Another Pontiac V8 Found and Brought Home 1970 Firebird Espirit 350

All the Old Timers knew Best Grumpy, Run Open headers with collector extensions, seen many early Widetracks set up that way in photos recent FB car groups ! Race car then too !
 
As you may have gathered, I generally prefer, using
these are some other companies Ive had nothing but good results from
CROWER
http://www.crower.com/media/pdf/chevrolet.pdf

CRANE
http://www.cranecams.com/uploads/catalog/Crane Cams Master Catalog.pdf

ERSON
http://www.pbm-erson.com/UserFiles/Documents/Catalogs/2013 erson catalog.pdf
http://usaperform.com/-c-154_206.html

HOWARD
http://www.howardscams.com/howards2015.pdf
https://howardscams.com/c-1268612-camshafts-and-cam-lifter-sets.html

HERBERT
http://www.herbertcams.com/herbert-cams-cam-kits/

ENGLE
http://www.englecams.com/downloads/2010_engle_catalog.pdf

before, you start reading through the thread and links below,
Ill point out that I've done the forensics on quite a few failed cams over the years,
that guys have brought to my shop and Id say about


60% of the failed cam lobe & lifter problems were traced to a failure to check clearances or correct valve train geometry issues , like coil bind, rocker to rocker stud, or rocker to adjustment nut clearance, retainer to valve seal, clearances or rocker geometry, use of the wrong spring load rates for the application,or failure to check valve train or push rods binding issues like rocker to retainer, push rods binding on guide plates or heads,etc. before they became an issue.
about
10% were traced to failure to remove metallic or other trash, generated by a previous cam failing from the engines internal oil passages, or failure to carefully clean the engine before installing the new cam, and components, ( use of shrapnel screens and magnets help a great deal in this but can,t remove all trash as some is non-magnetic)
5% to low quality components, or miss matched parts, like the wrong spring load rates for the application, and perhaps
15% of the failures due to using the wrong lubricants , or not nearly enough moly cam lube on the lobes and lifter bases or setting up the oil supply system correctly, or use of a high quality oil and filter, and a failure to change that oil and filter regularly after the first few hundred miles , the remaining
1o% were from unknown causes but more than likely due to a failure to correctly break in the cam,or properly adjust the valves before the engine break-in process or carefully check and re-adjust the lifters rapidly during the break-in process

http://garage.grumpysperformance.com/index.php?threads/cam-wear-articles-you-need-to-read.282/

http://garage.grumpysperformance.com/index.php?threads/semi-fool-proof-cam-sellection.82/
 
As you may have gathered, I generally prefer, using
these are some other companies Ive had nothing but good results from
CROWER
http://www.crower.com/media/pdf/chevrolet.pdf

CRANE
http://www.cranecams.com/uploads/catalog/Crane Cams Master Catalog.pdf

ERSON
http://www.pbm-erson.com/UserFiles/Documents/Catalogs/2013 erson catalog.pdf
http://usaperform.com/-c-154_206.html

HOWARD
http://www.howardscams.com/howards2015.pdf
https://howardscams.com/c-1268612-camshafts-and-cam-lifter-sets.html

HERBERT
http://www.herbertcams.com/herbert-cams-cam-kits/

ENGLE
http://www.englecams.com/downloads/2010_engle_catalog.pdf

before, you start reading through the thread and links below,
Ill point out that I've done the forensics on quite a few failed cams over the years,
that guys have brought to my shop and Id say about


60% of the failed cam lobe & lifter problems were traced to a failure to check clearances or correct valve train geometry issues , like coil bind, rocker to rocker stud, or rocker to adjustment nut clearance, retainer to valve seal, clearances or rocker geometry, use of the wrong spring load rates for the application,or failure to check valve train or push rods binding issues like rocker to retainer, push rods binding on guide plates or heads,etc. before they became an issue.
about
10% were traced to failure to remove metallic or other trash, generated by a previous cam failing from the engines internal oil passages, or failure to carefully clean the engine before installing the new cam, and components, ( use of shrapnel screens and magnets help a great deal in this but can,t remove all trash as some is non-magnetic)
5%
to low quality components, or miss matched parts, like the wrong spring load rates for the application, and perhaps
15% of the failures due to using the wrong lubricants , or not nearly enough moly cam lube on the lobes and lifter bases or setting up the oil supply system correctly, or use of a high quality oil and filter, and a failure to change that oil and filter regularly after the first few hundred miles , the remaining
1o% were from unknown causes but more than likely due to a failure to correctly break in the cam,or properly adjust the valves before the engine break-in process or carefully check and re-adjust the lifters rapidly during the break-in process

http://garage.grumpysperformance.com/index.php?threads/cam-wear-articles-you-need-to-read.282/

http://garage.grumpysperformance.com/index.php?threads/semi-fool-proof-cam-sellection.82/
I know.
We both have are own pattern preferences.
Isky Cams do what they say they do !

Comp Cams only do with the High Tech Drag racing series my own personal experience...Foot on the floor and never lift drag racing.
Junk street cams they make CC.
Isky blows away WOT also by Far !

Crane & Crower my other personal picks.

Have a Crower Full Drag Solid cam I bought.
Skull & Crossbones next to that in Crower Catalog ! Death !
DD2000 & results stunning in 455 Ponch !
On my parts shelf. Too radical for this Pontiac 350 I suspect.

Isky cam chosen bought for TA more outperformed Crower race.
 
I had a little time to play with old DD2000 this morning Grumpy.
Tried stroking to 4.0, 4.21, 4.25, & 4.300.
Did not respond favorable.
Need E heads to flow 350-400 cfm.

Think it wants a power adder Boost.
Respond 200-300 Hp more easy.
 
As I'm sure your well aware,
the vast majority of stock production PONTIAC heads ,
were designed to maximize lower and mid rpm torque, most O.E.M, Pontiac engines,
were designed to operate in the under 6500 rpm power band.
at that they succeeded, the engines produced exceptional torque,
and when properly set up and properly geared,
the cars produced very competitive performance.
Ive built dozens of 389,400,421,428 pontiacs
theres no doubt they can be built to provide decent power
most benefit from new aftermarket connecting rods and better after market heads,
there are now better intake manifolds and heads available than there were in the past

http://garage.grumpysperformance.co...-buddies-kick-butt-pontiac-engine-combo.1472/

http://garage.grumpysperformance.com/index.php?threads/some-pontiac-related-links.4125/#post-16379
 
Yes
As I'm sure your well aware,
the vast majority of stock production PONTIAC heads ,
were designed to maximize lower and mid rpm torque, most O.E.M, Pontiac engines,
were designed to operate in the under 6500 rpm power band.
at that they succeeded, the engines produced exceptional torque,
and when properly set up and properly geared,
the cars produced very competitive performance.
Ive built dozens of 389,400,421,428 pontiacs
theres no doubt they can be built to provide decent power
most benefit from new aftermarket connecting rods and better after market heads
Yes. Thinking value for your money and power delivered. Pontiac 455 and BBC rule.
Small bore size of P350 in theory makes it easy to light off Boost Pressue.
Exceptional detonation control too.
 
I bought an original Pontiac V8 Flexplate Grumpy. 1965-68 era.
Has the TH400 & TH350 torque converter bolt patterns. Assemetrical 6 inch ounce offset lighting drilled or punched out holes present.
For the Tin Indian 350.
Missing when I bought it.
Not enough power present to warrant SFI Race part.
 
Try some more Bench Racing tonight with You Grumpy.
DD2000 and the 350P.
Add Boost 7-8 psi.
See what happens.
Post results. Curious. Pass some time.

We both know Mega power, 100% reliable, and Budget cheep ! Do not typical mix well together.

Gotta cut the lawn here 1st.
 
Took a few minutes Grumpy.
Same Isky 280 Mega cam.
Good E heads and valve sizes.
10psi boost with an old Borg Warner Turbo....807 Hp at 6500 rpm.
'VE at 142 %.

Stock heads...565 Hp.

Turbo Boost way to go.
Custom option Turbo sizing....enter your own yet.
 
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Entertainment tonight only Grumpy.
Small cubes like a LS5.3....we can see why they can make 1000 HP easy on an ebay turbo with a Junkyard engine for $300 bucks.
 
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Hit the 1000 HP mark - 1002 HP with the 350 Pontiac.
Just bumped up valve lift to .800 " Intake & Exhaust.
Bumped static compression to 12.0 :1.
 
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Same as last run but a 455 Pontiac used.
998 HP at 6500 RPM.
997 Ft/lbs torque @ 4500 RPM's.
Just Killer.
More torque than the Dodge 1000 HP Hellaphant has.
 
20 year old Turbo design. Way better today.
Heard Borg Warner S480 a favorite of Pontiac V8 Guys.
Have to check it out.

No sense going crazy with Nitrous on top of N/A.
+250 shot.
 
Its Impossible to Match Dollar per dollar to obtain 1000 HP Normal aspirated Vs Turbocharging Grumpy.
The 5.3 LS Guys buy a Junkyard engine for $200-300 bucks. Tear down and file top ring gap to .030".
Assemble with new Gaskets.
Buy a Bung Choi Ebay 76-88 MM Turbo kit for $600-1K.
Put it together & they have a 1000 HP street race car or drag car.
They all use a Turbo 400 Transmission too because they tried all others & they failed blew up instant.
 
I tried telling everyone those LS Superchargers were GARBAGE.
IT WAS OBVIOUS BECAUSE THE 2000 LB HEAVIER DODGE HELLCAT OBLIVATED ALL CORVETTES..'
THEN THE DEMON KILLED.
NOW 1000 HP HELLEPHANT SOLD OUT IN 2 DAYS.
 
Wiz and those unerhood Maggie's Grumpy that costed $10,000 just for it alone and gave 100 Hp more typical.
220 + more best.

Lol.
Terrible value.
 
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