we were banned from hobby stock racing with a 350p..ran 2.11/1.77 heads, ram air exhaust manifolds, stock 4 barrel intake with a 4412 holley 2 barrel..walked away from the chevys out of the turns with the 3.75 stroke..the 350 is a good match for the stock size heads..

Since I have lots of engines I will only detail a few of them, biggest to smallest. IAII based 505 (4.350 x 4.25) with 330cfm@.550 lift 87cc Edelbrock heads, Gutsram tunnel ram, two mechanical 850 Holleys, just under 11:1 compression. Cam is 272/279@.050 with a 112LSA, 1.6 rockers. Its getting a 6-71 sometime this spring, just for fun. Its in my 68 LeMans 461 with a 1972 400 block, 4.25" crank, unported E heads, RPM intake, 850 Holley, XE284 cam with solid lifters, 1.6 rockers, 10.7:1. Its in my 79 Formula. 455 +.030 with 4.25" crank, 670 heads ported to 250cfm @ .500 lift, Torker II, FiTech mean Street, Comp hydraulic roller 224/228@.050 110 LSA, 11.5:1 compression running E85/E100. Cheap Summit D port 1 5/8" headers. Its in my daily driver 65 GTO. 455 + .030, completely cast bottom end, UD 280/288 cam which is 224/228/110 if I remember right, RPM intake, ported 5C heads with 220cfm and 8.8:1 compression. It pushed my 4100lb 1970 GTO into the mid 12.60s with a 2.93 gear, 1900 stall, and no power adders on 87 octane. Yes not a typo two point nine three gear. it also liked to break transmissions, Th400s lasted about two or three years, 2004R a bit over a year, 700R4 about the same as the 2004R, Th350 two or three weeks unless I drove them really nice. Currently its sitting in my 1965 LeMans that is getting the straight axle gasser treatment. 400 .040 over for 407, stock crank and rods, Summit 2802 cam, Torker II, 850, 48 heads ported to 260@.500 and milled to 64cc making just over 12:1 with zero deck TRW pistons. Its sitting on a stand waiting to go in one of my cars, probably the 72 Ventura. I'll put this thing up against any iron headed sbc 400 dollar per ftlb/hp. I have $1500 in the heads, and $1300 in the short block. It runs E85/E100 like all the others. I build all of my engines and transmissions, and I upgrade the transmissions to live a while behind these grunt monsters. Putting 600ftlb engine in 4000lb cars then beating on them tends to break transmissions. Its why all my cars with 455s and larger are under 3400lbs now. I run lots of compression when I can because since I make ethanol from cattails and tree sap, 40 cents a gallon lets me have a lot more fun than $4 a gallon like 87 octane is now, or the $5 that 92 is at the moment. Here is why I like Pontiac and why they make so much incredible torque at such low RPM. They have long intake runners that are actually too small for the engine displacement, except for the 350 and smaller engines. They are sized about right for the 350. All the D ports flow within a few CFM of each other in stock form, the best flowing D port heads are the 1974 heads used on the 350 four barrel in the GTO that year, and they have the small valves. The 5C is next up, but they are big chamber low compression heads, then you get into the 12, 13, 16, 48, 62, 670 etc small chamber heads and they are quite close to each other. The 350 heads work quite well even on 455s with the small valves, and the 70s era 350 heads make 9:1 to 9.5:1 compression on a 455 without touching the chambers. Round ports flow more everywhere. I have a 455 HO too, its the original engine in my 1972 Formula. Look up how rare that thing is. the RA II and IV flow a bit less than the SD does, and about the same as the HO. Edelbrock and KRE heads flow more than the round ports out of the box, with lots of potential for more. Where do I get that information? Back in the 1990s High Performance Pontiac magazine ran an article where they flow tested as many of the Pontiac heads as they could get in decent shape, without porting. It was called the Ultimate Head, there are links to it on Wallaceracing and HotRod Magazine has them as well, since they ended up with all of HPPs content about 15 to 20 years back. The long smallish ports create a high velocity intake charge, which means they fill the cylinders very well at low RPM. Also the reflective wave is perfectly tuned to make torque between 2000 and 4500rpm, but these engines will still RPM to 6000, and will still be making good torque there. Increasing the airflow like my 505 makes even more torque in the entire RPM range and it is not a peak, its pretty flat from 2000 to 5500. It makes a LOT of torque. The 467 that wore those heads and had a cam the same size (currently on a stand waiting for a set of heads) made 650ftlbs at 3000rpm and carried that to 5500rpm. With a peak of 700ftlbs at 4500. That is what a long high velocity runner does. chevy engines have larger short runners (sbc) and even larger lazy runners in the bbc, which makes them into RPM engines that need to spin to make torque. To get the same torque as my 467 Pontiac you need a 572 ci chevy... or a power adder. That is how much difference the port size and length makes. HPP did an article with a 670 headed 455 without any porting and with a solid flat tappet cam, but essentially the same as my engine otherwise, and they made 540hp and nearly 600ftlbs with it... all under 6000rpm. They put it in a 2100lb ex pro stock drag Grand Am and ran mid 7s with it in the quarter. In my 79 Formula at 3750lbs and a 3.42 gear it ran 11.40s@120mph, which required a roll bar which I could not afford in the 90s. So I put a 4.10 gear in it so it would run 12.0s consistently, and 11.70s if I fed it a bit more timing advance. It did all of that with a stock WS6 suspension, 1900 stall, and cheap Summit headers. 455s do not need nor want more than a 3.50 gear with a 28" tire. If you give them more gear they go slower every time until you get over 300cfm through the heads, and then they run the same or pick up a tenth or two. The 2.93 gear in the 70 GTO bears that out, but the problem with it was traction. It would do quarter mile burnouts with 275 60 15 BFG tires just by whacking the throttle from idle... without holding the brakes at all. I think my 505 needs a 2.50 gear in its 9" and some 225 wide tires under it for burnout competitions... heh...

The 350 Pontiac block you have there has the factory chamfers on the cylinder wall to allow the proper clearance to run 2.11 1.77 heads. 69 350HO came with the 2.11 valves. But that engine will tale 2.11 valves

I'm working on a 1970 LeMans with a stock Pontiac 350 very interested in building it up but am lacking the know how. you're one of the only youtubers who actually talks about the potential of the 350 keep up the great content👍

Pontiac 455 with 041 cam and Butler wide port 72cc round port heads 370 cfm. Has a Holley street dominator intake and a 1000cfm Holley carb. Flat top pistons 11.65:1 compression and Doug’s 2” race headers.

I run big valve #12's on a 72 350P. I checked valve clearance during build mockup, and found that I could only go with about .509 lift before the valve hit the block. I made sure I chose a cam that wouldn't get me into the danger zone. Went with Lunati 702 Voodoo. Rowdy and fun.

355 sbc 11.2comp SRH Profiler heads 328/230cfm @ .700 lift. Camshaft 252/260 @.050 .704/.670 solid roller. Ported Super Vic and 950hp. 610hp/527tq. 360P 10.7comp. Ported Kauffman D-ports 303cfm/215cfm@ .700. Camshaft 244/252@.050 .676/.670 lift solid roller. Ported Victor with 950hp 584hp/523tq. Both are my personal engines sbc has been 10.52@127...3150lbs. 360P has been 11.02@120 ....3450lbs STREET CAR

I have run big valve Pontiac heads on P350s and have for years. Torque is in the 500 lb/ft range. That’s an engine dyno number not software. You also don’t need anywhere near the lift that you’re stating .488 to .500 is fine to make big power with a P350

I have a 1970 400 block with a 428 crank. Bore is 30 over. I have elelbrock round ports, 87CC, non ported heads. The cam is an XR-288-HR by CC.

I had a Pontiac 400 .30 over, built back in 2016, Casting is the dreaded 500557 77 block. Flat top pistons, #99 heads with full treatment, not sure about the valves, 1.92/1.64 ss. Comp cam .477/.480 lift 224/230 110 lsa. Edelbrock dual plane performer w/holley 770 street avenger. I wanted a premium pump gas engine, and it is around 9.5 CR. Built by Denny's Auto Machine in Hagerstown ,MD. It's in a 70 Tempest w/3.55 LSD. Have never run it on the strip, but wanted any idea you may have on HP/TRQ. He used to advertise easy 380 hp with the 10.5 cr engine they built, but that had 6x heads.

Wish I'd stumbled across this before your live stream. Built in my garage, 1971 400 block stoked to 461 by Len Williams, 6X heads ported by Nitemare Performance with larger exhaust valves. Moderate flat tappet cam 0.507/0.510 lift 110 LSA with a Torquer II intake. Running a 800 CFM Eddy carb. So far the stock built Muncie trans is holding up

350P build: 350 .030" over, stock crank. Kauffman Hi-ports, 355cfm intake flow, 250cfm exhaust flow, 56cc chambers, 2.120/1.700" valves, 10:1 compression. Cam is Comp roller 236/242 @ .050, .520/.540" lift, Howards solid roller lifters. Edelbrock Victor, FST 850 cfm double pumper, Doug's 1-3/4" primary headers, 3" exhaust. Pump gas 91.

Working on a Pontiac 350 with a 4" stroke and .030 overbore for a 383. Was planning on #17 heads taken to 2.08 intakes and a 256/268 duration , and Lift .447/.455 cam.

When it comes to the BOP 350s. I like the Oldsmobile 350 vs the Pontiac or Buick 350s. They have the largest standard bore size of all of the GM 350s. And now there are 4 inch stroke crankshafts available. So you are able to build 434ci+ small blocks. Using a standard Oldsmobile 350 gas block. And even slightly larger if you start with an Oldsmobile 350 diesel block. It's really nice to get all of that displacement. In a small block package. Without having to deal with any siamesed cylinder walls.

Pontiac 4.18 x 3.75. 236/240 112LSA 108 ICL hydraulic roller. KRE 74 cc D-Port heads ported to 310 cfm. 5cc valve relief pistons. 10.8:1 CR +/-.

1965 GTO, I got a dilemma on a strong street vs daily driver gas wise engine. I want a 10-10.5:1 compression ratio for better gas mileage and HP , considering that Torque is the main thing of a Pontiac engine. I want it to be daily driver that i can play on week ends at the track. I dont want to break records, nor dont want to be the slowest slugish. I got a 76 pontiac 350ci block that im looking foward to rebuilt on budget. I got free 1972 455 7m5 114cc heads from a friend but for sure way to big chambers that will barely squeeze the gas to light it. Making probably 6-7:1 compression. He got other heads (4c-2, 4x, 31, 62, 48, 6h, 15, 51, 7k3, 47, 6x-8) from differents engines but i dont want to waste money on heads that won't do a better job cause they got big valves or were considered high performance. High compression is the way im thinking and i dont get the fact that poeple go for dish pistons to lower the compression then have big valves to put more fuel mix in the cylinders to get the same power? If i can make a small valves head littles ports tweeks and shave the chambers to get maximum performance flow and get higher compression as much as high priced ram air heads or as closed to them, thats the way i prefer to go. I know that small valves heads are better for low end torque and im ok with that. My 4400 pounds 1966 starchief executive 389ci 4bbl 325hp have #92 small valves and i dont notice the difference at 130 mph. If you could help me choose in the heads my friend have, budget vs potential, i would realy appeciate it. I have an idea but not the experience or tools to really know the difference between factory 4c-2 or tuned 6x-8. I read few articles and listened to lots of videos including yours wich i really love. Probably cause you have Pontiac contents and show you dont need a 455ci when you can found a decent 350 or 400ci on a budget. Camshaft - After the heads dilemma, im thinking of going with your 068 or 2108 choice just to give it a little Pepper in the mix. Or do you have another choice that would fit my small valves heads if i was to keep that tought. Pistons- im looking for used flat top or if i need to buy new ones, im probably gonna go with dôme ones, but keeping the compression under 10:5 to tolerate the supreme cheap gazoline we have. Lol Any toughts on differents combos i could get out the heads i have to choose from? If i would be wealthy enough, i would just bring it to a shop and tell them, i want to make this and that with a bill price of 20k$. Im a single father of 2 girls who's thinking of the futur, when my girls are gonna drive it, will they be able to afford gaz? Will there be gas? Lol. Anyway, meanwhile im gonna built them a good little 350ci and well see in 10 years what comes out? They will learn how to tune the Carter on my 66 Starchief and a 600 Holley on that 350. I dont have a 3d printer to put a lawnmower carb on it. Hahaha. Thanks again for your suggestions and continu to do your Nice videos !

Definitely got me thinking about the girls 350 that's in my 68 firebird, I also have a 400 Pontiac can't wait to hear what you say about that. 😁

So... are you just running a bunch of numbers through Desktop Dyno while talking over clips of other people's videos? Man, that's brilliant. I should've thought of that...

Last May (2022) I installed my new 400 based 512 stroker in my 1968 Plymouth Barracuda fastback. The 512 features Trick Flow 240 heads with 334 cfm intake flow, hydraulic roller cam with 254 duration @.050 and 618 lift, port matched Edelbrock TM6 Tarantula single plane intake with a 1 inch spacer and a 950 cfm Quick Fuel carb. Exhaust is 1 3/4 headers, 3 inch H pipe, 3 inch 18 inch case Magnaflow mufflers. Transmission is an A833 4 speed manual feeding into a Detroit True Track with 3.73 gears in an 8 3/4 rear end hung on Superstock leaf springs with a pinion snubber. Thats my combination. 👍

67 Firebird Convertible WS4 Package upgrade, 455, #96 heads, XE 262 cam, Magnum 1.65 RTR, M-20, 12 bolt 3.07 posi, L-74 exhaust manifolds, 2.5" pipes with Flowmasters, Carb # 7028270 RA-II. (Near Stock PMD shift at 4000 rpm, it's a great reliable Vacation RUN Car).

Sbc 406 with roughly 11 to 1 compression with .30 over I-con flat top +4.89cc, pistons, eagle 5.7 eagle h-beam rods and forged internally balanced crank shaft…. Has dart shp heads with a 72cc chamber and 200cc intake runners .. Camshaft is a lunati bracket master 2 cam the specs are 515lift intake/exhaust it’s a 108 lobe sep and 246/246 duration at .050 lift…. Intake is a dart shp duel plane air gap intake and carb is a 750 Holley dp with a 1inch spacer … Exhaust- 1 3/4 hooker headers to 2 1/2 exhaust with thrush mufflers

Add Turbo Boost to a Pontiac 350 and check your Results. It doesn't take much psi Boost to hit 1000 Hp and 1000 ft/lbs torque. Sorry Going Racing in 2023 with my 1970-1/2 Trans Am RAIV 4-SPEED. I have done numerous engine simulations my own. Plan is set in stone mine.

I have a 350 in my 1969 LeMans. Stock other than carb and intake. Before I spent more than $750 on it , id swap to a Chevy 350. There isn’t any aftermarket support for a 350 Pontiac.

I had a '72 Lemans with a mild ram air 3 cam, Edelbrock performer manifold and 600 carb, dual 2.5 " exhaust with Flowmaster mufflers, turbo 350 with shift kit, and topping it off with msd 6 box and 125 horse NOS plate. It would destroy late 90's / early 2000's era Camaros and 5.0 mustangs in stoplight to stoplight street races. Pontiac torque is remarkable and yes i've had some FAST chevy and ford small blocks, but something about the Pontiac was just one of my favorite engines. It took that nitrous over and over and said "...give me more! I can take it !" 😅

1968/1969 Pontiac 350 H.O. I thought used Pontiac 400 heads.. The 350 H.O. had good horsepower numbers. You can't go wrong with Pontiac 350 and 400. Years ago i had a Chevy 350 built to 383. Now wish I would have built a Pontiac 400.. My friend had a 73' Grand Am 400 4 bbl 230 horsepower ran good for a smog motor.

Hi, LSX Hunter. If you are so inclined, please feel free to run my current Pontiac combo through your software and see what comes out of it. I have a 1977 400 Pontiac block running a Butler Performance 4.25 inch stroker crank with 6.8 inch Eagle H-beam rods and Ross forged flat top pistons, which provides 461 inches in my .030 over block. Deck has been zero'd. 6X-4 heads with 2.11 and 1.66 valves (3-angle valve job), 91-92 cc chambers and a .039 " compressed thickness head gasket, which yields about a 9.8:1 CR. Intake is an Edelbrock Performer with a Q-Jet, exhaust are Ram AIr manifolds with 2.5 " outlets emptying into a full 2.5 inch exhaust system with Walker Dynomax mufflers (x pipe crossover). Cam is a Comp Cams XE 274 hydraulic flat tappet with 230 @ 0.050" intake and 236 exhaust, 110 LSA. 1.5 rocker arms producing .488 intake and .491 exhaust lifts. Heads have been slightly massaged and port matching done. This engine preferred 32 degrees total timing on the dyno. I'd love to hear your sofware's results. Thanks. Sean.

Building a 54 belair on a budget. 68 vette 327 +0.30 oversized . 6:28 voodoo lunatti 268, 1.94 1.5 lightly ported camel humps. Performer rpm intake . Qft 750 carb. Th700-r4. 2400 stall. Camaro 3.73 posi

69 350 265hp stock 47 heads stock 9.2 to1 stock 254 cam edelbrock P4B intake 600 holley stock exhaust manifolds and dual exhaust.

1969 pontiac 350, stock bore and pistons, 1969 #46 heads with 72cc chambers 1.96/1.66 valves, 068 melling cam intake duration 288, center line 113, int lift .408, exh duration 302, center line 119, exh lift .408, edelbrock performer rpm, summit 750 carb, TH400, 3:23 posi 10 bolt... i'm guessing 330hp 385lbs tq.

I’m still looking for a project car! As far as he Chevy having more aftermarket support, they need the help to get where other engines are when given the same operating parameters.

it's funny how when Pontiac 455's were cheap, poncho fans downed their 350 saying the bore was too small for good breathing. but its bore and stroke are similar to the LS1 chevy, and no one complains about bore shrouding the airflow on those things.

389CI sbc. Dart block standard 4IN bore 3.875 stroke. Promaxx 215cc project X heads. Howard's solid roller cam 251/257@050 640 lift. 11.1 compression. 950 carb

It would be a LOT better to use 350s from the exact same year. I would have much rather seen a comparison of a 69 350p HO to a 69 350 turbo fire. If youre going to do smog, comparing a 1973 Pontiac low performance 350 to a late 80s roller cam HO 350 just doesn't seem right.

The 350 Pontiac is mostly overlooked due to the shear numbers of 400, 428 and 455 engines that used to fill the junkyards. But the 350 is the torquiest of the engines in this size range. I'm sure this is because it is so wide so it has those super long (when compared with other engines in this size range) intake runners. That always build torque. And while Pontiac heads don't flow all that well on the 400 and bigger engines when compared with BB Chevys or 385 Ford engines the 350 Pontiac uses the same basic head and port size so they are great for that displacement. They used to be almost free but due to their lack of being used so many were thrown away. I have a fresh '68 350 HO setting in my shed. I tried to sell it years ago. No one wanted it. So there it sets!

Have a 1977 Poncho 350 in my 67 Bird, heads are 6x heads (4) assuming all stock inside still

I had a 1969 Firebird 350 HO at one time it had a general kinetics cam, and an early rebuild due to a timing gear failure, all new valves and pushrods, most of the guideplates #48 heads. It grabbed a rod a few years (20) ago now it's got a 72 400 bottom, ported the 48's and a comp 280H cam (too big?) with ram air manifolds. It hasn't run yet due to a total rebuild with a full art morrison frame and a lot of found rust. The 350 block got away from me, didn't know how rare it was back then.

Back in the eighties Chevy parts were cheaper so it was the go to engine but Pontiac a350 you could put the heads from a 400 block on it was a option for better flow I had a 73 firebird later had a 400 bored 060 with dome pistons with Muncie 4 speed and 411 gears was great power

The one I've never owned, probably the rarest of the 4

"BUCK WILD" "HIGH PERFORMANCE" FLoTeK! 😂😂😂

Chevy 350 is Superior I believe overall 350 cubic inches. Pontiac 350 is Fun. The Torque band is weak anemic compared to Pontiac 389, 400, 421, 428, 455 and all modern stroker engines the Pontiac 350 stock or modified N/A. No matter what you do to a Pontiac 350 its Impossible to hit 100% Volumetric efficiency Normal Aspirated. Best can hope for is what the cylinder heads flow you will get only 80% delivered actually into the cylinders itself. Pontiac Valves just too big all popular heads for the cylinder bore size. But there is A Caveat I found,. Use 1965 421 HO Heads 338 Hp and 376 Hp Tripower. Valves are perfect sized for a 350 Pontiac and ports designed to work with. Other Caveat is you must have 1 off Forged pistons made to pull it off. 350 Pontiac bore size with 421 Pontiac 20 degree valve inclination angles Instead of stock 14 degrees. 1 off Forged pistons set 9f 8 will cost $1000-1400

The Other 350 is the SBP means small block Pontiac was in production from 1968-81 while the 350 famous SBC means small block Chevrolet was introduced in 1967-2003 the holy grail of all engines

i just bought my firebird and it has a pontiac 350, where do I find the part numbers on the heads so I can determine which ones I have?

Is there 2 recipes in how to build a budget street motor for a 350 firebird or 400 GTO. I ask because i only really know chevy small blocks, and a little about big block chevy. But i love pontiac engines and how they look and preform. Id like to build at least 350/350hp for a 68 firebird. And 400/400hp for the GTO.

I have a 70 Firebird Esprit 350 with a Crane RV cam. Still running the 2bbl but am adding 66 GTO tripower soon. Any idea hp/torque for my engine with a single 2 bbl and also for tripower?

The Pontiac isn’t really a small block though since it’s the same for a 400 & 455. It’s just a Pontiac v8

455 4.5 stroke, 4.191 bore, 6.800 rods. Cam intake is 268 @50 110 centerline, exhaust is 275 @50 114 centerline lift is .420 with 1.5 rockers = .630 lift. 4x ported heads. 1 7/8 headers. 671 blower 6psi of boost. MSD al6 with MSD distributor at 30 degrees total advance on 110 octane race fuel. Race Turbo 400 gearvendors overdrive to 430 gears 33x 14.5 “ slickes. What do you think?

I didn't knew that pontiac had a small block. Thought pontiac blocks were mostly the same, not a small, not a big block

Inbred 350 VS Pontiac 350

Factory 68 P350 , No.17 heads. 2GC carb single exhaust.

350 Pontiac’s seem to have thin cylinder walls to begin with on top of age and corrosion makeingthem thinner . That’s all those old engines I guess .

KUL, i am looking to trade my 355 short block for a 350 or 400 pontiac.

Any thoughts on the Oldsmobile 350?

Here is my comparison of a 350 Pontiac and a 350 chevy. Had a 73 Lemans 350 2bl and a 74 350chevy 4bl in a 79 cutlass. No comparison. That 350 Pontiac would destroy the 350 chevy.

Are these numbers Dyno acquired? These numbers seem optimistic 388hp with L98 with mildly ported heads and a little cam? That's more inline with vortec heads L98 heads are ok but not heavy breathers. Really wide LSA on those cams, 114 LSA on the poncho man that seems wide for NA, I'd think 108 or 110 would do a bit better. But hey this is bench racing on my part I could be 100% wrong. In this day n age with KZfaqrs having 700 to over 1000hp So many people don't realize that say a 375hp SBC or poncho 350 is plenty to have a pretty respectable car, more than enough to do long burnouts mean 2nd gear shifts and easy 13s, those huge HP number cars are not practical run about, there finicky require a lot of maintenance they require insanely expensive drivetrain and it's practically impossible to put that much power down on the street, having a car you can wind up and dump the clutch and flatten it through every gear, do a bit of fun 40 pulls with some random yahoo in his wrx, some burnouts then drive home shut it off go in the go out in morning fire it up n drive it to work potato potatoing at stop lights without popping the hood once now that's a fun car or truck. And it will get a ton of attention at the convenience store. I have an old 92 Cheyenne it's a little rough flat black has a rowdy sounding mild 355 dual 3" exhaust with 295/50s on 15x10 steel wheels and it gets soooo much attention and compliments and comments at damn near every store while these guys roll in in there $80k and up silverado with more money than my trucks worth in wheels and tires, no cats or mufflers and realtree seat covers park near me and there damn near invisible to most (except that guy with a cheek full of chew in a real tree hat and Oakley's but it's just because he has one too but the realtree seat covers), they are everywhere and nothing special. It must chap their ass lol. 🤪

1969 Pontiac 350 HO Block with # 48 heads is a better choice to make power

This would be less confusing if you talked about each engine separately then comparing them.

Like this stuff,nhra racer Bradley koevisto runs 10.8s in stock eliminator 8.6 compression and .364 lift cam how???

Another cool part of going Poncho is they came with limited slip positrac differentials whereas the a lot of Cheverolet (even SS models ) had "one wheel peel" open diffs as the standard equipment used. 😢🤢🤯

Small block 350

I can't help but laugh at all you gear heads. 😊 I ran into an old friend of mine whose in his mid 70s and he hasn't changed a bit. (I lied, he's got gray hair and missing a tooth or 2) It wasn't long before he started telling me about the turbo he got off eBay and how much more power it would give him. I guess the need for speed never dies.

Maybe it's where I grew up in the south, but I never herd it called a Pontiac motor. We called it the Buick motor. Never herd it called Pontiac motor.

Sbc the cheapest , most horse powet of any engine . Dollar for dollar you cant touch an sbc.