We asked Mike about carb mods, and he proudly answered: "We used it right out of the box with no modifications. We jetted it properly, of course, but the carb needed nothing more. It was perfect for this engine just the way Holley made it." Similarly, the MSD distributor was left alone. "I actually borrowed the distributor and didn't have to do a thing to it." It's cool to know there are still plenty of aftermarket engine goodies that will work great right out of the box.
The oil pressure drop was credited to the pump pickup coming loose. Typically, Mike would weld it in place, but he was unable to find the time to accomplish this before the Moroso oil pan was put in place. During the competition pulls, the engine's oil pressure never got past 35 psi, and Mike was worried about how much damage was being done. The post-Challenge teardown showed they were fortunate to have chosen Calico-coated bearings and Royal Purple lubricants."The only damage was a couple of rod bearings that had scored through the coating only. I was really surprised. In fact, you could probably still use them, since the scoring was so minor. But, we'll replace them when we rebuild the engine. I was very impressed at the performance of the Calico coatings and the Royal Purple oil. They saved us a lot of money in damaged parts."
Overall, the experience was a positive one, and the Semco Performance team will be back to compete once again. Mike Semchee, Ray Clayton, Mike Semchee Jr., and Lee Shaver all proved they can get a traditional Pontiac V-8 to perform at a high level of efficiency, and there's more potential left on the table. After learning so much, they are anxious to exorcise the demons caused by rushing to complete the project, and truly showcase the potential hiding within a stock-block, stock-crank Pontiac V-8 built the Semco way. After finishing so well with a wounded Warrior, we are anxious to see them return!
The Kauffman Head AdvantageThe basis of any true performance engine build lies in the teaming of cylinder heads and camshaft. First, the cylinder head's potential must be developed, and then the proper camshaft can be designed to take advantage of the head. For Pontiac enthusiasts, good news has arrived with the launch of Kauffman Racing Equipment's new high-port/round-port castings. They work great out of the box for milder engines, and respond well to mods for higher-power applications. For the Challenge engine, Mike worked directly with Jeff Kauffman to get the optimal head to feed the 409. Kauffman's expertise resulted in small, high-velocity intake ports, relatively big valve diameters (2.25-inch intakes, and 1.75-inch exhausts-all Ferrea stainless steel products), a good-burning 56cc combustion chamber, and an improved version of the already-good Pontiac Ram Air IV round exhaust port. If you're a Pontiac fan and you haven't seen Kauffman's heads yet, head to www.krepower.com and take a long look.