Yep - that is my "Engine"
You have to consider that I am standing there at 10800 ft. above sea level when you consider this build...
The block was a 1965 389 "YD" block out of a Catalina with AC. That means it came with 11.25 compression and small valve heads. I will save you the big long disertation on air speed and slow turning engines...
I had it bored .030, decked and align bored, with the oil galleys drilled and plugged. Because 5500 was the max for the engine I stayed with the stock rods and pistons. Pontiac engines get their life from being seriously under bore. They don't need to turn fast. A standard valve job was all that was required as well for the same reasons. The bore put it to around 400 ci and a 11.5 compression. I had to run two steps colder plugs to keep it from dieseling.
The cam was a Crane high lift, low overlap number, again a bottom end torque piece. They became popular during the gas crunch of the early '70s because they improved mpg quite a bit, as well as the torque. I got a set of Anti-pump up lifters, which in hindsight was a waste for this car. But it was neat to say. The ignition was MSD and Accel - I got tangled up in it once... it would snap your knees into the fender and make you feel sick to your stomach...
The T-400 had a B&M Shift Kit, plate and vacuum setup, a Holeshot Torque Converter, and just for drill - a slap shifter.
I started out with a 10 bolt 3.55 Posi, but it was too much and traded it for a 3:10.
Once I had it together, we drove it as the family grocery getter for about 5 years. The only problems that I had was I had to clean the plugs real regular, and it ate U joints. The combination of the engine torque, the holeshot, and the 3.10 with radial tires was tough on 'em. I had the drive staft balanced after it was cut. Part of the problem was that it was about 10" shorter for the T-400, and I think that changed the angle just enough to put the driveshaft slightly out of phase.
It would get about 25 mpg if I stayed out of it. But when I wanted...
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