Jim "Old Man" Taylor's 428

The 428 engine in Jim Taylor's 1964 GTO runs three deuces and is nitrous fed when appropriate. Jim is the original owner of this "hot rod" GTO that sports a "shaker hood" styled scoop. It is a '60s Fiberglass Trends hood scoop that is molded to the hood. The scoop really sets it apart from the appearance of all the traditional '64s. His car has served as the family car and daily driver. For the past eons its been Jim's fun machine. Over the years it has been equipped with the stock 389, and a hopped up 400. It doesn't see strip action any more, or at least it hasn't lately, but has turned very respectable times over the years.

While virtually stock, the GTO turned a respectable 14.90 @ 96 mph. With slicks the car turned 14.30. With some tuning Jim managed to get 13.90 @ 101 mph out of her. Not bad for a stock 389 in the '60s. In 1973 Jim rebuilt the 389 and made some basic modifications for added performance. Gearing was changed from the stock 3.23 to 3.90. With the minor mods the car improved its times knocking off 13.25 at about 104 mph. Shortly thereafter, the engine died when the crank broke (bad damper). It was time for a 400. Jim proceeded to build a high compression 400. The car with new powerplant initially ran 13.05 with 8" slicks. Additional changes were made that included higher lower gears (higher ratio) gearing and installation of the tri-power set up. The '64 began running mid to high 12's. With further changes, many in the exhaust area, the car turned a best 12.24 @ 114 mph. Jim then decided the car should have a "fix" and went to nitrous oxide. He added a small Marvin Miller Nitrous system that propelled the car to 11.85 @ 119 mph. In 1978, Jim decided to go one step further and began working on a 428 block. By the end of 1981 the engine was completed. Out came the still strong 400 and in went the big journal block. A larger more powerful nitrous system was added and...the car saw two runs. On the second run, Jim cut a quick 10.80 @ 129.31 mph. Further racing was suspended as a roll bar was clearly required. (Today a full roll cage would be needed.) The car was fast enough for Jim and he decided to call it quits. He soon began taking the car to cruise "get togethers" and entered a few car shows too. Later he treated the car to fresh paint applying Deltron PPG in light aqua metallic. The car looks great.

Thanks Jim for providing the photos and technical information about your engine and fun machine.

Technical Data
Engine Block: 1969 Pontiac 428 with 4 bolt mains
Bore and Stroke: 4.121" x 4.00"; bored .030" to accommodate forged pistons with moly rings
Heads: 670s ported by Mullins; heat cross-over bronze filled and blended into chamber. Final combustion chamber size of 77ccs with RAIV valves
Deck Height: negative .010
Valve Springs: Comp Cams, 1.800 installed height
Rocker Arms: Crower 1.65:1 SS Roller Rockers
Retainers: Stock
Keepers: Iskenderian
Valve Seals: Fel Pro SS 70014 neoprene umbrella seals, intake only
Lifters: Stock RA IV
Push Rods: Crower 9.314"
Crankshaft: Original 428, .010/.010, now .020/.020
Rods: 1973 Pontiac SD
Rod Bolts: 1973 Pontiac SD
Pistons: Sealed Power forged +.030
Rings: Sealed Power single moly
Bearings: All bearing are Clevite 77
Timing Gear and Chain: Hamburger with 8 keyways
Gaskets: Stock Pontiac, a variety over the years
Camshaft: Competition Cams 305 H; 253 degrees intake and 260 degrees exhaust duration @ .050"; lift .525" intake/ .532" exhaust with 1.5 rockers; as installed with 1.65 rockers 257 degrees intake and 264 degrees exhaust @ .050"; a lift of .577" intake/ .585 exhaust. Lobe separation angle of 108 degrees installed 2 degrees advanced
 Ignition:  MSD6A with separate rev limiter set to 6600 rpm
Intake Manifold and Caburetion: '66 Tri-power, heat cross overground off; Stock '66 Tri-power
Rochester 2GCs, 3 coils cut frompower valve plunger spring.
Jets are.070/.063/.070
 Exhaust:  Stepped headers by JBA, 1 7/8" to 2", 3.5" collector exiting through 3" exhaust pipes to 3" Walker Super SS Turbos
 Oil Pump: Stock Pontiac RAIV
 Transmission: M-22 Rock Crusher/ Hurst Competion shifter
 Rear End: 4.33 gearing; 12 bolt axle from a 1966 Chevelle; Moroso "Brute Strength posi unit with"C" clip Eliminator package installed for safety
 Suspension / tires: Street tires: M&H P275-60x15s on 15"x8.5" Centerlines, rear; 15x5.5" Centerlines on front.
Vehicle Weight: 3800 lbs with driver

Performance: On nitrous at Carlsbad Raceway, 9 " Firestone slicks, a best of 10.80 seconds @ 129.31 mph.

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