1967 GTO: A saga for the ages.

There is an update! Mike goes over it in this episode of V8 Radio:

https://goo.gl/dRN8tr

[IMG]http://v8tvshow.com/V8TV_2/images/cache/1e8fa75e346d7734e990e976646f9661_w700.jpg[/IMG]

Of course, Q is welcome to post some pics and more updates here as well!

Ha! Indeed there is an update that’s covered in the latest episode of V8 Radio. In a nut shell, a ruse was orchestrated in order to press my machinist into action.

I have the block back along with the new rotating parts. Nothing was assembled, however, the rotating assembly was balanced and all the machine work was done. What I need to get is rod and main bearings along with rings. With that, I can get the short block together. I still need to source a cam/valve train.

There’s been some heated debate as to which heads to use. My current heads are stock 670 cast iron heads. The combustion chamber was cc’d at 77cc’s. The static compression ratio comes in at 10.3:1. The consensus of opinions is about 10:1 that it’s too high for pump gas. I’m inclined to agree. I may have a line on some 6x heads that have a larger combustion chamber. That’ll bring my compression ratio to a much more manageable 9:1.

There’s still many details that need to be addressed. But I have my engine back, I’m starting to see a ray of light at the end of the tunnel.

10:1 or even 10.3:1 should be doable with 92 or 93 octane pump gas. If in doubt, toss some aluminum heads on it. They dissipate heat better and help with keeping detonation down.

My worry is where my power band would be. My GTO is a factory air car with a TH400 trans and has a pretty tall rear gear, 2.93:1. I’m worried about having to use a cam with enough overlap that it puts my power band too high for the rest of my combination. I’ve had too much mission creep in this project already and am trying to curtail it.

[quote=”oestek” post=4027]”Might as well!” :cheer:

Don’t forget the antecedent to that clause: “As long as…”

As long as we’re pulling the heads we might as well replace the cam and lifters too. And a new intake can’t hurt. And as long as the timing cover is off we might as well replace it with a new one. And a new double roller timing chain set.[/quote]

That’s funny you say that as that’s how this all came to be. This engine saga started out as a simple, engine in car, cam swap due to a wiper out cam lobe. First a burnt exhaust valve was discovered when replacing the valve springs. Then when the heads were pulled, I discovered that the pistons were these low compression cast rebuilder double eyebrow pistons. So that’s when this whole thing went sideways. When the pistons and rods were pulled, all the rod and main bearings were obliterated. This whole thing was a ticking time bomb. We do this ‘cause we love it, right???