Drag Racing 1/4 Mile times 0-60 Dyno Fast Cars Muscle Cars

Pontiac 151 "Iron Duke" first start in 10 years, no car.

This is the motor out of a 1979 Chevy monza i used to have a number of years back, i was relocating the motor from storage and decided to see if it still ran. Hooked up a battery, some ignition power, and primed the fuel pump and carb with a splash of fuel and the thing started up and ran just as good as it did then. Sorry about the camera being so far away. Enjoy! the video!


 


More Videos...


GM 2.5L Iron Duke Valve Adjustment
If you have valve noise due to a failed lifter you can get a cool tool to pull them out from Amazon here →http://www.amazon.com/gp/product/B001CZCV2W/ref=as_li_qf_sp_asin_il_tl?i e=UTF8&camp=1789&creative=9325&creativeASIN=B001CZCV2W&linkCode=as2&tag=htt pwwwyou00f-20&linkId=RSU3R25ATEKLBBJE With this tool you can pull them up and out without having to pull your ignition coil, distributor etc. Great way to inspect or test them without major tear down! GM 2.5L Iron Duke Valve Adjustment





2.5 chevy race motor
POWERFULL!!! 230 HP!!





slightly Modified S-10. 4 cly Iron Duke wmv
91 Chevy S-10 151 cu.in. Iron Duke A code engine. This truck has had a frame off restoration in 2006. The engine is stock accept for---- a Clifford performance header connected to a magnaflow stainless muffler and stainless resenator. "A "code engine uses no timing chain and the gears have been replace with TRW alloy gears. This 2.5 is running stock compression 9.1, but the head has been extensively ported and polished. The fuel injection has been removed and replaced with a two barrel Weber and a Clifford performance high flow Intake manifold. . Iron Duke is also running a "COMP Camshaft". Specs are unavailable. Fuel economy is 31 miles per gallon highway. Music Credits: Commander Cody and his lost airmen





Rebuilding the TJ's 2.5L. Part 2.
Jeep Wrangler 2.5L Engine Rebuild. Part 2.





1991 S10 2.5L 5 speed iron duke starting problems
It will start but dies quickly. Dies quicker if I step on the accelerator pedal. When I turn the key to "on", I can hear the fuel pump run in the gas tank for a second or two then stop. Turn the key to start and engine starts but dies in a second or two. Once dead, I can hear the fuel pump run for another couple seconds then shut off. Fuel pump in tank new, fuel filter by rear of engine new. Cap,rotor,plug wires, spark plugs new. EGR valve new. Air filter, oil filter and motor oil new.





4cyl 2.5L Chevrolet
Chevy 2.5L 4 cylinder





1985 S10 2.5L 265,000 mi burnout =]
a sweet burnout done by a tired old 2.5L iron duke, did decent i think.





1919 Buick First start since 1952
This is the first startup of this 1919 buick six roadster that had been sitting in a barn in ohio since 1952. It was parked there with a bad differential. My boss bought it on Ebay and i gently disassembled the engine, cleaned out the 50+ year old oil, freed up the piston rings and put it back together. I had to substitute a newer coil to get a strong spark and had manually filled the float bowl of the carburetor. No fuel pump was hooked up or water in the engine hence the short run time. This is a very cool early overhead valve engine with an aluminum crankcase,cast iron cylinder block, roller tappets, exposed valvetrain, zero gap piston rings, and electric start. This car had about 14,000 miles on the odometer. Enjoy the video! Check out my other video/slide show for engine disassembly pictures.





1982 Fuel injected Iron Duke Engine Pontiac 151 CI Chevrolet Citation
1982 Fuel injected Ion Duke Engine in Chevrolet Citation for Sale $100





88 chevy s10 2.5l
this is my 1988 chevy s10 with 33,000 miles on it. truck made 115 bhp before and now 155 bhp @4800 rpms





Chevette SL 1978 151-S
Chevette motor 2500cc 151s





Crazy turbo S15 burnout!
I bought the truck for $100. . . put a turbo on it. . . welded the rear end (POSI!!). .and ended up hitting a tree. . so i decided to do a burnout until it puked, well this is only the first of the 4 burnouts with absolutely no water in the engine, and the damn thing still runs!!! Go iron duke 2.5!!! O yea, it was getting about 10-12 lbs of Boost stuffed down its throat the whole time 2! On an otherwise bone stock engine! Now you cant tell me thats not impressive? And it wus 3rd gear!!





Destruction of a 87 Cutlass Ciera Part 1
My uncle got a new car. So I got the call to come over and junk it. I tried to kill it, But I didnt try hard enough, and the 20+ year old 2.5L Iron Duke help up well





My '84 Fiero (Bought It New, Had It Ever Since)
Its on-again, off-again development took 6 years before it finally saw the light of day. Like almost every inexpensive sports car through history, it used numerous components from high-volume production cars to keep costs down. Pontiac's crack marketing department predicted total sales of 60,000 that first year. Imagine their surprise when 30,000 people placed orders for the car sight unseen. By the time of its official introduction in September of 1983, there was a six-month waiting list. By model-year's end, 136,840 Fieros had flowed out the doors of its Pontiac, MI assembly plant, a record for any mid-engined car. It was chosen as the Pace Car for the Indianapolis 500 that year, powered by a Pontiac 2.7L Super Duty 4 making 232 h.p. The 2000 Pace Car replicas sold to the public had the standard 92 h.p. Iron Duke 4. Its Enduraflex body panels, bolted to a driveable space frame, never dented and never rusted. The lower door and fender panels would even bounce back from minor impacts. What GM learned about these body panels with the Fiero was applied to its first-generation minivans and its Saturn line of small cars. This one was my first, and only new car. 29 years (as of April 9, 2013), 165,000 miles, (27,000 miles on this engine), two owners (for the first four years, the bank owned it. LOL). I ordered it in October 1983 from Townsend Pontiac in Merrillville, IN; it finally came in April 1984. Mine is a Sport Coupe (the middle model), red with a gray interior and alloy wheels, and looks exactly like the Fieros Pontiac used in their print and TV advertising in '84. For this model year only, the engine cover grille was cast magnesium. The rear trunk held 5 upright sacks of groceries, the front compartment two more. (You listening, Solstice?) It went 50,000 miles the first 3 years, thanks to a long daily commute; it took eight years to go the next 50,000. It took another 14 years after that to get to 140,000+ miles. Not that it had an easy life, being a daily driver in Chicago winters, where they throw salt on the street if a snow cloud passes overhead (notice I didn't say it actually had to snow.) It's a 30-footer; from that distance, it could pass for new. As you get closer, you notice the stone chips, the clearcoat peeling off the wheels, the ripped driver's seat, and the swirl marks in the paint. But then, if any of you look like you did 26 years ago, raise your hands. Those of you who weren't even born 26 years ago can recuse yourselves. It's on its second hood medallion; the first and only time I left the car parked outside my house overnight in 1987, someone tried to pry the first one off, and nearly succeeded. This is its second clutch and its second set of headlight motors, and its third set of tires (Eagle GT2's -- Goodyear no longer makes 215/60R14 tires, so my next set will have to be BF Goodrich). The old Iron Duke had to be replaced at 138,500 miles; with the new Duke, rebuilt by ATK, it's even faster than it was when new. The 4-speed has gone all the way Other than that, it's original and bone stock, an increasing rare commodity in the Fiero world of turbo-V6 and small-block V8 engine swaps and one-off wheels, bodies and colors. The only real problem I've had with this car is crappy repairs by mechanics, both dealer and independent, who shouldn't have been allowed to change a trunk light by themselves. The Recall was the worst. The mechanics at my friendly local Pontiac dealer would loosen parts to get to other parts and forget to tighten them back, causing a noticeable rattle (hardly the car's fault) and refused to take responsibility for their shoddy work; I ended up tightening those parts back myself. After 16 years of these kinds of repairs, through my local Fiero club, Northern Illinois Fiero Enthusiasts, I finally found a dealer mechanic, Dave Armstrong, who knew what the hell he was doing; he's the reason my car is still on the road. I found out from him that even when Fieros were still being made, it was OPTIONAL for Pontiac mechanics to be trained to work on them. If you brought your Fiero in for service, it was strictly luck whether you got a qualified technician (like Dave)or a clueless hack. A possible consequence of getting a dealer hack, going to an independent mechanic or doing a backyard DIY repair? If the Fiero's cooling system was not flushed and refilled according to a specific procedure (clearly outlined in the owner's manual and, I would imagine, the dealer shop manual), the car ended up with HALF the antifreeze/coolant it was designed to hold. And there were engine fires? Gee, I wonder why. Dave was the go-to Fiero guru at Jacobs Twin Pontiac in Chicago; now he's got his own garage near Harlem and Irving Park, doing a land-office business. It couldn't happen to a more deserving guy. He'll get your Fiero (or any other GM car) running right. Contact him at 773-282-1444.





1991 S10 Chevy 2.5l rough idle part 2
Second video. In this one I put the air filter cover on and rev the engine a couple times. I've owned this truck since last spring. Shortly after buying it I had to put a new fuel pump in the gas tank. It quit working and wouldn't pump at all when the key was turned to the run position. I then put new plugs, wires, cap and rotor. I've also tested the O2, water temp, throttle position, manifold pressure and air temp sensors and all were good except throttle position which I replaced with new. The trucks trouble code system doesn't work. When I use a GM code reader and turn the key to run the engine light only flashes once then stays on permanent. One time I was able to get it to work by unhooking the battery and removing the computer and prom chip. Then reinstalling. The engine light would come and then I was able to get the codes to read a couple times then it went back to not flashing the codes. I'm thinking maybe the computer or chip, or both might be bad. I've checked all the vac hoses and while some are weathered, none seem to leak causing the uneven and high idle.





Which car is faster? Which Car is Faster?




Similar 1/4 mile timeslips to browse:

1994 Honda del Sol : 9.318 @ 153.020
Harry Sohn, Engine: B18, Turbos: T-74 Tires: Goodyear slicks


1997 Honda del Sol Vtec (JRSC + Nitrous): 11.820 @ 118.880
Ryan Gerstmar, Engine: 2l B18C1 with Golden Eagle wet sleeves, Supercharger: Ported Eaton M62 Tires: M & H 23x8.5x15


1997 Honda del Sol S: 12.178 @ 119.460
Shane Souza, Engine: B16, Supercharger: N/A Turbos: T4


1997 Honda del Sol Vtec: 12.376 @ 109.770
Ryan Gerstmar, Engine: 1979 cc inline 4 DOHC Vtec Motor - B Series Hybrid, Supercharger: ENDYN Ported M62 EATON Tires: M & H 23x8.5x15


1994 Honda del Sol VTEC: 12.437 @ 109.740
David Stewart, Engine: B16A3 head, B18C5 block, Supercharger: n/a Turbos: n/a Tires: M/T Drag ET 22x15x8


1993 Honda del Sol s: 12.868 @ 112.270
Meng Xiong, Engine: D16, Turbos: t3/t4 50trim .48


1994 Honda del Sol VTEC: 12.916 @ 104.230
David Stewart, Engine: B18C5, Tires: Mickey Thompson 20x6x14


1994 Honda del Sol Si: 12.926 @ 113.278
Mike Bell, Engine: 95 B18C1, Tires: MT slicks 22x8x15


1993 Honda del Sol Si: 13.400 @ 107.000
Eric Thompson, Engine: B18B1 (Integra Ls 1994), Supercharger: NA Turbos: NA Tires: Falken Azenis 205/50/15


1993 Honda del Sol SI Turbo: 13.600 @ 105.550
Kris Orson, Engine: B20 Vtec, Turbos: T3/T4 Tires: Street


1997 Honda del Sol VTEC: 13.768 @ 97.939
Ryan Gerstmar, Engine: 1956 CC DOHC VTEC, Tires: MT 22x8x15


1994 Honda del Sol S Jackson Racing Race Supercharger: 13.810 @ 104.200
C K, Engine: B18c1, Supercharger: Jackson Racing Race Tires: Nitto Neo Gen


1993 Honda del Sol SI: 13.900 @ 101.000
Nate, Engine: K24a2 tsx motor, Turbos: T3 Tires: toyo ts-1


1994 Honda del Sol VTEC: 13.992 @ 102.920
tony, Engine: 1.6 DOHC VTEC, Turbos: Drag Gen3 Tires: Kumo ecsta supra


1993 Honda del Sol s: 14.730 @ 96.090
Michael Becken, Engine: H22a, Tires: Azenis


1995 Honda del Sol VTEC: 14.852 @ 91.000
MC, Tires: Kuhmo Ecsta supra


1993 Cadillac Allante : 14.900 @ 92.910
Mr. J, Engine: 4.6-liter Northstar V8 295-horsepower, Tires: 225/60VR-16


1995 Honda del Sol Esi: 15.000 @ 89.000
Tasi András, Engine: D16Z6, Supercharger: none Turbos: none Tires: yokohama slick


1989 Chevrolet Corsica Base: 15.008 @ 94.000
Cody J. Miller, Engine: 2.0L 4cyl, Tires: Goodyear Integrity


1994 Honda del Sol VTEC B16A3: 15.186 @ 91.328
Jason Jillian, Engine: B16a3, Tires: Bald


 


©2015 DragTimes - Disclaimer - Contact Us