78 Malibu Modifications

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Short block contents:

Block: Stock cast 3.8L bored .020 and align bored

Main Bearing Caps: Two steel main bearing caps located on #2 and #3 journals

Girdle: RJC Racing Girdle

Pistons: Diamond Forged .020 over

Rings: Total Seal Gapless

Crank: CAT Forged internally balanced 3.625" stroker crank

Rods: K1 Forged Steel

Harmonic Balancer: Stock neutral balanced to work with an internally balanced crank.

Flywheel: Stock neutral balanced to work with an internally balanced crank.

Heads: GN1-R's with 2.02 & 1.60 valves. Full race ported with receiver grooves. Click HERE to see how I fit them on a stock block!

Head Gaskets: Fel-Pro 1007 Wire-Loc head gaskets. ARP Head Studs.

The pictures below shows the differences between the Champion full race ported "R" heads, the stock ported heads and stock unported heads. HUGE DIFFERENCE!

Cam: TA Performance "Next Generation" Billet Roller with a bronze thrust plate located on front of the block.

Duration at .050 lift:

Intake: 212
Exhaust: 212

Gross valve lift with 1.65 Rockers:

Intake: .569 lift (so close to .570 you might as well call it a .570 lift cam)

Exhaust: .569 lift

Lobe Separation 113

Lifters: Full Shielded Foot Crower Solid Roller Lifters.

Solid Adjustment: Due to the extreme expansion rate of the Champion GN1-R heads, I adjust the valve train with the engine at full operating temperature. I adjust the exhaust rocker with the intake valve fully open and then adjust the intake rocker with the exhaust fully open. I adjust the clearance down to 2 thousandths on all rockers. This will allow quiet operation at normal temps. NOTE: On a cold engine with the valves adjusted like this there will be no clearance and might possibly hold the valves open until the heads get some heat in them. I do know (for a fact) that if I let the engine temps get up to 200* the rockers can be heard clicking.

Rocker Arms: T&D Roller, 1.65 ratio rockers. "Buick Power 6" valve covers for rocker arm clearance.

Valve lash set at .005" COLD.

Timing Chain: Cloyes TRUE Roller

Intake: Champion GN1 intake. Full race ported. Modified to accept 12 injectors for sequential dual fuel injection systems. More Info on the "SDFI" on the Dual Fuel System page!

These pictures below shows the difference between the full ported GN1 in take against a ported stock unit and an unported stock intake. HUGE DIFFERENCE!

Exhaust: ATR stainless headers, 3.5" stainless downpipe with external wastegate. (Yes, the downpipe fits ATR style headers with A/C without clearance problems)

Test Pipe with automatic dump valve.

Muffler #1: SUMMIT RACING 3” straight through muffler located in front of the rear axle.

Muffler #2: ATR PittBull Crossflow. This muffler is located behind the rear axle. It has two 3” tailpipes that exit behind the rear wheels.

NOTES: This system has 3lb of backpressure. I made an automatic dump valve so when the engine is under boost the valve opens letting the pressure out.

Automatic Exhaust Dump Valve

Click here for video of how this works!

Fuel Control: F.A.S.T. XFI with wideband 02. 3.5bar MAP sensor located in throttle body.

Automatic Switching Sequential Dual Fuel Injection System: FOR DETAILED INFORMATION ABOUT THIS SYSTEM PLEASE VISIT HERE!

Primary Fuel System:

Six 84lb injectors for 87 octane only. This system has one in-tank Walbro pump in the factory tank with stock fuel lines.

Secondary Fuel System:

Six 84lb injectors with two in-tank Walbro pumps. These are located in the secondary 116 octane fuel tank. Larger fuel lines are used to accommodate the extra needed fuel for high horsepower requirements.

Transmission: Stock 200-4R with a C/K Performance shift kit. Billet forward drum. It's also been modified to "double feed" the third clutch pack for those high horsepower firm shifts. In addition, I installed a wide second gear apply band to firm the 1-2 WOT shifts. I also have a larger 2^nd apply servo piston. This was taken out of a 78 Caprice 200 transmission. This makes the 1-2 shift firmer & it takes out the 3^rd accumulator so it also improves the 2-3 shift!

Torque Converter: The torque converter is a single clutch lock-up Precision Vigilante part number 239425. Stall speed advertised at 2800.

Below is torque converter stall speeds at different boost levels. This was taken from a FAST XFI data log at the drag strip.

Boost RPM
0............2550
3............2850
5............3000
7............3200
10...........3500
12...........3650

14...........3800

Front Suspension: Stock lower control arms. Tubular upper control arms. 90/10 drag shocks. Front anti-sway bar removed.

Rear Suspension: Stock 8.5" housing with stock 3.42 ratio gears.

Eaton Posi with 30 spline Moser Axles

UMI double adjustable upper and lower control arms.

HR Parts-N-Stuff rear anti roll bar.

Pinion Snubber.

Tires & Wheels:

Front: 15x7 Weld Draglite with P-215-65-15 tires

Rear: 15x9 Weld Draglite rear wheels with P-275-60-15

Drag Strip Tires & Rims: 28 X 10.5 Mickey Thompson ET slicks mounted on 15 X 9 wide Weld Draglite's with 5.5" back space.

Pressure set at 12lb.