My engine is finally done...WOW!!!

Hi Guys,

I have been waiting and planning my engine for what seems to be an eternity. It really has only been from last September, that I really got serious. After hearing all the horror stories of cam wipe outs and bearing failures, I decided to have it proffessionally built. I chose Wildcat Performance Engines, and Mike Laciura to do the job. I am very glad I did. My setup, will be about 70% Street/Strip, with twice a month track time, so keeping the powerband somewhat low, with good vacuum is important. With a bit more break in time, he felt the numbers would come up a couple of points more.:Brow:

Here are the results:
RPM tq HP
4000 577 439.4
4100 583.1 455.2
4200 582.5 465.9
4300 586.7 480.3
4400 *589 493.5
4500 588.1 503.9
4600 585.1 512.5
4700 577.8 517.1
4800 568.8 519.8
4900 564.5 526.7
5000 560.4 533.5
5100 555.9 539.8
5200 550.8 545.3
5300 543.1 548.1
5400 533.2 *548.2
5500 520.8 545.4
5600 506.1 539.7
5700 495.5 537.7
Average data in * band
4250 585.37 473.74

I am unable to post any pics till I get home. Thanks for all the help and advice from everyone on this board. it helped a lot, in putting this together.

Regards, John.:TU:

 

Congrats John,

Very good numbers. That is going to have BIG GRIN written all over it when you get to drive it. And you did it the right way with lots of planning beforehand. Good job.
Have a blast!

Maybe you could print out the particulars for all to see your combo, it may be something someone will want to duplicate.

 

Very nice numbers, what camshaft did you use in that motor?

 

Thanks dave,

Coming from you, it means a lot! I have lots to do to get it right, but I now feel I have a solid base. Wildcat did not have all my engine specs prepared for me, (bearing clearances, torque specs, etc.) but will be sending them to me. I will post some of that as well.

What I do know is: Blue 455 block, bored .030. (462 cid Forged pistons, stock rods, ARP bolts and studs, roller chain, SFI balancer and flex plate. All internal parts were balanced. MSD ready to run dist and coil, Taylor Spiro pro wires. Initial timing is 20*, with 16* built in to it, with a total of 36*, all in by 1100 rpm. T/A Stage 1 SE aluminum heads, with mild port work and valve job by Wildcat. 10:6 something to 1 compression. (93 octane pump gas) ( I will post exact #'s later.) T/A SP1 with oil shield, port matched to carb and heads, Holley 1000HP. Stock style valve train, with adjustable push rods. The cam is a custom grind, in the range of 501/508 lift, 231/239 duration @ .050. 112 lobe centers, degreed to 108? (I will update with exact, when I get paperwork.) We went a little smaller on the cam, in hopes of keeping rpm down. I also used T/A's new "Stock Style" increased capacity oil pan and dip stick. All markings have been ground down, and painted Buick red, with chrome o.e style valve covers. I am trying to keep it somewhat stock looking to the non-Buick crowd. I know I have forgotten things, so ask away. I will keep updating, as my rebuild and improvements progress. I will still need lots of help, as I sail into uncharted waters.

Thanks again to all on this board. I could not have gotten even this far without all of you!

Regards, John.:TU:

 

Thanks Shawn,

Check out my post above for the basic numbers. When I get my paperwork from them, with the exact #'s, I will p.m. you, or post them if they are much different.

Regards, John.:grin:

 

EXCELLENT John !!! :beer :beer

Thats some SERIOUS fun you've got there ....

....but just a couple words of advice:

I hope the rest of your drivetrain is as well thought out because with that kind of power you are going to find the weak link(s) pretty fast.

Everything behind it needs to be up to snuff or you may find yourself needing a lift home from the track (Yes, Im speaking from experience on several ocasions here...ou: )

Things to Think about

Trans and converter (and cooler)
Driveshaft and U-Joints
BRAKES !!!
Fuel delivery
Cooling system
Suspension
Guages
...and MOST DEFINATELY a Rev Limiter

While you may think the hard work is now done, it is just beginning. Getting that kind of power to the ground and making it work for you - in a mostly street car - is the next challenge

GOOD LUCK :TU:

 

Great numbers, traction should be a challenge!! Your numbers are close to the ones shown on the thread with edelbrock heads, should be a fun ride. Steve

 

Is the 1100 a typo?

Sounds like fun :3gears:

Few Questions:

Solid or Hydraulic Lifters?
What do you have for exhaust?
Roller Rockers?

 

My guess would be the Edelbrock headed engine has more camshaft.
Real respectable numbers for that small 231/239 stick, with the TA headed engine having more hp and tq and all at a lower rpm. Course without knowing any specifics its hard to compare the two especially on different dyno's run by different people.

But its all good info. from two different perspectives, the more knowledge spread around the better to make good sound decisions for those looking to upgrade someday.

 

Alan,

Thanks a bunch. I am planning to get another TH400, and new drive shaft to beat on, and a high end torque converter. I will be also using a B&M stacked plate trans cooler in series with my aluminum radiator. I will be running a Mallory 110 electric, in series with my Stage 1 fuel pump. I also have water and oil pressure guages already. As far as brakes, I was thinking of Baer DecelaRotors, in the front. I have no clue about the suspention mods, I will need lots of help and advice. Clear you P.M. box! Ha, ha, ha. Just can't seem to get this grin off my face.

Regards, John. :beer

 

Thanks Steve,

I am hoping that traction will be a problem.:Brow: Yes, my numbers are close to Wagon Rick's. I made some concessions, to keep my shift points at or below 5600, or 5700 rpm. My engine was dynoed on Wildcats "DTS" dyno. I have no idea, how it rates with others in the power measuring business. To be honest, I had many sleepless nights debating the merits of the B4B/Performer vs. the SP1, using the same set up. It appears to me, that The B4B/Performer will bring your torque curve in earlier, and properly ported, will give similar high end numbers. It just goes to show, that there is more than one way to achieve the same results. I got more than I expected and am quite happy! Your combo should be right on par with both, if not more.

Regards, John:TU:

 

Hi Steven,

It is not a typo. My current engine is the #'s matching 37 year old 9.5, or 9.4 to 1 compression, stock set up. I had John Osborne set up the electronic conversion in my distributor. It has 20* of initial, with all in by 1300 rpm. ( With no vacuum advance.) I have had no issues with 93 octane gas. I wanted a similar set up on this Motor. Mike at Wildcat told me that it was all in by 1100. It idled at like 835 to 850 rpm on the dyno, with no difficulties. It may be another story in my car. Only time and the right torque converter will tell.

I have hydraulic lifters and the stock, Buick valve train, with adjustable pushrods. (All be it, HD rockers)

As for exhaust, I have the GSCA's 3 inch "X" pipe system, with Walker Dynomax "Ultra Flow" 3 inch inlet and outlets. The offset/offset variety. I am also running the Hooker 1 7/8 inch primary, cerama coated headers, with 3 1/2 collectors. (Also bought thru the GSCA)
I hope this answered all your questions. I am by no means an expert, this is just the direction I have gone with my Buick project, so far.

Regards, John.:TU:

 

Johnny
Those are impressive #'s for a reasonably conservative Duration camshaft 231 intake and 239 exhaust.
How, or who decided on these duration #'s? Did you consider 235 intake and 248 exhaust duration, did computer program say it would make less power or with 9.4 to 1 compression?

 

Rich,

I let Mike at Wildcat pick my cam. He had used this cam before, on a motor that produced close to what I was looking for. I first asked him to use something like the T/A 290o8h, or 290o8hl, both of which are bigger than mine. I also told him that I wanted no issues with my power brakes, or my power steering. I know that he does use a computer program to research cam combos. I am not sure what your question is regarding the 9.4 compression. My new engine has 10.6 something to 1 compression.

Regards, John.:TU:

 

Hey John.Congrats!!! Don`t be shy with the oil and filter changes for the next few months and maybe a magnetic tipped drain plug.Cheap and easy insurance.Fresh engines seem to have a lot of small particles floating around. :TU: Later,Tony.

 

Hey John,
Great buildup, thanks for posting.:TU: Got a number, address or website for Wildcat Performance engines? I need some machine work done and would like to check them out.

 

Just got home Florida this evening. Here are a couple of pictures of my engine. I am sure you all have seen a bunch before, but this one is MINE!

 

Here are a couple more.

 

Here is the actual dyno sheet. Sorry for the blurry picture.

Regards, John.

 

Thanks Tony,

I am very excited. I will take your advice and change out the oil quit a bit this season. I am also, looking for a magnetic drain plug on Monday. Thanks for taking a look at my build. I am glad I have gotten so much positive feedback.

Regards, John.:TU: