ENGINE SHORT BLOCK:
- '68 455 F1 block bored +.030"
- Block deburred
- Dick Miller Racing camshaft oil restrictors installed #2-4
- Stock 2 bolt caps, milled .500", M & J Proformance 4340 Heat Treated main bearing support straps installed
- ARP main stud kit
- Block deck milled approx. .020" for +.005 deck ht (pistons .005" above deck)
- Factory rods resized with ARP rod bolts, small end honed out for floating wristpins (no bushing), wristpin oil feed hole drilled at rod top
- Nodular iron crank, hard chromed to std size on rods/-.010 mains
- Keith Black #KB-132 hypereutectic pistons, 30cc dish, 1.750" compression ht.
- Rotating assembly balanced
- Milodon high volume oil pump, bypass spring shimmed .310"
- Milodon oil pump drive shaft
- Moroso 1" deeper 3/4" dia. pickup tube
- Moroso 7qt oil pan
- Ford 460 2 piece rubber crankshaft rear main oil seal
- Remotely mounted Fram HP-4 high performance oil filter
- Mocal engine oil cooler and oil thermostat
- Aeroquip 10AN braided hose for all oil lines
CYLINDER HEADS:
- C code heads, milled .020"
- One piece stainless Dick Miller 2.07"intake/1.68" exhaust valves
- Center dividers brazed by East End Welding (per "Basic engine technical information" article in "Technical Info" section)
- Heat crossovers filled by myself with aluminum (per "Basic engine technical information" article in "Technical Info" section)
- Heads ported by myself
- Hardened exhaust seats installed
- Performance 3 angle valve job
- Bronze valve guides, milled shorter for extra valve seal-retainer clearance w/ larger cam
- Viton rubber positive valve stem seals
- Isky #6005 double valve springs with dampners, solid retainers
- Comp Cams machined .050" offset valve locks
- 1.800" installed spring height, 135# seat pressure, 260# open pressure
- Heads flow approx 10-15% better than stock, port flow equalized
- Oil drainback holes enlarged (per "Basic engine technical information" article in "Technical Info" section)
- 9.3:1 final mechanical compression ratio
VALVE TRAIN, INDUCTION, IGNITION:
- Bullet Racing Cams camshaft, 239/239°duration @ .050", .541/.541" lift, 110°LSA
- Cloyes True Roller timing chain set
- Dick Miller Racing camshaft thrust button, camshaft bushing, and crankshaft spacer
- Sherman Racing Lifters (hydraulic flat tappet lifters with reduced plunger travel)
- Comp Cams Magnum steel roller tipped rocker arm kit (using supplied pushrods)
- Modified Edelbrock Torker intake manifold
- Outer 4 "kinked" runners TIG welded (filled in) by East End Welding, and ported inside to remove kink. Intake is bolted on with 8 bolts, not 12.
- Modified Mr. Gasket 5/8" thick 4 hole spread bore carb spacer, spacer blended to match plenum, and the 4 holes are bell mouthed on the bottom
- 800CFM '75-up Stage II Quadrajet
- Rebuilt vacuum advance HEI
- Jacob's Ignition Pro Street Ultra Team ignition with external coil, Jacob's wires, and "Accessory Pak" (rev limiter, full throttle spark intensifier)
EXHAUST:
- Custom 1-3/4" headers fabricated by myself from Dynomax A-body headers (big block into a G-body article in Technical Info section, and '86 Cutlass Engine and Drive train page)
- Torque Tech mandrel bent 2-1/2" head pipes and "no-weld" reducers
- Dynomax Super Turbo 2-1/2" mufflers
FUEL SYSTEM (per "GM In tank electric fuel pump information" article in "Technical Info" section):
- Walbro GSS307m (Granatelli Motorsports) in-tank electric fuel pump
- Cutlass tank modified, GM Grand National plastic pump baffle mounted in tank, 3/8" feed and return lines in pickup
- 3/8" feed and return lines on chassis
- Mallory return style regulator set at 6-1/2 psi
TRANSMISSION:
- TH2004R high performance rebuild by "Dr." Dave Bolyard, Akron, OH
- "Dave-Go" custom shift kit
- Yank 3000 10.5" lockup torque converter
REAR END:
- 8.5" G-body axle with factory 3.73 gears and positraction
- W-27 alloy finned differential cover
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