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Stripes

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Everything posted by Stripes

  1. Sure. The picture is of the same Pontiac iron spread bore intake manifold. The Holley Sniper X-flow has duel bolt holes to allow it to bolt to either a square bore manifold or a spread bore manifold. The issue with a Pontiac factory intake manifold is as shown in the photo, the restriction would have been huge if it had not been modified. To resolve the issue, we took a sawsall and grinder and opened up the manifold to the point that the Sniper would see no restriction. This resulted in huge power increases and no need to run any power robbing spacers. Sniper does make a 650cfm spread bo
  2. It all depends on the clearance you have at the valves. All Pontiacs have around .420 lift and most have non adjustable valve trains except on RA2 & 4 & 455SD engines. While they will physically fit on the engine rocker stud, Pontiac did a few things to ensure their 400 RA4 engines didnt blow up with 1.6 rockers. The push rod holes typically need to be enlarged to ensure the pushrod doesn't contact the head. And adjustable rocker studs are will be necessary so you can lash the valves. The factory valve springs will bind if not replaced, and the taller springs need their location milled
  3. The Holley X-flow 900 CFM works extremely well of a 468 Pontiac with a hyd roller cam. We made 500hp and over 550 ft lbs and have perfect cold starts, great fuel handling and better mileage than a factory carb. We modified the stock iron intake to accept the X-flow, bolts right up with no spacer required. Factory air cleaner fits, no hood interference and much more HP than a RPM+ or Torker manifold.
  4. We have 2 69 Fb's, one with a 4 speed muncie, one with a 700R4 overdrive with a tight 2200 stall convertor.. I love driving the Muncie equipped 4 speed, shifting the gears, selecting when I want to change the rpm level, and such. My wife hates the manual car, and loves her car with the 700R4. Her car will white smoke the tires for long ways, has crisp shifts, and at 70 mph is turning about 2000rpm. Both cars have 3.55 rear end gears. With her 700r4 she has the equivalent of a 4.20 rear end gear in 1st gear, and a 2.56 rear gear equivalent in 4th. Best of both worlds. The cars have differ
  5. If your total budget is $2,000, a hyd roller will not be cost effective enough, although supeior in performance. A gear change/or transmission change is a must. So, realistically, your budget is main limiting factor. Rear gear, set up, gaskets, and fluid will run at least $500. 3:73 is too low for a non overdrive street driven 455 that sees 70 mph speeds for long distances. We use 3:55 with a 700R4 overdrive transmission. With no overdrive, the highest I would go is 3.08-3.23 if you do a lot of highway driving, or maybe 3.42-3.55 around town. Keep in mind, Pontiac ran 3.08 rear gears in their
  6. Installed front global west s-41 500lb rated coil springs on the 69 fb. WOW, what a improvement!
  7. Our two 1969 400 Firebird convertibles. One auto, the other OE muncie 4 speed. Both with orginal AC.
  8. I might add, I found my vapor lock issue was the fuel heating in the mechanical fuel pump prior to the EFI install. Everything else i tried did not correct the issue, the EFI did. Gasoline at vacume, being sucked in by the mechanical pump way up front on the engine, can cause the fuel to boil at less than 90F. Vapor doesn't pump thru a mechanical pump.. Boiling gasoline at 60 psi has to be near 300F. This why new cars don't vapor lock, since they all have intank pumps and a 6" or less suction line, the rest is pressurized fuel line.
  9. I did clean up the wires some, wrapped then in flexable conduit. I'm a fan of things looking stock. I ran the power wire (Ron Francis 10 Gauge relay kit FP36) inside the passenger fender, into the car where the radio antenna enters, thru the cars wiring channel inside the floor, to the trunk. Here I installed the Ron Francis crash relay that disconnects power to the pump if the car is impacted. The holley system shuts the pump down if the engine isn't spinning. This all hooked up to the battery and is essentially invisible, as its under the fender, or routed thru the car. I do not believe in
  10. I needed 60 lbs of fuel pressure at all times with the Sniper. Its nearly impossible to find a external location to mount a fuel pump lower than the tank as suggested, plus I did not want to hear it. So. I ordered from Butler Tanks tan-tm32bn-t fuel tank with internal 400 lph pump as they recommend. Installation was easy, bolt in. You cannot see or hear the pump, and it works grear. No more vapor lock, no fuel smell in the garage, and cold starts like a new car every time. By installing the regulator at the tank, i didn't have to install but a 6 inch return line, and reused the factory 3/8 f
  11. Petronix is great when new. However, they fail often. When you run a hei you can get any part anywhere for it. When your petronix module frys, and they all do, you are stuck until summit or jegs can overnight you one. There is no performance advantage, the hei is superior in every way. Research it. Pontiac knew what they were doing. Larger cap, less crossfire. More amps to the plugs = wider gap= more power.
  12. A pontiac torker 1 is very similar to what you are describing. They were terrible street manifolds, performance wise. They looked good...
  13. my 900 cfm holley sniper xfi on our 469 is fantastic! With a few manifold mods, bolts on and run better than ever.
  14. of course it will, if the engine was assembled properly. I regularly ran a 200 kit on a 400 with stock rods and crank. Don't run it lean, meaning you better design and ensure an adequate fuel supply or it will melt your pistons like butter in a volcano.
  15. Butler uses the BOP seal. Use the 2 piece BOP seal. BOP themselves admit they have better luck with them than the 1 piece seal they make.
  16. doubt it fixed it. My flow cooler water pump made mine run hotter. My guess is a leak or you need a radiator.
  17. I can't tell if you are discussing pontiac engines or chevy engines. Regardless cubic inches matter. More is always better unless you are competing for mpg. A 455 will make more power and torque everywhere over a 400 cu in moter in a street car with similar equipment. And it will do better with a larger cam as far as idle and build power at a lower rpm, great for street cars. If you can buy an aftermarket block, stretch it to 600 cu in. It will trounce the 455 engine. Pontiac went from 326 to 389 to 400 to 455 for a reason. Torque.
  18. The correct question is how much nitrous will it take before you blow it up. I ran a 400, stock bottom end and hot cam with a 200 kit with no problems. BUT, I didn't run it often, I made sure I had an adequate fuel supply. And made sure it had a rev limiter on the engine. With forged pistons you are in good shape as long as you set it up correctly. Nitrous does not allow for ANY mistakes. Fuel pump fails mid run, engine melts, fuel solenoid sticks or gets disconnected, engine melts. No second chances. Also the amount of fuel required to properly feed a 200hp kit is huge. Nitrous runs very rich
  19. Thanks for your incorrect speculation on the equipment I purchased and installed on my vehicle. I know what I installed on my car, geez get over yourself. My point is that I have compared and experienced both halogen and HID headlights side by side on my vehicles. I didnt need a physics lesson or deep dive into reflector technology to SEE which were vastly better. I come to forums like this to learn from what others experienced and share my own experiences.
  20. Cold case all the way. Brass 4 vote radiators can not compare. It has nothing to do with the material it's made from and everything to do with the way the tubes are engineered. The 2 core cold case removes far more heat than any factory brass unit. Why? The 2 core is the SAME thickness as the 4 core, but with thinner wider tubes that dissipate heat better. I've run both the only one who thinks a 4 core brass is better hasn't had a cold case yet.
  21. The fix to this is adding a diode to L wire on your regulator to prevent the back feeding. The 10 DN alternator is so weak, even better is a 10 SI or even better a cs130.
  22. That's not a valve, that's only a vacuum Tee. A local hardware store will have a brass threaded pipe that will thread into the carb. Attach your vacume line to that.
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