What's interesting is that other than the consumables (rings, bearings, gaskets) only the intake was changed. The 6X cylinder heads were treated to a precise porting on the intake side to increase flow from 230 cfm (the previous porting) to 255 cfm at 0.550 inch. The additional power was sought in a few other areas beyond the cylinder-head intake port: the installed position of the camshaft and a swap to a port-matched Torker II from a worked Holley Dominator and its precise alignment with the cylinder heads. The cam, which was ground 6 degrees advanced, was installed straight-up for the first build. For this one, it was retarded 4 degrees. The other work was based on producing exacting dimensions and meticulous assembly by Mark Erney.
Extreme attention to detail is sometimes overlooked on a Pontiac engine build, but as we hope to prove in Part II of this primer when we test on the dyno, it's an effort worth taking.
 All eight sides of the ring...  All eight sides of the ring gaps were dressed with a 320-grit polishing stone to remove any burs. |  A dial indicator is used to...  A dial indicator is used to find TDC; then it's pivoted to the deck. The difference in the two measurements is the piston-to-deck height. |  JTES retained the same Crane...  JTES retained the same Crane mechanical roller cam with 252/256-degrees duration at 0.050, 0.578/0.540-inch net lift, and a lobe separation angle of 112 degrees that was installed for the first build. This cam offers a quick ramp profile and lobe design that raises the valves quickly to a high-lift position and holds them there longer than is possible with a flat-tappet cam. |
 With the timing chain and...  With the timing chain and gears installed, a special tool is fitted in through the lifter bore to read the cam profile's lift. This takes away the margin of error that is often created when taking measurements from the valve lifter. It was the first step in JTES' unique cam-degree process. |  The dial-indicator tool rides...  The dial-indicator tool rides directly on the cam lobe, as seen here (there are tips for flat-tappet and roller grinds). This method has proven more accurate since the intermediate components and the potential for tolerance stack-up are eliminated. |  JTES used a degree wheel and...  JTES used a degree wheel and a specially mounted board as a reference instead of a wire pointer. While this method isn't commonly employed, it's extremely accurate. The split overlap method was used to determine absolute center of dwell at TDC, and it was indicated with a line on the board at zero. The cam is then rotated to 0.050-intake lifter rise, which is also marked on the board. The intake opened at 13 degrees before, but JTES wanted it to open at 17 before TDC, so the cam was retarded 4 degrees. |
 Needle-nose pliers were used...  Needle-nose pliers were used to check the clearance and amount of endplay of the oil pump. This was done to confirm there wouldn't be binding once the distributor was installed, due to a variation in length of different manufacturers' parts being used together. |  An insulator to absorb vibration...  An insulator to absorb vibration (essential with a mechanical camshaft) and to eliminate windage-tray cracking was placed under its attachment bolts. The insulator is made from exhaust-gasket material. |  With the windage tray leveled,...  With the windage tray leveled, the dipstick was marked for the full level with the 8-quart pan. Excessive oil would prove no benefit and cost power. |
 The oil-pump pickup level...  The oil-pump pickup level was also checked in relation to the sump of the pan. |  To ensure its mooring, the...  To ensure its mooring, the two-piece dipstick tube was staked together. |  A restrictor was used to limit...  A restrictor was used to limit the oil supply to the valve lifter, and in turn, the rocker arms. The orifice was drilled with a 0.028-inch hole and was checked with a pin gauge. |