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Pontiac of the Month

no name3's 1965 LeMans

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Aguila1 last won the day on April 5 2013

Aguila1 had the most liked content!

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About Aguila1

  • Rank
    Learning to Fly

Forever Pontiac

  • Name
    Jose Roldan
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  • Car
    Firebird Trans Am
  1. I was hesitant about submitting this image since the car's been down for the last year waiting on the 13:1 CR motor install. Now I'm waiting for the 700R4 to come back from RPM Transmissions. The car also now has 17" snowflakes left in gold. I'll take new photos when it's all back together and running, again. Click on the ImageShack link to see a higher resolution version: http://imageshack.us/photo/my-images/844/uzie.jpg/
  2. Update: Part 13 has been reedited to correct the camshaft thrust plate mistake: >https://vimeo.com/70936437 Part 15, assembly: >https://vimeo.com/71524501 Part 16 to be uploaded next week - final assembly. Part 17 crank and run is uploaded - crank it up, guys! >https://vimeo.com/71934370 Next recording at Butler Performance for a dyno session! Next video series: Building a max performance 700R4!
  3. Hey guys: There was a mistake in the last video (part 13). Can you spot it? >https://vimeo.com/68810731 >https://vimeo.com/69113336 Part 14 is online: covers checking over the assembled heads, measuring the spring height and pressure, cc'ing the heads and calculating the engine's compression ratio. Bench testing and break-in this weekend then off to the engine dyno!
  4. On the 455: 1969 #16 GTO heads prepared by Ken Keefer, AKA Pontiac Dude. Hoping for 13:1 compression. We are cc'ing the heads and will measure them tomorrow. The Pontiac is better than most people know, according to those who use them. I mean to find out just how good. 4500 rpm because of the cam design and because there is no need to rev it more than absolutely necessary. I'd rather make up the power with more boost rather than revs. Everything now is tentative, except we will build one engine and start tuning a stock one, soon. We already started to assemble the 455 (462), upload
  5. Thanks Frosty! Over at 301Garage there's been some success with this motor, including an NHRA world record holder using all stock internals. So, the feeling is that for moderate power levels the block and crank are plenty strong enough. The shorter deck height shares the same bore and stroke ratio as small block ford and chevy 302s, meaning piston speeds are way down. This coupled with a 4500 rpm rev limit and the block is not all that stressed even under an occasional blast of boost. The 301T block was beefed up over the standard '77-'79 301 and featured a crank with rolled fillets.
  6. >https://vimeo.com/67009628 >https://vimeo.com/67025309 Hey guys: These last two cover most of the balancing and blueprinting process to be concluded in part 10. (I can only upload 5G a week on VimeoPlus). We've started recording the assembly, so it's finally coming together. Some others have commented on Wayne opting out of using a torque plate for the honing, but with a head screwed on it, it still seems to measure dead nuts (my new machinist term). Any guesses on the flywheel hp or rwhp ? On other news, I picked up a 1980 Turbo Trans Am Indy Pace Car, for a nea
  7. Hey guys. Part 6 is now online: Align honing and decking the block. >https://vimeo.com/64665860 Hopefully, we'll be rockin' this summer. I'm looking forward to doing the testing sequence and all the action shots!
  8. Hey guys. Here's part 4, prepping the connecting rods: >https://vimeo.com/63287673 Once you get on there you can access the rest or merely put Pontiac 455 in the search. We're probably about half way there and I'm really excited about the build! The .030 overbore calculation cleared the way to order and receive the Ross/Butler pistons (4.181x1.495 CH flat top forged) coupled with 66 cc heads will net 12.68:1 compression! Butler strongly recommended the Comp Cams Johnson lifters, not Rhoads, so that part of the plan changed. We're making progress, as the filming sched
  9. Part 3 is now online: Magnafluxing the block, measuring the bores and turning the crank.
  10. The build followed a smoothed and shaved custom or street rod aesthetic. You'll also notice the side indicator lights are smoothed, as are the door handles and locks - shaved. Look closely and you'll see that even the bumper has been smoothed a bit by getting rid of the factory step. This is an old customizing tradition that emphasizes the car's lines over extraneous add-ons or decorative elements. Only the hood and decklid have been decorated and are viewable from a high angle, the hood bird in the factory tradition, the pin-up - acknowledgement of an American tradition dating before WWII. Th
  11. I mixed up a tan flesh tone that also had pearlescent in it. I can just offer that there are no fast rules - just experiment a lot to see what looks pleasing. And remember to always use a respirator when spraying automotive paints and a fresh-air respirator system when using anything with isocyanates. I think Dru still teaches a school down here in South Carolina and does Airbrush Getaways for Airbrush Action in Vegas and other places, so you might want to take a few courses to learn from the pros first hand.
  12. I used a lot of different kandy toners over a custom metallic base, so it's hard to answer that question. I guess by blending the main transparent colors you can create from a few colors a tremendous range in your palette. I just try to paint what I see.
  13. The Iwata Eclipse is my favorite airbrush, too. I remember when Dru did that painting - it really was the one that launched his career. We both got our start airbrushing T-shirts in Myrtle Beach, something I would recommend any beginner since putting in the hours under pressure makes many highly skilled artists. Not that all professional airbrush artists are great, but like anything - practice, practice, practice!
  14. Ooops! My pin-up photo was deleted above. You all can check it out on CarDomain, though. Nothing like internet censoring!
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