pontiac intake manifold test thats well worth reading

[grumpyvette]

http://www.pontiacengines.com/catalog/intake1.htm

http://www.pontiacpower.com/Chinese Intake.htm

heres much more great pontiac info you really need to read thru

http://www.dingdongtx.org/1968/jharticl ... index.html

http://www.highperformancepontiac.com/t ... to_04.html

 

[grumpyvette]

http://www.teufert.net/pontiac/intakes/

http://www.edelbrock.com/automotive_new ... tiac.shtml

http://www.professional-products.com/ma ... ontiac.php

http://www.teufert.net/pontiac/intake.htm

http://web.archive.org/web/201006070702 ... ngid1.html

this info above is helpful at times


as a general performance tip, this edelbrock 2957 intake has produced EXCELLENT results, when matched to the 400-455 high compression combos with the better aluminum edelbrock heads
http://www.edelbrock.com/automotive_new ... -rpm.shtml

and a decent cam like this, in several firebirds with manual transmission and 3.73:1 rear gears
http://www.crower.com/misc/cam_spec/cam ... 0&x=29&y=7
rotating assembly, for stroker 400 build
http://www.summitracing.com/parts/ESP-B ... refilter=1

http://www.krepower.com/Pontiac Intakes.htm

CHECK HOOD CLEARANCE IT IS TIGHT OR WON,T FIT IN SOME YEARS
obviously you won,t get results like below without the matched components but its truely amazing how much better the edelbrock heads and intake , matched to a good cam can produce

 

[bob]

if you've got the hood clearance required that single plane intake posted above from edelbrock makes a very noticeable seat of the pants difference when matched to a Holley 750cfm carb, we just got thru installing that intake and carb in my neighbors 58 Pontiac with a 389, and the improvement was very noticeable from the quadra-jet carb and stock cast intake
it looks like this but a dark blue

 

[grumpyvette]

heres a list of the major parts a friend used to rebuild a 400 stroker (467 cid) fire bird engine in a muncie manual transmission car with 3.73:1 rear gears, I has not been dyno tested but its a whole lot more impressive than the stock engine, yes he has full length headers and a 2.5" dual exhaust with an (H) pipe and exhaust cut outs

keep in mind the weak links in potential performance, are restrictive stock head ports on most stock heads and intakes that are rather restrictive compared to the much better aftermarket choices and most stock connecting rods that generally won,t last long over 6000rpm

http://www.crower.com/pontiac-287-455-hi-draulic-hauler-cam-296-hdp.html

http://www.summitracing.com/parts/EDL-2957/

http://www.summitracing.com/parts/EDL-60599/

viewtopic.php?f=44&t=4125&p=10957#p10957

http://www.summitracing.com/parts/CRN-28747-16/


viewtopic.php?f=44&t=4211&hilit=pontiac

viewtopic.php?f=87&t=6164&p=19180#p19180

http://www.krepower.com/Pontiac Intakes.htm

an intake like this can provide significant hp gains on a pontiac with an aftermarket set of heads and a decent cam that allow the intakes potential increased flow rates to be used
http://www.jbp-pontiac.com/products/engines_assemblies/rotating_assemblies.html#461_467

1967
Pontiac 400: WI, WQ, WU, WZ (manual), YT, XN (automatic)

1968
Pontiac 400: WZ (manual), YT (automatic)
Pontiac 400 HO: WQ (Manual), YW (automatic)
Pontiac 400 Ram Air: XN, XT (automatic), WU, WI (manual)

1969
Pontiac 400: WZ (manual), YT (automatic)
Pontiac 400 Ram Air III: WQ (manual), YW (automatic)
Pontiac 400 Ram Air IV: WH (manual), XN (automatic)

1970
Pontiac 400: WK, WS, WT (manual), XX, YS, YX (automatic)
Pontiac 455: WC, WJ, WL (HO) (manual), YC, YE (HO) (automatic)

1971
Pontiac 400: WK, WS, WT (manual), XX, YS, YX (automatic)
Pontiac 455: WC, WJ, WL (manual), YC, YE (automatic)

1972
Pontiac 400: WK (manual), YS, YX, ZS, ZX (automatic)
Pontiac 455: WD, WM (manual), YB, YE (automatic)

1973
Pontiac 400: WK, WP, WS, Y6, YG (manual), Y3, XN, YS, YX, YZ, ZK, ZX (automatic)
Pontiac 455: WT, WW (manual), YA, YC, YD, YK (automatic)
Pontiac 455 SD: W8 (manual), Y8 (automatic)

1974
Pontiac 400: WT, Y3 (manual), AD, AH, AT, YT, YZ, YF, YH, ZJ, ZK, YL, YM, A3, YT, AT, ZS, ZT (automatic)
Pontiac 455: AU, YW, YY (automatic)
Pontiac 455 SD: W8 (manual), Y8 (automatic)

1975
Pontiac 400: WT (manual), YS (automatic)
Pontiac 455: WZ (manual)

1976
Pontiac 400: Y9, YS, YZ, ZK, Y9 (automatic) WU, WT (manual)
Pontiac 455: WX

1977
L78 Pontiac 400: XA
W72 Pontiac 400: Y6, YG (automatic) WA (manual)
Olds 403: VA, VB, U2, U3

1978
L78 Pontiac 400: YA, YU
W72 Pontiac 400: X7, WC
Olds 403: VA, VB, U2, U3

1979
W72 Pontiac 400: PWH (manual only)
Olds 403: Q6, QE, QJ, QK, QL
Pontiac 301: X4, X6

1980
Pontiac 301: XC, XM, XN, YN
Pontiac 301 Turbo: YL
Chevy 305: CEL, CEM

1981
Pontiac 301: BD, BJ
Pontiac 301 Turbo: BO, CJ
Chevy 305: D6A, D6B, D6D, DHA, DHB, DHC, DHD, DHF, DHH, DHJ, DHK, DHU, DHZDJ, DKB,

READ THE LINKS

http://ronspontiacpage.com/reference-pages/blockid.htm

http://www.pontiacstreetperformance.com/psp/blockID.html

http://www.wallaceracing.com/engine.htm

http://www.teufert.net/identify/identify.htm

 

[grumpyvette]

I recently had BOB stop by with a friend who has installed a 400 Pontiac engine, he had rebuilt recently, which has been installed in a basically stock 1967 fire-bird with a 3.36:1 rear gear and a TH400 transmission,thats also stock so it shifts at about 5500rpm. and its been matched to a stock converter stall speed, the car runs decent but its not the tire shredding monster BOB expected it to be!
THE ART OF CORRECTLY MATCHING COMPONENTS REQUIRES BOTH RESEARCH AND EXPERIENCE, AND IT HELPS TO UNDERSTAND THE RELATIONSHIP EACH COMPONENT PLAYS, AND HOW ITS FUNCTION WILL EFFECT THE WAY OTHER PARTS WILL INTERACT.

BOB,s seen me build a couple Pontiac engines over the years and knows I really have had good results with the edelbrock 2957 intake and a 750cfm vacuum secondary Holley carburetors but thats usually been matched to edelbrocks 60595 aluminum cylinder heads and a roller cam like a crane 284281 hydraulic roller cam, headers etc.
but I guess he over looked the part were most cars used MANUAL muncie transmissions, and 3.73:1 rear gears.
the engine he had helped installed the intake on has untouched #6X Pontiac heads, with stock valves and valve springs, a low 8.5:1 compression and he used a 600 cfm edelbrock carb on an engine with stock exhaust manifolds, and a rather restrictive exhaust.
the stock cams virtually useless above about 5500rpm as are the stock unported heads
needless to say the intake looks great but rarely gets anywhere near the intakes designed flow rates because the engine can,t pull more than about 5900rpm with its stock flat tapped hydraulic cam.
Its hardly the intakes fault, its an excellent choice in a high performance pontiac engine combo, it seriously out flows the stock intake but although the single plane intakes a really nice intake, with a good deal more potential, but its designed for an engine that spends most of its time in the 3500rpm-7000rpm power band, but a edelbrock rpm # 7156 would be a better match in this particular application as its designed to run best in the 1500rpm-6000rpm power band
If you want to get a Pontiac to run, you need to take advantage of the engine designs strong points and thats massive mid range torque IF you select the correct parts.
Pontiac engines tend to need better aftermarket connecting rods,as most stock connecting rods are rather weak designs, they need better cylinder heads as even lightly ported the more common heads are rather restrictive (yes there a few rather rare exceptions like RAM AIR V HEADS), and a better ,more aggressive cam is mandatory to letting the engine breath, as the stock cam is designed to maximize low and mid rpm torque in most stock engines,and headers,and a matched low restriction exhaust, are usually a great help

http://www.ehow.com/list_5883130_pontiac-heads.html

http://www.pontiacpower.com/Bad science.htm

http://www.pontiacstreetperformance.com/psp/headID.html

http://racev8s.com/headporting.html

http://ronspontiacpage.com/reference-pa ... dspecs.htm

http://www.angelfire.com/fl4/pontiacdude428/HeadID.html


EXAMPLE
intake
http://www.summitracing.com/parts/EDL-2957/
heads
http://store.summitracing.com/parts/edl-60595
http://www.highperformancepontiac.com/t ... to_01.html

cam
http://www.cranecams.com/product/cart.p ... il&p=24170


http://www.pontiacpower.com/LatestDyno.htm

http://www.highperformancepontiac.com/t ... ewall.html

http://www.hotrod.com/techarticles/engi ... ewall.html

http://www.popularhotrodding.com/tech/0 ... to_16.html

http://www.highperformancepontiac.com/t ... ewall.html

http://www.carcraft.com/techarticles/11 ... 5_pontiac/

http://www.highperformancepontiac.com/t ... ewall.html

http://www.highperformancepontiac.com/t ... ewall.html



http://www.edelbrock.com/automotive_new ... rmer.shtml


http://www.hotrod.com/how-to/engine/hppp-1112-dyno-testing-intake-manifolds-and-carburetors/

http://www.dapa.org/building-a-strong-street-machine-part-14-intake-manifold-tests/

http://tinindianperformance.com/Pontiac intake manifold.htm

http://www.pontiacdiy.com/pontiac-v-8-intake-manifold-performance-guide/

obviously the components selected and the drive train gearing will have a profound effect on the power curve , and where in the rpm band your engine makes its best power.
just keep in mind that the 2957 edelbrock intake pictured below is designed for operation in the 3500 rpm-7000 rpm, and while it will provide significantly more airflow and power if its matched to a cam with at least about 230 duration and heads like the matched edelbrock heads with some port clean-up,that can flow well in excess of 270 cfm at .600 lift at a cost of some lower rpm responsiveness

http://www.pontiacparadise.com/parts-id/engine-parts/spc-intake-manifolds.php

a factory quadra jet dual plane if carefully port match will actually produce superior torque and be noticeably more responsive below 4000 rpm with a stock cam, making it a better choice on a nearly stock engine and auto transmission with a stock stall speed converter.

ITS mandatory that YOU as an engine builder be aware that theres a few machine shops that are run by scam artists willing , even happy to cheat the less informed customers, and the decepion and cost cutting saves them considerable money while basically providing you with a very inferior product at an inflated price.
IMPORTED parts from over seas being substituted for much more expensive, well known brand name components, DOES HAPPEN!
It helps your engine's potential durability tremendously, if you take the time and effort to verify that you have, and that if you have a machine shop do all or part of your engine assembly that they, actually had the quality components, you paid for installed in your engine, Ive had several machine shops try to pass off and install really crappy quality components in engines while charging top dollar for brand name parts.
now I'm sure that easily 70% -90% of the guys never bother to check what they got back from the machine shop for accurate machine work or that simple things like the bolts, studs and bearings , rings and gaskets the machine shop used during the engine assembly were actually the parts you paid for, but I know for a fact that less than honest shops don,t bat an eye over making a few bucks extra with this bait and switch B,S.
Ive seen connecting rods, main caps, studs rockers push rods pistons, piston rings, cranks and several other components being billed as name brand components and lesser quality parts actually installed!
there was a machine shop in Hollywood florida , that for decades was well known for this deceptive practice
example