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The thread about when to use a Torker instead of a Performer manifold got me thinking. The Rocket block has been available for a couple years now, has anyone built a really stout engine using one?
Im guessing now that the Olds community finally has a engine block capable of anything we can throw at it, it’s only a matter of time before better heads are going to be needed.
Id love to see a rocket block build with a big turbo on E85.
Christmas is a couple days away, I have been a good boy (as far as anyone knows!). Hint hint!!!
Good gracious, that is a beautiful sled ! Do I see a Gear Vendors
overdrive at the rear of the trans. Please keep posting about your
progress with the car!
v/r,
Owen Miller
Last edited by Owen Miller; Jan 12, 2021 at 07:30 PM.
Rocket block and heads
4.400 bore 4.25 stroke 517"
15:1 compression
Kinsler mechanical injection on methanol
Block bored and lifter bores resized for .904 lifters by BTR
Have since changed to a Moroso alum oil pan
Only got motor running late September so not too many passes, best so far 9.27@142
Well, I have one.
It has taken years.
In car and running, has not been on the street / track yet.
Went to a shop for AC and exhaust system.
100% Rocket engine with new bar rocker system on rocket heads.
That's pretty sweet.
Curious, how well does the Gear Vendors unit tuck up into the drive shaft tunnel? There is a high probability that I will fab a new tunnel but, I'm just wondering about the factory configuration.
Rocket block and heads
4.400 bore 4.25 stroke 517"
15:1 compression
Kinsler mechanical injection on methanol
Block bored and lifter bores resized for .904 lifters by BTR
Have since changed to a Moroso alum oil pan
Only got motor running late September so not too many passes, best so far 9.27@142
Top shelf gasser build very cool!
Thanks for sharing
Curious, how well does the Gear Vendors unit tuck up into the drive shaft tunnel? There is a high probability that I will fab a new tunnel but, I'm just wondering about the factory configuration.
I have a Gear Vendor in my 69
If the body bushings are in good shape, it takes just a little floorboard massaging for clearance. If the body bushings are worn or collapsed, I’d replace them.
I’d also suggest using the tubular Chevelle trans crossmember over the Olds stamped steel part. It is much easier to install/remove, but does take a little fabrication to make it fit.
Last edited by matt69olds; Jan 5, 2021 at 09:39 AM.
If you don’t have a trans, converter, or the gear vender, I’d consider the 4L80. The lockup converter is a nice addition, and the cost of buying the trans verses the gear vender might be cheaper.
As stout as the 4l80 is, it’s doesn’t have nearly the strength potential as the 400. Unfortunately, all the engine power has to go thru the overdrive sprag. Even with all the aftermarket upgrades, the limit with currently available parts is around 1500.
Who would have imagined 15 years ago when we would be concerned about transmission durability on 1500hp street car?
Last edited by matt69olds; Jan 6, 2021 at 05:50 AM.
If you don’t have a trans, converter, or the gear vender, I’d consider the 4L80. The lockup converter is a nice addition, and the cost of buying the trans verses the gear vender might be cheaper.
As stout as the 4l80 is, it’s doesn’t have nearly the strength potential as the 400. Unfortunately, all the engine power has to go thru the overdrive sprag. Even with all the aftermarket upgrades, the limit with currently available parts is around 1500.
Who would have imagined 15 years ago when we would be concerned transmission durability on a street car?
the debate between using a Gearvendor and a overdrive trans is interesting. I am replacing a built 2004r with a Gearvendor for a couple of reasons. First one is the price to rebuild a th400 is cheap and the converters are less expensive as well. Second is the ability to split the gears to keep the engine in the power band. Third is if i ever decide to sell the car, i can keep the Gearvendors for the next project. A 4l80e would need a controller to run it and a adapter to fit a olds block. The 2004r served its purpose for years with only needing clutches once. Just my .02 cents.
the debate between using a Gearvendor and a overdrive trans is interesting. I am replacing a built 2004r with a Gearvendor for a couple of reasons. First one is the price to rebuild a th400 is cheap and the converters are less expensive as well. Second is the ability to split the gears to keep the engine in the power band. Third is if i ever decide to sell the car, i can keep the Gearvendors for the next project. A 4l80e would need a controller to run it and a adapter to fit a olds block. The 2004r served its purpose for years with only needing clutches once. Just my .02 cents.
Splitting gears sound good however I have found no time advantage.( just fun ) I have come to only use it for the OD.
Also I had problems with the wired GV controller and went old school. Main power switch and activator on floor.
Just need to pay attention to what gear your in as you slow down and or stop.
Thanks for the intel. Please tell me more about the problems with the
their customer support?
As my floor mounted switch is in use as a dimmer, ;I've been considering
using one of the Hurst shift ***** with a s12V switch in it. What are your
thoughts on that/
Thanks for the intel. Please tell me more about the problems with the
their customer support?
As my floor mounted switch is in use as a dimmer, ;I've been considering
using one of the Hurst shift ***** with a s12V switch in it. What are your
thoughts on that/
THX,
Owen
To much time has passed I dont recall problem details.
Yes a shifter ( any) switch will work. Mine has NOS.
I was also thinking about N@O. Please tell me of your experiences
with the bottle. What did you do to the engine besides forged
pistons to make it live?
If you don’t have a trans, converter, or the gear vender, I’d consider the 4L80. The lockup converter is a nice addition, and the cost of buying the trans verses the gear vender might be cheaper.
As stout as the 4l80 is, it’s doesn’t have nearly the strength potential as the 400. Unfortunately, all the engine power has to go thru the overdrive sprag. Even with all the aftermarket upgrades, the limit with currently available parts is around 1500.
Who would have imagined 15 years ago when we would be concerned about transmission durability on 1500hp street car?
In the beginning of planning the project out I strongly considered a 4l80 but, in the end I decided against it so I could use an Ultra-bell and not have a bell housing adapter.
I do think it's a good thing that we need to worry about a stout transmission...that means we are making progress.
