First page: My 1989 Formula 350 TPI
Second Page: L98 before taken apart.
Third page:Modifications to my
Formula, plans for Formula
and my Iroc-z.
Fourth: Friends cars and suchthings.
Fifth: My future parts.
Sixth:87-92 Firebird Trans-Ams,
GTA's and Formulas.
Seventh: My "To Do List".
Eigth: My '87 IROC-Z
Nine: My Formula L98 motor apart.
Tenth: Stereo stuff.
Eleventh: '68 GTO, father son project

Hi, this was my dad and I in the Homer Glen newspaper, the second week of April, 2007 It would have been nicer in color, but, eh, what are you gonna do. It was nice though, I wish you could have made it bigger, to read. Just save it, then zoom in on it, instead. The same one, out of the paper, our Woman that was running for governor, saw it, and since he was offered a position on the governor staff, she saw it, and had it sealed in plastic and had it sent to our house, wasn't she a nice woman, I wish she won Governor too.

Hi, this is my dad's GTO page I just started January 9th of '07. I put some of the engine pictures and some of the car, some are also on the friends cars and such things page.

This was at a local car show, next to sears essentials, where I used to work, that place sucked!.

This was at the Lemont classic car show

My dads '68 Gto with its original(not stock) 400 poncho at route 66 back in '99

Here is the 461 we built, it put out 650 hp, on the worst day of the year on the dyno, its pimp as hell. We have a few things to put do still, to boost it up to the blessed 635 horses at the wheels. I have to port the intake, add some more room in it, port match it to the cylinder heads.

The block is a 428 out of a '69 bonneville, the motors internals are as follows: Crower 6.8" bbc rods bushed for the free floating wrist pins, with clevite 77 rod bearings, crower wave lock rod bolts, 70 455 crank, nodular iron, offset ground for a 4.25" stroke, with federal mogul 3/4 race bearings. Program engineering main caps, with 4 bolt mains and arp studs, ross forged aluminum pistons with spiro locks and valve reliefs the motor has the piston .005 in the hole, making it close to a zero deck and 10.2:1 compression, free floating ferrea .990 wrist pins. We are running a lightweight aluminum water pump through a '69 timing cover, with the '69 plate, for improved cooling over the '68 design, and a TCI rattler absorber, a Comp Cams roller cam with .640 gross lift, and 250/257* duration at .050, the Edelbrock heads also have 2.11 intake, 1.77 exhaust and flow 320 cfm at .650 lift and have serious bowl and porting work from JBP, the combustion chambers come out to 90.5 cc's, heads are setup with Comp Cams lightweight steel retainers, and comp cams twin-springs, locks, and seats; the head gaskets are JBPs custom aluminum for his heads. We also have a roller master billet timing chain. The valves are also .2" longer than stock, because stock pontiac valves have a problem with running into coil bind after .550 gross lift; so the extra .2" is a world of difference. We also have one piece JBP 5/16" chrome moly pushrods, and 1.6 roller rockers, moroso valve covers. The oil pan is an 8 qt moroso also and we are also using a canton racing windage tray, sealed power oil pump, blueprinted to put out 80 psi, uses a moroso pickup, and a melling hardened drive shaft. We have a 1050 dominator, since it's a 3-citcuit carb, we went with quick fuel metering blocks, and went from .063 to .099 intermediate air bleeds to help lean it out, other wise it's too rich; then a cloverleaf, VICTOR edelbrock 4500 intake, and Holley spacer. And the headers are Hooker super comp 2" primary, 3.5" collector, longtube headers. We have the 6AL msd ignition, MSD pro-billet distributor. This entire motor is put together with arp or crower bolts. We are also using a 3800 TCI stall converter in our heavily built up TH400, with a B&M reverse manual valve body. The car barely hooks now, with 3.55 rear gears in the 10-bolt, but we don't want to snap the rear gears or axles yet, we'll wait to really get into it when the 9" ford is back there; then she'll hook with better upper and lower control arms, and taller tires to help her hook.

If you look closely in the bottom picture, you can see the name of the brand whos pistons we used(ROSS).

We put the engine together, it's a Ken from florida package with crower big block chevy rods, the 6.8" set, with a 455 '70-'73 crank offset ground for a 4.25" stroke, ross pistons, 3/4" main bearings and clevite 77 rod bearings, speed pro pump, moroso deep pan for 8 quarts, Ross pistons, ferrea free floating wrist pins, along with speed pro plasma moly rings, because we didn't want the total seal rings in case we begin to have some carbon on the cylinders later in use; the rotating assembly has been balanced to go to about 7500 at the max, it is set up to go to about 6000 to 6500 for peak horse power. We have Edelbrock heads that were modified and ported by butler with 2.11" and 1.77" valves, along with possibility for 850 horsepower with of air flow possibility. It has an Edelbrock victor 4500 intake for the 1050 holley it has on it right now, along with an electric fan with a aluminum be cool radiator, an 85 amp alternator, manual steering, manual breaks, and 2 1/4" headers with a 3" exhaust with Dynomax bullet mufflers and dumps right before the wheels out back, it sounds great. We also installed the red neck system of evac on the valve covers, they to work for cheaper.

On the dyno the motor makes about 630 horses at the hottest and most humid day of last year, so it's definitely no doing to bad and it has a 3500 stall, with a 9" ford with 3.89 gears awaiting to go in it with fresh suspension outback.

Here he is wrenching away.

All of the front end has been rebuilt with polyurethane bushings large sway bar and a disc brake conversion setup from PST we got for the right price.

The awesome 461, 630 hp motor with a dominator!

The rear end 9" ford rearend for strength, with 3.89 gears

This picture is with my dad Pat and my little brother Mitchie and the rear end.