Author Topic: 442 big bore (Read 10914 times)

Red01 · « **Reply #15 on:** April 21, 2007, 12:08:19 PM »

Hey Jay,

Do you have a W-30 option for your 442, like Oldsmobile did?

gsxr400 racer · « **Reply #16 on:** April 21, 2007, 10:51:40 PM »

yes its called......

465

Red01 · « **Reply #17 on:** April 22, 2007, 12:27:29 PM »

I figured if it was an increase, it'd be the 494.

The Olds 442 W-30 package gave you a motor with ram air, a hotter cam, HD valve springs, chrome valve covers and a modified advance curve... but no increase in cubes from the regular 442's V8 (except '72). '65-'69 were 400 cubes, the '70-'71 were 455 cubes and in '72 the 350 was std with the 455 as an option. '65-'66 models also got tri-power (instead of the std 4bbl) with a heat riser shut-off, but GM dictated in '67 only the Corvette could have multiple carbs, so '67 and later W-30's got the Quadrajet 4bbl. In '70 the 442's 400 motor was replaced with a 455 and the W-30 package included an aluminum intake manifold, cold air hood (earlier cold air induction had been thru the bumper) and different heads, in addition to the items earlier W-30's got over the std 442. '72 was the last year for the 'real' W-30.

As you can see, 442 didn't stand for displacement. It stood for 4-barrel, 4-speed, dual (2) exhaust in it's debut in '64 with the 330 V8 (no W-30 that year), and 400 cubic inches, 4-speed, 2 exhausts in '65-'69.

gsxr400 racer · « **Reply #18 on:** April 22, 2007, 12:45:54 PM »

that's for the gear head explanation I'll use that in my next Tim the tool man Taylor trivia game. arghhhhhhhh! lol

Garyola · « **Reply #19 on:** April 22, 2007, 06:39:42 PM »

Ok.
Sunday was a wash.

I couldn't get the old starter clutch off the old motor because I didn't heave the correct tool. I tried to push start it but the B4 was having none of it.

Sunday morning I found someone that had the proper size puller and pulled the starter stuff off the old motor and put it in the new motor. The thing fired up on the 1st touch of the starter button.

I put it through it's break in procedures in idle and I will have it on the track in the morning at a track day to break it in while moving.

It sounds pretty beefy!

I'll let you know how it all goes.

G

gsxr400 racer · « **Reply #20 on:** April 22, 2007, 10:23:07 PM »

read this post and follow the link to the guys suggestions all makes sense and ive seen it both ways

http://forums.13x.com/showthread.php?t=139337

Bartjan · « **Reply #21 on:** April 23, 2007, 03:42:27 AM »

or just give the direct link to his site

there also more interesting stuff to read on the rest of the site if you have alot of spare time

offtopic: what do you guys think about the velocity porting?

Banditmax · « **Reply #22 on:** April 23, 2007, 01:34:10 PM »

I velocity ported my old cg125 seemed to work quite well till the chemical metal came unstuck and started rattling about.

Herr Tod · « **Reply #23 on:** April 23, 2007, 02:16:40 PM »

It's partly true, but in that guide they state 'big is bad' which is not true. The problem is, when ports are made bigger, the radius of the port is often screwed up which restricts flow or generates turbulence etc.

Garyola · « **Reply #24 on:** April 23, 2007, 08:09:56 PM »

Hi Folks
1st day at the track has ended for the 442.
I spent the morning on cruise breaking in the new motor. It immediately felt faster and had a ton more torque.
After the 3rd 15 minute session, I was starting to get the bike up to 10-11 thou. It started to bog down at that point. I had put in an air filter that was crap so I pulled it and just ran screen in the airbox. Then it really came alive. So I headed over to the suspension experts and they dialed the little bandit in real nice.

So I jumped up into the fast group to see how the B4 would do. Well let me tell you. The little bugger is fast. It has noticeably more speed and torque throughout the midrange and once you hit 10 grand it starts to growl and pulls hard compared to what it was like before. It's still not a 600rr but I was only passed by a few guys on big bikes all afternoon. I even passed a few 600's on turn one, on the outside(but I love that corner and I have it nailed). I didn't feel slow out there at all. Now the track configuration we ran today( Nelson at Shannonville) gives the advantage to smaller bikes. Seven turns and short straights so I could carry lots of speed.
After today's run at the track, I don't regret for a second putting in Jay's 442 big bore.

It makes the B4 bigger and beefier. I think with some carb work and getting rid of the air box it will even be quicker.
I will be racing it in two weeks and I'll let you know how it does in it's class. I can tell you I won't be blaming the bike for a poor performance.

G

gsxr400 racer · « **Reply #25 on:** April 23, 2007, 08:37:38 PM »

Grand mate glad you had a great time.
cheers
jay

JmuRiz · « **Reply #26 on:** April 25, 2007, 05:51:01 PM »

Excellent!
With carbs/airbox dialed in it should be perfect, can't wait to see the dyno numbers (if you run it on one).

Wish I had the money/time/skill.

Banditmax · « **Reply #27 on:** April 25, 2007, 06:45:44 PM »

How long till the 465 is gonna be produced?

gsxr400 racer · « **Reply #28 on:** April 25, 2007, 07:54:44 PM »

when someone comes up with a $1000.00 they can have one with gaskets and sleeves and pistons
cheers
jay

gsxr400 racer · « **Reply #29 on:** May 02, 2007, 11:52:08 PM »

I bet you just cant wait!