The Powerplant
When it came time to rebuild the engine, Brian called upon Paul Spotts of Spotts Performance in Hatfield, Pennsylvania, to apply his expertise. The '59 389 block turned out to be a four-bolt main version but interestingly, it wasn't a 420A engine. Paul believes it may have been used in a Police Enforcer package application. Nevertheless, the block was bored 0.0625 to 4.125 inches, and fitted with Ross forged dished pistons and Hastings chrome-moly rings. The dish sets the compression at a pump-gas-friendly 9.0:1.
The new slugs swing on stock-length Crower forged rods, which in turn are connected to a 4.00-inch-stroke AllPontiac.com forged crankshaft. The new bottom end brings the total displacement up to 428 cubic inches.
In a nod to the period look, Brian stayed with the stock '59 389 cylinder-head castings, but had them updated by Spotts Performance. They were ported and polished, fitted with a set of custom 1.90/1.60 Ferrea valves, Crower valvesprings, and chrome-moly pushrods. Additionally, the heat crossovers were filled to keep the intake charge cool.
The valves are actuated with a Comp Cams hydraulic roller with 224/230 degrees of duration at 0.050 and 0.502/0.510 inches of lift when coupled with Scorpion 1.5:1 rockers.
Its induction system is one that will really light up the Pontiac faithful. Though the engine previously used a stock '59 389 Tri-Power system, Brian managed to locate an aluminum '61 389 Super-Duty Tri-Power intake, which mounts the original '59 Rochester carbs. Talk about visual appeal! The carbs are topped off with reproduction Tri-Power air cleaners, and a Holley mechanical fuel pump provides pressure.
Ignition chores are aptly handled by an MSD ready-to-run distributor with a GM points cap for that stock look. An MSD Blaster coil provides the voltage, and a set of Taylor 8mm wires and Autolite #85 plugs complete the circuits.
Tremec's TK-500 five-speed...
Tremec's TK-500 five-speed was cleverly disguised with a Hurst shift handle and knob.
The Chieftain's basic body...
The Chieftain's basic body shell was shared with the entry-level Chevy 150 and the mid-level 210 series wagon. Starting in 1957, all Pontiac wagons were referred to as Safaris, though most people equate the name to the Motorama-inspired Star Chief Custom Safari.
The original AM radio still...
The original AM radio still sits in the dash, though it's mostly for looks. A new Pioneer component sound system was installed by Trick Works; its head unit is in the glovebox.
The exhaust gases are routed through a set of Hedman headers originally intended for a '69 Firebird. They feature 1.625-inch primaries and 3.5-inch collectors. While the right side only needed to be shortened through the middle of the pipes and the No. 1 pipe modified to clear the upper control arm, the left side was cut totally apart and reconfigured to clear the steering and clutch linkage, as well as still have room to remove the starter with the header in place.
From there, the headers flow into a custom-built exhaust system featuring 2.5-inch mandrel U-bends and straights that were cut and welded together. The mufflers are Pypes Race Pro units, and a set of Pypes electric cutouts can be activated with a push of a button to bypass the mufflers. The complete exhaust system was ceramic-coated by Central Connecticut Coatings, and all fabrication work was done by Trick Works.
The Drivetrain
Though the Chieftain was originally run with four-speeds, first a Borg-Warner T10 and later a Muncie M20, Brian chose to take this portion of the restoration into the 21st century with the addition of a Tremec TKO-500 five-speed, which is connected to a stock-style, resurfaced clutch. A vintage look is retained with an old-style white Hurst handle and shift knob sitting on top of the Tremec shifter. The 428's abundant power then travels to the original '57 Pontiac rearend, a favorite of early drag racers. It has been upgraded with a set of Fabcraft Metalworks 3.64:1 ring and pinion gears, as well as Fabcraft 29-spline axles.
The Chassis
This Chieftain Safari's chassis was treated to a complete rebuild as well. The frame and all the suspension parts were sand-blasted, epoxy-primed, and coated in semigloss black enamel. The front suspension was rebuilt to stock with bushings, bearings, steering linkage, springs, and other small items coming from Ames Performance Engineering and California Pontiac Restoration. Monroe GasMatic shocks are used at all four corners.