Q: My 1967 GTO has a 455 Pontiac powerplant with Edelbrock 87cc heads, .030 over Ross pistons, Total Seal rings, Eagle rods, a Crower cam (int./exh. duration 248°/252° @ .050″, lift .512″/.524″, lobe separation 112°), 1.5 ratio rocker arms, and Clevite bearings. The engine was shop built and balanced, and is also equipped with an
Q: I own a 1986 Ford Bronco 4×4 with a 302 V8, electronic fuel injection, and a C-6 automatic transmission. The body is banged up and rusted beyond repair. I plan to remove it and install a 1951 Ford F-1 pickup body. However, I’d like to remove the EFI and install a 4-barrel carburetor. Do
Q: The culprit is a 1989 GMC 1500 4×4 with a 350, automatic with overdrive, a 3.42 axle, and over 150,000 miles. It has recently developed a powerful thirst for Texas tea, consuming 1 quart every 100 miles. A new PCV valve didn’t fix it, and a valve job only eliminated the smoke at startup.
Q: I have a 1986 Chevy Camaro RS. I’d like to build a 350 for it that puts 400 horses on the ground, and I’d like for it to be an “all-motor” Camaro, without nitrous. My plan includes some high-compression pistons and a big cam. I was also thinking about putting 305 heads on the
Q: I’m getting ready to build a 406 small-block to put into my Camaro. My question is about the use of block filler. I’ve read that if you fill the block to the bottom of the freeze plug openings, that it will increase the cooling ability because this limits water flow to the oil pan
Q: I’m finishing a build on a 1967 Ford Galaxie convertible. Here’s what I’ve got so far: a 1971 351W, bored .030 over, flat top pistons, stock 69cc heads and bottom end, Edelbrock Performer manifold, 600 cfm Holley vacuum secondary carb, and 1969 351W header-style OEM exhaust manifolds with dual 2½” glasspacks. I benched all
Q: I have a Chevy Caprice with a 350 4-bolt main, a 292 Lunati cam with .480” of lift, and a high-rise intake with a 750 Holley carb. My heads have been worked with 2.02” intake/1.50” exhaust valves, a spring set for .480” lift, ported heads, and headers. I also have a 350 transmission, fully
Q: I have a 1988 Mustang that will get a 1970 460 big block. So far, the engine has been bored .030 over, has TRW 10.5:1 forged pistons, ported and polished 1970 429 heads with 2.245/1.725 inch valves, and an Edelbrock Victor 460 intake port matched to the heads. The car has an 8.8-inch rear
Q: I am in the process of rebuilding my 1967 Chevelle. I am looking for the formula to figure out the proper size carburetor. Do you know it? If so, would you please share that? A: We do, and we will. Carburetor CFM = (plannned rpm x cubic inches) / 3,456 For clarity, your carb
You’ve got questions. We’ve got answers. We work with the Summit Racing tech department to tackle your automotive-related conundrums. This week, we’re exploring why a 427 c.i.d. big block Chevy street rod engine would stop increasing power once it hits 4,000 rpm. Q: I recently built a 427-cubic-inch big block Chevy for my 1937 street rod
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