block
-SCAT forged crank
-Eagle forged H beam rods
-JE flat top pistons
-10:1 CR
-Ebrock 87 cc D-port heads (stock)
-Butler 8030 HR cam (changed from CC XR288HR): 236/242 @ 050, 521/540, 112 LSA (CC cam was the same but 110 LSA)
-Crower steel 1.5 rockers
-Johnson lifters
-Ray Klemm Qjet
-Stock intake
-RAIII exh manifolds

Car is a 70 TA, M20, 3.31 rear, no AC

I think that's it. Almost all parts are in hand (block and cam are in transit). Hopefully will be in the car and running within 2 months.

[25stevem]

It all looks good, but to truly take advantage of the air flow levels you payed for with those heads you should consider at some point changing over to the performer rpm.

[redhawk44]

You'll love it, close to my setup and it is fun as hell!

[R 70 Judge]

Any consideration to increasing the bore to take advantage of the IA2 block? I assume the crank is a 4.25" stroke.

If I could build from scratch like you I'd go with around a 4.30" bore and 4" stroke

[jhein]

Yep, it's 4.25 stroke. I've already got the pistons. We had them custom made for the WS block I was going to use that's 60 over and we were going to go to 65 over. That's actually one of the main reasons I decided to go with the new block. If not for that I may have even gone smaller on the bore. I don't really want to find myself much above 500 hp/550 tq and I think I may already be past that.

[Scott Roberts]

Originally Posted by jhein

Yep, it's 4.25 stroke. I've already got the pistons. We had them custom made for the WS block I was going to use that's 60 over and we were going to go to 65 over. That's actually one of the main reasons I decided to go with the new block. If not for that I may have even gone smaller on the bore. I don't really want to find myself much above 500 hp/550 tq and I think I may already be past that.

500hp called.. said you left them behind a while back. Think that engine may surprise you..

[slowbird]

Do you have the small bore IA block now? If not good luck getting one with that small bore, itll be a long wait

[65madgoat]

Nice mild reliable combo with that light aluminum block should be real fun. But I personally would be building up this engine to be 650-700 hp/tq on pump gas ;-)

[jhein]

Originally Posted by slowbird

Do you have the small bore IA block now? If not good luck getting one with that small bore, itll be a long wait

It's been shipped... So, no I don't have it, but barring any catastrophe it should all come together. I've got my fingers crossed.

[jhein]

Originally Posted by 65madgoat

Nice mild reliable combo with that light aluminum block should be real fun. But I personally would be building up this engine to be 650-700 hp/tq on pump gas ;-)

It's the iron block, not AL.

[chuckies76ta]

Originally Posted by jhein

OK, so after lots of thought, advice from members and reading lots of old threads this is what I've come to.

-468 cid
-IA2 block
-SCAT forged crank
-Eagle forged H beam rods
-JE flat top pistons
-10:1 CR
-Ebrock 87 cc D-port heads (stock)
-Butler 8030 HR cam (changed from CC XR288HR): 236/242 @ 050, 521/540, 112 LSA (CC cam was the same but 110 LSA)
-Crower steel 1.5 rockers
-Johnson lifters
-Ray Klemm Qjet
-Stock intake
-RAIII exh manifolds

Car is a 70 TA, M20, 3.31 rear, no AC

I think that's it. Almost all parts are in hand (block and cam are in transit). Hopefully will be in the car and running within 2 months.

I'm curious if you have done any dynamic compression ratio calculations with this combo. Pretty mild combo. Should work very nice with power brakes.. Should have good vacuum. I'm thinking around 500 H/P
Are you gonna dyno the engine after built? You'll need a good fuel system to keep q-jet happy. Thanks

https://www.gofastmath.com/Compressi...tio_Calculator

[napster]

I hope you have this engine dyno'd. Will be be very interested with output. I am running two 461's. one is in a '70 GTO the other in '78 T/A. Differences include round port edelbrock heads and ported, original block, off the shelf XR288HR that you first considered, edelbrock performer RPM, Doug's long tube Headers @ 1 7/8 primary and 3" collectors. Compression is 9.5 to 1. I was given corrected and uncorrected numbers and I'm beginning to think the uncorrected numbers are the correct ones. Uncorrected numbers for the '78 are 553HP @5,500 RPM and 593 TQ @ 4,200 RPM. The '70 GTO uncorrected numbers are 560 HP @ 5,500RPM and 595TQ @ 4,200 RPM. Add 30 to each number for corrected number. Was told the dyno had to be recalibrated and this was the change. Both engines have the same recipe.

I agree 500HP is gone. My guess is 520-525HP. Good move on the 112 LSA with the exhaust manifolds. Should help out with power brakes.

[jhein]

Yes, it's going to be Dyno'd. I'm gonna have it done with the RAIII mani's on it. But, it still won't have the air cleaner, fan, PS pump and alt on it. I can live with 525 neighborhood.

Napster, you have 1.65 rockers on your cars, correct?

Yeah, I think the 112 LSA will be a good thing.

The other change that I forgot to point out was the lifters. I had Morels but switched to the Johnsons. They make 3 different travel lifters. The standard which I think is 1.2 a short which is .58 and a reduced travel that is .93. I have the .93 version.

[jhein]

Originally Posted by chuckies76ta

I'm curious if you have done any dynamic compression ratio calculations with this combo. Pretty mild combo. Should work very nice with power brakes.. Should have good vacuum. I'm thinking around 500 H/P
Are you gonna dyno the engine after built? You'll need a good fuel system to keep q-jet happy. Thanks

https://www.gofastmath.com/Compressi...tio_Calculator

There are a few things I don't know such as the head gasket thickness and gasket diameter/bore size, deck clearance and the IVC. I did use their calculator for the IVC and got 44. I took a guess for the gasket and deck parameters and I got some goofy numbers the were around 5:1 for static and 4:1 for dynamic so something wasn't right.

[napster]

Originally Posted by jhein

Yes, it's going to be Dyno'd. I'm gonna have it done with the RAIII mani's on it. But, it still won't have the air cleaner, fan, PS pump and alt on it. I can live with 525 neighborhood.

Napster, you have 1.65 rockers on your cars, correct?

Yeah, I think the 112 LSA will be a good thing.

The other change that I forgot to point out was the lifters. I had Morels but switched to the Johnsons. They make 3 different travel lifters. The standard which I think is 1.2 a short which is .58 and a reduced travel that is .93. I have the .93 version.

Yes, on the 1.65 rockers. Harland Sharp is the brand. The engine for the GTO was built a long time before the car was out of paint purgatory. Almost seven years. When the engine was put in the mechanic found the scorpion roller rockers broke up. He seems to think they were under pressure for too long a time from sitting. Not sure what I have for lifters. Will have to find out.

[jhein]

Originally Posted by napster

I hope you have this engine dyno'd. Will be be very interested with output. I am running two 461's. one is in a '70 GTO the other in '78 T/A. Differences include round port edelbrock heads and ported, original block, off the shelf XR288HR that you first considered, edelbrock performer RPM, Doug's long tube Headers @ 1 7/8 primary and 3" collectors. Compression is 9.5 to 1. I was given corrected and uncorrected numbers and I'm beginning to think the uncorrected numbers are the correct ones. Uncorrected numbers for the '78 are 553HP @5,500 RPM and 593 TQ @ 4,200 RPM. The '70 GTO uncorrected numbers are 560 HP @ 5,500RPM and 595TQ @ 4,200 RPM. Add 30 to each number for corrected number. Was told the dyno had to be recalibrated and this was the change. Both engines have the same recipe.

I agree 500HP is gone. My guess is 520-525HP. Good move on the 112 LSA with the exhaust manifolds. Should help out with power brakes.

Yeah, it'll be interesting to see how our motors compare. Obviously, there are quite a few differences. The biggest ones I see are the head porting, 1.65 rockers, headers and exhaust.

[Skip Fix]

I'll disagree- making much over 500 with a factory intake and a factory exhaust manifold is going to be tough, especially if there is any porting on the heads.

My first E head motor I ran an HO intake and a worked Qjet, then added an adapter and a 850 DP and picked up 0.3 seconds at the track(same day swap). Swapped a Torker II on and it was a different motor all together. Going fomr high 11s to low 11s, 10s with a convertor change.

My current 466 in the 78 TA dynoed 525 on a conservative dyno, calculators show 550-575 based on weight and MPH. Torker II 850 DP , headers and 3" exhaust. Perfect air at 3750 lbs clicked a 10.90 @ 124. Not going to happen with RA exhaust manifolds. Even Lee Atkinson with some dinky headers on a stock 455 iin his Firebird picked up a bunch of HP on the chassis dyno over manifolds.

[77 TRASHCAN]

I don’t know the “condition” of the stock intake the OP’er is using, BUT, Dave Bischoff says his “most” modified version of a stock intake will support 600 HP.

We need Cliff’s 2 centavos on this thought.

Not trying to be a Beavis here, just wondering....468 cubes.......

Skip is your Torker II STOCK?

[jhein]

Originally Posted by 77 TRASHCAN

I don’t know the “condition” of the stock intake the OP’er is using, BUT, Dave Bischoff says his “most” modified version of a stock intake will support 600 HP.

We need Cliff’s 2 centavos on this thought.

Not trying to be a Beavis here, just wondering....468 cubes.......

Skip is your Torker II STOCK?

I haven't pulled the intake off and looked at it but I would be quite surprised if it has had any work done to it, and I'm not planning any. From Cliff's previous comments on intakes and carbs I don't see the intake and carb holding me back. I think my motor will be limited by the 1.5 rockers, unported heads and the manifolds/exhaust.

But again, my goal is not maximum power. I just want more than stock power with a rock solid rotating assembly and valve train. I realize I'm getting very close, if not past, driveline parts breaking territory. But, I think with street tires and my driving style I'll probably be OK.

[77 TRASHCAN]

Not sure a Perf RPM Would fit under the hood of your TA.......