Here's a story, it's on the internet now so it must be true: our local NHRA chassis cert guy passed away not too long ago. We have a guy in training and during an inspection day at our track early last spring, we brought my GSX there for chassis cert. The NHRA official that came in from out of state (I forget his name) for the inspections and training was a BOP guy. He saw my car and yikes he had diarrhea of the mouth! He knows Jason Line's car and Jason. He claims that Jason could use the 850 Pontiac QJet and be perfectly legal because his class only requires throttle bore checking, not casting/part numbers or Venturi diameters, thus potentially leaving some ET on the table. He claims Jason wanted to stick with a Buick carb. Being this was the middle of a work day, we had chit to do and getting away from the BOP chatty Cathy was not easy lol.
The power comes from the compression,ring tricks /cylinder wall finish etc...valve job and whatever headers you want ..the lines know how to make power ..lots of duration on the cam with little lift .
I received the TH200 in May, 2022. It was modified so I could use the same ATI converter that was in my TH400. If you compare apples to apples with the 3 trans. IE stock parts with good clutches and a manual valve body. The TH350 is slightly quicker than the TH400. The TH200 probably wouldn’t make it down the quarter mile. If you compare them with using light weight components, replacing thrust washers with thrust bearings, and straight cut gear sets, there is very little difference. In my case, I replaced my TH400 with the TH200 and it was only .03 quicker and with no mph improvement! Needless to say, I was disappointed!!! The Kilgore and Sonnax clutch drum conversions are legal. The aluminum forward and direct drums will give the same gain.
To those who think these cars are expensive. I have built several Buick big block race cars through the years for other people. By the time the block work is completed, installing a girdle, stroking a crank, larger oil pan, aluminum heads with port work, aluminum intake, Holley carb, big valve springs, etc. there is more money spent here than the stocker engine. The fuel system, torque converter, rear end, and suspension isn’t much different in price. The transmission is more specialized and expensive unless an individual wanted to free up some horsepower. I have raced stock eliminator since 1972. I have even built Buick stockers for other people.
This race was originally for guys who wanted to test and tune to prep for the Gator Nationals. The promoter decided to make it "an event" by offering-up a million dollars in purse money. He may have created a monster, it was standing room only and will be even bigger next year. It was on FloSports (FloRacing) today, there's racing everywhere in Florida this time of year.
Been a long time since I followed the stockers. Never dealt with the 200,but back then a lightweight TH350 was the thing. Aluminum internals,8” converter,etc. worked great for that type of racing,but you could never drive it,due to the heat.
Jason claims his as a 1970 the only carb available from the factory is a 750 and they do have a venturi size restriction. I claim my car as a 71 small valve engine in ss/ka and allowed to use the factory 800 cfm . cannot use an 850 as it was not an option from the factory in those years for a buick. I now have Tom Rix's small valve super stock engine with gessler heads hoping to run at least 1sec under 11.25 index class racing is not for the week in the pocket book and extremely competitive but fun
Always good to see Buick GS out there. Especially Jason leading the pack. That suspension has et in it also. There are a handful of 70-72 GS 350 and 455 coast to coast in stock. Plus a few in the works. Cool to hear here Tom Rix engine combo ready for a workout. He was a top racer in original IHRA Top Stock.
5:41 - 6:15 shows Jason with his car in the lanes. 23:10 and 24:50 shows his car on the starting line.
Silly fantasy, half in jest... Indeed!!! That NHRA "B/SA" car belongs in GSCA "BSA!!!!" (The class where it most "spiritually" belongs!!!) I'm sure the dedicated and industrious racers of BSA could scare up the parts and labor to add some ported manifolds, an exhaust system, and some seats. (And maybe wrap the minimal lettering, if necessary, LOL!) Kudos to Jason!!! As I imagine many of us have, I've been a fan since I learned long ago that, despite his Pro Stock car, there is a Trishield emblazoned on each of his corpuscles... (Back when we had a track/national event in Houston, I made sure to get my minute of "face time" with him in the pits, letting him know that I was a fan for the "right" reason...) P.S. also not "up on the rules," I think that, once upon a time, a '70 Stage car was "C/SA...???" Maybe it's now still "rules-bound" on the motor, but "classed" by weight "over the scales...???"
Nicholas, The 70 GS Stage I hardtop can run three different classes. As you suggested the rules are the same and the difference is the weight with driver. B/SA is 3445, C/SA is 3635, and D/SA is 3825. According to Nitro Joe’s Drag Racing Stats book, there are only four people racing these combinations in NHRA competition. Jason in B/SA, me in C/SA, and Daniel Blabolil and Jeff Chaney in D/SA.
John Osborne if you don't telling ,what is a legal connecting rod for a Buick Stage 1 455? I thought I saw the tach in Jason's car go past 7000 rpms.
There is a list on NHRAracer.com. Crower, TA, Eagle, Carrillo and more with the corresponding part number. There is a list of legal forged pistons, as well. I use the Crower/TA rods with Diamond pistons. My engine has been north of 6,800 rpm several times. Jason’s car is lighter and I would not doubt that his engine sees 7,000 rpm.
Thanks John!!! Were I to wish to go faster and forsake my exhaust manifolds... As you "hinted," I would certainly pursue the "talent, experience and ingenuity" of Stock over the "cubic dollars" of aluminum heads and a Holley...
