It's doubtful. Over 70k on it now, so the original shoes are long gone. The car was optioned as a cruiser. PS, PB tilt wheel, 2.93 rear and wire-wheel hubcaps. The original owner traded in her '59 Caddy for it! That was in Oct '66, so the car must have sat on the dealers lot for a few months.
ya your right on that!! i want to say thier was one other car show on sat @ cirelli' marketplace? Hoping to have either both the 66gs and the 53 pickup finished for some of these events.. Paul 66larkgs turbo 401 nailhead
I found a picture in Google images you might like to see. Open the link and scroll way down to find it. It's apparently from an ad that was run in a Hot Rod magazine in '66. There are pictures of the Q-jet engine in a '66 Skylark GS that says it's rated at 340 hp @ 4600 rpm and 445 lb-ft of torque at 3200 rpm. In a copy of a dealer service letter it states: MR - 400 cid, 4bbl, 10.25 to 1 c.r. MS - 400 cid, 4bbl, 11.0 to 1 c.r. MU - 400 cid, 4bbl, 10.2t to 1 c.r My notes say the MU engine has the Q-jet, but I don't remember where I got that from. It's just penciled in. http://www.google.com/imgres?imgurl...31&bih=660&tbm=isch&ei=pi6yTfXbAcmL0QGyu5DDCQ
I was looking around on the TeamBuick website and found this link to the Flint Flyer. 469 cubic inches????? http://www.teambuick.com/reference/flint_flyer/ At the bottom of the link theres' also a letter from Pop Kennedy on how to set up the nailhead for his definition of maximum performance and some other stuff about the car and its components.
Hi Doc I'm reading all this and am convinced that 401 I have is just what I was hoping for. I can't wait to get my honey do list caught up and get back at the coupe. These estimates sound great. Can you expect the torque rating to go up with h.p. or is the h.p. basically high end figures?
To me , the tork figures on just about any engine has more to do with the cam grind than anything else....the engine shows us what rpm band it ''likes '' to run at by putting out the most twisting power at that rpm band...... the broader we make that band with cam grind , the better off we are power wise,,, over the years , i have come to watching the tork band more than the hp figures... because you can have all the hp in the world, but no turning power and the engine will fall on its face when you load it...this is why my buddy had to put a 60# fly wheel behind a 800 hp ford 221 engine that he had built to make it really run at the strip... when he got that heavy flywheel really spinning the engine had torq.....and would run strong.....tork is what moves a car, especially a heavy car,,,,this is why I always tell first time builders, ''dont over cam a engine'',,, the wilder the grind , the further up the rpm band the tork band moves.... so be very carefull about selecting a cam...remember exactly what you want to do with the engine when you are selecting parts... if you mate a hot cam to a road gear, the car will not start to really run untill you reach 40 mph. or each gear equillivant of that rpm... dont ask me how I know but I know....:Brow: :laugh: one of my dumb moves...and while we are on cams,,, put new cam bearings in every engine that you redo... without fail,,,, another one of my dumb moves... I let a old, drunk mechanic tell me that I didnt need cam bearings , that ''they dont wear out'',,,, the rebuilt engine always had low oil pressure.... very carefully consider the tork band on the cam... that is where your engine will have real power,,, not below it and not above it.... the wider the better...
Does anybody know how many of the 1966 skylark GS cars were delivered with the sintered metallic brake, and rear stabilizer options? Were these options limited to the L76 cars? Bill
The sintered metallic brakes were an over the counter dealer option...same with the rear sway bar....not limited to the L76 cars.
This is really cool stuff. So there was a L79 with q-jet and 11to 1 comp. And then there was 12 flint flyer style cars made?
No..... and I'm driving Jimmy crazy with this detail!:bla: The L-76 was the code for the mid-year A9 option..... the 'Wildcat GS' engine.....which was the Q-jet, special cam, and 10.25:1 CR. I have no idea how an 11:1 version was ordered. Might've been and under-the table deal. o No:
so walt or Jimmy, you could order the L76 option. Didnt I read somewhere there was another less known option with the 11 to 1 comp. and cam,dist.. But the flynt flyer was somthing that buick had to aproach you about not something you ordered. HHMMM, Waiting by my phone for the call from the buick factory:beers2:
Yes, you could check off the box on the order form.... it's the first box, option A9 'High Performance "Wildcat GS"V8 Engine'. In the assembly manual, 'A9' is shown as the 'sales code', and 'L76' is the 'UPC Group'. So A9 option = L76 engine. Couple of other codes listed are L77= 340 Hi Perf (4bbl) L90= low compression 300 L92= low compression V6 M20= 4 speed trans
Most of all those factory prepped race cars were ''lightweight'' cars [Ford/Pontiac/ dodge/ chevy/ ect] and as such, had plexi glass, no sound deadner, no seam sealers, no window cranks, fiberglass hood, front fenders, and trunk lid... with just hinges on the hood and deck lid.... no spare tire.... jack ect...no radio, heater, no power steering, with heavy duty springs, brakes, sway bars, staggered shocks,,, 90/10 shocks in front.... I saw and serviced out exactly one of these that was sold to a actual customer.... a 405 horse 405 ford big block.... all you had to do to break the rear tires loose was just wave your foot over the loud pedal....
Yup...But we are talking Buicks.....lol who didn't want anyone to know we were doing some "skunkworks" on the nailheads.
OK..I'm pulling all the hair out of my head....:rant: .... wait....I dont have any....lol... I have no idea how the 11:1 version was ordered either....untill I can come up with a build sheet for and 11:1 car... no ones gonna know..and it might not even tell us anything but a "special build #"..my 10:25 L76 says on the build sheet."special build Pilot" then written in hand it says "pilot" also show the code on the manafest as RZ witch when crossed referenced in the assembley manual is MU code 10:25:1... but walt... ha ...I'm betting it would say L76 on the manifest sheet...with maybe some other special hand written comment for the 11:1 cars.... as what I can see the 11:1 cars were built in Flint only...NHRA in 66 says you have to have 50 units built to race in a sanctioned events for 66. out of the 132 cars... 60 were built in Flint... I'm saying the 60 cars from Flint were L76 11:1 cars peroid. I have a spread sheet that I have created with body numbers and build dates that makes total sence... just sayin
I would think the 11:1 engine would be called something other than the L76. L76 refers to a specific engine build. Just like a chev L-88 with dual quads (or whatever) would no longer be a L-88. If we could find documents from the engine build plant in Flint, (was that factory 33?) I bet that would have some info. Can you imagine going to a swap meet and finding a 1966 Buick engine build manual!!!:laugh:
...........see there you go thinking again....lol....take a look at the assembly manual on the engine chart page... as you read through all the different coded MR MU and MS engines..there are different types for... A/C cars...non air..air injection reactor..ect..there were many codes ...thats why I think that the L76 is the same code as the MU engine...look..here I go thinking..ou: ... let me think a little more...we will get to the bottom of this....sooner ....or later....
...........see there you go thinking again....lol....take a look at the assembly manual on the engine chart page... as you read through all the different coded MR MU and MS engines..there are different types for... A/C cars...non air..air injection reactor..ect..there were many codes ...thats why I think that the L76 is the same code as the MU engine...look..here I go thinking..ou: ... let me think a little more...we will get to the bottom of this....sooner ....or later....
