Another olds question. On 442.com it states that a 68 442 had an et of 15.10 back in the day when tested. I know the small bore 400 is limited but will Junior Supercars W31 really spank a 68 442 4spd? Also I've found production figures for the different 442 coupes and conv't but no breakdown of how many 4spd Holiday coupes. The reason for the questions is I've found a solid car complete with a correct 400 and believed to be orig. trans and rearend. Pray for new job and understanding wife. Matt
kinda found and answer Here is a buildup from ROP.com. It's in the Engine build/combo's section. It's not purestock but it's closer than most on that site. See whatcha think. Dave H and others your input is greatly appreciated. Matt Posted: Sat Mar 12, 2005 9:08 pm Post subject: 68 442 / 400 Gblock / 13.59 @ 100mph -------------------------------------------------------------------------------- It's no race car, but I'm happy with it so far! Estimated flywheel HP: about 375 at 5500rpm Estimated flywheel TQ: about 450 at 4000rpm Best 60': 1.99 (sucks!) Shift at about 5500 Best ET: 13.59 Best MPH: 99.88 mph Year: 1968 Model: 442 Weight of car and driver: 3850 Engine: 400 G block, 3.87” (+0.030”) bore, 4.25” stroke. 406” total Compression: 10.4:1 (calculated) block modifications: (filled, straps, caps etc.): none crank type (billet, cast, forged): Nodular cast Crank Weight: ? stock rods type (stock or aftermarket): stock, ARP bolts Rod Weight: ? stock pistons type (forged, cast, Hyper E): Forged flat top pistons, Deck height -0.015", Piston/Pin Weight: ? stock Piston Ring width and type: stock width, Moly. heads (cast iron or aluminum): Cast iron “C” Head gaskets 0.028” compressed thickness Heads ported? Home ported & polished, throats opened to 86%, raised roof slightly, teardropped valve guides, port matched intake and exhaust. Head stud size: Stock size, ARP bolts. after market rockers? no rocker ratio? Stock; rocker shims to create proper lifter preload valve size: 2.07"In, 1.71" Ex flow numbers: Untested, guess of 10% above stock. intake manifold (brand): Edelbrock Performer has the intake been ported? port matched to heads. Exhaust crossover plugged. Cam type: (credit Terry at FCR for the choice) Bullet, hydraulic flat tappet, #OL 275/282-10H Cam specs: 225* IN /233* EX at 0.050”, 0.509”IN / 0.509”EX, Manifold vacuum: 11.5 in w.c at 750 RPM idle. Lifter diameter: Stock Installed centerline of the cam: 106.5* (I think 106.5*. I degreed it to within 0.5*) Timing chain Cloyes double-roller chain. Ignition Original points distributor. 18* idle, 35* total - all in by about 2200 RPM. 30* dwell Carb size and brand: 750 CFM BG Speed Demon, elect choke, vac secondaries Power valve changed from 6.5” to 5.5” Exhaust: 1 ” X 3” Ceramic coated Dynomax headers 2 ” X-pipe, 2 1/4” Super-turbo mufflers, 2 1/4” tailpipes. Transmission type: Turbo 400, stock gear ratios Stall converter brand and stall speed: B&M, 2600 stall Rear end type (9inch, 12 bolt, Dana 60): Olds “O” type, 10 bolt ring Rearend gears: 3.08:1 Front Rim and tire size: 15x7, 215/70-15 BFG Radial T/A Rear Rim and tire size: 15x7, 275/60-15 BFG Radial T/A (too slippery for the track) Rear suspension: Factory arms, polyurethane bushings, factory sway bar. Pep-boys gas shocks. Fuel Pump: Mechanical, Carter, from NAPA. Fuel Filter: In-line paper Fuel Line Size: factory (3/8”?) Fuel Pressure: (at pump and at carb) 5-7 psi clearances on rod and main bearing, side clearance, shimmed pump or not, restrictors and what size, valve guide clearance, etc. Bearing clearances within factory spec, unknown values. No restrictors, unknown valve guide clearances. Stuff I'll do differently next time: Store the 400, and install a 455 to play with! Put in a rear gear set between 3.42 and 3.73. Use a Qjet or Holley carb. The Demon has been a real pain to tune as a street car carb. Install oil restrictors. Zero-deck the pistons. Fill the head's exhaust cross-over. Convert to electronic ignition. Use a full 2 1/2" or 3" exhaust. Get better rear tires for the track. _________________ 68 442, 400 G block, Auto, 3.08:1, 13.5 sec. on radials.
I think the best money spent for your combo would be some rear tires to get some traction. I would do that first. Just my o2-Mike D.
You're right, that ROP build-up is pretty close to stock. But it's got a fair amount more cam and a higher-stall converter. So is he running close to what a 442 would back in '68? Well, as any Pure Stocker will tell you, how the engine is built is often more important than what you put in it .... I pretty much ignore any ETs and trap speeds published in the drag racing journals of the era. And any "Top 50" list based on these magazines' results is a complete joke. It's been well documented that at least some of the magazines completely made up their numbers. All of them played with the tuning (not that that's a bad thing), and in some cases they "tuned" way beyond stock, installing headers or even swapping cams. Plus, the cars they were sent by the factory were not representative of the production-line. I've seen published pictures of a W-30 tested by a magazine that clearly has a non-W30 engine in it. But maybe it didn't matter, since the factory probably tweaked these engines before sending them to the magazines.
