[Elarson]

482 cubic inch
4.25 x 4.25
AllPontiac aluminum block
KRE High Port heads as-cast (330 advertised cfm)
Bullet Ultradyne SFT cam. 259/267 at .050"; 0.606" net lift with 1.65
Northwind intake
Dale Cubic-prepped 1150 Dominator
HEI distributor and MSD 6AL box
Runing on 50% 90 octane pump gas and 50% VP110
The goal was 600+ hp.

Break-in yesterday went great! Outer springs only, 2500 rpm for a half hour.
No metal in oil

(17) power pulls today.
Had a nagging mid-range misfire and it was impossible to get a consistent timing set because the marks were bouncing around.

Final conclusions:

Dale Cubic dominator is terrific.
Mechanical package of engine is bulletproof.
HEI distributor was junk. Ended up trying an MSD distributor and it cleared up the misfire.

Ended up with 601.4 hp at 5900 rpm and 623.8 ft-lbs at 4400 rpm.
591 ft-lbs at 3500 rpm!
Best power at 36 deg total timing
Wide power band should be easy to drive without lots of shifting.

Eric

[Scott Stoneburg]

Very nice! Is the car ready for the engine?

[Elarson]

Originally Posted by Scott Stoneburg

Very nice! Is the car ready for the engine?

No, lots to still do on the car. Carpet and seats took a lot of time to get right. Transmission rebuild going slow.

Eric

[slowbird]

Very nice!
What's the compression?

[Elarson]

10.5 compression

Eric

[Jack Gifford]

Wet sump?
Oil nozzles to cool pistons?
Great appearing car! (no fender-banging, please...)

[61-63]

Very nice!

[sdbob]

Very nice.600 hp that'll will get you into the corners quicker and out quicker.

[charlie66]

The motor looks great . I like the colors .

Nice numbers

Good luck with it!

[Elarson]

Wet sump. Melling 80 psi pump with Tin Indian bottom plate, Canton T-pan.

I thought about leaving it natural aluminum, but it just looked too generic. So I went with my favorite Pontiac blue.

I went to an open track day at Mid-Ohio last fall just to watch and learn. I got to talking to a few of the regulars about my project. They were amazed to hear I was building a Pontiac engine and one of them said "as long as you can make 450 hp, you should be able to keep up with the pack". Hehehe

Eric

[mysticmissle]

Are those out of the box from
Kre 330 hi ports? Did you happen to flow them? Do you think an iron block would have made much more power?
This was cammed to peak that low I assume ? That’s pretty nice flat tappet combo for sure

[Elarson]

Yes, right out of the box. I chose them because I wanted nice flow and heavy walls. No paper thin porting. Did not flow them, but I'm sure the 330 cfm rating is based on the higher lift of a roller cam. SFT is reliable old school.

I don't guess that an iron block would make more power. My main goal here was taking weight off the front of the car to get closer to 50/50 weight distribution.

As far as the cam, I told Tim Goolsby that I wanted to make at least 600 hp, didn't want to run above 6500 rpm and wanted a wide power band. Nailed it! That cam doesn't want to idle below 1000 rpm, but OMG it's happy and sounds badass idling at 1200.

Eric

[Half-Inch Stud]

Power plot looks real good. The Big Stroke Pontiac ought be extremely competitive inroad racing. Even better with a TH400.

HEI questions: locked timing showed time bounce!! aftermarket?, ground wire?, Rotot-Post Phased? Front Damper TQ'd ?!

I've experienced an aftermarket HEI having poor performance, but did not see why.

[mgarblik]

Originally Posted by Half-Inch Stud

Power plot looks real good. The Big Stroke Pontiac ought be extremely competitive inroad racing. Even better with a TH400.

HEI questions: locked timing showed time bounce!! aftermarket?, ground wire?, Rotot-Post Phased? Front Damper TQ'd ?!

I've experienced an aftermarket HEI having poor performance, but did not see why.

Had problems with the HEI right out of the gate. It was a used HEI that came with the car Eric bought. I took it apart, cleaned and lubed everything. It had the mechanical advance slot welded to give about 20 crank degrees total. No vacuum advance. I installed a new pick-up coil. No module. It was just triggering an MSD. When setting total timing it was jumping around approx. 4-5 degrees @ 3500 RPM. Didn't like it but what to do. Made a few pulls and it did OK. But as the day wore on it began missing and got worse and worse. Finally, I watched the timing with a light all the way to 5500 RPM. It would advance normally, but jittery up to about 4000 RPM to total timing number, then begin RETARDING! Taking 15-18 degrees back out of the total timing at 5500 RPM. That will make an engine run terrible. From 5500-6500 it began advancing again which is why peak HP was always within 5-6 HP. Pretty weird and a good reason to not use mechanical advance in this situation. Installed a borrowed MSD locked-out distributor and the timing was rock solid 1200-6500 RPM's. Lesson learned and 4 hours wasted.

[Steve C.]

VERY NICE !

A fwiw, reported as cast flow numbers for the HP head :

Intake Exhaust
.100 85 71
.200 170 129
.300 234 179
.400 284 221
.500 316 248
.600 322 263
.700 331 270


.

[Elarson]

Here's one of the pulls with the HEI timing going all over the place.

Eric

[Elarson]

The whole philosophy of this engine is to be super reliable and fun to drive.

I'm going to have a 7000 chip in the rev limiter but the whirling parts should be good for lots more.

Crower 4.25", 3.00 main billet crank.
Molnar "power adder" steel rods
Ross pistons
80 psi pump, with oil cooler and dual filters

My goal is to have the full team...Mike, Tim, Dave, Michael, Lori and the dogs...be able to come to the track and not have to fix anything. Just watch, eat hot dogs and tell Pontiac stories.

Eric

[Elarson]

Originally Posted by Steve C.

VERY NICE !

A fwiw, reported as cast flow numbers for the HP head :

Intake Exhaust
.100 85 71
.200 170 129
.300 234 179
.400 284 221
.500 316 248
.600 322 263
.700 331 270


.

Good to know. So at my .606" net lift, I should be around 322 cfm.

Eric

[Elarson]

Originally Posted by mgarblik

Had problems with the HEI right out of the gate. It was a used HEI that came with the car Eric bought. I took it apart, cleaned and lubed everything. It had the mechanical advance slot welded to give about 20 crank degrees total. No vacuum advance. I installed a new pick-up coil. No module. It was just triggering an MSD. When setting total timing it was jumping around approx. 4-5 degrees @ 3500 RPM. Didn't like it but what to do. Made a few pulls and it did OK. But as the day wore on it began missing and got worse and worse. Finally, I watched the timing with a light all the way to 5500 RPM. It would advance normally, but jittery up to about 4000 RPM to total timing number, then begin RETARDING! Taking 15-18 degrees back out of the total timing at 5500 RPM. That will make an engine run terrible. From 5500-6500 it began advancing again which is why peak HP was always within 5-6 HP. Pretty weird and a good reason to not use mechanical advance in this situation. Installed a borrowed MSD locked-out distributor and the timing was rock solid 1200-6500 RPM's. Lesson learned and 4 hours wasted.

We had high hopes and lots of optimism at the start of the day Thursday. Then the Mike Tyson quote (in my signature) kicked in.

Eric

[wbnapier]

Do you think you could run it safely on straight pump gas?

The engine sounds amazing.