Centerville Auto, a Buick engine specialist, has just released this gear reduction 2 hp mini-starter for use on most Buick nailheads. Besides being a powerful starter, its compact size provides the extra clearance needed for headers or the steering box, and it mounts with the solenoid down for even more free space.
Spiralock Corp. offers its new V-Band Clamp Nut called Spiralock. Its unique internal thread form withstands extreme turbocharger heat and vibration, while reducing cost, assembly, and warranty issues. This re-engineered thread form adds a unique 30-degree wedge ramp at the root of the thread which mates with standard 60-degree male thread fasteners.
Fel-Pro has expanded its range of MLS cylinder head gaskets for the GM LSX family of competition engines.
Each of the new PermaTorque MLS head gaskets features Fel-Pro’s exclusive LaserWeld stopper layer technology currently in use in NASCAR, NHRA and IHRA competition.
By Mike Mavrigian
We finally had a chance to run the Pontiac 501 on dyno. Following are the results. We ran the engine at Ross Racing Engine’s new Superflow SF-902 engine dynamometer in late May, 2012 (Ross is located in Niles, OH, about 62 miles east of my facility).
Sunnen Products’ new SV-490 hone brings true 90-inch (2286 mm) vertical stroke and end-to-end dwelling capabilities to the machining of bores up to 8 inches (200 mm) diameter on large aerospace, energy and hydraulic components. The machine is equipped with a 7.5 kW (10 hp) 5-500 rpm variable speed spindle and a 7.5 kW (10 hp) 1-130 strokes-per-minute DC stroker, capable of producing 3000-lbs (1360 kg) thrust. The servo-controlled rotary tool feed system produces 225 lbf-in (25.4 Nm) of torque for fast, accurate machining with diamond and superabrasive tools. The feed system can be optimized for each application by either operating as a rate system or feeding to a constant spindle load. This capability, coupled with the standard features such as sizing, sparkout, crosshatch, and two-stage honing allows users to tailor machine operations to the tooling/abrasive combination best suited to the application. These features compensate for part variation and allow the SV-490 to produce more consistent surface finishes with better tool life and optimized cycle time.
Edelbrock’s popular single-quad manifold and carb kits have been a big hit. Due to popular demand, Edelbrock has now made their popular induction upgrade kits available in their standard aluminum satin finish for a timeless and traditional look.
MAHLE’S GM LS3/L92 4.100″ stroke engine PowerPak piston assemblies are available in both high and low compression applications. Machined from MAHLE’s exclusive stronger, lighter, low drag slipper skirt forgings, each of MAHLE’s PowerPak pistons are made in America. Additionally, the ring grooves are machined on MAHLE-manufactured machinery resulting in the flattest, best sealing ring grooves in the industry. Each piston is dual coated first with a Phosphate dry film lubricant to eliminate mico-welding, then the skirts are coated with MAHLE’s proprietary Grafal cushioning, anti-friction skirt coating. Every PowerPak assembly comes complete with dual coated pistons, German steel pins, race proven round wire locks and a performance ring set.
Trend Performance has introduced what they believe to be the world’s first self-lubricating 5/16in hard-tip competition pushrods.
THE FINAL ASSEMBLY
by Mike Mavrigian
Our intent with this build is to illustrate how you can take advantage of current LS (mechanical) technology, and still create a somewhat old school traditional appearance, grabbing in the range of 450 HP, all without breaking the bank. In terms of exterior finish, we intentionally “relaxed” our normal attention to visual detail, in an effort to somewhat simulate what the factory might have produced on a production line (we suppressed our urge to dress the surfaces). As a result, we did not take the time to smooth out the casting exterior surfaces (opting not to eliminate casting flashings or polishing out uneven surfaces). Paint-wise, we followed the same approach. We purposefully did not attempt to create a show finish.
Build, text and photos by Mike Mavrigian
The Pontiac 455, bored/stroked to 501 CID, is finally completed. This article covers all remaining aspects of the assembly. Next is the dyno run, which I’ll cover in an upcoming article.