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Keane165's 1970 LeMans

2020 January
of the Month

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  2. Frosty

    1964 bonneville rebuild

    Hi 64 Kiwi Boni - Welcome to FP and the madness. The 64 Bonneville/Catalina/2+2 have a wheel base of 123 inches/3124mm. This holds true for 2 door hardtop, 2 door convertible, 4 door hardtop and 4 door station wagon. Also the overall length of each vehicle is 220 inches/5588mm. So I am thinking that a 4-door chassis should also work. Clearly a 2 door chassis would be the most desirable. Here are a handful of GM dismantlers / junk yards you can reach out to that may have a used chassis. Obviously if you have access to eBay, Criaglist, or Kijiji (Canada) - they are possible sources as well. Nothing is guaranteed but they are good places to start. Desert Valley Auto Parts https://www.dvap.com/ Frank's Pontiac Parts https://www.frankspontiacparts.com/ GM Sports Salvage http://gmsports.com/pontiac Tom's Auto Parts https://www.tomscarparts.com/
  3. Today
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  7. The Toyota Corolla and Nissan Sentra have been around so long it’s easy to take them for granted. In fact, the Corolla and Sentra nameplates were born long before the majority of shoppers of compact cars. Launched in the U.S. in 1982, the Sentra has become the best-selling vehicle for Nissan over time. The Corolla, which launched for 1968...View the full article
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    2020 Nissan Leaf

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  9. Wrongway

    1970 #11 to #13 head swap

    Ok guys, thank you again.
  10. Ringo64

    POTM Vote, February 2020

    Unfortunately, we don’t control what you see on your Facebook newsfeed, only Facebook does (and that is quite painfully so if you ask any digital marketer) but you can take a look at our profile to see our post history. Every contest we run, we rotate daily through each contestant to promote the contest . There’s only 7 contestants this month so we run through all contestants in a week.
  11. Lucky

    POTM Vote, February 2020

    I am on Facebook everyday & I have only seen the green GTO. I have not viewed my car even once. I only complain when I see things that seem unfair. I do the same at car shows. When I get beat by a better car I congratulate that person. I have been to shows where everyone that wins is either a club member or they all live in the same small area.
  12. Ringo64

    POTM Vote, February 2020

    They are rotated daily. Look at our previous posts, my friend, you were yesterday 😉
  13. Lucky

    POTM Vote, February 2020

    It seems rather unfair to feature one of the contestants for POTM on Facebook. Anyone that views it on Facebook will most likely vote for the pictured Pontiac. If the picture on Facebook were at least rotated through each contestant that would seem much more fair to everyone.
  14. Yesterday
  15. TWO LANE BLACK TOP

    1970 #11 to #13 head swap

    According to what the cam card indicates....It should make good low end and mid range torque and power...Off idle to somewhere around 5000 RPMs.... With minimal cylinder head work and a good 3 angle valve job...And be able to pull enough vacuum for the power brakes to work good.... If you listen carefully (trained ear) it probably has a slight lope to it also....With a good tune...400 horsepower is a very realistic estimate......With around 340 to 360 horses at the wheels....
  16. If interested, an email to ZZPerformance (https://zzperformance.com/) may yield something. They started out as a GM 3800 (series 2/3) exclusive shop (quite a while ago) and have since morphed into multiple GM, Ford and even Slingshots aftermarket parts manufacturer. The 3.6 engine is not specifically listed on their website however, again, it may be worth a couple minutes to shoot off an email to them to see if they have anything for the G6 / Malibu platform (https://zzperformance.com/pages/contact-us).
  17. For my '05 Grand Prix, I used Will (owner) at Overkill Performance (http://getoverkilled.ca/). It's a Canadian company (I'm in Michigan). It was a few years ago he did my tune but, depending on what you want to have done tune-wise, you can send in your PCM, he'll flash it and send it back (or you can eat the cost of the core, like I did, and keep your current PCM). That said, even though his website doesn't list, specifically, GTO's (check his website, he does / has done a lot of different GM platforms as well as a lot of non-GM vehicles), I would still drop him a line (willoverkill@gmail.com) to see if he's open to a GTO tune. For what it's worth, when I installed the tuned PCM he sent me, I literally had only driven the car a quarter mile and I was already smiling at how much the tune woke things up. Event though comparing a given tune / vehicle to another tune / vehicle isn't necessarily apples-to-apples, I say this to say that I have been very pleased with his work and, from other Grand Prix groups that I know of first hand, so have many other customers. Hope that helps at least a little.
  18. Wrongway

    1970 #11 to #13 head swap

    Yes sir, it was bored out .30 over, factory crank ground .10 If I remember right. New pistons, cam, lifters, timing etc. Long tube headers, duel exhaust with series 40 flowmasters. I was trying to stay close to stock with the cam so I didn't have to put in a big stall and this was Comps recommendation.
  19. Actually, I’m very familiar with all the nuances of the master cylinder. When I designed the brake system for my Z, I spent a lot of time just doing the math to build the right system for that specific car! In that way I ran a straight up hydraulic brake system! No check valves, no residual pressure, no proportioning valve, no square cut O’rings and no ester based fluid. So I get you 100%! With production cars it’s a whole different animal. They make a system, understandably so, that suits a multitude of cars with all different weights, different weight distribution, length wheel bases etc. The 55 caper sounds a lot like my Z, that car was a monster! The mods I did to that car and the time frame in which I was doing them; well it was insane! It was good to hear your story! Thanks for sharing!
  20. 64 kiwi boni

    1964 bonneville rebuild

    hi all, i bought this 64 Bonneville that has had a head on. the guy i bought it off had collected all the front sheet metal to put it on the road again. i had booked in with my panel shop guy to put the car on his chassis machine in mid February. how ever he called out last night and inspected the frame. he advises me to forget straightening it, just find a replacement. which i think will be a much better long term option. which brings me to my first question.... this is a 64 2 door hard top, what chassis could fit ?, i would expect a convertible one wont but what about a 4 door frame ? and does anyone here possibly have one for sale?
  21. Frosty

    1970 #11 to #13 head swap

    Wrongway - you're welcome. Always glad to help. The #16 heads are a keeper. Even if it wasn't, if your machinist has confirmed the presence of 2.11/1.77 valves, it's a keeper. 2.11/1.77 were the largest factory valves Pontiac ever used, and they used them from 1967 to 1979 in various heads. Was this engine ever bored out to increase the displacement or perhaps the use of different than stock pistons or different head gasket to perhaps slight up the compression ratio? A 16/216 head is a 72 c.c. chamber head. So with all the parts that you say you are throwing at it, 410 HP is not terribly unrealistic at the flywheel. I'll assume for the moment that this engine is not stroked/bored out to a 455 since you said it was a 428. I just want to be certain you or someone before you have done their homework on the bottom end of the motor to get you to that higher HP figure. A well configured and properly prep'd Pontiac 400-455 should have no trouble getting to 400+ HP naturally aspirated at the flywheel. I don't assume that when someone buys a car that all the proper things have been done to the motor just because it is a high displacement engine. Neglect and age/wear/tear is often a problem.
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  23. Wrongway

    1970 #11 to #13 head swap

    Ok Frosty, on both sides the numbers are unclear do to the paint. But if you run your fingers on the ports I did feel what felt like a #1. I can say for certain it was not a #9. I didn't want to say that originally because I was unsure. When I had the heads rebuilt the machinist did say they had 211 valves and that if it were him he would just rebuild them with new parts but not change anything. So that's what I had him do. Is there anyway of guessing the HP and torq with the cam and other things iv done? His guess was between 406 and 410. the whole 406 number just seemed odd to me lol. Especially when he didn't know what cam was going in. Thanks again Frosty
  24. Frosty

    1970 #11 to #13 head swap

    I agree that the heads are definitely 1968 based on the date code. The head identification is not clear based on the given pictures with only "6" showing. Now that said, it can be one of two heads for '68 that ended in "6". On the Ram Air II GTOs was the "96" head. I doubt that this is that head. The reason I say that is because Wrongway states this is a 428 engine. A 428 in '68 would have had the more common "16/216" head. This head has the more desirable 2.11" intake and 1.77 exhaust valves. This head was installed on all the 400s and 428s except the RAI and RAII engines. The RA I heads were "37". So it is unlikely to be a RA I head. Wrongway, check both heads for numbers on the center exhaust ports, I suspect there is "1" and a "6" if you look closely. A 428 with "16" heads back in the day (1968) was rated at 375-390 HP.
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  26. Wrongway

    1970 #11 to #13 head swap

    No it doesn't. The Grand Prix is a 1963. The engine (428) and trans (400 turbo) are out of a 1968.
  27. The 55 started out with a 327 and 4 speed setting on the shop floor. I acquired the complete front suspension off of a 66 or 67 corvette whichever was the first year for disc brake in a horse trade involving a lot of stuff. It was complete with rotors calipers, even had the brake hoses. So here is this pile of parts with no home. A good friend of mine gave a pretty nice 55 210 post to his little brother but Joe wanted a hardtop. I heard about it and called him up to see what he needed for the 210. I used to be pretty good with a dumore grinder so I ported a set of heads in exchange for the 210 which had been pretty well pirated. Fortunately he left the interior alone. So I am looking at the Corvette suspension wondering how do I adapt it to the 55. Seems that the 55 inner cross shafts fit in the corvette lower arms, they use the same bushings and are spaced the same. That bolted the lower arms to the 55 but the ball joint stud was one inch farther out and two inches farther forward than the location of the original. By machining out a tapered shim for the stud I used the 55 upper arm but with the upper mount in the stock location the front end would not align. So I ground off all the welds on the upper mounts and with the car on the hoist all the suspension parts bolted together and the hoist holding the car at the correct ride height I put an alignment gauge on the front wheels and moved the upper mounts around to where the wheels would align. clamped it down and welded it on. as a consequence the front wheels were farther forward in the wheel wells and looking at it you knew that something was wrong but just could not figure out what. There is more to the dual master cylinder than the failure of half the system there is also the residual check valve. The Corvette calipers were a 4 piston calper with spring loaded pistons. With the residual check valve in the master cylinder it ate up the first set of brake pads in an oil change. So by now I have figured out that somehow I need to eliminate the residual check valve and without a proportioning valve the rear end can get a little squirrelly under certain hard braking. The 55 rear wheel cylinder casting came in about a half dozen bore sizes so I just got the smallest they made, think it was 3/4 inch, used eis expander series springs and cups to hopefully keep the rear cylinders from sucking air without the check valve and keeping the rear brakes adjusted tight it worked. I drove the car for a couple of years and at the time I had 4 or 5 cars sitting around. Came home one evening from work intending to go somewhere and there was not a car in sight. Only thing I had to drive was my work truck which I had the only set of keys for. My ex wifes worthless relatives were driving ever one of my cars. The next week in a fit of rage I sold them all. The 55 went to a friend that had a 63 409 horse 409 hardtop in the back yard. The one with the dual AFB's and the huge cast iron headers. The impala had encountered an elevated railroad crossing at about 105 and when it finally came back in contact with mother earth the results were not happy. The front tires had about 15 to 20 degrees of negative camber and the middle of the frame was about 5 inches closer to the ground than it started. At the time Mike was going to college and drove the 55 with the 327 and T10 4 speed until the next summer. Apparently he spent the entire school year wondering about the 409 in the 55. Come summer it was pretty much established in his mind that it would happen. Being tired of the third pedal commuting to and from school he did some horse trading and came up with a B&M turbo 400. Here is where it gets interesting. I do not know if you ever saw a 409 in a try year chev but to install one you had to set it high because it would not fit down between the upper control arms, HOWEVER because the upper mounts on mine were moved out with the disc brake install there was just enough room to sit it in with about a quarter inch of clearance on either side. I don't know who built the 409 but whoever it was knew what they were doing. This thing was fast and you could not keep the rear end on the ground. Mike did not want traction bars on the bottom that showed so we built bars over the housing that were not visible. It was an interesting system, when you stood on it the whole car would raise straight up and level driving the rear wheels down hard. I would like to say that it was engineered to do that but it just happened. We put 4-11 gears in the rear and the first time Mike stood on it in front of the shop it hooked up so tight that it sheared off all 10 ring gear bolts. we had to replace them with grade 8 bolts. There used to be a shop out here called Herbert and Meek. Hot Rod magazine often did car shoots there and Mike was looking for something so he stopped by Herbert and Meek to see if they might have whatever it was. HRM just happened to be doing a shoot so mike parked and just stood out by the car waiting for them to get done. He saw the photographer do a double take of his car and knew why so he just stood there trying to be nonchalant when the photographer wandered out for a closer look. The car had the early rallye wheels on it so you could see the disc brakes through the holes in the wheels and when he got close enough to see the disc brakes he looked under the car saw the three inch head pipes with that he straightened up and said OK kid what is the story with this car. Obviously the hood went up and the photographers first remark was I have seen a lot of 409's in a lot of Chevys but this is the first one I have ever seen that looked like it belonged there. I took that as quite a compliment from a guy that had probably seen more hot rods than most of the population ever would. They had a lengthy conversation about the car, who built it how it came about etc. I wondered for a while if it might make it into the magazine but it never did. I reacquired the car but a divorce required much liquidation and it was my understanding that the new owner wrapped it around a phone pole. A sad end. So that is the saga of one of the two cars I have owned that I wish I still had. The other was my first ride, a 56 Corvette. What is it that they say, you never forget your first love.
  28. Last week
  29. TWO LANE BLACK TOP

    1970 #11 to #13 head swap

    Wrongway..... Does your car still have the original engine..??
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