So, the big block seemed to like ignition advance
which indicated a low, maybe 8:1 compression
ratio and the ignition was set back to 41 degrees.
This pull netted a best combination of 477.8
lb/ft of torque with peak of 384.4 horsepower
at 5000 rpm.
While we waited for parts to arrive from the
aftermarket manufacturers, the engine would
be dismantled and, since the compression was
so low with basically stock flat-top Chevy pistons,
we agreed to also order pistons and rods. I
called JE Pistons and they agreed to supply
a set of their new Sportsman Racing Products
pistons rated at 10.5:1.
The parts came in over the next few weeks.
The first arrival was the Comp Cams 4 & 7 swap
roller cam Part # 11-000-14 with roller lifters,
rockers and pushrods. Since we now knew the
proposed compression and dome height, the final
cuts could be made on the heads supplied by
Air Flow Research, 315 cc CNC Ported Magnum
aluminum BBC Heads. Next came the shipment from
Holley, a pair of 600 cfm carbs to sit on top
of the Weiand Tunnel Ram with linkage and enough
Earls hose and fittings for the thirsty double-pumpers.
Since oil pressure had been an issue, Bob Sanders
at Titan Engineering suggested one of his Sportsman
Big Block pumps and one of Jeff Johnston's Billet
Fabrication oil pans.
So now with the engine on its way to horsepower
nirvana, we contacted Strange Engineering in
Chicago since the Chevy II still had the original
3:07 10 bolt non-posi unit. We'll be installing
Strange's bolt-in Dana 60 housing, PRO Race
35-spline axles, 1/2" stud kit, trac-loc posi
unit with large drum brakes. Son Zak wanted
to have the quality and heritage of Strange's
products since their long history in drag racing
will add to the nostalgia factor on Project
With this change we'll also be enlisting help
from DRO's Jeff Utterback at Hansen Chassis
to set up the ladder bars and shocks.
We have our work cut out for us, with the hope
of debuting the newly finished car at the California
Hot Rod Reunion October 1-3.