RAIV and RAV more continuation....

[Jeff H]

Those are some sweet looking manifolds. Imagine if Chevrolet put a decent set like that on a big block Camaro.

[Steve_Hoog]

Terry with the RAV Judgement Day passed this along:

[ QUOTE ]
Steve,
I really started with a ram air three 428cid with a tri power set-up (I have one photo off that engine) I will send later. Then I went to a 440cid ram air iv and ran that for some years with different carb and cam set-ups from 2 afb's and then to a 1050 dominator. Played with different intakes, gears, and the list goes on. The ram air v was the big project it was a 455 4 bolt main block with 8 sleeves and then bored to 4.250 with a standard 4.21 crank. The block was o-ringed and I had to make my own copper head gaskets, total of 477cid. The roller cam was a Howard with a intake lift of 778, ex. about 740 if I remember right. I also made a special water system for cooling; you can see some of the plumbing in the photos. That was two Gary Williams 1050 pro stock dominators at $1500.00 each on top (and that was back then). Big block Chev push rods, Ridgeway stud girdle. Springs and all that stuff was Comp cams. Rear end was a Chev 12 bolt with a 5.14 gear. The turbo 400 trans. was my own build with a Tci brake and a 5500 stall conv. These are some things just off the top of my head, if you need more just ask. The car ran in Tulsa, Las Vegas Nev., the Texas Motorplex and orange country in California I ran the best ET and mph in Las Vegas at 9.82 148mph. here in Tulsa was a 10.02. I think I still have the et slip for Tulsa. I lost two motors before I got the combo right, the v engine is not like any other Pontiac there is a large load on bearings a other parts because of the large tunnel port heads they flow a lot of air. The valves I used were out of a ford tunnel port they were Manley stainless. The list goes on! The last motor I used was a big block Chev with Pontiac alum. pro stock heads 515cid this motor was only used for testing because I had ordered a dragster and was waiting for it to be finished. I will also send photos of the dragster too. The rods in all Pontiac motors were Bill Miller or Howard alum. rods. Later on I used Childs & Albert. The best time in the dragster was at Mo-Kan 7.82 at 170mph. The ram air v motor were $10.000 each at that time to build. The dragster engine was &18000.00. When I look back I can't believe I did all this, how far do you want to go with this? Terry


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[Steve_Hoog]

Tom

The manifolds with the heat shields, ok on for the 303 but why the heat shields? Do you suspect they had serious plans of 303 production engine? Wouldn't have been much point in developing heat risers for racing?

Here is what Gary sent:

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Here are a few pics of my unrestored "useless" 69 RA5 TA. Sorry the manifold pics don’t turn out very good, but not much room to get the angle on the camera. It might look better if I jacked the car up and took them from underneath it.

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[J GLASGO]

You guys are right,no way hot rod manifolds fit gto.I dont know which ones Mullikan had on that Judge,i remember he said he moved the motor over to one side half an inch,and he might have notched the frame .

[Steve_Hoog]

John

Mullikan's is the GTO that Gene Ingle first owned from our dealership, but is it the one Purely PMD restored with the shift lighted hood tach? I think I've figured this out before but forgotten. This Judge that Purely PMD did aslo had the correct A body manifolds, as Pete McCarthy used it for picture illustration in his book.

Sincerely,

Steve

[Steve_Hoog]

When I saw Jim Wangers speak at our POCI local Chapter last year, I was impressed. He is now giving credit where it's due in the article, I'm still impressed!!! Thank you Jim.

Pontiac Enthusiast Jan/Feb 2005

[Steve_Hoog]

[Steve_Hoog]

[ QUOTE ]
How well aligned was the front end sheet metal during assembly?
Well they had six guys at the end of that line that did nothing but align hoods and fenders and bumpers. Each one of them was responsible for every sixth car down the line. He'd just count six cars and start to work on that. They had their own carts with their special tools, bars, boards and stuff. They used 4x4s wrapped with carpet on one end and had handles carved out of other end. That was their special tool for adjusting bumpers. If a bumper wasn' tjust, right, they'd take them posts and hit the bumper in the right spot. If it didn't move, why they'd just hit it harder the second time. They didn't loosen any bolts. The endura bumpers really gave them fits when they first came out. It took a while to find the right pry points, but pretty soon they figured out how to put a long metal bar into the radiator support injust the right spot to spring the whole front bumper. They used the 4x4 on them endura front ends once in a while. My friend Lee even saw a guy hit one so hard one of the headlights got knocked out and ended up on the floor.


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[Belair62]

Think of that next time you are being anal at a show that your Endura is not perfectly aligned !!!

[Mr70]

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Think of that next time you are being anal at a show that your Endura is not perfectly aligned !!!

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Andrew Dice Clay would'nt touch that line.