This '72 Formula 455 H.O....
This '72 Formula 455 H.O. wears an intriguing hue of Monarch Yellow and was shipped from the factory on March 21, 1972, retailing at $5,763.20. With a total of 28 options, it was loaded. Note the optional belt and reveal moldings at the top of the door and hood, along with the transitional contrast of the stainless moldings surrounding the sail panels and glass areas with the black, extra-cost Cordova top.
455 H.O. Equipped
The original YB-code 455 H.O. (option code LS5) had been rebuilt, according to the previous owner. Since the builders admitted this was their first engine build, Joe felt it wise to pull the intake and heads and take a peek before committing it to the engine bay. According to Joe, "It's a good thing that I checked the work as there were several problems, any of which could have seriously damaged theengine beyond repair at startup.
"There was some pitting in cylinder No. 7, and upon disassembly, I found that the piston-ring end gaps were lined up as opposed to being correctly staggered. Three of the rod caps were installed incorrectly. Once the mains were pulled and the crank removed, serious scuff marks on the new bearings were revealed. Although the engine was bored 0.030 and wore TRW forged pistons, the small pitting in the cylinder combined with the amateurish assembly forced a rebuild."
Motor Reconditioning of Houston, Texas, was tasked with the machine work. After hot-tanking the four-bolt main block and stripping it of its "Ford blue" exterior, it was determined that a more aggressive hone in cylinder No. 7, along with a refinish of the other cylinders, would allow the TRW pistons to be retained, all within proper specifications for ring-end gap. The nodular-iron crank only needed a light polishing to maintain its uncut dimensions. In light of the rod-cap confusion, all rods were resized and numbered before the rotating assembly was balanced.
True to its performance nature,...
True to its performance nature, the Formula carries the optional Rally gauge cluster that includes an electric clock, 160-mph speedometer, and an 8,000 rpm tachometer. Interestingly, instead of the popular Formula steering wheel, this Bird was adorned with the standard-issue, Custom Cushion steering wheel, paired with the optional tilt column.
Assembly was completed by Joe using Hastings piston rings and Clevite 77 bearings. A Melling oil pump was installed and the pickup brazed, and the factory windage tray was retained. The stock 6-quart oil pan was buttoned up to the bottom end.
Rather than retain the original heads, a duplicate set of 7F6 heads from a '72 455 H.O. was sent to Andy Giles of Braselton, Georgia, for freshening. In addition to a performance multi-angle valve job to work with the factory 2.11- and 1.77-inch valves, the heads received some performance bowl and port work to enhance the flow characteristics by approximately 20 percent.
Compression checks in at the factory rating of 8.4:1, but the venerable "068" cam was replaced by a Comp Cams XE268H grind with 224/230 degrees duration at 0.050 and 0.477/0.480 lift to take advantage of the enhanced head-flow capabilities.
A Comp Cams valvetrain works with factory pushrods and the stock, 1.50-ratio, stamped-steel rockers. Following cleaning and port-matching of the factory aluminum intake manifold, the Quadrajet carburetor (7042270) was recolored and rebuilt to factory specifications by Zepeda Carburetors in Pearland, Texas.
Hidden behind the Ram Air Induction (WU3) is a Unitized distributor that was required with the 455 H.O. in the Formula. Original wires and AC R45TS plugs light the fire.
Sans the D80 rear air spoiler,...
Sans the D80 rear air spoiler, this yellow 'Bird flies under the radar and is often mistaken for a low-performance Firebird. Clues to its alter ego can be garnered by the twin, reproduction, chrome exhaust-pipe extensions. The taillight lenses, rear bumper, and emblems are all original, as is the trunk weatherstripping.
Rather than utilize the original round-port exhaust manifolds, a reproduction set that features enlarged 2 1/2-inch collectors was purchased from Ram Air Restorations Enterprises. After treating the manifolds to a high-heat coating by Eastwood Products, a set of Performance Years Ram Air down pipes were fitted to the manifolds. Instead of utilizing the factory 2 1/4-inch exhaust system, a Dr. Gas X-type crossover was joined with a custom 211/42-inch dual exhaust and twin Dynomax Super Turbo mufflers. A set of reproduction tailpipe extensions from Performance Years completed the system.
Drivetrain
The ultra-rare PQ-stamped Turbo 400 transmission was removed and sent to Danz Trans of Tyler, Texas, to be readied for the impending avalanche of torque. A high-performance rebuild utilizing Raybestos clutches and bands was employed, while proprietary valvebody modifications allow crisper, neck-snapping shifts when the pedal is mashed to the floor.
To provide the torque transference, a GM 12-inch converter was modified by Britain Transmission of Houston for a more performance-oriented stall speed.
The factory-equipped 10-bolt that carried an optional Safe-T-Track differential and 3.08 gear set was disassembled, cleaned, and treated to new bearings and seals to prepare it for years of future service. Rounding out the drivetrain, the steel driveshaft and U-joints were cleaned and refurbished.