CONTENTS JULY 2016 ➔UP FRONT
04 SHOP TALK Insight from the corner cubicle. 08 2016 KINGDON NO-PREP DRAGS Airstrip drag-racing action from Northern California.
➔HANDS ON
14 HORSEPOWER! A popular 535ci Pontiac V8 combination that makes nearly 700 hp on pump gas.
60
➔ON THE COVER
16 SPEED PARTS Own a part from the Farmtruck on Street Outlaws! 18 PONCHO BUILDING BLOCKS How to pick the best Pontiac 400 or 455 block for a modern performance rebuild. 32 ASK ANYTHING Car Craft experts answer your questions.
18
Eric Aull’s 1967 GTO. Photo by Richard
Prince.
➔FEATURES
50 KRASS & BERNIE Bernie tries his hand at model cars. 54 TARGET: FERRARI Randy Wittig wanted a Trans Am that drove like an exotic.
➔PROJECT CAR
60 OLD-SCHOOL LOOKS Lifelong GTO fanatic Eric Aull builds his dream car.
38 THIS GUY’S GARAGE Phil Castaldo’s shrine of rare Corvettes. 40 BRAND-NEW START Reviving a third-gen Firebird with stroker power.
08
66 MAXIMUM OVERTIME Anthony Pittari’s 1972 Ventura looks vintage but runs modern.
➔BACK OF BOOK
72 JUNKYARD BUILDER Scouring the local Pick-Your-Part. 76 WHERE’S THE FUN? See what one reader put in his dishwasher. 82 REAR VIEW Mission impossible.
54 66
JULY 2015 CARCRAFT.COM 3
SHOP TALK
THE WAREHOME
I
live in a warehouse. That’s old news; but lately, I’ve had several people press me for details of why and what it’s like day to day. The backstory to my current living situation is long, complicated, yet unremarkable, because my problems aren’t worse than anyone else who’s reading this. Suffice it to say, the word divorce figures in. Nearly broke, I was living with my parents to save up some money when our company moved us from Los Angeles to our current headquarters in El Segundo, California, near LAX. Where before, I could walk to work (and often did), I was now facing a frustrating, hour-long commute each way, and I can’t justify that much time wasted each day. I knew I needed to move. After saving a few months for a deposit, I began looking at rentals in the area only to be flummoxed by a healthy dose of sticker shock. El Segundo and the surrounding communities of Manhattan Beach, Hermosa Beach, and Redondo Beach are as expensive as they sound. I personally don’t need or want a lot of amenities, but I do need room to store parts and work on a car, which limited my options. That led me to commercial property, a notion I had considered in the past, but always dismissed as a bit crazy. However, it didn’t take me long to find the place in the accompanying picture, a 1,200-squarefoot warehouse in Gardena just 5 miles from our office. I was very familiar with Gardena; it’s where I worked after getting hired to work as the photo studio manager nearly 12 years ago. I waffled for a few days, but ultimately signed the lease in August 2010. There are very few creature comforts—in fact, there was no hot water when I moved in. I’ve made it livable with the help of friends, family, and extensive Craigslist surfing. My friend,
4 CAR CRAFT JULY 2016
Kris, installed a scratched-and-dent hot-water heater for me, Jeff Smith made the wooden workbench near the C10 from plans in an old Car Craft article, my couch and refrigerator were curb-alert castoffs, my parents gave me an old TV, I bought book shelves, plates, silverware, and a coffee maker from Goodwill, and I sleep on a futon in the office area in the back on the right side of the picture. The futon was a Craigslist score as was the gas grill I cook on just outside the garage door. Before the futon, I slept in my car for a few nights before buying a cot at the Army surplus store. There’s no heat or air conditioning, so whatever temperature it is outside, it is inside, too. Fortunately, it doesn’t get too cold here in the winter. “It’s like camping,” I tell myself. A notion compounded by the reality that I sleep under a mosquito net in the early summer. Like vagrants, they drift in from the stagnant water of a nearby storm drain to perform ruthless late-night exsanguination sessions. Mosquitoes aside, the place is surprisingly free of bugs. A coven of black widows invaded once after a friend brought me a car frame and other parts that had been sitting in the desert for several years. Those nasty members of the arachnid family hitched a ride and presumed to take up residence in unexpected places in the warehome—a problem I permanently solved by taking an acetylene torch to every crack and crevice of that frame, and to the webs of the ones who had ventured off of it. Later, an opossum tried to move in for a couple days, but a critter-removal guy relocated his sleepy ass back to the great outdoors. Otherwise, life there has been full of the day-to-day stuff most of you face wherever you live. As absurd as it sounds, it’s hard to
describe how liberating it felt upon moving into the place, considering the situation I had been in before. Now, I was surrounded by things that made me feel happy and useful. I like being immersed in car stuff. If I can’t sleep or need a break from the keyboard, there’s always something interesting to work on. It’s a place that allows me to grow and learn as I take on various assignments for Car Craft. It’s where I built the 4.6 in my Crown Victoria and rewired its dashboard, where I built and rebuilt my C10, and where I do all the maintenance on my Subaru. It’s also been a stable home for two rescue dogs that the world had left behind. The first was an ancient Great Dane I adopted from the SPCA. Though he only lived for six months after, he seemed very happy and at peace. Plus, he kept an especially noisy neighbor away and howled along with the police sirens to my endless amusement. Now an elderly German Shepherd shares the space with me. He’s a rescue, also, and never leaves my side, even with the garage door wide open. A recent health problem caused him to randomly and frequently pee on the floor. That’s OK; I know worse things have happened there. Before I moved in, the feds had raided the place! Something about forged documents is what a neighbor told me. I don’t know how much longer I will be at the warehome, life is constantly in flux, but it has been an invaluable part of my life up to now, and apparently, the subject of much intrigue lately. —John McGann CarCraft@CarCraft.com Facebook.com/carcraftmag CarCraft.com Car Craft Mag 831 S. Douglas St. El Segundo, CA 90245
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C
ar Craft kicked off 2016 with a bang, spending New Year’s Day at one of the birthplaces of drag racing, the Kingdon Airport in Lodi, California. Kingdon was a hot spot for drag racing in California in the 1950s, and now more than 60 years later, the
8 CAR CRAFT JULY 2016
racing action is still alive and well in central California. While Kingdon hosts its own nostalgia drags, the popularity of no-prep racing meant there was room for another event this year: a grudgerace/street-car shootout. With almost 100 cars in attendance,
everything and anything could be seen at Kingdon. There were turbocharged LS motors (of course), but there were also big-inch nitrous motors, blown Fords, and a number of newer cars thrown into the mix. We even spotted a 12-second diesel truck and an
n No-Prep Drags 2016 Kingdo tos: Jason Sands By Jason Sands / Pho
11-second Evo, which both had a distinct advantage, thanks to their allwheel-drive configuration. The best part of the Kingdon drags, though, was the actual airstrip. Nearly four lanes wide with no guardrails, it was the perfect place for a no-prep
race, as getting a little sideways meant shifting a little in your own lane, and a lot sideways meant a trip off the strip and into the grass. While there was a spinout and a couple cars off into the gravel, there wasn’t any damage, proving that no guardrail can really be an
advantage. Spectators were kept at or behind the starting line, but nobody seemed to mind, as the VHT burnouts, dry hops, and sideways launches were the biggest part of the action anyway. The laidback attitude also gave us plenty of time to talk strategy with the
JULY 2016 CARCRAFT.COM 9
AIRSTRIP ATTACK
r racers. Most had plans to bring in power gradually via either boost conp ttrol or multiple stages of nitrous, and vvirtually everybody was foot-braking iinstead of leaving off a transbrake. Some racers had lowered tire pressures S ssubstantially, others had added weight to the trunk to try to get a better initial gravity-assisted launch. Most also included track times in the description of their plan to get down the strip— ”Not that track times matter here,” one racer noted. Unlike other forms of no-prep racing that can eventually yield some pretty good traction once enough cars have been down the track, Kingdon’s bumpy surface yielded a surprisingly consistent traction-limited surface throughout the day, making the pairings a true driver’s game. At the end of the day, event coordinator George Anderson even hosted a street-car shootout that had very simple rules like mufflers and current registration tags. The event brought out plenty of 7- to 9-second street cars, which then battled it out for the overall win.
10 CAR CRAFT JULY 2016
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AIRSTRIP ATTACK
While there’s been a huge surge in the popularity of no-prep races across the country, we can honestly say the airstrip drags were some of the most fun we’ve had in a while. The surprise wins, the fast and loose cars, and the relative safety of the venue combined into an unforgettable experience. With another race planned in May 2016, it’s clear that a small airstrip in central California that helped create drag racing may have hit its stride once again.
12 CAR CRAFT JULY 2016
AUTOMOTIVE LUBRICANTS WITH
THE POWER TO PROTECT No. 105 Motor Assembly Grease • The Original Prelube for Installed Engine Parts. • Prevents “Dry Start” During Initial Start Up.
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HORSEPOWER! SHAKER
The Trans Am’s original Shaker remains largely unmodified. To maintain its factory positioning with the taller-than-stock intake manifold, it sits on a custom drop-base air cleaner that RAMC fabricated inhouse. A rectangular air filter resides within the Shaker housing. The “455” callouts are part of a custom airbrushed graphics package that mimics the appearance of the Trans Am’s original decals—but in unique color.
IGNITION BOX
The ignition system is comprised of an MSD Pro billet distributor for Pontiac V8, a Blaster 2 coil, and Digital 6-Plus control box.
FUEL RAIL
Originally equipped with a Holley 950HP carburetor, RAMC retrofit the 535ci with a multiport fuel-injection system from FAST that’s fully tunable. The 4150-type throttle-body is capable of delivering 1,375 cfm, and the billetaluminum Edelbrock fuel rails deliver the eight 42-pound injectors with 91-octane fuel that’s pressurized by an Aeromotive A1000 electric pump and regulated to 50 psi.
VALVE COVER
A custom-spec hydraulic roller camshaft from Comp Cams features 254/258 degrees of 0.050-inch duration and 0.600-inch valve lift with 1.65:1 roller rocker arms. The lobe-separation angle is at 111 degrees, while the intake centerline is at 108. The welded-aluminum valve covers from Butler Performance provide sufficient valvetrain clearance while enhancing underhood appearance.
HEADERS
Exhaust is routed through a set of custom-fabbed tri-Y headers with 1.75-inch primary tubes, 2.5-inch secondary tubes, and 3-inch collectors. The exhaust system is comprised of a 3-inch ovular tubing with high-flow mufflers from Ram Air Restorations Enterprises.
CYLINDER HEAD
The 87cc Edelbrock Performer RPM cylinder heads were hand-ported by Butler Performance and fitted with 2.19/1.77-inch Ferrea valves. Airflow peaks at 330-cfm intake and 250-cfm exhaust at 28 inches of vacuum. The combustion chambers were carefully massaged to increase displaced volume to 91 cc to achieve a pump-gas-friendly compression ratio of 10.9:1.
14 CAR CRAFT JULY 2016
A POPULAR 535CI PONTIAC V8 COMBINATION THAT MAKES NEARLY 700 HP ON PUMP GAS When discussing monster motors with the Pontiac crowd, a 467- to 474-inch build based on a 400 or 455 typically first comes to mind, but individuals finely tuned into Poncho performance are keenly aware of the 535- to 541-inch builds that are now possible with the aftermarket IA-II and MR1 blocks. Not long ago, Restore A Muscle Car (RAMC) in Waverly, Nebraska, was contracted by a customer to build a blacked-out 1973 Trans Am set up for Pro Touring. When it came to building its high-horsepower Pontiac V8, RAMC sought a large-cube combination that required little maintenance and operated reliably on 91-octane pump gas. The specialists at Butler Performance spec’d out one of its popular 535-inch Ready-to-Assemble Complete Engine Kit combinations that consistently provides around 700 hp and 700 lb-ft on a steady diet of 91-octane pump gas. Just what does it take to get there? Here’s the recipe!
By Rocky Rotella / Photo: Rocky Rotella
INTAKE MANIFOLD
An Edelbrock Super Victor EFI intake manifold was port-matched to ensure it was capable of feeding the 535ci to the best of its ability.
ACCESSORY DRIVE
A serpentine belt system from March drives the aluminum FlowKooler water pump, which circulates coolant through an aluminum BeCool radiator. A pair of Flex-a-Lite electric fans provides the airflow.
BLOCK
The foundation of this monster motor is a cast-iron aftermarket IA-II Pontiac block. With a bore diameter of 4.35 inches and 4.5 inches of crankshaft stroke, total displacement equates to 535 ci. The rotating assembly consists of a forged-steel Eagle crankshaft and 6.8-inch forged Eagle connecting rods, custom-spec forged-aluminum pistons by Ross, and Total Seal piston rings.
VACUUM PUMP
A vacuum-evacuation system by Moroso limits crankcase pressure to reduce pumping loss while maximizing piston ring seal.
JULY 2016 CARCRAFT.COM 15
SPEED PARTS NEW BOLT-IN C10 SUSPENSION
What it is: Competition-ready suspension for 1967–1972 Chevrolet and GMC 1⁄2-ton pickups. Why you care: There’s a reason everyone loves the Farmtruck on Street Outlaws— it’s wild and over-the-top, but it’s also one of the most streetable vehicles on the show. Until about a year ago, the Farmtruck still had a stock suspension! After trying a custom-built subframe with limited success, Farmtruck and AZN dropped their famous 1972 C10 off at Hotrods to Hell in Anderson, California, for a suspension makeover. Owner Steve McClenon designed a killer, bolt-in front suspension that incorporates coilover shocks, ideal steering geometry, and zero bumpsteer throughout the range of suspension travel. Now, he’s offering this same package to the public. It is sold complete and assembled with modified C10 spindles, Wilwood billet 5x5 hubs and brake package, Howe low-friction ball joints, a Flaming River steering rack that fits the stock steering column, and QA1 double-adjustable coilovers. Drag-race or road-race/autocross versions are available with differing ride heights and a splined sway-bar option. As shown, the assembly weighs 210 pounds, less than half the weight of the stock stuff! Bolt in a piece of the Farmtruck to your C10. How much: Prices start at $4,200 Learn more: Hotrods to Hell; 530/365-6561; HotrodsToHell.net
CUSTOM WHEELS
What it is: Custom wheels from Forgeline. Why you care: Certain car builds call for custom wheels— whether for their looks or spoke design, or if a custom offset is needed to fully fill the wheelwells, with the biggest set of tires possible. If your build is screaming for a set of custom wheels, consider a set from Forgeline. These new forged wheels are made from 6061-T6 aluminum, are available in 18- to 21-inch diameters and custom offsets, and can be drilled for five- or six-lug bolt patterns. How much: Contact Forgeline for pricing information. Learn more: Forgeline Motorsports; 800/866-0093; Forgeline.com
16 CAR CRAFT JULY 2016
EXTRA HEAT
What it is: Maradyne’s Santa Fe universal heater. Why you care: Maybe you removed your car’s stock heater box, maybe you want to add extra heat for the back seat, cargo area, or rear window defrosting—whatever the case, if you need extra heat, give Maradyne’s Santa Fe universal heater a look. The unit easily plumbs into your cooling system and contains a two-speed fan controlled by a rocker switch mounted on the housing. Output is rated at 13,000 btu per hour, plenty of warmth to fight off winter’s chill. How much: $199.95 Learn more: Maradyne High Performance Fans; 800/403-7953; MaradyneHP.com
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HANDS ON
PONCHO BUILDING BLOCKS
Photo: Courtesy of GM Media Archives
How to Pick the Best Pontiac 400 or 455 Block for a Modern Performance Rebuild By Rocky Rotella / Photos: Rocky Rotella
➔
The Pontiac Motor Division was an all-star in General Motors’ starting lineup of auto manufacturers. It was introduced in 1926 as a spin-off of the Oakland Motor Division, filling a gap in GM’s product lineup between Chevrolet and Oakland. Pontiac’s popularity was such that by 1932 GM actually dropped the Oakland and renamed it “Pontiac Motor Division.” With conservative styling and mechanical reliability, its aging inline six- and eight-cylinder engines were losing out to the competitors’ V8s of the early 1950s. Brand
18 CAR CRAFT JULY 2016
excitement was rejuvenated in 1955 when Pontiac introduced its own V8, and it was the first step in positioning it as GM’s performance Division of the 1960s and 1970s. Pontiac’s Ram Air and H.O. engines developed during the muscle-car era for its exciting GTOs and Firebirds were among the most potent to come from Detroit at the time. A powerful V8 and youthful styling made it hip to drive a Pontiac, and the Division maintained that reputation right up to that fateful day in the April 2009 when GM announced its was dropping the brand.
Today’s Pontiac hobby seems vehemently divided when discussing the Division’s death. Loyalists hold firm that it occurred in December 2009 when the last new Pontiac was officially produced, while purists argue that Pontiac ceased to exist after March 1981 when the last true Pontiac V8 was assembled and installed into a Pontiac vehicle. No matter how you perceive Pontiac’s discontinuance, there’s no denying that vintage Pontiac V8 performance is alive and well. Achieving 600 streetable horsepower has never been easier for
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HANDS ON
Pontiac introduced an all-new V8 for 1955. Initially displacing 287 ci and rated at 173 hp with a two-barrel carburetor or 200 hp with the optional four-barrel, the engine was so well designed that the same basic block went on to generate nearly 400 hp and displace as much as 455 ci in the years that followed.
the average hobbyist, and the wide array of high-performance components available on today’s aftermarket gives buyers countless options. The 400- and 455ci block castings remain the most popular foundations for modern Pontiac builds, but the Division produced several variations during the 1960s and 1970s. That begs the question, what should I look for when buying one? We took that up with the professionals at Butler Performance, and here’s what they had to say.
PONTIAC V8 HISTORY To gain a better understanding of Pontiac’s V8, let’s step back to the early 1950s. Chevrolet was developing its 265ci V8 for 1955, and because Pontiac was a rung higher on the corporate ladder, GM felt that Pontiac needed to offer a similar level of technology to substantiate its higher cost. Pontiac began developing an all-new, 287ci V8 also slated for 1955. The block was beefy to maintain the reputation of reliability while also allowing future displacement increases without requiring major retooling. The cylinder-head intake ports were siamesed for
compact packaging and port volume was kept small to maintain velocity for snappy throttle response and strong low-speed performance to enhance its feel during typical driving conditions on the street. Starting at 287 ci for 1955, displacement increased in each of the succeeding years, while basic architecture of the V8 went unchanged. Total displacement grew to 316.6 ci for 1956 and then to 347, 370, and finally to 389 by 1959, where its 4.06-inch bore and 3.75-inch stoke length stayed for the next several years. Available with twobarrel, four-barrel, and Tri-Power carburetion in that time, a heavy-duty 389 (with four-bolt main caps to increase bulkhead durability for Super Duty applications) was also available through dealership parts departments, along with a host of other go-fast goodies. To satisfy the need for the consumer demanding maximum engine output and to remain competitive with the growing engine sizes from other makes, Pontiac introduced its 421ci in late 1961. The oversized block was created by taking the heavy-duty 389 and increasing the bore diameter to 4.09 inches. The main journal bore grew by 0.250 inch to accommodate the 3.25-inch-diameter
main journals of the new crankshaft with a 4.00-inch-long stroke. The Super Duty 421 was Pontiac’s most powerful offering for 1962 and 1963. It was factory-installed into a handful of Pontiacs in each of those model years, where it was feared by competitors at every level before General Motors pulled the plug on factorybacked racing involvement in January 1963. The basic 421 became a regular production option in 1962 and the 421 H.O. with Tri-Power induction was Pontiac’s hottest street engine. Pontiac’s 389- and 421ci V8s were steadfastly popular and powerful. A small-displacement, 326ci V8 was added in 1963 for Pontiac’s compact Tempest model line. To proactively promote a safety-conscious image during the mid 1960s, General Motors prevented the use of multiple carburetors on all 1967 vehicles, with the Corvette as the only exception. The decision marked the end of the line for Pontiac’s highly touted Tri-Power engines, and a single carburetor was forced to provide maximum engine performance. Pontiac didn’t sit back and take GM’s directive lightly, however. To maintain its image as a performance leader, it increased the bore diameter of its 389and 421ci by 0.030 inch, which boosted displacement to 400 and 428 ci, respectively. In the process, Pontiac improved cylinder-head airflow by decreasing valve angle from 20 degrees to 14 and adding larger intake and exhaust valves. A new cast-iron intake manifold derived from the highly successful single four-barrel that made the Super Duty 421 such a competitor on the NASCAR tracks was created, Pontiac installed its 400- and 455ci V8s into millions of vehicles during the 1960s and 1970s from fire-breathing Firebirds and GTOs to basic fullsize models. Because they are still available in decent quantities today, generally fit into every Pontiac chassis, and accept all modern performance equipment, the 400 and 455 remain the most popular foundations for modern performance Pontiac V8 builds. Complete engines like this mid-1970s 400 can be found in running condition for a few hundred dollars, and it can make an excellent foundation for combinations producing 700 hp and even more.
20 CAR CRAFT JULY 2016
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HANDS ON Pontiac’s 400 has 3-inch-diameter main journals, and its 455 has 3.25-inch units. The variety of long-stroke crankshafts on the aftermarket makes a bare 400 or 455 Pontiac block an equal starting point and can displace as much as 467 ci. Basic machining is all that’s required to be make it livable to 600 hp, and aftermarket four-bolt main caps can push that beyond 700 hp with little effort.
and it was topped by Rochester’s new wonder carburetor, the four-barrel Quadrajet. As a result, 1967 four-barrel engines were capable of generating power equal to that of the Tri-Power engines from 1966, while maintaining the potential for so much more. The basic 400 continued through the 1978 model year, and the 428 grew into the 455 for 1970 when a 0.21-inch increase in stroke was added to its crankshaft. The 455 went away after
1976, and Pontiac went to work developing an entirely new small-displacement V8 whose total design was aimed at maximizing fuel economy. The 301 was developed during the mid 1970s, released in 1977, and installed into a number of Pontiacs and picked up by other Divisions as corporate power became commonplace. The 301 was left as Pontiac’s only V8 for 1979 and it was joined by an even smaller 265 for 1980, before Pontiac V8 production ceased entirely in March 1981 after more than 14 million total V8s had produced over the years.
PONTIAC’S 400 The longest stroke that Pontiac offered for its V8 was in the 455. The 4.21-inch unit featured 3.25-inch-diameter main journals to increase rigidity. It wasn’t until forged-steel crankshafts became commonly available and aftermarket companies began offering a long-stroke crankshaft for the 400 that hobbyists could effectively create a 460-plus-inch Pontiac from the smaller 400 ci.
In addition to a forged-steel crankshaft, many companies offer a complete rotating assembly kit, which includes the crankshaft, forged-steel connecting rods, forged-aluminum pistons, rings, and bearings. A complete kit costs a bit over $2,000, but it rewards owners with displacement and durability not previously attainable from their 400.
22 CAR CRAFT JULY 2016
The 400ci was Pontiac’s most popular V8 during the glory years, and a number of different blocks were produced in that time. The wide array of casting numbers created for standard and highperformance applications can be confusing, but a brief overview that summarizes them is all that’s needed to help you find a suitable candidate for your project. PN 9786133 was the 400 block introduced in 1967. The casting featured two-bolt main caps and was the basic foundation for all two- and four-barrel applications. Even Pontiac’s highestperformance V8—the 400 Ram Air— utilized the PN 9786133 casting for much of the 1967 model year before the four-bolt, PN 9792506 casting took its place in approximately May 1967. The PN 9792506 was carried over into 1968 for Ram Air applications, while Pontiac created the PN 9790071 casting for two-bolt applications. By year’s end, Pontiac determined that
two separate castings were unnecessary and it began drilling and tapping the PN 9790071 casting to accept four-bolt main caps as required for Ram Air applications. The PN 9790071 was carried over for 1969, also using the same practice of for attaining twoand four-bolt blocks. The 1970 model year saw the introduction of yet another 400ci casting. It differed in that it was equipped with all of the appropriate mounting bosses to fit the new-for-1970 Firebird chassis. Despite being drilled and tapped for four-bolt caps, Pontiac installed twobolt caps on PN 9799914 for typical applications, while a second casting, PN 9799915, was limited to four-bolt Ram Air applications. The PN 9799915 was actually created by grinding away the “4” of the “9799914” part number and hand-stamping a “5” into place. The need for Pontiac to require two identically machined blocks remains unclear, and in rare instances we find where Pontiac used the PN 9799914 or PN 9799915 interchangeably. The four-bolt 400 went away for 1971 and the new PN 481988 was equipped with two-bolt caps only. The casting went on virtually unmodified until midyear 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 and eliminate mass in non-critical areas, and the 400 was no exception. Pontiac’s engineers removed material from the deck surface, cylinder walls, and main journal bulkheads to shed 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 PN 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
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Most Pontiac 400 and 455s were equipped with two-bolt main caps, and they are quite sufficient to at least 600 hp and even more. Aged factory fasteners can be replaced with new units from ARP before the machining process if desired.
of additional output, Pontiac’s engineers created the T/A 6.6 for 1977. Its 200hp rating matched that of the outgoing 455 while 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 PN 481988 block casting for 1978, and so workers could immediately differentiate the PN 481988 block from the PN
500557 on the assembly line, Pontiac added a large “XX” in several locations. The PN 500557 remained the foundation for every other 1978 400, including the standard engine in the Trans Am while the PN XX481988 was limited to the T/A 6.6 only. After producing more than a million 400s since the 1967 model year, Pontiac’s bread-and-butter engine was discontinued as the 1978 model year came to a close. However, Pontiac recognized the need for a high-performance V8 for special models of its 1979 Trans Am, so the Division stockpiled and earmarked several thousand PN XX481988 blocks from the 1978 model year for use in 1979. That inventory was exhausted by May 1979, and the 400-powered Trans Am went away forever.
PONTIAC’S 455
When Pontiac introduced its 400 for 1967, the casting number on the PN 9786133 block was located on the ledge near the distributor hole. The machining process required for the oil galley removed a portion of that.
The block’s casting number was relocated to a ledge on the rear of the block just behind the No. 8 cylinder during the 1967 model year. It remained in that position until V8 production ceased.
24 CAR CRAFT JULY 2016
As the overall size of General Motors’ vehicles grew year over year during the late 1960s, so did the need for additional displacement to maintain sufficient acceleration. Pontiac’s 421 had already gone to 428 with a bore-diameter increase in 1967. That then grew to 455 ci for 1970 when a new crankshaft with a 4.21-inch stroke was introduced. The added stroke length simply increased to the copious amounts of low-speed torque the large-cube Pontiac was already notorious for, and with some simple bolt-ons in the following years, it made an excellent high-performance engine too. When the 455 was introduced for 1970, the basic PN 9799140 block was drilled and tapped for four-bolt main caps, though most were fitted with two-bolt caps. The casting continued into 1971 before it was replaced by the PN 483677 for a short time, and then by the PN 485428 by midyear 1971. Functionally, these blocks are very much the same, with only minor structural differences, and virtually all were
drilled and tapped for four-bolt caps (though only the 1970–1972 455 H.O. engines were equipped with them). The PN 485428 was replaced by the PN 500813 for 1975. Unlike PN 500557 400 block, which was lightened for improved economy, the PN 500813 455 was as robust as any earlier example. Unlike its predecessors, however, it was drilled and tapped for two-bolt caps only. It went on unchanged for 1976 and was quietly dropped at the end of that model year. During the 455’s run, Pontiac developed and created the Super Duty 455, which was a beefy mill designed for the rigors of continuous high-rpm racing. The internals and bolt-on running gear were very different from standard fare, but the Super Duty 455 block was visually identical to the standard 455 block in physical measurement, but additional material was added to highstress areas to increase durability. PN The 490132 was limited to the Super Duty 455 only, and all were fitted with four-bolt main caps.
BUILDING A PONTIAC V8
For years, hobbyists and racers looking to build the largest and most powerful Pontiac V8 generally sought a 455 for the foundation because its standardissue cast-nodular iron crankshaft was equipped with the greatest amount of stroke length and the widest main journal diameter to accommodate it. You see, as Pontiac increased the stroke length of its cast crankshaft past 3.75 inches, it also increased the diameter of its main journal to ensure it retained sufficient (connecting rod and main) journal overlap to maintain planar strength, and the stock 455 crank provided racers with displacement and durability. For a time, the 455 seemed a commodity and usable cores were quite valuable, with asking prices of $1,500 or more not uncommon. Then affordable forged-steel crankshafts came along, changing the game forever. Not only could hobbyists purchase a new forging in 455 dimensions, companies like Eagle Specialty Products began marketing long-stroke crankshafts with 3-inch main journal diameter to fit
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The PN 500557 was slimmed down to shed overall weight in an attempt at maximizing overall vehicle fuel economy. While the block makes a suitable foundation for a stock rebuild or one with mild performance enhancements, the PN 500557 should be limited to 450 hp or so.
Four-bolt main caps were found on Pontiac’s highest-performance 400 and 455s during the 1960s and 1970s. While the factory four-bolt caps are stronger than two-bolt units, it makes little sense to pay extra for a block with factory units when aftermarket billet main caps can easily be added to any two-bolt 400 or 455 and provide much greater benefit than the factory units.
The PN 481988 block was resurrected for the T/A 6.6 in 1978 and a large “XX” was added in several areas to denote its usage on the assembly line. The PN XX481988 casting is as sound a casting as any other 400 produced over the years.
26 CAR CRAFT JULY 2016
Pontiac’s 400 too. The forging was strong enough that journal overlap could be reduced without compromising strength, and hobbyists could take a typical 400 and transform it into a 467-inch, fire-breathing Poncho with the single swipe of the credit card. In modern times, the 455 remains quite valuable, but not nearly as desirable as in the past. Hobbyists and racers are able to achieve equal amounts of power from a 400, whose availability is generally much greater and whose purchase price is generally several hundred dollars less than a similarly equipped 455. In fact, the 400 actually has a slight advantage over the 455 for maximum performance applications because its smaller-diameter bearings offer less friction and its smaller main journal bore leaves more material in the bulkhead. With so many 400 and 455 blocks available, what should Car Craft readers search for when seeking a foundation for their big-cube Pontiac V8 build? We took the question to David Butler of Butler Performance in Lawrenceburg, Tennessee, for his professional opinion. He advises, “With the exception of the mid- to late-1970s PN 500557 casting, we consider all Pontiac 400 blocks functionally identical. The 455 blocks from 1970 to 1976 are also functionally identical. Core shift can vary run to run, so we check every block casting individually before using it in any application, but we have found that no one 400 or 455 block is better than another beyond the well-known issues with the 500557.” Just how much horsepower a stock Pontiac 400 or 455 block can handle is a question that Butler has been asked countless times over the years, and he says there isn’t a straight answer. “In the 1990s, before aftermarket Pontiac V8 blocks were available, we had to push the stock Pontiac blocks a lot further than we do today. Many of them lived successfully at 1,000 hp or more back then, but there were a lot of failures too. Generally speaking, in today’s hobby, we start recommending an aftermarket block when horsepower surpasses the 700to 800hp mark. A stock block can certainly live beyond that, but the resources and prep required to do so make an aftermarket block a costeffective option at that point.” Typical preparation of a stock Pontiac block at Butler Performance is very straightforward. The casting is
thoroughly cleaned and subjected to a magnetic particle inspection process to verify it’s crack-free. The cylinder walls are sonic-tested to ensure a minimum wall thickness of 0.125 inch after reaching the desired bore size, but the minimum amount can vary with application. Once a block is deemed usable, ARP main studs are added and it’s linehoned, and the cylinders are then bored and honed with a torque plate installed. The deck surface is machined, all threads are chased with a tap, and the block is manually deburred of any casting flash. Adds David, “All of our factory blocks are prepared similarly. The factory fasteners are pretty durable, but even the newest ones are pushing 40 years old. Part of our standard block preparation is to install ARP main studs prior to linehoning. Depending on the application, we may have to install lifter-bore bracing for radical camshafts. We also deburr the oil galleries and restrict oil feeds where necessary too.” Pontiac’s stoutest 400 and 455s were factory-equipped with four-bolt main caps on the center three journals, and we asked Butler for his opinion of them. “Pontiac’s cast four-bolt caps were marginally stronger than their twobolt units, but we don’t recommend paying any more for a 400 or 455 simply because it was originally equipped with them unless originality requires it. We prefer aftermarket billet caps over the factory caps because they definitely increase block rigidity. We recommend them when horsepower reaches 600 and feel they’re required when horsepower reaches 650.” Pouring high-resin filler into the water jacket of a stock Pontiac block is a popular racer’s trick that can increase bottom-end rigidity. It can, however, have adverse side effects on the street. “Our recommendation when filling a block is very application dependent. We tend to recommend it only when horsepower approaches 750. It helps reduce the amount of cylinder-wall distortion we see in long-stroke applications, and we feel it’s especially important when stepping up to an aftermarket crankshaft with 4.5-inch stroke. We have been using longer-than-stock rods to reduce side loading to help eliminate the need for block filling in many applications. While our testing has shown no real issue with coolant temperature, the lack of coolant around the lower water jacket can cause oil temperature to climb during extended street use, and
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Pontiac introduced the 455 for 1970 and the behemoth remains desirable with performance enthusiasts seeking to maximize factory displacement. The Super Duty 455 was introduced in 1973 as a detuned race engine capable of operating at a sustained engine speed of 6,000 rpm. Its 455 block was treated to several internal enhancements. Only 1,000 were produced and all were installed into Firebird Formulas or Trans Ams.
that can lead to premature oil breakdown from the heat.” So what about hobbyists owning the mid- to late-1970s PN 500557 block? What can it be used for? Assuming a given casting is in excellent reusable condition, the PN 500557 can be prepped similarly to any other 400 and should be quite suitable for a standardtype 400-inch rebuild—and even a bit more. “We feel the real key in successfully using a PN 500557 block is keeping peak horsepower to a moderate level and rpm down. We recommend limiting horsepower to about 450 and prefer keeping stroke length at a maximum of 4 inches with a 6.7-inch-long connecting rod when possible.” Concerning aftermarket Pontiac V8 blocks, there are presently two companies producing them in cast iron and cast aluminum. Both are beefier than any stock Pontiac casting and will tolerate much larger bore-and-stroke combinations to achieve a total displacement of 541 ci or slightly more. The IA-II block from AllPontiac.com is available in cast-iron or -aluminum and Kauffman Racing Equipment sells its MR1 in cast-iron or -aluminum. Pricing for a cast-iron block from either company starts around $3,000 and many options are available. We briefly mention them here should your project take you in that direction, but they’re an unneeded expense if the power goal doesn’t require it as outlined above.
➔SOURCE
CONCLUSION Around 40 years have passed since Pontiac assembled its last 400 and 455s. While the 455s are somewhat tough to find, 400s seemingly remain plentiful, and the advent of affordable, long-stroke crankshaft kits has opened for the door to an entire generation of Pontiac hobbyists. Whether you’re building a 350hp daily driver street
Extra webbing was added to the lifter galley of the Super Duty 455 block to increase rigidity and prevent lifter bore breakage with very aggressive camshafts. Only the Super Duty 455 and (non-production) tunnel-port Ram Air V engines possess this feature.
Butler Performance; 866/762-7527; ButlerPerformance.com
28 CAR CRAFT JULY 2016
engine or a 700hp bracket engine, finding a 400 or 455 is as easy as verifying a casting number and negotiating a price that’s livable for both buyer and seller. And being better educated on block choices should leave more green in your wallet for the cylinder heads and camshaft needed to achieve your performance goals.
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With four-bolt mains and cross-bolted main caps, it’s easy to see why a stock LS engine block is stronger than previous small- and big-block Chevys, and especially the Flathead block to the right of it.
CEMENTED BLOCK Jason Wood; via email: I’ve been wrenching on my old pickup since 2008, and your mag has been great at leading me to learn more about what’s become a healthy obsession of mine. I’ve dug into welding, carb tuning, DIY Megasquirt EFI, upholstery, wiring— the list keeps growing and I never tire of it. So here’s my question: What’s “hard bloc” and why would anyone use it? I get that it’s something for highperformance applications, but I saw the owner of Nelson Racing talking about putting concrete in blocks before the LS came out and wondered what that’s all about. Until I get your answer, I’ll continue to dream of a BBF 460 stroked to 522 ci powering my old truck—inspired
32 CAR CRAFT JULY 2016
from one of your articles. And, of course, I am considering a turbo. John McGann: Jason, it’s good to hear you’ve found inspiration within the pages of CC. We will strive to keep providing good information of a wide variety of topics. To answer your question, HardBlok is a brand of cementbased water-jacket fillers commonly used to support the cylinders and main bearing webbing of factory engine blocks. In many cases, it’s done as a low-cost alternative to purchasing an aftermarket engine block. Aftermarket blocks tend to be thicker castings with reinforced main caps and webbing, usually have four-bolt main caps, thicker cylinder walls, or even
siamesed cylinder bores. In short, they are stronger and more stable, which is the key factor. At certain power levels and/or engine speeds, stock blocks will become unstable and experience problems such as main cap walk. When the main caps start to walk, or twist as the crankshaft is turning, the likelihood of spinning a bearing is very high. Filling the water jackets with block filler stabilizes the bottom half of the engine block, allowing a stock block to withstand more forces and greater power levels than it was ever designed for. In some all-out race engines, you can fill the water jackets to the top of the block, while streetable engines that need to maintain a stable coolant temperature can be partially filled, as most
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ASK ANYTHING of the heat from combustion is transferred to the coolant at the top of the cylinders and inside the cylinder heads around the combustion chambers. Nelson Racing Engines’ owner, Tom Nelson, specifically mentions the LS engine block because, with a deep-skirt block and cross-bolted main cap design, the LS architecture is stronger than the small block that preceded it. Bone stock, it can take more abuse as a result. It’s worth noting that all the newer V8s from the Big Three have a similar, cross-bolted main cap design. That’s why the performance versions of each can push more than 600 net horsepower from the factory.
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Anthony Santini; via CarCraft. com: I recently purchased a 1970 LeMans with four-wheel manual drum brakes I plan to upgrade. I have some four-piston Brembo calipers and rotors from a 2010 Camaro SS I bought at a salvage yard to do a swap on a V6 Camaro I had a few years ago. I was going to sell them to buy a kit and do the front-disc conversion on the LeMans, but I was wondering if anyone made a kit to put these Brembo brakes on a car like my LeMans and what kind of road blocks I would encounter doing this. It seems a waste to sell the four-piston brakes for a single-piston caliper like the ones that come on most of the discbrake conversion kits I see for sale. Mine is not an original car, so I’m not worried about that. Any advice would be appreciated. Steve Magnante: Well, Anthony, you said it, any advice would be appreciated and I have to say you should forget about trying to piece together a bitsathis-bitsa-that front disc-brake conversion kit for your LeMans. Hey, I’ll be the first to stand behind junkyard-sourced projects
and I also tend to toss pie in the faces of the overzealous safety fanatics who claim silliness like how vintage tires have an expiration date, but I see too many hassles in store to endorse your plan. Especially when numerous well-engineered front disc-brake conversion kits exist for modest sums. I wish I could base my decision on some show-stopping detail like 6-lug rotors (hey, Viper!), but it’s a fact the 91⁄2-inch-diameter brake drums on your 1970 LeMans share the same 5-on-4.75-inch wheel-lug pattern as the 2010 Camaro SS rotors. Of course, your stock 14or 15-inch rims would need to go in favor of hoops with sufficient caliper clearance. Despite this initial green light, the biggest hassle you face is sourcing caliper adapters to merge your drum-brake spindles to the Brembo clampers. I snooped a bit online and don’t see any outfits selling these items loose. Yes, you could undoubtedly fabricate the needed parts with a CNC mill and careful measurements, but use only top-grade materials here. Braking systems are no place for shortcuts or haphazard effort. Without a doubt, where there’s a will, there’s a way. But unless you possess the needed equipment and skills, the cost of hiring someone to help you with this project would surely exceed the price of even the most exotic conversion kit. Then there’s the matter of hubs to mount the Camaro rotors to. Like the Gen 4 Camaro and Firebird, the Gen 5 doesn’t use the traditional spindle with its mini-axle and dual-row tapered roller bearings. Instead, they use press-fit stubby hubs that bolt to bulky spindles that incorporate the MacPherson struts. It’s all pretty bulky and none of it is related to the equipment found on your Poncho. I know it’s a bummer to have the majority of the necessary parts for the project in your hands only to be stymied like this. On the upside, front and
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rear disc-brake conversion kits are readily available from numerous sources with calipers and rotors to suit every application from the weight-conscious drag racer to Corvette-comparable Pro Touring–style binders. If I were you, I’d stick the 2010 Camaro SS bits on eBay and put the funds toward the fully engineered brake-conversion kit that best suits your needs. And don’t scrap those drums! Believe it or not, there’s probably a GTO restorer out there who needs them, no joke. Between the cast-off Brembos and your ancient iron drums, you might pay less than you’re expecting.
MORE INFO Making big horsepower requires better rocker arms. As the turning point in the valve train they are one of the most important, and most vulnerable components. Deflection at highRPM robs power, increases wear and can lead to engine failure. Redesigned Ultra Pro Magnum™ Rockers offer 8650 chromemoly construction with hardened roller tips and oversized trunnions. For all-out performance and reliability, Ultra-Gold™ ARC Aluminum Rockers were developed to revolutionize valve train technology.
Classic Performance Products; 866/593-2423; ClassicPerform.com Wilwood Disc Brakes; 805/388-1188; Wilwood.com
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CNC-machined Arched, Recessed and Contoured design improves valve spring and cover clearances while reducing weight and increasing strength. Designed for high performance street and race engines.
2
Edward Sullivan; via email: About six months after my son-inlaw, Josh, tuned up his used 1996 Tahoe, it started generating a P-0300 trouble code, which is defined as a general misfire. Having just replaced the cap, rotor, and plugs, we looked for many other possibilities, assuming the new parts were good. Then when it rained, the thing wouldn’t start at all. One day we pulled the distributor cap off and discovered a lot of corrosion on the eight terminals inside the cap. Cleaning off the corrosion allowed the engine to start. Soon after, we replaced all parts with genuine Delco components and cleared the checkengine light. Truck ran great without fail. Afterward, we checked the [non-Delco] rotor with an ohm meter. The measurement between the brass and spring contact terminal read 778,000 ohms! It should have read nearly 0 ohms. The only thing we could figure out was maybe the way the two pieces were attached: riveted, but maybe nonconductive corrosion between them. We learned a lesson, however. Always buy premium parts.
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John McGann: Ed raises an excellent point that most of us need to be reminded of: always check the basics—in this case, measuring the resistance of the conductive part of the distributor rotor. 778,000 ohms will definitely kill nearly all your spark energy, leaving you with little to no voltage available to jump the gap at the spark plug. It’s no wonder the Tahoe wouldn’t start. We guarantee that checking the basics like this will always save you money. Imagine the rabbit hole Ed and his son-in-law could have fallen down if they had just started replacing parts randomly? Ignition modules, crank position sensors, or a coil would all have been on the list of knee-jerk replacement parts they could have thrown at the car, none of which would have solved the problem. The other valuable lesson is to check all your replacement parts before installing them. Not all cheap parts are bad, but they do need careful scrutiny. I’ve experienced problems with off-brand replacement parts as well. One of the more costly mistakes I made was replacing the alternator in my Subaru with a cheap rebuild from the local parts store. Within a week of installing it, I was left stranded on the side of the freeway because the alternator failed and was no longer charging the battery. Though it was purchased with a lifetime warranty, I wasn’t about to start a cycle of frequent alternator changes. I replaced it with a factory rebuild I bought at the Subaru dealership. It cost quite a bit more, but that alternator that has given me years of trouble-free operation. That’s why we always recommend buying the best parts you can afford.
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Don’t overlook the basics when diagnosing a problem. There should be virtually no resistance along this terminal of the distributor rotor.
THIS GUY’S GARAGE This is a super-rare, L88-powered 1967 Corvette that’s meticulously restored and bone stock except for period-correct American Racing Torque Thrust D mags. By the time parts and assemblies make it to the clean portion of Phil’s garage, they are rebuilt, refinished, and ready to bolt on. This complete fuel-injected engine assembly has been dyno’d and is ready for installation on the 1963 Corvette chassis it’s sitting next to.
The clean section of Phil’s garage is used for car storage and final assembly of cars he’s restoring. This refinished 1963 Corvette chassis is ready to receive all the parts necessary to build it up into a complete car. It’s a fuel-injected convertible that father and son are restoring to National Corvette Restorers Society specifications.
38 CAR CRAFT JULY 2016
This L72 427/425hp Daytona Yellow 1966 Corvette coupe is anything but subtle. If the big-block’s roar and searing yellow color aren’t enough to grab your attention, it’s one of only 66 Corvettes made in 1966 with option N06, a fiberglass 36-gallon fuel tank mounted behind the seats. The NCRS Top Flight–quality Elkhart Blue 1967 Corvette is fitted with a three-carb 427/435hp engine.
This Daytona Blue 1964 coupe features the legendary Rochester fuel-injection setup atop its forged-internals, high-compression, big-valve-head, hot-cam 327 engine. But the really striking part of this car is not its fuel injection, instead it’s the ultra-rare white leather interior.
Corvette’s small-block Chevy engine went from 283 to 327 ci for 1962, and this stunning example wears factory fuel injection, making it good for 360 hp in a durable, high-revving package.
If you wanted to have a crack at GT honors in the 1958 12 Hours of Sebring, or any other endurance race, this was the hot ticket: a fuel-injected, four-speed 1958 Corvette fitted with Positraction and RPO 684, the mega-rare, heavy-duty brakes and suspension option package. Because of their intended purpose, very few of the 144 RPO 684 Corvettes produced in 1958 survive.
PHIL CASTALDO / Smithtown, NY America’s obsession with the automobile was at a fever pitch in the 1960s, and like just about every other youngster coming of age in that decade, Phil Castaldo was utterly obsessed with hot cars. His first job was pumping gas at a Sunoco station in Massapequa, New York, and he went from there to working as a mechanic. Castaldo began accumulating a collection of fast cars and parts for them early on, before prices got out of hand, with a focus on Chevrolet in general and rare Corvettes in particular. After building a very successful business as a 7-Eleven owner, his car collecting went into overdrive. To house the cars and parts and allow for serious restoration work, he built a dream garage in back of his home. The existing garage, built by the house’s previous owner decades ago, was designed to hold the trucks and equipment for a well-drilling company, so it was a spacious 27x30 feet with a very high roof and sturdy construction. Phil built a 1,600-square-foot addition onto that, for a total of 2,410 square feet. He uses the original portion for all of the dirty work associated with restoration and the addition for storage of a dozen cars and final assembly of cars he’s restoring. One of the most enjoyable aspects of the restoration work for Phil is working side-by-side with his son, also named Phil, who’s equally adept at blueprinting engines, doing full paint jobs, or anything else needed. The second floor above the clean area is stuffed with thousands of NOS and used parts. All together, it’s truly a car-lovers paradise. By Richard Prince / Photo: Richard Prince
This Cascade Green 1956 Corvette is equipped with a factory dual-quads atop a high-compression, solid-lifter, 265-cid engine rated at 225 hp, which made it a formidable competitor in its era. Phil knows the history of this car all the way back to the original owner, with whom he has spoken.
This largely original and extremely correct 1953 is the 229th Corvette built. Like all 300 1953s produced, it’s Polo White with a Sportsman Red interior and powered by a 150hp inline-six backed up by Chevy’s two-speed Powerglide automatic. Phil bought it in Oshkosh, Wisconsin, 30 years ago from noted six-cylinder Corvette expert John Rohner.
JULY 2016 CARCRAFT.COM 39
PROJECT CAR
BRAND-NEW START Reviving a Third-Gen Firebird With Stroker Power By Steve Baur / Photos: Steve Baur
This former GM High Tech Performance magazine 1987 Firebird Formula project, affectionately known as Lethal Weapon, was anything but when it was purchased from the original owner. The bone-stock, 350ci mill had a bad rod knock, and ensuring the F-body remained at the top of its game called for a new, more-powerful engine.
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The much-maligned thirdgen F-body consistently gets no respect, yet looking at the car from a technical standpoint, it’s quite the capable performer. Sure, it may be lacking an independent rear suspension, but the fifth-gen F-body only received that a few years ago and the Mustang only last year. Examples of the third-gen are very reasonably priced these days, and they make for an excellent project car, provided you get past the stigma that often comes with them. It’s time we build them better, people. Knowing the project could drag on before we got the new bullet between the fenders, we carefully bagged and tagged all of the parts and fasteners and took lots of pictures as we removed the engine, so we would know how it all goes back together. Taking high-resolution pictures during the removal allows you to go back and zoom in on various fastener locations, wiring and hose routing, and so on. Take lots of them and try not to get too far ahead when you’re pulling parts out of the engine bay—it’s easy to do!
40 CAR CRAFT JULY 2016
Back in the day, the 1987 Firebird Formula 350 for which this engine is being built rolled out of the showroom packing a 210hp/315–lb-ft punch, which at the time wasn’t far off the Corvette’s 240 hp and the Buick Grand National’s 245 hp. These days, though, we have turbo four-cylinder packages producing 300 hp, so providing a modern amount of horsepower calls for upgraded engine components. A popular swap these days is the LSbased series of engines, and making 300–400 hp with a junkyard truck
engine is just a cam and intake swap away. The options are extensive with the LS line, and there are plenty of companies that offer swap kits and/or individual components to make this happen. You can bolt in a $500 junkyard gem or pick out a brand-new crate engine from Chevrolet Performance. That said, some of us may feel a bit nostalgic when it comes to our favorite rides of the 1980s, and if that’s the case, there will be a limit on the amount of horsepower that we can produce given certain restrictions.
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AFR’s Eliminator 195 cylinder heads were bolted to the short-block using ARP studs, and Cometic’s Street Pro gasket kit (PN PRO1004T) came with all necessary gaskets (including the MLS head gaskets).
There was a time when intake-manifold options were plentiful for the tuned port injection (TPI) engine, but those days have waned, unfortunately. If you plan to stick with the stock TPI design, its inherent airflow limitations will limit power production. However, you can still add a very respectful amount of horsepower and as much in the way of torque to easily eclipse those uninspiring stock numbers. One sure way to improve power output is to add displacement to the engine, and that’s easily accomplished with a stroker rotating assembly. The Gen 1 small-block Chevy probably has the largest selection of stroker options of all engine platforms, which means there is one for every budget. For this
build, we turned to Lunati for one of its Sledgehammer 383ci stroker rotating assemblies. The crank is a 4340 forged-steel piece and the connecting rods are a heavy-duty, 6-inch-long, forged-steel, H-beam design. Swinging on the ends are a set of Wiseco Pro-Tru pistons that feature a raised pin height to compensate for the added length of the rods. Rather than rebuild the original 350 long-block, we were fortunate enough to procure a later-model four-bolt main, cast-iron truck block from Antivenom in Seffner, Florida, which is a performance shop that specializes in latemodel GM vehicles. Antivenom’s owner, Greg Lovell, provided the block and assembled the engine.
Lunati’s Sledgehammer rotating assembly was fitted to a seasoned four-bolt-main roller block. The forged crank, rods, and pistons provide much-needed strength in this higher-horsepower application, along with a bump in compression ratio for increased performance.
One unique aspect to this build was engine builder Greg Lovell’s decision to use LS1style lifter buckets from Gandrud Chevrolet in this Gen 1 application. Should we have the need for a cam change in the future, we can rotate the engine until the buckets hold up the lifters for us. Valvetrain components came from Comp and include a 280XFI HR13 camshaft. Designed specifically for “strong midrange and top end,” the 280 XFI grind offers 230/236 duration at 0.050 with 0.576/0.570 inches of valve lift, and it’s cut on a 113-degree lobe-separation angle for a “strong idle” and usable powerband.
One of the few companies left supporting the TPI market, Edelbrock and its high-flow lower intake manifold provided a necessary increase in airflow (at least for half of the induction system) and saved us a bunch of time port-matching the stock lower to the much larger ports on the AFR heads.
42 CAR CRAFT JULY 2016
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As the brand-new engine would hopefully produce at least 100 hp more than the stock one, we needed to upsize the fuel injectors. These Holley 36-lb/hr high-impedance units (PN 522-368) should offer plenty of fuel for our TPI engine.
While the stock cylinder heads were no slouch at the time, technology has improved by leaps and bounds in this department, so the factory cast-iron heads were left on the original engine and we turned to one of the leaders in aftermarket cylinder heads, Airflow Research (AFR). AFR offers a multitude of options and the staff there recommended the Eliminator 195 cylinder head for this application. With the limited flow of the induction components sitting on top of them, the cylinder heads flow more than we need without being too big as to hurt performance due to poor air velocity. Likewise, the TPI limitations also dictate how big the camshaft can be. For that, we turned to Comp Cams for our valvetrain needs. A relatively modest bump in camshaft duration and lift will help move the added air of the 383ci through the engine, and Comp’s line of rocker arms, roller lifters, and pushrods work in concert with the hydraulic roller bumpstick. With the hard parts picked out, Lovell assembled the engine using components from Scoggin-Dickey Parts Center, Gandrud Chevrolet, Cometic Gaskets, and ARP. For the induction, we decided early on to go the TPI route for the nostalgia and for its fabulous looks. There really hasn’t been much in the way of development for TPI components in recent years—actually, quite the opposite— but Edelbrock continues to sell its lower intake manifold and upgraded runners. In this build, we acquired one of the company’s lower intake manifolds and combined it with the stock runners. We also ported the stock upper plenum to match the new Holley billet 58mm throttle-body. As we’ve already discussed, sticking with the TPI setup will ultimately limit the amount of horsepower the engine can produce, but we’re looking into another Edelbrock induction solution that isn’t a TPI unit to see how much we may be leaving on the table. First, we want to get the Firebird up and running and driving a bit before we explore that option, though. Check out the photos and captions to see what went into the build and how we did on the engine dyno.
44 CAR CRAFT JULY 2016
With a relatively mild 90,000 miles of run time, the stock fuel pump is probably in decent shape still, but we don’t want to stress it with the demands of a bigger, more-powerful engine. To that end, Holley also sent us its electric fuel pump (PN 12-914), which fits 1985– 1992 5.0L/5.7L F-bodies, 2.8L Fieros, and Turbo Buick Grand Nationals/Regals. It’s rated at 255 lph and retails for $181.95.
To make sure our new engine was fully lubricated upon start-up, we filled it with 5 quarts of 5W-30 break-in oil from Joe Gibb’s Racing’s Driven Racing Oil. It’s fortified with optimum levels of zinc and phosphorus to protect the engine’s metallic surfaces during break-in. The additive package that’s integrated into the oil also promotes ring seal as well. Most latemodel enthusiasts are aware that their hydraulic roller valvetrain is less dependent on the additive package than older flat-tappet-equipped engines, but the added protection that break-in oil provides is well worth the thousands you just spent on your new bullet.
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Trying to get the factory TPI EFI system up and running on the engine dyno seemed like a monumental task, especially when you throw in having to burn a custom prom chip, so to facilitate running the 383 on an engine dynamometer, we called up FAST and ordered one of the company’s EZ EFI 2.0 Multi-Port Retrofit fuel-injection systems (PN 30404-KIT, $1,297.50). Billed as the next generation of the self-tuning EZ EFI, the 2.0 version grows with the size of the fuel injectors that you provide. The EZ 2.0 also includes a new color touchscreen, handheld unit through which you provide the ECM information about your engine combination to the setup wizard. Once up and running, the handheld then becomes an electronic gauge screen and also performs other functions. EZ EFI 2.0 features nitrous timing and retard, as well as a nitrous-specific air/fuel target ratio.
All of the sensor connections of the EZ EFI harness are clearly marked, and it’s just a matter of routing them to their destinations. The EZ EFI 2.0 multiport retrofit harness utilizes LS-style connections, so if you intend to use it on an older setup like our TPI combination, you’ll need to order the various adapters from FAST.
FUEL NEEDS
For the ignition system, we contacted Crane and ordered one of the company’s Hi-6 multispark CD boxes, along with an LX91 E-Core coil and 8.5mm sleeved Firewires. Since the stock distributor will not work with the EZ EFI (and it has nearly 100,000 miles on it), we called up Pertronix and ordered one of the company’s Plug-And-Play vacuum advance distributors.
Our local dyno shop, Automotive Performance Engineering (APE) in Auburndale, Florida, was not equipped to handle EFI applications on its engine dyno, so we dialed up the staff at Aeromotive and asked them what we needed to get this stroker up and running. Fueling the TPI engine would be a cakewalk for Aeromotive’s A1000 pump, and it would also ensure we have plenty of fueling for any future builds we plan to test at APE. Aeromotive offers complete fuel systems for all manner of vehicles, so supplying us with the necessary filters, fittings, fuel line, regulator, and fuel pressure gauge was no problem. APE’s Kevin Willis made it easy to switch back and forth between carb and EFI engines by mounting the A1000 right next to the Superflow’s stock fuel pump so he could simply swap the supply and return lines over. In addition to the fuel components we received from Aeromotive, we also had to source a pair of TPI fuel rail fittings from Summit Racing Equipment. The kit we ordered (PN SUM-220009) contains one 3⁄8 Saginaw to -6 AN fitting and one 5⁄16 Saginaw to -6 AN fitting. This would allow us to connect the stock TPI fuel lines to the AN supply and return line plumbed on the engine dyno.
46 CAR CRAFT JULY 2016
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With the engine’s exhaust, fuel, and cooling systems connected, it was time to run through the setup menu on the FAST EZ EFI 2.0 touchscreen. It’s very easy to use, and before long, the TPI was alive and idling easily.
Pertronix PN D100710 fits small-block Chevys and features billet-aluminum construction and Ignitor II technology that uses a micro controller and adaptive dwell that maintains peak energy throughout the rpm range. As you can see from the photo, the distributor height will be an issue with our factory distributor cover. We may need to go without it, in which case we can purchase a beauty plate that fills in the top portion of the upper plenum, or we can modify the stock one to clear it.
With the new 383 assembled, it was off to Automotive Performance Engineering in Auburndale, Florida, where proprietor Kevin Willis (left) would put the stroker through its paces. In addition to building the engine, Antivenom’s Greg Lovell (right) assisted in getting the engine mounted and took care of last-minute details like the new spark-plug wires.
We would consider these headers built exclusively for Hawks Third Generation by Stainless Works as the dream headers for a third-gen F-body. These full-length pieces are constructed from 304 stainless steel and feature 1.75-inch primary tubes and 2.5-inch collectors. PN 8292175 fits 1982–1992 F-bodies and includes a cat-less Y-pipe to connect to the Magnaflow cat-back system also from Hawks that we’ll be using on the car.
48 CAR CRAFT JULY 2016
After proper break-in, it was time for some full-pull fun on APE’s Superflow dyno. After several pulls, we averaged the numbers and came away with 384 hp at 5,800 rpm and 454 lb-ft of torque at just 3,200 rpm. While that may not sound groundbreaking to some, considering what the car left the factory with, our gains of 174 hp and 141 lb-ft of torque are substantial. The FAST EZ EFI 2.0 is a selflearning system, so we may see even more gains as the computer gets some run time.
➔SOURCES
Air Flow Research; 661/257-8124; AirFlowResearch.com Antivenom; 813/381-3995; AntivenomEFI.com Automotive Racing Products; 800/826-3045; ARP-Bolts.com Cometic Gasket; 440/354-0777; Cometic.com Comp Cams; 800/999-0853; CompCams.com Crane Cams; 866/388-5120; CraneCams.com Driven Racing Oil; 866/611-1820; DrivenRacingOil.com Edelbrock; 310/781-2222; Edelbrock.com FAST; 877/334-8355; FuelAirSpark.com Gandrud Chevrolet; 800/242-2844; GMperformanceMotor.com Hawks ThirdGen Parts; 864/855-2694; HawksThirdGenParts.com Holley Performance Products Inc.; 800/Holley-1; Holley.com Pertronix; 909/599-5955; Pertronix.com Scoggin-Dickey Parts Center; 800/456-0211; SDparts.com
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T Randy Wittig Wanted a Trans Am That Drove Like an Exotic By David Dolmage / Photos: Robert McGaffin
he biggest mistake most people make when they see Randy Wittig’s Firebird is to assume it’s just another old car. From across the parking lot, the 1975 Trans Am looks like any other mildly modified second-generation Firebird, with a nice set of wheels and great paint. However, this Trans Am is anything but another “old car.” Look a little closer and you’ll see that those factory-style wheels are actually 19-inch Circle Racing replicas, wrapped in a set of Michelin Pilots. Peer behind the wheels and you’ll notice the huge six-piston brakes on all four corners, and you’ll be facing the pretty obvious reality that this is no ordinary Trans Am. Most people wouldn’t consider starting a project of this magnitude with a Trans Am from the dark days of the post-muscle-car era, but this car represents something special to Randy; he had a new one in college—navy blue with red interior. It was his darling until financial reasons forced him to trade it for a different car. He always knew he wanted to have another Trans Am, and when a nicely restored silver version popped up on Auto Trader, Randy, of Spring Hill, Kansas, was the first guy there with a check and a trailer. Once on the trailer, Randy took the car straight to Woodstock, Illinois, home of Schwartz Performance. Randy and owner Jeff Schwartz have been friends for years. Randy knew the crew at Schwartz Performance would be able to execute his vision for the car. He wanted his car to drive like a Ferrari 599. With a benchmark like that, Schwartz Performance had its work cut out. Even though Randy brought a nicely restored Trans Am as a starting point, the scope of the project still required tearing the car apart and starting from scratch. The foundation of the build is one of Schwartz Performance’s signature G-Machine chassis, which includes Baer Extreme Plus disc brakes at all four corners. They also added Schwartz’s coilovers, which use tall springs and a lot of shock travel, allowing Randy to get the perfect ride height without sacrificing road comfort. Both Randy and Jeff are lifelong Pontiac guys, so there was no question what kind of engine was going under the hood. The factory 400 was tossed in favor of a freshly rebuilt 455, topped off with a set of fully ported Kaufman aluminum heads that breathes through an Edelbrock Super Victor EFI manifold. It took some tweaking to get everything to fit underneath the
JULY 2016 CARCRAFT.COM 55
TARGET: FERRARI factory shaker hood, but Witting wouldn’t have had it any other way. With 575 hp at 5,500 rpm and 594 lb-ft of torque at 4,700 rpm, the Trans Am has plenty of power to keep up with Witting’s Ferrari. Attention to detail didn’t stop at the engine compartment, either. “I wanted some modern seats and all the goodies that go with it,” Randy said, and Schwartz delivered with an interior as lush as the exterior’s navy-blue paint is deep. The seats are trimmed in red leather and suede with a distinctive quilted pattern. A pair of paddle shifters are perched on the steering column that control the 4L85E transmission, similar to the setup in the Ferrari Randy targeted. Dozens of other subtle touches abound on Randy’s car, and it’s these
56 CAR CRAFT JULY 2016
features that Jeff will excitedly point out to onlookers. The factory Endura bumpers were replaced with fiberglass replicas to save weight, something Jeff said cut several hundred pounds off the front end of the car. Jeff also incorporated the deeper spoiler and more prominent flares of the 1979–1981 Trans Am, modifying them to get them to fit Randy’s car. “It’s one of those subtle mods that, if you’re not a Pontiac guy, you’ll just look at it and say, ‘Oh, it’s just a Trans Am,’” Jeff said. Jeff estimated that it took almost 1,500 hours of labor to create the finished project. His in-house staff handled most of the work. Randy couldn’t be happier with how the car turned out, and he’s quick to point out that Schwartz’s wealth of experience was
key to executing their vision: “It’s just an amazing car—it has all the performance that you can ask for,” he says. Despite the Trans Am’s perfect paint, Randy isn’t afraid to use it hard. He’s put more than 2,000 miles on the car since it was completed last summer. “Randy beats the snot out of this car,” Jeff says. “When most guys spend that kind of dough, they don’t want to mess around with it, but when I delivered the car, we found an empty parking lot and we went ripping around in it.” We suspect it’s a lot more fun to drive than that overpriced exotic.
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TARGET: FERRARI TECH NOTES
Who: Randy Wittig What: 1975 Pontiac Trans Am Where: Spring Hill, KS, a town that was almost completely devoured by swarms of grasshoppers in 1874. Engine: Though this car began life with a 400ci engine under the hood, Schwartz Performance wanted the extra displacement of a 455. They started with a production block, added an Eagle rotating assembly, Mahle pistons, Total Seal rings, Clevite bearings, and CNC-ported aluminum cylinder heads from Kauffman Racing Equipment. Coil Racing Engines in McHenry, IL, did the machining and assembly of the long-block. The cam is from Lunati, with specs of 235/243 degrees duration and 0.565/0.568-inch lift. Crane supplied the hydraulic roller lifters and roller rocker arms. The pushrods are from Manley, and the engine is buttoned up with ARP fasteners. This combination is good for 575 hp at
58 CAR CRAFT JULY 2016
5,500 rpm and 594 lb-ft at 4,700 rpm. Air/Fuel: This big Pontiac runs on an EFI system from Big Stuff. The system includes a set of Holley 50-lb/hr fuel injectors, Edelbrock fuel rails, an Edelbrock Super Victor intake manifold, and a Holley throttle-body. The engine breathes through the stock shaker hoodscoop, modified to fit the taller engine. An MSD coil and distributor provide the spark. Transmission: A stout 4L85E transmission was fitted with a 2,300-rpm stall converter from Midwest Converter. Rearend: A Moser 9-inch channels this engine’s prodigious amounts of torque. With full-floating axles and a Detroit Trutrac differential, it’s not likely Randy will be able to break it. Suspension: To get an old Pontiac to handle and ride like a new Ferrari, Randy took his car to the right place. Schwartz Performance is one of the country’s premier builders of Pro
Touring muscle cars. The company’s custom-designed G-Machine chassis underpins this formerly unibody car, which sheds weight and is stronger and more rigid than the stock stuff ever was. Superior front suspension geometry and a multi-link rear suspension in place of the stock leaf springs ensure world-class ride and handling qualities. Adjustable Ridetech coilovers let Randy dial in a softer setting as needed. Wheels/Tires: We love the way the Circle Racing 19-inch channel the look of Pontiac’s Rallye II wheel. They are wrapped in a set of Michelin Pilot Super Sport tires. Randy never has to worry about brake fade with those massive, 14-inch rotors on all four corners. They’re clamped by Baer’s Extreme Plus six-piston calipers. Paint/Body: The fiberglass front end is from Texas Trans Am Service and Restorations. It was fitted to expertly finished sheetmetal and the entire car was bathed in 2002 Firebird Navy Blue Metallic.
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60 CAR CRAFT JULY 2016
Lifelong GTO Fanatic Eric Aull Builds His Dream Car
F
ew things are as impressionable as the mind of a 15-year-old boy. It was at that age that Eric Aull, who was working part time at a gas station in Merrick, New York, saw one of his coworkers “get into his 1966 GTO and lay down about 4,000 feet of rubber on Merrick Road.” The impact was indelible, with Eric saying, “I became obsessed with buying my own GTO.” That happened several months later with the acquisition of a Tri-power, four-speed 1966 convertible. “It was a beautiful original car that I did every horrible thing imaginable to!” First to go was the original 389, which Eric blew apart in spectacular fashion. A 421 Super Duty that replaced it led to the violent death of the original gearbox and rear end. Ultimately, while “fumigating the parking lot at Calhoun high school with the most horrendous, nonstop burnout possible, I cracked the chassis.”
Dejected but not defeated, Eric bought a gutted 1967 hardtop that featured a full cage and other race mods, courtesy of Long Island’s Speedwin Automotive. The 421 and other salvageable pieces from his convertible completed the buildup of the ’67, which left a memorable impression wherever Eric went courtesy of its drag slicks, “Mad Max” gold leaf lettering among the other race stickers, and wide-open, thundering exhaust. At the ripe old age of 33, Eric temporarily matured enough to sell the GTO and seek honest employment. He worked as a long-haul trucker for seven years, hauling cheese between New York and Florida, and then in 1987, joined the Nassau County Police Department, where he went on to fly helicopters in their aviation unit.
JULY 2016 CARCRAFT.COM 61
OLD-SCHOOL LOOKS Around 1996, some 15 years after selling the 1967 drag car, he woke up one day thinking, “I must have a GTO.” That quickly led to the purchase of another nice, unmolested car, this time a 1967 hardtop with a 400, automatic, and almost every available option. “It was a really nice car,” Eric recalls, “and I kept it for quite a few years, but it really didn’t make me happy. It wasn’t a hot rod and it was too nice to take out and blow things up street racing and striping parking lots. Also, I like turning wrenches, and the car didn’t need anything and it was too original to mess around with.” In 2009 Eric decided to sell the original 1967 Goat and look for a non-original one he could build into his dream car. At the time, he was suffering with very serious respiratory problems as a result of his work at Ground Zero following the terrorist attack on New
62 CAR CRAFT JULY 2016
York’s World Trade Center. Based on his health problems, some people raised concerns about undertaking an extensive project at that time. That negativity proved to be just the incentive Eric needed. In 2010 he bought a mostly rusty, mostly gutted 1967 GTO hardtop and at first intended to restore it with a bunch of period-correct hot rod mods. Once he removed the body from its chassis, one thing led to another. He decided to change direction and build a car that looked like an old-school hot rod but handled, drove, and felt like something much more modern. In the end, he put a stock body—restored to perfection with all GM sheetmetal—atop a Street Rod Garage chassis wearing QA1 coilovers at all four corners, custom tubular A-arms up front, custom four-link suspension in the rear,
rack-and-pinion steering, and Tallon hydroboost-assisted Wilwood disc brakes. Motive force comes from a 505-cid Pontiac engine coerced to produce a little over 800 hp by a BDS blower and twin QFT carbs. It’s coupled to a CK Transmission–built 4L80e and Strange Engineering/Moser 12-bolt rear spinning 3.73:1 gears. The interior features a masterful blend of late-model GTO seats and various custom bits, including high-grade leather stitched together by A&B Upholstery, a dashpad from Just Dashes, and Carpathian Elm burl wood inlays from Wabbit’s Woodworks. Eric completed the GTO in June 2013 and has racked up about 3,600 miles since. As he eagerly demonstrated for my camera, it’ll smoke the tires all day long (“I buy my rear tires six at a time,” he reports), and it’s rock solid at 140 mph. “It’s fast, it’s reliable, it’s fun, it’s comfortable, it’s exactly what I envisioned it would be, and best of all, I proved all the naysayers wrong when they said I’d die before it was finished!” he says with a laugh.
TECH NOTES
Who: Eric Aull What: 1967 GTO Where: Long Island, NY Body and Paint: “The roof was the only part of the car that wasn’t rusty,” Eric says. He scoured the globe for NOS and good original sheetmetal to avoid using any reproduction parts. Frank Trimarchi from Thriftway
Autobody Work did all of the metalwork, including fabricating a flush firewall, and sprayed the Special Black paint. Roll-Rite Towing applied Line-X to the wheelwells and underbody. Don’s East Coast Restoration modified the hood to accommodate the blower, installed all body glass, fabricated the exhaust system, took care of the chrome plating, and restored all metal
trim pieces to perfection. Chassis: Eric wanted the look of a 1967 GTO with the stopping, steering, and handling of a more modern car, so he turned to Street Rod Garage for a custom SRG-Force A-body chassis. Suspension: Chassis maker Street Rod Garage also supplied the front and rear suspension. SRG fabricated tubular front A-arms for the front and supplied Wilwood ProSpindles to join the uppers and lowers. The rear rides on a SRG four-link setup and QA1 coilovers dampen the rough spots. Steering: Precise steering comes courtesy of a Flaming River billet rackand-pinion. An ididit billet steering column spins the rack with help from a Tallon hydroboost that’s fed hydraulic pressure by the power-steering pump. Brakes: Wilwood calipers clamp slotted rotors on all four corners. A hydroboosted Wilwood master cylinder completes the system. As with the steering rack, the brake booster is powered up by the power-steering pump. Wheels and Tires: Billet Specialties carved custom 18x9-inch rear and 17x7-inch front wheels. They wear Continental Extreme Contact radials sized
JULY 2016 CARCRAFT.COM 63
OLD-SCHOOL LOOKS
at 225/50ZR17 up front and 275/45ZR18 in the back. Engine: Motive power comes from a 505-cid engine that started with an All Pontiac IAII block that was extensively machined and prepared by Rich Haubold at PCHS Racing Engines. Richie Hoffman of Hoffman Racing assembled the engine and did all postassembly tuning. It was fitted with a Scat crank, Crower rods, Diamond pistons, and a Comp Cams hydraulic roller camshaft. Ported and polished Edelbrock Performer aluminum heads move the squeezed air provided by a polished BDS 8-71 blower. Billet Specialties supplied a super-strong serpentine beltdrive system, and Derale dual
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electric fans were installed to keep engine temperature under control. Fuel flow comes from dual 750-cfm Quick Fuel Technology blower carburetors and a 6AL MSD delivers the spark. Transmission: Though at heart a manual-gearbox guy, Eric decided to go with a 4L80e four-speed automatic for this project. “I thought it would be nicer with the supercharger,” he tells us, “and I’m very happy with the way it performs.” To ensure it would stand up to the engine’s torque, he relied on CK Transmission for a custom buildup using strengthened internals. Rear End: Eric has blown up his share of rear ends and knows firsthand that big power, a multi-link suspension that
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can hook up, and sticky tires demand a stout differential. He went with a complete, heavy-duty 12-bolt from Strange Engineering assembled with Strange axles and a 3.73:1 differential. Interior: As with the rest of the car, Eric wanted to meld old school with new school for the interior. A&B Upholstery extensively modified 2006 GTO rear seats to fit in original 1967 GTO seat frames. A&B also fabricated the door panels and headliner, and covered
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both in high-grade leather that matches the seats. A&B’s final task was to make speaker grilles. The front seat frames were also sourced from the 2006 GTO, and Eric modified the tracks to fit the car. Just Dashes was tapped for the dashpad and Wabbit’s Woodworks made the gorgeous Carpathian Elm burl wood inlays for the console, door panels, and dash. Precision Pontiac masterfully restored all of the gauges. Eric did the entire interior
installation himself. Electronics: Drawing on years of experience building hot rods and GTOs, in particular, Eric wired the entire car himself. Tunes come courtesy of a Pioneer stereo head, twin Alpine amps, four speakers, and two subs housed in the custom-finished trunk area. A Vintage Air air-conditioning system tames Long Island’s hot and humid summer days. Don’s East Coast Restorations added power windows.
Thanks To: Eric did a great deal of the work himself, but immediately acknowledges he could not have built the car without the talents and dedication of a lot of people, including Richie Hoffman of Hoffman Racing, Rich Haubold of PCHS Racing, Don Ness of Don’s East Coast Restorations, Bob and Stu at A&B Upholstery, and Frank Trimarchi and his sons at Thriftway Auto Body Works, who put their hearts and souls into the body and paintwork.
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By J. Joshua Placa / Photos: Robert McGaffin
Anthony Pittari’s 1972 Ventura Looks Vintage But Runs Modern
66 CAR CRAFT JULY 2016
T
he art of the auto is something Anthony Pittari understands perhaps a little bit more than most of us, or at least with an uncommon perspective. The cancer survivor puts a special appreciation and passion into his life’s work, welding a love of art with a lust for life. The result is custom cars built with indefatigable inspiration. In 1998 Anthony was just 21 when
he beat Hodgkin’s lymphoma and celebrated by building his first hot rod, a 1968 Chevelle, which got some glossy press. That car launched his home auto shop, which focused mainly on general repairs and maintenance. Anthony was sick for two years, and for a long time it wasn’t looking good. His doctors wanted him to focus on a reason to beat cancer, to have a
positive goal besides surviving the next chemotherapy and radiation treatment. “For me,” said the ebullient builder, “my upbeat mindset, my reason for living was to finish what I started—to get the Chevelle done. That car was an inspiration to get better, but it’s obviously different things for different people. It’s what you want to live for, what you want out of life. Got to have a goal, this was my goal.” In summary, he added this perspective: “Cancer was the worst, and best, thing to happen to me. If you can beat it, you have this zest for life you might never have had, a feeling for what life is truly about, a need to go out and live. I don’t think I would have been the man I am, have the passion I have, without getting sick.” There is, however, no cure for custom; once it gets in your blood, it will never go away. Anthony took that drive and determination and turned it into
exacting attention to detail—fidelity to what he called the car’s “spirit” and an unflinching pursuit of a job well done. He applied this creed to everything he does, including this sweet 1972 Pontiac Ventura. “I wanted a project, something special. I had done some hop-up work here and there, but I needed a custom job,” said Anthony. “I didn’t want to do another Camaro or Nova, but something different, something like a ’77 Buick Century.” And so the wrench from Staten Island started down a divergent road that would set him apart from the oily ordinary. The Century sold at Barrett-Jackson. More builds followed. Today’s feature car began, in a manner of speaking, with that 1977 Century. “I liked the idea of making something no one else was making. In fact, the response has been great, so I knew I was on the right track.” Anthony had found his niche. Next up was the
Ventura, a Detroit car he found online and bought with the money made from the Century. Venturas don’t typically turn up at car shows—or pretty much anywhere else. But that’s the hook Anthony used to draw people in, show them what could be done when imagination, devotion, and what he calls “the love of it all” come together. The theme, he said, was vintage Trans Am racing, but then proceeded to build more of a street car. The idea, Anthony added, “was to look vintage, but feel modern. I think I nailed it, and from the reaction I get, other people think so too.” Most comments praised the Ventura’s electric-blue color. But that’s not why he chose it. In a stroke of publishing genius, he used this specific blue because he knew it would pop off the printed page. “I paid close attention to the colors that look best in magazines, the ones that pop. I saw
JULY 2016 CARCRAFT.COM 67
MAXIMUM OVERTIME 68 CAR CRAFT JULY 2016
some trends and figured I had more of a chance of getting the Ventura featured if I picked a color that worked best for the magazine.” He was right and we were impressed with Anthony’s cleverness; it’s rare for a builder of bike or boat or beast (or anything that moved) to notice and act upon such a motivation. The boutique builder didn’t pause to gloat, he just continued to his next proud feature: “The wheels are a bold statement, powdercoated in flat gold and [punctuated] with my own center cap and 4-inch, open-wheelstyle studs, and motorcycle wheel valve caps, which run flush with the wheel. It really changes the look.” Above the wheels and under the paint is a Pontiac powerplant. “I put it all together in my little 11⁄2-car garage. Most people think this is too small a space to do this kind of work, but I just think they aren’t trying hard enough.” Anthony nicknamed the Ventura “Overtime” for all the extra hours he put into it. Some three years of wrenching into late nights and early mornings, his labor of love is ready to rip. Anthony is teaming up with Ripp Superchargers for his next secret project. We’ll be waiting, and watching.
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EVENTS
NCM Motorsports Park Bowling Green, KY • June 11-12
Road America Elkhart Lake, WI • August 27-28
Thunderhill Motorsports Park Willows, CA • February 27-28
Pikes Peak International Raceway Fountain, CO • July 9-10
NOLA Motorsports Park New Orleans, LA • September 17-18
Las Vegas Motor Speedway Las Vegas, NV • April 16-17
Charlotte Motor Speedway Charlotte, NC • July 30-31
Auto Club Speedway Fontana, CA • October 8-9
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MAXIMUM OVERTIME 70 CAR CRAFT JULY 2016
TECH NOTES
Who: Anthony Pittari What: 1972 Pontiac Ventura Where: Staten Island, NY Engine/Transmission: Anthony was building no grocery hauler here. He pulled out the stock 350 and installed a Pontiac 400, stroked to 455 ci, with a mild cam upgrade, and compression bumped to 10:1. Ram Air IV exhaust manifolds and a NASCAR carbon-fiber air cleaner adapted for cowl induction were added for better breathing. A Legend LG700 five-speed tranny carries the power to the rear wheels. Exhaust exits via NASCAR-inspired side duals using Magnaflow mufflers and 3-inch oval pipes. Body: Anthony made the front splitter and aluminum rear spoiler by hand. For a cleaner look, he removed all trim and marker lights, roof drip rail, exterior mirrors, door vent windows, and manual door locks, which were converted to electric locks. The vent windows were replaced with one-piece glass from a 1973 Nova. Taillamps came off a 1968 Firebird just because they were cool and built flush into the back of the car. A custom Nomex fire-retardant hood blanket was added to keep the bigblock warm and cozy. The car was painted with 2006 Toyota Voodoo Blue. Interior: The Ventura’s interior remains largely stock, except for front bucket seats from Scat Procar. The rear seat was hand-stitched to match the front
buckets. While the door panels are original, the carpet was replaced with a rubber mat. The builder dug deeper into his ingenuity bag, slicing up a Hurst automatic shifter, removed the brand name, cutting windows into the shifter, and creating a new piece of Pittari original equipment. Although this Ventura is built for speed, Anthony didn’t want a rollcage, opting instead for a five-point harness to keep him planted firmly in the driver seat. The radio was deleted in favor of that sweet tune of pure engine rumble. Chassis/Suspension: Anthony installed tubular upper/lower control arms and 11⁄8-inch sway bar to better manage this beast. QA1 four-wheel coilovers and CPP four-wheel disc brakes (12-inch up front, 11-inch in the rear) haul in the Ventura with ease. A GM 10-bolt axle houses 3.23:1 gears on an Eaton Posi differential. It’s modulated by a Detroit Speed Quadralink rear suspension. Wheels/Tires: Centerline Telstar 17x9 wheels were powdercoated flat polygold by GSD Coatings in New Jersey, finished with center caps made by Anthony on a CNC machine. He wrapped the eye-popping wheels in 245/45/17 BF Goodrich G-Force Comp 2 rubber with shaved sidewalls. For what he called “hidden style,” Anthony drilled out the wheel’s valve-stem holes so he could install motorcycle valve-stem caps flush with the rim.
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JUNKYARD CRAWL By John McGann / Photos: John McGann
We begin our adventure checking out this 1975 Omega. The Oldsmobile version of GMâ&#x20AC;&#x2122;s X-body platform (Chevrolet Nova, Buick Apollo, and Pontiac Ventura), this is the lesser-known, three-door hatchback version, and it was powered by Chevroletâ&#x20AC;&#x2122;s 250-inch inline-six. Other engine options in this generation car were a 231 Buick V6, a 260 Olds V8, and an Olds 350. This generation of the X-body lasted until 1979. 1980 saw the reengineering of the X-body as an unsightly, front-wheel-drive compact car. The Olds version kept the Omega name, which was joined by the Chevrolet Citation, Pontiac Phoenix, and Buick Skylark.
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JUNKYARD CRAWL
We saw more SN95 Mustangs (1994–2004) than usual. These cars were powered either by Ford’s 3.8L V6 or the SOHC 4.6 V8. The
Mustang Cobra benefitted from the DOHC 4.6, though we don’t expect to find a Cobra in the junkyard anytime soon. They’re far
too valuable, even as parts, to end up this way. Still we paused to admire the TR3650 five-speed manual transmission underneath a white 2003 Mustang. This transmission has an integral bellhousing, which basically limits it to Mustangs of this generation, but adaptor plates and bellhousings are available that let you put this trans behind your favorite 302, 351, FE, or 385-series V8. This may be an advantageous option in an application where the larger T56 or TKO transmissions may not fit as well.
Yawn, look at this boring Roadmaster. While you may be tempted to walk by it, don’t. Stop to look at the RPO sticker. See code G80? That’s a universal GM production code for a limited-slip differential. It’s worth it to grab this car’s differential carrier, if not the whole housing. There’s a lot you can do with an 8.5-inch 10-bolt.
This month’s dubious DYI job was found underneath the hood of a 1980 El Camino. When making your own heater box-delete panel, there’s no need to use this much seam sealer. Yuck.
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74 CAR CRAFT JULY 2016
The hard-hit hiit awar aw ward d goes to this Expedition diition. Obv Obvio viously usly y the victim of a violent rollover crash , it looks as if the driver had been cut out of the car with the Jaws of Life. Please be careful out on the roads, people.
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WTF? (Where’s the Fun?)
DARING TO ATTEMPT TO BE DIFFERENT
Who: Stephen Roth What: 1967 Chevy Corvette Why: Stephen is “going green” here, using lighter materials, such as an all-aluminum 427 big-block. “The complete motor from pan to intake weighs 435 pounds,” he noted. He got himself a straight body and chassis and added a “very streetable hydraulic cam—610/610 lift,” AFR heads, Callies rotating assembly, and more. “Prior to Jere Stahl retiring, I had him make me a set of his road-racing headers, which fit under stock Corvette side exhaust covers with 3-inch chambered mufflers.”
MOM’S MACHINE
Who: Gary Wolgamot What: 1967 Chevy Camaro Where: Bellingham, WA Why: His coupe first belonged to his mom—she bought it in 1969, and it had 3,000 miles on it. “I grew up in the back seat,” Gary said. Now it sports 73,000 miles, a 350, and a four-speed.” But Gary desired more—specifically, a convertible, which you see next to the coupe. “It was in a house fire in Mississippi. It smelled terrible.” But oddly enough, it was still driveable. “A pizza box served as a seat cover.” He has just begun the restoration. Make sure you send us the “after” pics and build details, Gary!
76 CAR CRAFT JULY 2016
➔LETTERS
ON POINT
Just wanted to give kudos to George Trosley in his “Krass & Bernie” feature for knowing his stuff when it comes to AMC and our motors. His depiction of the AMC 390 was actually correct with the distributor in the right place and angle and the fuel pump, ditto. This is a rare thing for us AMCers. —Doug Noland, via email Thanks for your note, Doug. We like to talk AMC! P.S. Have fun with your Pro Street AMX!
DISHWASHER TIPS AND TRICKS
I was in big trouble when my wife came home early and she found me washing my SBC aluminum heads. It works good when set on “pot and pans” and heated water with hot rinse. Maybe I should have taken the silverware out first. —Clayton Steffensen, via email Sounds like you really forked up, Clayton.
WTF?
BURNOUT!! Photos: Moto Lenz Photos
IN THE NEWS
OLDS NATIONALS DATE ANNOUNCED
shift k: 355 stroker motor with 350 THD “My 1962 Chevrolet C10 pickup truc in nt aura Rest h Notc Top at , 2015 er 14, kit. We had ‘Burnout Night’ Septemb ” e-in. cruis car Cortland, Ohio, during our —Randy Partridge, via email
BLOWN-UP PARTS
“Cruising down the track at a cool 115 mph when the slip yoke or front U-joint gave way. Here’s what’s left of my reverse manual C4 trans. It rattled so bad, I think I have some loose teeth. The first time I ever removed a trans without unbolting the bellhousing first. It now has a built C4 with brake. I have a 1962 Falcon—all steel, except bumpers. Track car only: 347 ci, Ford 8-inch rear, 4.10 gears; 60-foot, 1.52/best, 7.07 at 95 mph, 11.38 at 115 mph.” —William Leslie, via email
This is the 19th running of what was formerly known the Oldsmobile Nationals. Our Friends at Dick Miller Racing of Science Hill, Kentucky, will be hosting the long-running drag race and car show on July 24, 2016, at Norwalk, Ohio’s Summit Motorsports Park. The big news for this year is that the event has been opened up to include Buick and Cadillac. Highlights of the event include several classes of drag racing, a large car show, Manufacturers’ Midway, and a used-car corral. It’s nice to see some of GM’s forgotten brands getting some well-deserved attention. Car Craft will be covering the event this year, so make sure you are there, too. For complete details on the event, including race classes and car show information, go to DickMillerRacing.com and click on the Olds/Buick/Cadillac Nats link.
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TO CAR CRAFT!
We need more pictures of Burnouts, please. While you’re at it, send any of your compliments, complaints, random musings, or pet pictures to us. Here’s how: email: CarCraft@carcraft.com online: CarCraft.com social media: Facebook.com/ CarCraftMag mail: 831 S. Douglas St., El Segundo, CA 90245 don’t forget: Include your make/ model of car and your city/state. disclaimer: If you can’t write a complete sentence, don’t worry, we will make your work comprehensible. That includes making up stuff we thought you meant.
78 CAR CRAFT JULY 2016
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MISSION IMPOSSIBLE
Ohio’s Rod Shop established its brand with a smart logo, bright livery, first-class competitive machinery, and talented drivers. This 1971 Dodge Charger was prepped specifically to compete in a class that has never established a record: Super Stock/E. Although introduced in 1969, no E cars had been able to break the NHRA-established minimum of 11.10 e.t. The Rod Shop decided, in a new partnership with Dodge, to take on that challenge. With driver and Rod Shop employee Bill McGraw at the wheel of the new 1971 Hemi-powered Dodge Charger, they worked hard to push the 3,900-pound beast through the lights in record time. Did it work? What happens in E stays in E.
WEIV RAER
CAR CRAFT (ISSN 0008-6010); July 2016, Vol. 64, No. 7. Copyright 2016 by TEN: The Enthusiast Network Magazines, LLC. All Rights Reserved. Published monthly by TEN: The Enthusiast Network, LLC, 261 Madison Avenue, 6th Floor, New York, NY 10016. Periodicals Postage Paid at New York, NY, and at additional mailing offices. POSTMASTER: Send all UAA to CFS. (See DMM 707.4.12.5); NON-POSTAL AND MILITARY FACILITIES: send address corrections to Car Craft, P.O. Box 420235, Palm Coast, FL 32142-0235. Subscription rates for 1 year (12 issues): U.S., APO, FPO and U.S. Possessions $20.00. Canada $32.00. All other countries $44.00 (for surface mail postage). Payment in advance, U.S. funds only. For subscription inquiries please email carcraft@emailcustomerservice.com, call 800/800-7697 (386/447-6385, international), or write to Car Craft, P.O. Box 420235, Palm Coast, FL 32142-0235. CHANGE OF ADDRESS: Six weeks’ notice is required to change a subscriber’s address. Please give both old and new addresses and label.
82 CAR CRAFT JULY 2016
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