This month's look into the world of Pontiac crate engines takes on an international flavor as our quest for traditional Pontiac power takes us to Chilliwack, British Columbia, the home of SD Performance.
Dave Bisschop is a Pontiac cylinder-head porter and engine builder, who moved to California in the late '90s to work with and study under the tutelage of legendary Pontiac NHRA Super Stock racer, author, and tuner Pete McCarthy. McCarthy's two books, 1981's Pontiac Racer's & High Perfomance Handbook and 1989's Pontiac Musclecar Performance 1955-79, have become required reading for anyone interested in traditional Pontiac engines.
After working with McCarthy for nearly two years, Dave and his family moved back to Canada and he opened SD Performance. His reputation as a skilled cylinder-head porter quickly spread over North America-his fellow countrymen are proud of his accomplishments, and his friends south of the border are well aware of his skills massaging Pontiac engines. He is also the developer of the "Mega Brace" lifter-bore reinforcement system.
One of the unique qualities of SD Per-formance is its on-site, five-axis CNC head-porting service. "We have more CNC-porting programs for Pontiac heads and intakes than anyone," said Bisschop in a recent phone interview. "We're also the first to offer CNC-ported OEM iron heads and intakes."
Like many Pontiac engine builders out there, he has developed his own recipe for the proper integration of parts and their assembly, and has devised a crate-engine combination that relies primarily on production castings but is well-equipped to provide a great balance between performance, reliability, responsiveness, and overall cost.
"This combination is our 'bread and butter' engine-build combination," Bisschop reported. "Our customers have been very happy with the performance-to-dollar tradeout."
In order to facilitate U.S. orders, SD Performance can ship engines and other parts out of Washington state, so American customers can order with confidence.
High-Performance Engine Buildup Worksheet
Price: $9,500
Engine displacement: 461-468ci
Horsepower: 450+
Torque: 540-570 lb-ft
Bore/stroke: 4.155-4.185/4.250
Block/crank combo: 400/Eagle cast
Bore/stroke ratio: Varies
Rod/stroke ratio: 1.6:1
Bottom End
Block description: 400
Year: any except 500557 casting found from mid '75-'77
Preparation: Hot-tank, shot-peen and wet-mag, deburr casting flash in lifter valley
Deck height: 10.220-in
Crank: Eagle
Preparation: Inspect, measure, polish thrust, balance
Balancer: PRW Street
Rods: Eagle
Rod length: 6.800-in
Preparation: Inspect, measure, pin-fit and clean
Bearings: Federal Mogul or Clevite
Preparation: Inspect and measure
Pistons: Ross forged flat-top
Preparation: Inspect, weigh, and clean
Piston to deck height: 0.005-0.000-in
Piston pins: Ross lightweight
Method used to retain pins in pistons: Dual Spiro locks
Rings: Total Seal, plasma moly, file-to-fit
Preparation: Measure gap, file-fit to required clearance
Rod bolts/head bolts: ARP
Balancing specs: Internal balance complete rotating assembly on Hines equipment
Oiling System
Windage tray: Tomahawk
Crank scraper: Spotts
Oil pan: Stock replacement or upgrade to Canton
Oil pump: Melling 60psi
Preparation: Disassemble, deburr, measure clearance, clean and assemble, and shim relief-valve spring
Heads
Casting number: Varies for factory iron (upgrade option KRE D-port or Edelbrock)
Chamber open/closed: Open chamber
Head mods: CNC port, unshroud chamber
Combustion chamber volume: Varies, based on displacement and customer request
Maximum flow at 28 inches of water
Intake: 255 at 0.550
Exhaust: 215 at 0.600
Compression Ratio: 9.25-9.5:1
Valves: Ferrea 2.11/1.77-in
Angles used in valve job: 4-angle, 45-deg
Retainers: Chrome moly
Keepers: Comp 10-deg Super Locks
Valve guides: SI full-flanged bronze
Valve seals: SI Viton rubber
Rocker studs: ARP
Rocker arms: PRW stainless full roller 1.52 or 1.65:1
Pushrods: Smith Bros. 5/16-in
Length: Varies
Cam
Brand: Comp hyd. roller
Duration at 0.050: 230/236-deg
Lift: .565/.570-in
Centerline: 108-deg
Lobe separation angle: 112-deg
Installed position: 108-deg
Lifters: Comp 857-16 hyd. roller
Valvesprings: Varies
Type: Dual
Seat pressure: 130-140 lb-in
Open pressure: 350-380 lb-in
Timing chain: JP Billet 9 keyway
Induction
Carb: Cliff's Q-jet or Pro Systems CustomHolley 800-950 cfm
Mods: Calibrated for application before delivery Jets
Primary: Varies
Secondary: Varies
Primary metering rod size: Varies
Secondary metering rod size: Varies
Fuel pump: Mallory Comp 140 Electric
Capacity: 140 gph
Fuel regulator: Mallory
Fuel line size: 1/2-in
Intake manifold: OE, Torker II, Performer RPM, Tomahawk
Mods: Port-matched by hand or by CNC, plenummodified if needed
Ignition
Distributor: Pro Comp
Total Timing: Varies 30-36 deg depending on application and head being used
Initial advance: 15 deg
Mechanical advance: Varies
Vacuum advance: 10 deg
Exhaust
Headers: Not included
Recommended: Ram Air Restorations manifolds or Doug's Headers
Primary tube diameter: 1 3/4-in
Collector size: 2.50-3.00 in
Gaskets
Brand: SCE, Cometic, or Fel-Pro
Optional Upgrades And Prices
Forged crank upgrade: $399
