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Old 06-29-17, 12:40AM   #16
JSPONT
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If it ran for 50 minutes with out a fan on a stand, no wonder why the head is cracked. Hope someone makes good, hang in there.
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Old 07-13-17, 01:43PM   #17
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Sorry for the confusion.
The engine builder ran it for 50 minutes. I don't know if the fan was running or not. I didn't get a video of this run.

My mechanic (installer) ran it himself for 20 minutes before things when array. I came over to his shop so he could show me the problem. This is the video I took, which shows that the fan isn't running during this third running of the engine.

As far as I can surmise, either the head was cracked from the get go and didn't rear its ugly head till i got it. Or, the builder cracked it during his 50 minute run, or my installer cracked it during his 20 minute run.

But its been shipped back to the builder. Now I need a replacement.

For the car, we swapped the Firebird fenders, doors, hood and spoiler from the Trams AM "parts car" I bought. We also ended up swapping the whole steering column because the bearings on the Firebird's where worn out and it rocked up and down.

the Firebird is currently at the paint/body shop getting sand blasted, smoothed out and will get a fresh new paint.
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Old 07-17-17, 01:50PM   #18
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New Cylinder head arrived, going to get the engine put back together now

Regarding the EGR cavities...
I was told that Pontiac only has one manifold available for this engine, the Torker 2, but it is not designed to cover the 4X head EGR holes. Which manifold is designed for the 4X heads? Anyone have a recommendation on which gaskets to use to put it back together?

When the engine was delivered at the shop, those EGR holes was the first thing that we noticed and asked, "Aren't those those holes supposed to be covered?" They engine builder responded that they were stock for Pontiac Engines, which I assumed was him saying "No", but it really didn't answer the question. If we use a plate to cover them, would this be welded or epoxied?

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Old 11-09-17, 01:14AM   #19
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Default Pontiac Cylinder head Intake mis match explained

SEVEN did you ever get the engine problem fixed?
Is the car running now?

I notice this post went cold in JULY.
The attached article may shed some light on what you were seeing between the cylinder heads & the intake manifold.
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Old 11-13-17, 09:09PM   #20
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The engine is all back together and runs great. Needed some tuning done, but all-in-all it runs.

it is currently not in the car yet. The car is still at the body/paint shop. I was told that the block sanding is done, and now ready for color.

We got a good lead on new front shocks that will help keep the car level with all the new added weight of the engine.

We are on the lookout for a transmission (with overdrive) that will be able to bolt into the engine and be able to handle its current HP of 500 and future HP (if and when we ever get turbo's added on). Ideally I want something that can handle 1000HP.

Thanks Sprint for the info.
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Old 11-14-17, 02:16AM   #21
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Good to hear its back on track.
Hopefully you have a heated garage and you can work through the winter.

Another method for blocking the EGR /heat riser passage is pouring it solid with molten aluminum but that requires removing the cylinder head and pulling the valve(s) out of the port(s) that the heat riser passage is connected to.
On older Pontiac heads (326,389,421 and earlier) the heat riser passage was connected to the two center exhaust ports and to get full benefit from tuned headers the siamesed heat riser passage was poured solid with aluminum , That required pulling the 2 center exhaust valves to make the pour and then grind out the excess aluminum for a smooth finish in the port(s) and the head's gasket mating surface.
The result was a true tuned system on the center exhaust ports and a power increase.
Problem was if it was a street car the carburetor manifold heat provision was now gone and cold starts/warmups in winter would make for less than ideal performance on the street.
Pontiac finally corrected that on the later cast iron heads & only one exhaust port provides the intake carb/manifold heat passage. Your heads are the later model 4X heads.
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Old 11-22-17, 02:05PM   #22
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Thanks again Sprint for the info.

Found a transmission builder here in Oregon, who can build me a competition 4L60E with stall converter (lock up style), trans computer, with a in-car display/tuner. Going to set the camshaft dur @ 0.050

However, it sounds like he will need an adapter to fit it to the Pontiac Engine.
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Old 11-26-17, 02:15PM   #23
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That'll give you the ability to run performance rear gear and still get the benefit of cruising down the highway in over drive. Best of both worlds.
Run a lot of trans cooler with it.
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Old 11-26-17, 10:47PM   #24
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I have a 4l60e that has a bellhousing that bolts on. There was talk years ago of someone making one for the BOP pattern. Don't know if it ever happened.
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Old 11-28-17, 04:15AM   #25
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If there was enough demand it could happen.
The 4L80 is stronger like a TH400 but you get the benefit of the OD .
To make any of the E transmissions work on a standard non computer controlled car do you have to put in some kind of interface that tells the trans when to shift or does just get set it up for full manual operation? I don't know just curious though.
I know those trans need adapted to operate a standard speedo cable.
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Old 11-28-17, 09:44PM   #26
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Hete you go
It's pricey like everthing else pontiac related.
https://www.holley.com/products/driv.../parts/RM-9070
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Old 11-29-17, 04:01AM   #27
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That is definitely the shiznit
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Old 11-29-17, 09:31AM   #28
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For 500 h.p. your better off with a 200r4 or a 7004r way less money if you want o.d. and are on a budget. Check the gear ratio's to see which one will work better. They come in BOP bellhousings
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Old 11-29-17, 07:11PM   #29
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Friend had 2 different 200r4 behind his 462 and both didn't last. Supposedly had all the so called good parts in them.
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Old 11-30-17, 12:39AM   #30
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My friend has been abusing a 700 for years no issues. I guess the builder is the key.
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