Baechtel swapped in "DR" metering rods on a "T" hanger to lean it out and tried again. Timing was at 32-degrees advance, but the fuel mixture was way rich. The first pull brought us close-292 hp at 4,900 rpm. As with our original story, the vessel was fitted with I /-inch headers, connected to 3-inch, 3-foot long pipes, feeding three-chamber Flowmasters, then to another pair of 3-inch, 3-foot long pipes. Our hopes were to make the 300hp mark with just the TPI heads. Since the engine needed no cam break-in, host John Baechtel, along with crew members Rick Stoner and Steve Abbruzzese, had it on the pump and running in short order. We took the revised Jewel to Westech in Mira Loma, California, the site of our original thrash. We ordered the Performer dual-plane variant, designed to operate in the idle-5,500 rpm window. The Vortec engine was never offered with a carburetor, so no factory intake exists, but Edelbrock offers several designs for this application. The real hang-up is that the intake bolts thread into the heads straight down like many Ford V-8s. The one caveat with the Vortec is a special intake manifold-engineers opted to eliminate the exhaust crossover ports, typically found in the center of the intake surface, and in doing so, they eliminated the four intake bolts normally surrounding these ports. They are so inexpensive that purchasing used cores (of any factory iron casting) and having them rebuilt seems foolish. Because these heads are current production pieces Chevrolet can sell them cheap. Initially, the Vortec's appeal was its 64cc chambers, 1.94/1.50-inch valves, and its price tag: We received a set from Burt Greenwald Chevrolet in Akron, Ohio, for a paltry $395. Indeed, the Vortec's fast-burn chambers brought new technology to the basic small-block Chevy, offering more efficient combustion and allowing for more compression. We would also include GM's 元1 Vortec cast-iron units (PN 12529093) that debuted on light-truck engines in 1996. It seems that our airflow-challenged heads do favor a little more exhaust timing, and the bigger stick probably would have put us over the top while staying within monetary and revolutionary constraints. The straight-pattern stick yielded 3 additional horsepower, but the 224/234, 465/488 grind bumped figures all the way up to 306 hp at 5,500 rpm. King also tested two other cams-the same Summit grinds we were considering. His engine produced 6 more horsepower than ours-a solid indication that our junkyard short-block isn't such a bad idea. King ran it on the dyno with the exact same cam as we did, along with a Holley 650 and a Holley Street Dominator manifold. The result was very similar in spec to the Junkyard Jewel, although it had the advantage of flat-top (rather than dished) pistons. Staffer Matt King tried to better our efforts by actually rebuilding an engine he pulled from the boneyard with a super-inexpensive rebuild kit and budget-minded machine work. 1995-2002 Pontiac Sunfire 2.2L, 1986 Pontiac Sunbird 2.0L, 1984-1985 Pontiac J2000 Sunbird 2.0L, 1983 Pontiac J2000 2.We contemplated the dyno to test these grinds, but then Car Craft upped and did our homework for us.1993-1996 Oldsmobile Cutlass Ciera 2.2L.each part is extensively tested and measured for function, fitment, and durability to ensure optimal performance Cloyes parts are cad designed and manufactured using premium materials.From stock replacement to high performance, cloyes has the most complete timing chain catalog.Our chains are engineered and manufactured with precision pitch control for proper chain-to-sprocket tooth fitment.A timing chain synchronizes the rotation of the crankshaft and camshaft(s), ensuring proper timing of the engine's valve events for each cylinder.
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