That power curve on the Pontiac has standard 068 cam written all over it. But that could be considered a Ram Air III cam. In 1969 the 4 speed Ram Air III engines used the slightly bigger 744 camshaft, and automatic Ram Air III cars got the 068. In 1970 all Ram Air III cars got the 068 camshaft. Also, the Q-jet and factory intake will support more power than this engine is making. A slightly bigger camshaft with a tighter LSA to bump midrange torque will really wake that 400 up.
The 068 cam is good but definitely makes this motor not comparable to the ram air motors that came with the 744 like you said. It’s very mild with only .409 inches of lift.
All auto trans RA3 cars got the 068 only early 69” manual trans cars got 744 cam, also early 69” RA3 came with #48 heads that had an even smaller chamber than the 72cc #12 it was around 66-68cc ive been told
agreed...if you don't know what cam you have, it's the RAIII. If you don't know how you'll keep it from stalling out or creeping at a stoplight, you have the RAIV :)
@@apachebill True, I have Crane's version on a .490/260 split Engle cam in an Olds 455. I can pull in third gear from a dead stop with captive discharge ignition, Q jet primaries and a 3:1 rear gear. More people should try 'em.
I ran a blueprinted Ram Air II 400 and even with the NHRA minimum chamber, deck height and 0.030" over pistons from Pontiac, with the minimum allowed head gasket thickness, the measured compression ratio was 9.98:1, so factory 400's likely had 9.5:1 if they were lucky. The 69 Ram Air III had an advertised 10.75:1 compression, while the 1970 Ram Air III had an advertised 10.5:1 compression. In 1969 the 400 HO and the 400 Ram Air (I) were merged into the Ram Air III. Some had 4 bolt mains, some had 2 bolt mains. The engine was called the Ram Air III in the 69 GTO and was called the 400 HO in the 69 Firebird. The 69 Firebird had to have the dealer install the hood-mounted air box and they arrived at the dealer with no instructions. The early manual transmission (3 speed and 4 speed) GTO Ram Air III engines got the 744 Ram Air (I) camshaft with 224 degrees (duration 0.050") duration. The valve spring were, "supposed" to be heavier than the 1968 HO springs, but with the same standard installed height. The 68 Ram Air (I) got taller springs. The automatic 69 RA III GTO's got the 068 camshaft with 212 degrees (at 0.050") duration. The 69 Firebird 400 HO (RA III) was supposed to have different engine codes and the manuals were supposed to have the 068 HO cam, while the automatics were supposed to have the smaller 067 cam (200 degrees duration at 0.050"), with standard service valve springs. It appears that most, if not all, 1969 Firebird 400's had GTO engine codes. All late 69 RA III GTO's got the 068 cam, manual and automatics. There were supposed to be three different standard height valve springs in 69, not counting the RA IV. In the late 1970's, I ordered the 3 springs, standard service, 428 HO and RA III from Pontiac. I compared them on a spring tester and they all 3 tested the same. The HO spring was supposed to have a heavier than standard inner spring, with a standard outer spring. The RA III was supposed to have a very heavy spring, but standard height, unlike the 68 RA I springs, which were both heavier and taller. The 67 and 68 RA heads had their spring seats cut 0.130" deeper and the RA I springs were supposed to be installed 0.120" taller than standard or HO springs. The 69 and later heads can't handle a 0.130" additional cut to the spring seats. The 66 1/2 and early 67 RA I single springs were made of a defective steel and replaced with standard dual springs by the dealers, per a service bulletin. The 041 RA IV cam was first used in the 68 1/2 RA II 400, with 1.5:1 rocker arms and then with 1.65:1 rocker arms in the RA IV. The Pontiac 1.5:1 rockers are actually closer to 1.45:1, but the Pontiac RA IV 1.65:1 rocker were true 1.65:1 rockers.
I had the RA II in a '68 Fbird, but ran a Comp Cams cam. With a zero deck, .039 gasket, and some JR headers. Same heads are now in my '65. Entertaining video, but they are always like this when they try to compare Chevy and Pontiac with a guy that doesn't know how to make the Pontiac run. The 041 cam is very obviously different than a 068, or even 744. You need a 4:11 and then maybe a 4speed too with the 041 cam. The Pontiac block doesn't have canted valves, so it comparable to other small blocks. The '68 RA II Firebird is one on the quickest pure stock cars, look it up (11 sec). Similar but smaller intake ports than the 4. 343 HP here is a joke. Even my 350 Pontiac makes 360 hp.
Yeah in a standard 400 when you ran the RAIV cam it was very rough idle. Power didn't come on until later in the power band, that test 400 cam was a standard Pontiac cam of some kind and not RAIV. Heck even in a D port 455, the RAIV cam was a little soft off idle and needed more rpm to feel the grunt. Check out those specs they were hot! INT/EXH @.050 231/240 Cam Lift .313/.313 Valve Lift @ 1.5 rockers .470/.470 or .516/.516 lift with RAIV 1.65 rockers Center Line CL 112/115
I have a '69 Z28, a '70 Z28 and '70 TA. All I can say is yep. You summed up the differences perfectly. The '69 is by far the most fun to rip through the Texas hill country. But Poncho's bottom end torque makes it easier to drive and will smoke the tires with the slightest tap of the throttle.
The RA IV was more than a cam swap. It included much better round port heads, free flowing exhaust manifolds, and a 2 piece aluminum intake with a separate iron exhaust crossover. The RA III was little more than a 400 4bbl with fresh air induction and only a slightly bigger cam. Herb Adams raced a '64 GTO and kicked butt in Trans Am racing for years in the Gray Ghost which ran a 389 block, and later a 455 block destroked to 303 cu. in. He only lives a few miles from me and is building a clone to that car now but basing it off of a 301 Pontiac which he says is making more power than the old 303 did. He's still an impressive guy after all these years.
Based on the curve, I'd say it is a ram air III. Having driven a ram air IV car several times, you'd be able to hear it in my opinion... the IV sounds pretty rowdy for a "factory" grind.
Pontiac blocks as I understand it we're called a "mid block". Meaning everything from the smallest displacement all the way to 455CI were externally dimensionally identical. This is from my machining days. The machinist I learned under was a massive Buick guy but hey, what can you do? Lol. Great vid Rich. Thank you.
I feel that it's worth mentioning the Pontiac was run with a belt driven water pump. That was probably worth a couple HP which would have closed the gap on the SBC
and....stock rockers not rollers, and that 068 cam. A simple Bobcat kit or similar would have woken this engine up some. Thinner head gaskets, blocked heat riser cross-over, quicker rate distributor springs, cooler plugs, and I now doubt that Qjet was 800 cfm. Heck, the 350 used a holley with aftermarket metering block, yes, and that water pump, probably takes 20 hp at 5500 rpm to turn.
@@ihavea65 As unbelievable as it sounds, the earlier Q-Jets flowed I think about 750 CFM. In the 70s flow was increased to 800 CFM even in the malaise era.
You are absolutely right about the DZ and gearing. Growing up my brother had a '69 Z with some mild mods but 4.88's in the rear. WOW is all I can say. Tires back then were nothing like today's tires. I think it had some G60-15 Mickey Thompson's and if you dropped the clutch at any RPM at all it would smoke them. But, if you were smart off the line that thing was up to the task against just about anything we ran up against. I had a highly modified 383 Roadrunner and I wouldn't have stood a chance in the 1/8th mile against him. My 3.23's were my holdback but it would have been an interesting 1/4 mile I think. Ah the good old days. 😁
I had a '68 Camaro and when new with the 295 hp 350 4 sp., raced more than a dozen Z28's and smoked every last one of them. By a lot. They were always surprised, but this combo also whipped GTO's, 442's and most muscle cars.
Agreed, but the cylinder spacing puts it in the big block category as compared to Chevy. It has better cooling than a small block due to the cylinder spacing.
I don't drive that fast, and I don't like to Rev an engine too high. That's why I've always wanted a big block 454 or 455. Something to just rip away from a red light or roast the tires on demand. I'm not a racer. I just like to have fun and play around
#62 heads are Ram Air III heads and are D port heads. #722 heads are 1969 Ram Air IV heads and are round port heads. #614 heads are 1970 Ram Air IV heads. Hey could you do a test with different water temperatures and how they affect horsepower. Like 100 degree water temp. all the way up to 210? I always wondered and it would be an easy test for you. I look forward to your videos every day. You are the engine dyno God!! Nobody dynos as many and different engines as you do. Keep up the great work.
62 heads are big car 400 4 barrel heads from 68-69. RAIII heads in 1069 are 48 and 1970 RAIII are 12. All d ports, the 62 heads had a slightly larger combustion chamber than the 48 or 12 RAIII heads.
Chevy actually had plans for a LT1 type 400 SBC for the '71 Z28, but then the Clean Air act of 1970 hit, Ed Cole dropped compression to 9:1 max for GM, and all the engineers got put on emissions development instead of performance development. Besides, De Lorean became Chevy General Manager in mid-late '69 and did just about anything he could to hold Chevy back. The 1970 Camaro was supposed to get the LS6 454 and the Corvette was supposed to get the LS7 454, the LT2 454, the LJ1 454, and the LJ2 454. De Lorean killed them all. Karma caught up with him later though.
Ok you test high end SBC vs an avg 400 Pontiac where is the Ram Air IV? Ram Air head and a Unknown cam really ? The Round port 722 Ram Air IV heads with the 041 cam , 1.65 rockers. And Aluminum Intake. Nothing but click bait saying you have a RA IV and you dont even have a RA III.
Had a 68 Firebird 400 my senior year of hi-school. 4 barrel motor that was stock except for a small Isky cam. Don't know if it was a Ram Air 3 or 4 or what. Don't know the rear end gearing either. What I do know is it ran really good, and the aftermarket parts were twice the money of Chevy parts! I sold it and bought Chevys after that. Had 9 Camaros in my lifetime, but only 2 Pontiacs. The 68 Firebird and a 66 GTO with a stock 389. I miss those days! My last hotrod was a 68 Camaro with a loaded 454 with 12 1/2 to 1 pistons, ported closed chamber oval port heads. A Comp Cams 292 Mega hydraulic flat tappet cam, and a 4:10 12 bolt posi. rear end. That car was a beast!
Pontiac didn't have big block and small block engines. They were the same block from the old 287 cube to the 455's. Just different combinations of bore and stroke were used for all Pontiac engines. They were working some engineering miracles in order to develop all those iconic high performance engines: 326 H.O., 350 H.O. , the 389's, all the different 400's, 428, and 455's. Only exception was the Super Duty 455, it was a completely different casting. Thanks for another great video my friend, Semper Fidelis!
@@richardholdener1727 Really appreciate your videos Richard! Just as chrisnizer said, Pontiac really only had 1 block. The engineers there only referred to them as the pontiac engine. Difference-wise - they were configured (kind of) in 3 ways, including a 3" main journal size or 3.25" main journal size and a shorter deck version. The 421, 428 and 455 all shared the 3.25" main journal size, but externally all of those blocks shared the external dimensions with the 3" main journal 400, 389, 350, 326 and earlier smaller displacement engines. All pontiac heads can physically bolt on to any of the blocks, but there are gasket differences and other things which will make it difficult to get them to run. If you stay within year ranges of 68-77 you can put any head on any block. Some might have crazy high compression (69 350 HO heads on a 455), or crazy low compression (ie. late 455 heads on a 68 350) but they will bolt on and you can probably get it to run. After market blocks for Pontiacs share the same basic external dimensions, but can be configured with the small journal crank and go well over 500 cubic inches. This Pontiac engine was actually configured like the base 350 hp GTO engine with the very mild 066 or 067 cam, not the 068 or 744 cam used in the RA III (068 - auto, 744 - manual) A better Pontiac to compare to the '70 LT1 would be a true RA IV 400 engine with the round port heads and RA IV camshaft, aluminum factory RA IV intake, etc.
@@707x-y6s No Is the simple answer. The 455 SD block was unique, and was (while still a true Pontiac through and through) a heavier casting with a reinforced lifter valley and cast in dry sump provisions. A very limited number were cast, starting in 1972 (for 1973 production) and probably ending in early 1974, when it became obvious emission rules and gas prices would reduce sales.
@@707x-y6s The cylinder heads were completely different. Ram Air-V heads were modeled on the Ford Tunnel-Port. They had the same round intake ports with the pushrods in the middle. Super Duty 455 heads had rectangular ports that routed around the pushrods. The blocks both had reinforced lifter galley, and beefier mains. The Super Duty 455 had a dry sump oil system provision cast right into the block. I'm sure there were some other differences. Ram Air-V engines never went into full scale production. The project was cancelled in 1969 before that could happen. Whatever parts were made were sold through parts departments in select dealerships. There was supposed to be a 303 cid version (Trans-Am /SCCA racing), a 400 cid version for production vehicles, and a 428 cid version for drag racing.
This video just assured me with your 2bl vs 4bl #.. that I should keep bugging you about single guad vs dual guad numbers. Lol.. love the channel Richard.
Enjoy your videos. The power curve of the 400 looks like it could be an 068 cam, which is the RAIII. The basic 350hp 69 400, which those 62 heads are, would have originally had the 067 camshaft, slightly tamer than the RAIII. Not sure how much difference you'd see on the dyno however, everything else being equal. I own a 69Z as well as a 70 RAIII Formula and enjoy driving both on a regular basis. For fun I race the Formula as a pure stocker ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-er1z7PpqsnY.html Shifting at 5200, right about where you saw peak HP is where I find best times, It does about what you would expect at this power level. Not a big HP maker but the torque does a nice job carrying the car down track. Quite a bit heavier than the 69 Z though. The firebird without driver is 3690 and my RS Z scales 3420.
@@tomrobards7753 I've got 62's on mine only issue with that much comp is you need to make sure you've got a good amount of overlap and how decked they are. These days their a very much so e85 head lol.
@@SweatyFatGuy I have been very interested in running E85 and a screw blower on my 65. Hows it run? I know it runs cooler, and the blower makes up for the lower BTU from the alcohol, and the alcohol has a higher ignition requirement and needs lots of advance, right? It would be a challenge, maybe afterwards finding gas (alcohol) stations?
I would say this is a classic display of how airflow effects different displacements. While I'm unsure what the complete intake tract flow was for each combo, I'm sure that you would find that they are "somewhat similar" (using very loosely) in terms of flow. The airflow available (not to mention velocity) was more suited for a smaller displacement 302 than it was for any of the other combinations (But I guess that also depends on how you want your combo to work). And yes, the cam can help manipulate how much airflow the engine sees as well.
I would love to see a comparison between the basic 400/389 vs the Mopar 383, 335hp Chevrolet 396 325hp, and the Ford FE 390 335hp engines. Basically the standard muscle car engine of the late 60s .
@@BuzzLOLOL NOPE. You might get 360 gross on the dyno with bare engine but that would be about 300 net....no way 365 net..that would be more than a 426 Hemi and a small tune like that wouldn't do it.....
Thanks for the Pontiac coverage. I do agree with some comments here that a Ram Air 3 should make more power than your results. I helped a neighbor that had Ram Air 3 rebuilt to all-stock specs. Q-jet, iron intake, etc. all stock. (Torque plate honing and additional 6 cubes probably gave it extra 15 hp over factory 400). It dynod 385 hp and 450-455 torque with stock ram air exhaust manifolds. Pontiac listed this engine as 366 hp and 445 torque which looks exactly on the money based on this rebuild. He did a couple dyno runs with hedman 4 tube headers and they added 20 to both hp and torque.
Small Block 302 and 350 Chevy tests were interesting Richard Holdener. 350 Chevy is Superior over the DZ302. We Found that out in 1990s Street Racing here in Illinois. DZ302 Got Smoked by a friends 1970-1/2 Z28 Camaro LT1. Shawn was 7 car lengths ahead at the 1320 Line.
i assure you that the pontiac has neither a ra3 or 4 cam..looks like 068 or 067, or one of the summit style grinds..put me in the no smallblock pontiac crowd..do more pontiac stuff..love the channel🐰
Pontiac 265 and 287 engines were a 10.24 deck height. The 326, 350, 389, 400, 421,428, and 455 were also a 10.24 deck height. Except for the 301, Pontiac only made one block size.
Standard rocker arm ratio in a Pontiac is 1:5. Ram Air IV rocker arms have a ration of 1:65. If you want some cheap horsepower for your Pontiac change the rocker arms. Lift will go from around.410 to around.450. You WILL notice the difference!🤗 Especially if you run two four barrels!
After looking up the info on RA engines, the only one ever built with #62 heads was a '69 'bird, block code YW. It had the 067 cam; it was an auto trans A/C engine. With a decent cam, around 220 @ .050", that engine should make 400 hp, or really close to it.
Not sure about calling a Pontiac motor a small block, but they use the same size valve cover gasket as a small block chevy with a different bolt pattern.
It was neither the 068 RAIII Camshaft or the 041 RAIV Camshaft you tested in the 1969 Pontiac 400 V8 Richard Holdener but the 067 Camshaft used in Base 400 GTO Non Ram Air and All Full Size Pontiac with the 4-bbl and A/C . Made good power numbers for such a mild camshaft only about 214 @.050". #62 Heads are Pontiac V8 Fullsize heads with 10.25:1 static compression ratio.
@@richardholdener1727 Been on the Superflow Water Brake Dyno with mine exceeded 500 Hp in 1997, RAIV Heads Pure bone stock unported. Camshaft a Solid Flat Tappet Full Race by Comp Cams. Sorry We didn't have You Tube or Fancy Cellphones like today to make instant Vidros and post to share. 1970 RAIV Aluminum Winters intske not modified any. Quadrajet 800 Cfm , SD455 #704270. Called Ken Krocie for a Jet and Secondary metering rod kit since not stock camshaft, Ken hit it on the money $ !
@@richardholdener1727 Everyone is going Racing in 2023 or we are going to try to all of us. 1 last big bash you should join us Richard Holdener it will be alot of fun !
@@brracing7861 Yep, and HO Racing. Miss those guys. The 1962-1963 421 SD's were well above 500 HP way back...Smokie and Fireball cleaning up the ovals..can't forget about those either.
The big question: why does the LS make so much more power? Answer: cylinder head cfm. 300+ vs 200 for the vintage motors. Port those babies, or use aftermarket heads, and 500hp is within reach.
Hi I believe you have a 350 hp 400 Cid. Should have a YS stamp for Vin code. RA4 is a complete different animal. If I remember correctly 614 round port heads, 4 bolt blocks and aluminum intake.
Pontiac didn't have a big or small block from 326 to 455 and I believe the 301 was a shorter deck height but still the same block might be wrong with the 301
I think you're right in it being a combination of displacement and displacement. Also the head and intake. If you had cam profiles in the bigger engines to make more top end power would they support it?
G'evening Richard ☕☕ 😀 . I would love to see a Buick HO 350 like they used in the Lesabre on the dyno. They're 10.25:1 factory. With flat top pistons, an aluminum Poston s-divider intake manifold, a high pressure high volume oil pump and a comp cams 268H cam they're quite fun and impressive. I ran mine with a Carter 675 AFB with a strip kit in it fed off a fuel rail with the fuel pressure set at 6.75 PSI , anything less than that and she would starve out and die about half throttle. Once I found a pump capable of delivering what she needed courtesy of Blackstone it was a lot of fun 🙃🙃 ..
Pontiac did not use big block/small block..They used the "Corporate BOP block 326/350/383/400/428/ 455cid..I owned 3 68 firebirds 326-TH350/350-TH350/ 400-TH400 and owned a 1970 Firebird Formula 400 Ram Air 3 with a "drag race package option". (Don't remember the RPO code) Hurst shifted CR-M21 12b LS Diff, open hood snorkels leading to "closed" air cleaner (fresh air only). Heavier springs and shocks. Wish I still had that one!!
What the heck is a "corporate BOP block"? Buick, Olds, and Pontiac (BOP) all used completely different blocks. Buick, for example, *did* use small and big blocks: 300/340/350 iron small blocks, and 400/430/455 iron big blocks.
“Corp. BOP block” huh? Buick, Olds and Pontiac actually cast their own blocks, in their own foundries. Then machined and assembled their engines their own respective plants. And the Pontiac block designated an “Intermediate block” by the men who designed it shares nothing with Buick and Olds blocks other than 1) Being built under the larger GM umbrella as the others & 2) being a V-8. The abound of strait up wrong info regarding Pontiacs on RU-vid is as staggering as it is frightening. Glad I stared over 40 years ago when the men who made them were still alive to tech me.
I've been killing Pontiac's for 3 decades, Pontiac stand for Paycheck On Notice To Intercept Automotive Costs. They are child's play to work on, and cross platform parts tend to work for spares. You just have to be willing to put in the wrench time. Most of the Pontiac's I've had it's the trans locking the engine up, or the body rotting so bad the car isn't worth repairing anymore. I wish I didn't live in the North of USA, so many rotted cars, so few gems. I had a GTP Grand Prix, that car was fun back in the day one of the few cars I got off a dealer lot.
The Pontiac 400 was simply just a Pontiac when it was made. Deck height and bore spacing were the same from 287 to 455. It retroactively became a big block when Pontiac made the 301 and 265, which had shorter deck height. Oldsmobile was the same: lower deck height for the small blocks. Weird to think about it, but the 403 was a small block and the 400 was a big block.
IMO, deck height does not determine what is a big block or a small block. Bore spacing is what determines that. Example, is a Ford 351M or Ford 400 a big block because it has taller deck height than the standard SBF? No. Is a tall deck height BBC a Big-Big block? No. There is no small block or big block Pontiac, only a Pontiac V8. Same for Olds even if people like to call their tall deck blocks big blocks. Pontiac, Olds, 392 Chrysler Hemi, and Ford FE all shared around a 4.6" bore spacing, which as far as other engines go, is just about right in the middle between traditional small blocks and big blocks. Should we call them Mid-Blocks?
In general, two engines limited by head flow and with the same cam but different displacement will produce very similar peak power. The larger displacement engine will do so at lower rpm, approximating the same cfm of air usage. The smaller will get that horsepower number at an additional rpm proportional to the displacement difference (ie, same cfm). The torque curves will be a whole different story as illustrated in these three examples. This phenomenon does NOT follow when the engine has excess head flow capacity-then the bigger engine makes more torque AND more horsepower with the same cam. Of course none of these cases are optimized, but OEMs realize the average customer seldom sees anything past the meat of the torque curve, so optimized power is wasted. Interesting that the Pontiac was so limited that it fell short in horsepower to the 350 LT-1, and the 302, with slightly more cam, did the best in peak power. No question that the Pontiac would be the most responsive on the street.
@@bdugle1 Some of this power was externally limited for insurance rate (sales) reasons, viz. the F'bird 400 Q'Jet secondaries having a tab lockout to prevent full opening, and a 335 hp rating.
Pretty cool test! Both could have been way different with different cam's. And both could have used better intakes for sure, but more cube's always equals more torque. But how about the Chevy 400 with a comparable cam and 4bbl???
Also wanted to add that the dyno numbers for the 400 make me think it had dished pistons with lower comp and smaller cam. This is typical when rebuilding to get these engines to run on 91-92 octane unleaded. I owned 1968 GTO right when gas went from 96 leaded ethyl to 92 unleaded (1982) and driven 1969 RA3 on 92 unleaded and they knock like crazy unless you add octane booster. I tried running my GTO on mixture of 90% 92 unleaded and 10% everclear grain alcohol and it didn't knock!
Richard, how about a 400 cube shootout: 400 Poncho vs. 400 SBC vs. 402 BBC vs. 400 Olds vs. 400 Buick vs. 400 Mopar vs. 401 AMC vs. 400 Ford small block?
Hi Richard !, ....Really Appreciate all your well done Factory Oem engine Dyno comparison & your Excellent Hp & Torque graphics clearly Show what our Butt dyno saw & Felt !.... Back in the day (1964--1970) we Didn't have Dyno access or cylinder Head flow Data & always Wondered why Pontiac had no Solid Lifter cam ?? .....We didn't Know why or How the Street factory Pontiacs kept up with most chevy Small blocks, but they Did seem to !! .....Pontiacs usually came with Higher (3:23--3:55) axle Gears which Kept the Top speeds High enough for me ! .....Thx much for videos man !!
Cliff Ruggles says a Qjet will not dyno well without a stock shaped air filter housing...there's a good test for you Richard. Anyway a RA3 head is too restrictive to take advantage of a RA4 cam, I think.
Thats weird because my factory Q-Jet air cleaner had a drop base with a 1" rise and then a 2" tall spacer under it. The air filter setup thus had a 3" tall velocoty stack of sorts under the filter.
62 heads are a nice set for your test. Big valves, screw in studs, guide plates, 72 cc chambers. I had them on a 455, (back when we had good gas). Sure would've been nice to know what cam you had. Thanx for posting.
richard must be a lot of older viewers here. As we get older the faster our cars were /or never been beat lol. I have a crate LT1 in my vette 4spd 4.10 gear it is pretty quick if you race enough you will get beat. fortunately I've beaten more than was beat with many a broken part along way multiple half shafts, axle stubs, u joints, transmissions I did my fair share of street racing back in the day Quigley, Scranton Cleve. OH
Since I own both , a true 1970/ 355/ LT-1 in my 68 Camaro with 3:90 gears and 29inch slicks and also I own a 68 Pontiac Firebird with a real 4 bolt main Ram Air IV/ 406 in it with 4:11 gears and the same slicks. Keep in mind the Pontiac is 10:75 to 1 compression from the factory. I can tell you without question the Camaro with the 355 LT-1 runs a best of 12:40 ET at 100mph in the 1/4 mile however the Ram Air IV Firebird is a high 11 second car and with some playin around I think the Pontiac could run a low ( very low ) 11 sec. pass real easy. Dynos are not as accurate as seat of the pants running the hell out of them on the drag strip. The Camaro comes out of the gate quicker, but at the 1/8th mile it's all lPontiac. By the way, Pontica does not make a big or small block, they just make Pontiacs. You can pull the valve covers off a 1955/ 287 and bolt them right on a 455. There all the same, there just machined different. Also 62 casting heads are a D port head, the Ram Air II & Ram Air IV ( AKA 614 casting) both are round port exhaust in the heads
Right on! Finally! Yeah, I had a '68 with RA II. Something strange about the higher velocity ports of the RA II REALLY worked in the 68's. It's like the (10 in) tires can only hold EXACTLY what the 2's are laying down. Check out some of the insane pure stock drags with the RA II. RA IV in '69 had a little more potential for more airflow, in a series with more traction and slicks, headers, etc. My RA II dont have casting numbers, it just says R-A on the two outside exhaust ports. Early castings weren't given a number as maybe only 100 sets I think (?) were made mid '68.
I may be completely wrong but my understanding is a true Ram Air IV came with a solid lifter cam as opposed to all other engines using hydraulic lifters. Also Ram Air IV (400 cid) engines had round exhaust like the 73/74 455 HO engines, Ram Air III and std. duty engines used D port exhaust.
I have a Super Duty 350 Pontiac out of a 74 lemans GTO i would like to see compared! All Pontiac Engines are Small block Size and weight casting wise even the 455 Same block different bore and stroke some different bearing size! Size of block and weight comparable to SBC I have a Pontiac 301 Also i modded with a 4brl intake out of a 77 grand Prix was stout in my Firebird!
Going by block dimensions one could argue the Big Block Chevy is actually a Small Block? Personally I feel Big/Small block is for identifying Chevy V8's. The 301 Pontiac is closer to a SBC size than the 326 to 455 Pontiacs.
@@briansearles4473 Well I think generally in Chevys they had canted valves, 396, 427, 454, etc. It started to get unfair, because if you know any history of the HP wars between Chevy and Pontiac, Chevy was the spoiled beloved child, and Pontiac was the Black Sheep. When ever Pontiac would get ahead or have a great idea, Chevy would steal it, and then GM would make Pontiac stop wining. The stud mounted rocker arm Chevy used was stolen from Pontiac. The GTO, the first muscle car, soon was made to tone it down, while Chevy was allowed to put a canted valve 454 with aluminum manifold and a Holley on a 70 Chevele. Delorian wanted to make a Corvette killer Firebird, and would have, but GM stopped him, once again...
@@ihavea65 One other piece of muscle car history few are aware of. When Hurst came to GM with the idea to build a car that broke GM’s rules, they originally wanted to build a Firebird with a 428 HO. GM immediately shot that down and instead offered to allow them to build the Hurst Olds in 68. It broke the 400 CI limit in intermediate cars by putting Oldsmobile’s new 455 in a Cutlass/442.
I had a chevy Lt1 in a 70 chevelle that motor was scary...it ran like a beast...with wheelies...all day long 11.20s...car was scary fast with a four speed...
@Text +① (②⑦⑥) ③①⑧-②②⑤⑤ My Chevelle was a speed shop motor was built right I also had s friend that had the same motor in a box nova that motor was scarier than mine that car back in the 70s Ran in 9s with no juice no nothing just straight up carburatoration four speed also ..back then they were all four speeds...
Pontiac is just like a SBC except you can buy off the shelf heads for SBC that double the stock Pontiac flow rates, have smaller main journals, stronger blocks and much easier hedder installs. I love Pontiacs, but they are their own breed and most definitely limited by head & aftermarket support. Thanks to Butler Performance & Kauffman Racing!
400 is neither a small block nor big block . Small journal mains with block rods it’s more of an intermediate however none of pontiac engines were designated small nor big block mostly because they all shared the same parts .
@@frankammirati3385 to my knowledge yes. All the same deck height. That's why the intakes are interchangeable other than the early version with different bolt pattern.
@@matthewklein9225 if what your telling me is correct and I have no reason to doubt you , I just completed a 389 build , it’s a 62 block and I updated to 67 400 specs , used 670 heads and matching intake , all of it bolted right on , the early blocks the only difference that I can see at this point is the relocating of the starter mount from being bolted in the trans to being bolted to the pad on the block . Maybe we have go back further like into the 50s but from my research I did on my 389 there were very few difference in them , most of the major changes were in the top end , cooling system from reverse flow in the heads to Regular flow , timing cover , and gaskets used other than that nothing major . No I’m told that the 370 is a very unique and over built Pontiac engine but I’ve never had the time to research that engine and look into what the differences are in that one . Your the first one who’s I’ve ever heard say anything about deck height , so thank you .
@@matthewklein9225 also the early intakes used the same bolt pattern , it was the angle in which the bolts go into the head and the configuration itself , I believe it was in 66 or 67 Pontiac went with a head redesign making them slightly taller , this moved the oil rail going through the head from under the pressed in rocker studs to outside the valve cover , this allowed for stronger screw in studs to be used as we’ll change changing the valve angle therefore making the head itself taller . Pontiac engine departments had some real wizards .
I wonder what the results would have been if the cams were swapped... the earlier 67-69 DZ 302 cam in the 350 LT1, and the LT1 cam in the DZ 302. Would the extra cubic inches of the LT1 be able to take advantage of the larger cam? And was the LT1 enough of a change in size to help the bottom end on the 302 and not sacrifice much peak power?
Zora Duntov originally wanted to offer the LT1 350 in the 1969 Corvette, but couldn't because all the Chevy high rise aluminum intakes, 30-30 cams, and 780 Holleys were already programmed for '69 Z28 engine production. So, a few, folks ordered their '69 Vettes with L46 350hp 350s and bought the Z28 intake, cam, and carb over the Chevy parts counter and home built their own LT1 in '69. Of course it had the larger 30-30 Fuelie/Z28 cam in it. The biggest reason Chevy cut down on the intake duration on the '70 LT1 cam was because the 1970 Z28 was going to get the LT1, and with an Automatic Trans option. Even in a 350, it was felt that the 30-30 fuelie cam didn't have enough low speed torque to be fun in a daily driven automatic Z28.
@@bluecollarhotrods9781 My high school friend slipped headers & true dual exhaust on his '69 Z/28 w/3.73 gearing; it went faster (quicker). He then replaced the block with a 350 LT-1 short block; it went even faster. He then pulled out his LT-1 cam, and slipped in his Z/28 cam; the car was even faster yet. At the same time, I owned a '70 LT-1 Corvette, p/s, manual disc brakes, c.r. 4-spd, 3.73 that was stock except I swapped in fuelie exhaust manifolds for their 2-1/2" collectors, along with a Hi-Perf 2-1/2" exhaust spacer (no heat riser valve). The Vette went a couple hundred pounds lighter than the Z, and was initially quicker than the Z until it's 350 guise. With his headers we were about even. When he slipped in the Z/28 cam, he was ~2 car lengths quicker.
Plz do some more videos with the 400 sbc I’m wanting to do a old school build and I have a 400 sbc I’m wanting to know some budget ways to get it to around 500hp that would be awesome if you could get some more videos with different combos with it
Just a basic question. Why are the Chevy and Ford , especially, small blocks more narrow and compact than many of the other manufacturers? They just look great aesthetically.
I would love to see the hottest '69 400 Pontiac offering vs the LT1 since it was the hottest '70 350 Chevy offering. A Ram Air IV would have better air flow, a bigger cam and usually a little bit more compression. The Ram Air 3 used run of the mill heads, intake and the 068 cam was also used on the 428/390 in the Grand Prix and Bonneville. It's a torque cam. The 744 was slightly hotter but still not the 041 Ram Air IV cam. The big problem is of course the price and scarcity of Ram Air IV heads and intake. These #62's are getting pricey enough these days. I can remember going to the junkyard, grabbing a set of #62's that were laying in a pile of heads and paying $20 for them. Taking them home and practicing porting on them and then tossing them when they got in the way. Not today!
The ram air engines were decked and line bored from the factory mine was ordered with 11.1 pistons and 202 and 160 valves heads. 302 lift cam 292 duration
Hogwash. So you ordered a Ram Air engine with higher compression than they made, smaller valves than any of the 400 4 barrel engines came with, and a camshaft witn no lift and more duration than Pontiac ever used? Sure you did.
Pontiac ramair iv had a solid Lifter cam so easy to tell. Plus round port exhaust ports. All but the pontiac 301 are big block even the 326 had same stroke as a 400. 326 - 455 use the same bell housing as a bbc.
@@richardholdener1727 I know you are trying to prove bigger is better but what about putting a pontiac 350 HO against the LT1? Has same stroke as the 400 ramair and throw a 383 stroker SBC in to boot ! I'm a pontiac guy but love my chevys also😁 I feel the 383 would win hands down but the 350 pontiac HO would have so much drivability compared to the LT1. One more thing RAIV has 1/165 rockers and I believe pontiac 350 HO had same rockers.
The poncho blocks don’t like Nitrous. Every one I put nitrous to, ended up with hairline cracks in the main journals. How about 400 sbc compared 400 Pontiac?
The idle quality of a Ram Air III vs a Iv cam is quite a noticable difference and vacuum is different as well. I do not consider an engine with a 10"+ deck height a true small block, even if it has tiny little bores? Meh
The casting on the driver side will tell you which engine it is the camshaft hah a 302 lift with 292 duration and 11.1 compression positions and the engine was blue printed from the factory
why didnt you put a gauge on the intake and exhaust lifters and get a profile of the cam? Its not splitting genomes so the difficulty level is low enough Steve Dulcich can do it. Youre intelligent Richard so Im surprised you didnt run a cam profile.
Without going into a long explanation, my guess is it's a RAIII. Also, the block is neither a sb nor bb, it's the Pontiac block. 350, 400, 455 all the same block. Only Chevy guys want to classify the block. The most comical comparison is calling it a sb, The Poncho is alot bigger the chevy sb.
Pontiac had bigger bearings?? So did SBC. Pontiac behaved like smaller cam. All Pontics are big blocks. Did you ever take one apart? It seems like there’s more iron in a Pontiac crank than a SBC block.
326 all the way to 455 use the same block... there more of a medium block then anything. Small port heards compared to big blocks. They get there cubes from stroke
@@Handlehandlebars I would include the Olds engine as well. The "high' block versions, 400, 425, 455 all relied on stroke, 4.00 and 4.25 inch to make their cubes. The Olds engine also has a some what tight bore spacing of 4.63 inches, same as the FE Ford.
Richard, Have you ever flowed the Pontiac heads? I just wonder how good they are because it seems like even the RamAir heads didn’t make that much power.
It'd be cool to see a 400 Chevy with the LT-1 cam, heads, and equal compression ratio to compare rather than a totally different engine. Bottom line is all the muscle car era engines were severely restricted by the cyl head technology available back then, including the Boss/Clevland, which were the best flowing SB's. An LT-1 would easily gain close 100HP with modern cylinder heads and a modern street solid roller with the same overall driveability (or lack of, lol), and same dur@.050.
