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" TURBO BUILDS " Post your Turbo build-Up or any that you have in process

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Old 11-05-19, 08:15PM   #136
turbo69BIRD
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It doesn't need to be that hard.
2 bolt block iron heads stock crank in the 9s consistently. And I run it on the street all the time. Haven't even changed a spark plug in 9 years now. Simple matched set up low boost low rpm. Low ets
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old set up-3250 LBS 69 firebird T-88 turbo 455 .030 CAT H beam rods, stock crank, stock block( 2 bolt) performer intake, 850 carb 6X-6 heads 114 cc ( unported) TH 400 and 3.73 gears = 9.76 @ 141 with a 163 short time = 725 RWHP and 878 HP @ the crank

new set up - same but with home ported heads and Gen 7 DFI, my custom SS headers
Jeff Palazzo

Www.pontiaction.net
Www.mayhemturbo.com
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Old 11-05-19, 08:16PM   #137
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You are welcome to come up and go for a ride gach.youll love this car

One of these days I'll get that suspension issue sorted out and get it back on the track but for now I make runway passes at my local airport all the time..

If I ran ,y set up off the trans brake if run high 8s
If I ran a glide and a 308 gear I'd put it in the low 8s off the trans brake but I don't want to break parts. It's meant to be reliable.
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old set up-3250 LBS 69 firebird T-88 turbo 455 .030 CAT H beam rods, stock crank, stock block( 2 bolt) performer intake, 850 carb 6X-6 heads 114 cc ( unported) TH 400 and 3.73 gears = 9.76 @ 141 with a 163 short time = 725 RWHP and 878 HP @ the crank

new set up - same but with home ported heads and Gen 7 DFI, my custom SS headers
Jeff Palazzo

Www.pontiaction.net
Www.mayhemturbo.com
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Old 11-05-19, 09:04PM   #138
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Been in a few Turbo cars. No doubt they make tremendous amount of torque high end hp. Have you seen videos of Guido 65 GTO. He ran 9.70 having trouble keeping power to the ground.

I get it tho, think he drove something like 1000 miles then ET raced it.
It’s a completely different kind of power. Shows you definitely have to have chassis/suspension. To hook it all up. It all depends on what your into.
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Old 11-05-19, 09:28PM   #139
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Quote:
Where was it in 2years if it really got beat on/raced on a weekly basis?
That's where the follow up is to be done.
So here we are in late 2019 ,where is it now?
Mostly likely a Bushel basket full of parts. LOL no stock block/ crank...going to take that much power for very long.
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Old 11-05-19, 11:41PM   #140
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Gach,
As per the 2009 article 10 years ago.
They just used the stock 400 block and took it to .030 over
The internals of it was all Butler supplied stuff :Forged 4.210 stroke crank,rods, pistons, studded mains,studded 87cc Performer E-heads.
They went with a BBC 6.8 rod so the rod journals were BBC size as well.
The 6.8 rod deal is not a requirement just a preference.
The Ross forged pistons were set up to run .043 below the deck
3/4 Tomahawk windage tray/stock pan /no scraper ( power to be recovered there?)
Did not say if they were using a crankcase vacuum pump (some power to be recovered there?)

What they left out was the static compression ratio.
87cc E head on a 455 with 4.151 bore with the pistons .043 down in the hole.
Cometic head gaskets (after they pushed a brand X gasket out during testing).
If it was a boosted alcohol engine the static compression ratio could be high.
A boosted gasoline engine is not going to need a high static comp ratio.
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Last edited by sprint250 : 11-06-19 at 12:25AM.
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Old 11-08-19, 03:15AM   #141
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Default Pondiac 400 Block Re-Design

When did the Pontiac redesigned/factory lightened 400 blocks start appearing?

"The four-bolt 400 went away for 1971 and the new 481988 was equipped with two-bolt caps only. The casting went on virtually unmodified until mid-year 1975, when it was replaced by an entirely new 400. Like all manufacturers during the mid-1970s, Pontiac was seeking to improve its vehicles’ fuel economy and shedding total weight was among the easiest ways. Virtually every component used to produce a vehicle went under the microscope to locate mass in non-critical areas—and the 400 was no exception. Pontiac’s engineers determined that removing material from the deck surface, cylinder walls, and main journal bulkheads would reduce weight while maintaining sufficient durability for the low-performance, smog-laden engines of the day. Other ancillary components like the crankshaft and harmonic balancer were also reviewed. The revised 400 block was ushered into production in approximately February 1975, and the new 500557 casting went on to become the foundation of every 400-inch application through 1977. With economy and emissions the primary focus of all engineering development within General Motors, performance was deemphasized and Pontiac knew that its large 455 was being phased out. In the interest of providing performance-minded Firebird buyers with an up-level 400 boasting of additional output, Pontiac’s engineers created the T/A 6.6 for 1977. Its 200 hp rating matched that of the outgoing 455 while it offering greater fuel economy in the process. A new camshaft and low-restriction exhaust system added 20 more horsepower for 1978, and the increase had a noticeable effect on vehicle acceleration. Pontiac recognized that performance-starved enthusiasts buying Firebirds with T/A 6.6 engines would likely push them to the limits and modify them like hot-rodders of the era were accustomed to. To improve the T/A 6.6’s durability, Pontiac resurrected the 481988 block casting for 1978 and so workers could immediately differentiate the 481988 block from the 500557 on the assembly line, Pontiac added a large “XX” in several locations. The 500557 remained the foundation for every other 1978 400, including the standard engine in the Trans Am while the XX481988 was limited to the T/A 6.6 only." CCM


The redesigned lightened 400 had a casting # of 500557 and should be passed on if you are going to build a high horsepower (600,700,800,1000?) stock block bullet.

So if you got your hands on a pre-1975 Pontiac 400 block with a casting #481988 on it its got more material in the main webs and other areas = heavier but stronger.
If the block has a casting # XX481988 it is a TA 6.6 block and a virtual piece of Pontiac History because these blocks were the last "strong" 400 blocks produced and only appeared in 1978 when they were gone they were gone. Worth a lot to #'s matching restorers.

I got lucky at a wrecking yard in 1996 when I pulled my 400 from a 1975 Grand Prix it is a #481988 casting. Early 1975 production car before the change to the redesigned 400.
I was ignorant about the significance of block #'s at the time and was just looking for a 400.It also had a short tailpiece TH400 attached to it as well. As I found out more about the block #'s I breathed a sigh of relief that I dodged a bullet on the block design change. Will I ever try to get 500 ,600 ,700 Hp out of it? No, that's not the purpose of the car it's in.

The # is on the drivers side of the of the distributor hole.
The year of the casting , date & shift id in the area around the distributor hole..
For the full article see the attachment.
Attached Files
File Type: pdf Car Craft 400-455 block.pdf (99.6 KB, 3 views)
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