I could REALLY use ideas ,make this web site self supporting



Re: I could REALLY use ideas ,make this web site self suppor

Postby 87vette81big » September 4th, 2014, 8:45 pm

Stick it in thier faces, pictures Phil.
Will see GrumpysPerformance.com too.
Get them curious. Check us out here.
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Re: I could REALLY use ideas ,make this web site self suppor

Postby philly » September 4th, 2014, 10:09 pm

sounds good to me. i guess i gotta register on more forums haha
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Re: I could REALLY use ideas ,make this web site self suppor

Postby 87vette81big » September 6th, 2014, 7:41 am

I am going to make time to Register on a few forums Sunday Phil.
Most take an approval from a Moderator before you can post.
Hit all the MOPAR, PONTIAC, FORD FORUMS & YELLOW BULLET RACING.
Also get back on CorvetteForum I hate & tell them The Hellcat is going to Blow your Dicks off Drag Racing & Street Racing.....Be Real Fun for Me.
Mopar Bob my Bud nearby says the Hellcat is going to clean house.
Says my Pontiac Trans Am will beat it still.
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Re: I could REALLY use ideas ,make this web site self suppor

Postby grumpyvette » September 6th, 2014, 9:04 am

the Pontiac engines got potential if you think it thru, the long rods and tall deck height make it respond well to nitrous or a turbo.

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

http://www.carcraft.com/techarticles/67 ... tiac_350s/

Pontiac 350s just don't get no respect. Eclipsed by the larger 389, 400, 421, 428, and 455 engines, the 350 is the Rodney Dangerfield of Pontiac motors. The only thing going for a Pontiac 350, so the pundits say, is that a 400 or 455 bolts right in its place - but that's OK, because that Pontiac 350 is sure to find a good home in a boat...as the anchor. Badda bing, badda boom.

But it's been over 20 years since GM produced traditional Pontiac V-8s, and the supply of desirable big-inch blocks is drying up. Yet the orphan 350--produced from 1968-1979--is still fairly common, precisely because no one wants them. Pontiac's 350 shares the same external dimensions with its larger brothers.

Heads--including Edelbrock's popular aluminum castings--interchange. It uses the same 6.625-inch center-to-center Pontiac rods as the big motors, yielding a great 1.77:1 rod/stroke ratio, even with its relatively long 3.75-inch stroke. The major drawback is the small 3.875-inch standard bore, which restricts ultimate breathing potential and creates valve-to-bore interference with big valves and high-lift cams.

All right, beggars can't be choosers. For many die-hard Pontiac lovers, the 350 is all they can find and afford. Could a modern cam, pistons, rings, cylinder heads, and nitrous oxide technology get this Indian off the reservation? "Yes!" responds Bruce Fulper, the owner of Rock & Roll Engineering (RRE)--a leading Pontiac high-performance parts supplier and race-engine building facility. Other than the relatively rare '68-'69 350 H.O., Pontiac never saw fit to develop the 350's performance potential, yet Fulper has assembled an awesome package that makes nearly 540 hp on the dyno and runs high 11s in the quarter--without nitrous. Adding just a small amount of squeeze boosted the output to 670 hp and mid-10s. Here's what goes into making a brave little Indian (or is that a little Indian brave?).

Bottom End

Stock Pontiac iron cranks can handle anything you throw at them if properly prepped. The 326, 350, 389, and 400 Pontiacs all share the same 3.75-inch stroke, and a crank from one of these other engines works in a 350 if rebalanced. When swapping cranks, be aware that there are three different crank flywheel-mounting flange pilot diameters - '63-and-earlier, '64-'76, and '77-'79--which must mate with a matching flywheel or flexplate. The crank used on this engine is 0.020-inch undersize on both mains and rods, though beefy Pontiac cranks can go 0.030- and 0.040-under on the mains and rods, respectively, without problems. This engine uses Dana-Perfect Circle rod (CP-758P-20) and -groove main bearings (MS-483G-20), which are available in common oversizes.

All 350s can safely be bored 0.060-over. The most desirable blocks to look for were made from 1968 through early 1970. They may not have the correct mounting bosses needed for some later applications, but their larger cylinder-bore valve chamfers require less notching for valve clearance with big cams. Check for valve-to-bore contact by placing the valves, retained by clothespins, in the heads. Coat the potential bore-to-valve interference areas with machinist's dye, place the head (with no gasket) on a bare block, and carefully drop the valves to establish the contact point.

Said to enhance sealing by 6 percent, this engine uses the latest Total Seal gapless top rings, conventional cast-iron second rings, and a thin but standard-tension oil ring assembly. Not subject to gap erosion, the gapless design can maintain optimum sealing properties longer than traditional rings. The rings seal 0.060-over CP lightweight flattop pistons that, together with the heads' 72cc chambers, zero piston deck height, and Fel-Pro 1016 head gasket, bring the compression ratio in at a pump gas-friendly 9.5:1. Fulper ordered the custom slugs with the top ring lands positioned 0.300-inch below the piston deck to both enhance durability with nitrous oxide and to provide additional clearance for the valve notches required by the 350's small bore-size.

High-volume oil pumps aren't required. The 60-psi Ram Air IV pump driven by a heavy-duty pump driveshaft is sufficient if you control bearing and rod side clearances. Excessive volume and pressure just increase parasitic losses and make the rings work harder. A 6-quart (with filter) replacement oil pan is filled with conventional SAE 30 oil for initial run-in, 0W-0 Royal Purple synthetic oil at the track, and 20W-40 on the street.
Image

use a edelbrock intake #2957, in every case it would add additional peak power, as it flows significantly better than the intakes used in the links

read this link
http://www.pontiacpower.com/latestdyno.htm

http://www.pontiacpower.com/LatestDyno2.htm

http://www.pontiacpower.com/LAtest%20Dyno3.htm

http://www.pontiacpower.com/

viewtopic.php?f=44&t=2358&p=6226&hilit=pontiac+dyno+edelbrock#p6226

viewtopic.php?f=44&t=4125&p=10957#p10957
IF YOU CAN,T SMOKE THE TIRES AT WILL,FROM A 60 MPH ROLLING START YOUR ENGINE NEEDS MORE WORK!!"!
IF YOU CAN , YOU NEED BETTER TIRES AND YOUR SUSPENSION NEEDS MORE WORK!!
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Re: I could REALLY use ideas ,make this web site self suppor

Postby 87vette81big » September 6th, 2014, 10:47 am

Pontiac 350's are a good engine Grumpy.
They are around with searching.
I had a few in past. Should have saved them.
Bud got rid of them. I was just 17-19.
Wanted 455. Even in 1987-1990 a 455 was difficult to locate.

I am a firm believer in 10w30 on the street. Works Race too.
Recommended in Original 1969-74 Pontiac Engine drivetrain service manuals.
No need to set a Pontiac V8 loose. Crank deflection non issue.
Super Strong like BBC & 426 HEMI.
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Денежная сенсация- заработок на ЦРУ

Postby Thomasot » February 24th, 2016, 1:11 pm

Ваш доход от 100 000 рублей в месяц гарантирован, потому что:
Только сегодня три полноценных источника гарантированного дохода
от 100 000 рублей в месяц по цене ОДНОГО (!!!)
Подробности...
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