New engine in my '67 GTO...

Here's a picture of the new engine I just built for my GTO. 463 cube stroker. Lots of good stuff inside. ~525hp and ~570 ft-lbs.

I also swapped a Tremec TKO600 for the old Muncie and a Moser Engineering 12-bolt for the old 10-bolt BOP rear end. Plus a boatload of other updates.

I can post more details if anyone is interested.
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It's amusing to drive. Instant wheelspin available pretty much whenever you want it.

Thanks! I think the Pontiac silver-blue metallic paint is the best engine color available.

The cam is a custom grind hydraulic roller done by Comp. It's a split-pattern 236/242 duration @ 0.050, 112 LSA, 0.52/0.54” lift w/1.5 ratio rockers. Rockers are PRW aluminum full rollers. It's a healthy setup and has a nice lope to it.

 

Correct, now I have a Moser 12-bolt that's built to handle up to 800 hp.

Those old Pontiac tripower intakes actually flow pretty well. The main restriction is the carbs. 2-bbl flow is measured differently than 4-bbl flow (different pressures), but performance-wise this setup is equal to about an 850 cfm 4-bbl.

It's a fairly streetable combo. Doesn't make enough vacuum to make power brakes work well, and it idles at 950 rpm. But it runs cool and sounds incredible.

I haven't taken any decent pictures yet, here's one a friend took at a local cruise night, sorry there's a guy in the way... I'll get some better pictures this weekend and post them. Also, a picture of the drag radials that are going on soon. Hoping to break into the 11's. But that might be a tad optimistic.
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That's a C4 Corvette rear end that is destined for a radical chopped '57 Chevy. The rectangular tubing behind/above the rear end is the chassis jig that's keeping all the parts lined up. You can also see the front sway bar.

Fortunately it's not my project and not my shop. It's the shop that did the trans swap for me and the day I picked up my car they told me they were going out of business and filing bankruptcy and my car was the last to be completed. Actually, I picked my car up on Saturday and they closed their doors the previous Wednesday. Everyone else is SOL and gets to come pick up their stuff with a trailer. It's too bad because the guy that owns the shop does great work at a reasonable price. Someone is suing him and he can't afford to even mount a defense so BK is his only option...

 

The heads are from Kauffman Racing Equipment (KRE). They are big D-port aluminum heads with angled plugs and CNC'ed chambers. MUCH better than any Pontiac cast-iron heads, out of the box they flow almost as well as the best worked-over iron heads and still have room for lots more work if needed. I had mine milled a little, they came with 85cc chambers and we needed 83cc for 10.4:1 compression with the 4.5cc valve relief in the pistons.The only other choice for Pontiac heads is Edelbrock (AFR, etc. doesn't make Pontiac heads) and the Edelbrock design is old compared to KRE plus requires round-port headers which are ridiculously expensive.

 

I've never really priced out a Chevy or Ford build but Pontiac is probably more expensive, although less so now compared to a few years ago. The Pontiac aftermarket has grown by leaps and bounds recently. Now you can buy an aluminum Pontiac block, for example.

My engine, including everything from the air cleaners to the oil pan and all the billet parts, would cost about $13,500 if built from scratch. I think a complete GM crate motor pushing 500+ hp is about $12,000?

 

Included in the cost for my engine is about $2000 for the original 1966 Pontiac Tripower manifold and carbs and $2000 in dress-up parts. Subtract those and the premium over Chevy is not so much. Really nowadays the only thing that is more expensive are cylinder heads.

 

Here's another picture
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I never really cared much for Cragars but they just look so damn right on this car.