http://www.postonbuick.com/ http://www.gesslerheadporting.com/members/gesslerheadporting/ghp.nsf/top-menu-items/ghp00 Gerald, the TA 413 and Poston 113/113A are great cams, but they are going to prefer good intake (B4B or SP-1/SPX), fuel system in at least very good working order if not improved on, head porting (at least bowl-cleanup and port match) and/or good 3-angle valve job, 9.5 compression or better, free-flowing exhaust (ported manifolds or headers and 2.5" Mandrel-bent pipes), 2500-3000 stall converter, 3.42 to 4.10 gears.......... Standard hot-roddin' stuff.:Smarty: This should put you solidly in the mid-low 12's:TU: Tuning and tweaking can drop you into the 11's!! Have fun!:grin:
i think you would want to run at least a 2500 stall with a cam with 230 intake duration or more and 3.23 gears or lower. your cam is down the list on setting up your combo
What the last two guys said is true. It's a total package, not just a cam swap. That's what Chevy guys do and that's why they lose to us. My heads are '67 430 heads and are fully ported. They are also matched to the intake. Stage 1 valves w/3 angle job. Bowls were REALLY reworked and polished to eliminate detonation problems. Converter is a custom 3200 rpm stall unit from EdgeRacingConverters in CA. Carb is a Bigs Performance Holley 950HP. It's taken me 2 years of trying different parts to get my car where it is today. And every engine reacts differently to different combinations. Good luck.
Well i'm planning on getting the 3angle valve job done, the heads ported and duburred in the combustion chamber. I hoping that when I get my TA catalogue the SP 1 Intake isn't to expensive. Long tube headers with 3" exhaust wi 30 series flowmasters with turn down pipes. And if I'm not completly satisfied with my car when I'm done maybe a bottle of NOS (150-250hp shot). Hope this will constitute the total package you are referring to Phillip. Gerald Lynch
Gerald, what compression are you shooting for? I would recommend at least 10:1 with the 413 cam, because the intake closing is late with this cam. I'm running this cam with home ported small valve heads and 10.5:1 compression. I like it!
I'm not sure what compression to be shooting for. i was hoping on keeping the stock pistons for this year. Maybe I might check and see what the cost is to get the heads milled. Gerald
You'd be better in the long run getting the short block zero-decked to get the higher compression. This will create a better quench.
Hey guys, with Gerald wanting to use stock pistons along with cutting the heads or block, would he have any piston to valve clearance problems with the 413 or 113 cams? Also Gerald, nitros with stock pistons is asking for trouble.
Here's Jim B's previous advice on piston to valve clearance issues. "Piston to valve clearance is not an issue due to more lift. The duration and overlap is what determines problems with piston to valve interference. The piston is NEVER ever close to TDC at full valve lift. Piston to valve clearance becomes an issue as duration increases and overlap increases, the time when both valves are open with the piston at or near TDC. You might be surprised at how much cam you can run in a 455 without any piston to valve interference issues. Jim Burek P.A.E. ENTERPRISES" I recommend decking the block over cutting the heads to gain compression, just remember the ports of the head and intake need to be aligned after assembly.
On the pistons that came with the block the seiral numbers end with the letter F I was wondering if this stands for forged or not.
What kind of HP numbers is everyone running? I just brought my car to the dyno in november and its making 335HP and 444 lb/ft at the rear wheels. I'm running a 750 edelbrock performer carb, edelbrock performer intake, a comp cams 268H cam and T/A shorties. The heads are stage 1 with some heavy porting. I didn't flow the heads, but they are pretty well ported. 9.5 or so compression. I'm planning on swapping in a slightly bigger cam, but not too big as I don't like too much cam. also, I'm going to swap back to a quadrajet. I'll be taking the car to the track in the spring to see how it runs with this combo. Anyone else have any HP numbers to compare? Thanks Bob
carb to buickgsman brother you neeeddd mmooorree carburator. thta 750 that u are running is choking your motor and u said u had alot of port work and now u want more camuzzled: you would be surprized at the hp thats hiding ih your motor at least the 950 hp carb. i have the same basic combo as you and i run a 850. and a lot of people are telling me to run the holley 950HP. i just need to scrounge up 700$$ or so for one just my.02 later SCOTT
My car showed 375hp and 475 tq at the rear wheels last year at Norwalk on the chassis dyno. I run one of those 950HP's from Bigs Performance. Love the carb. And their tech support is second to none.
I am looking at the 413 too. Glad to see all the positives towards it. Just want to verify some facts: Good vacumn for brakes, 3000 stall converter, stock rockers work well, high rev lifters work with it? I am running 71 pistons, but have stage one ported heads that have been shaved .010. Will have aftermarket intake and headers. Thanks for reading.
There is a 413 cam for sale on ebay right now with lifters. http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&category=46098&item=2460391665
Just to clarify here, zero decking helps with squish, not quench. What you are trying to do is get the flat part of the piston to be right at .035 to .040 from the flat part of the head, including the gasket thickness, this basically forces your mixture into the dish area or open area of the chamber and gives a better less likely to detonate burn. Hence the term squish. I know the term quench has been used on this board for this description, just thought I would clarify things a bit. Jim Burek P.A.E. ENTERPRISES
