http://www.youtube.com/watch?v=scpWLum--lM Something a little different. I beat the Chevys last night. The 19 car has a 462 on methanol in it. Hopefully this link works.
That's impressive :TU: How have you found our big blocks to hold up under that constant high rpm, long term running?
Well done running the inside the whole race that Shaw chassis works. Driver goes in deep and picks up the throttle early hard to beat. Great race brings back many memories back to when the Gremlins were the new body style. p
Thanks guys. That is the second win for this engine. The sustained high rpm presents a few issues, mostly oil control. Here's some info for reference. We are restricted to cast heads and a single 4 barrel. Wet sump oiling only. We build our own engines. They turn to 7,000rpm, unbalanced, hyper pistons and stock rods. This engine is entering its 3rd season with nothing but sparkplugs and oil changes. Probably 30+ nights. 40+ laps/ night. 15 gallons of methanol/night. They are not time bombs and they are cheap. We stay away from too much timing and compression. 32 deg 12-1. We will change the pistons soon. Hypers will disintegrate after too much time, detonation, or overheating. Voice of experience, unfortunately. They don't last forever, but at $250/set, who cares? We put together our own beehive spring program about 5 years ago. That takes about 2 pounds out of the valve train. The heads are ported 430's with as big of valves as we could fit. Cam is custom Delta solid lifter. We build our own oil pans, pickups, headers, tranny coupler. Underdrive pulleys are off a Ford Econoline. Circle track Buick stuff is non existent so we have to be creative. Thanks to Jim Weise for the fuel pump development. That was the piece we couldn't figure out for ourselves. The rest of the cars are all Chevy's. 355-434 ci. 550-700hp.
Well done, all it takes is a smart driver a well set up car and of course a Buick engine. I have been to that track many times. We sponsored a couple cars when we owned the Satsop tavern. I might have to take in a race or two this summer while we are up there for vacation. Bob H.
Congrats on the win!.....:3gears: "They" is in reference to your Buick engines? If so, that's some high rpm for factory rods for from a Buick.... Tommy
That is correct on the RPM. I routinely turn 6,800-7,000rpm in the heat races. I have been doing this for many years with stock rods and have never had a rod failure. Its only at peak rpm for a moment but it is twice a lap, lap after lap.The track slows down for the mains and rpm is 6,000-6500 depending on track conditions. The next engine is on the shelf and will have lighter pistons and will be balanced. Average speeds 75-85mph, with topend speeds of 85 to 100mph. We have electronic transponders/scoring so we have a wealth lap time and speed information. Thanks again guys for all the positive responses. I'll see if I can do it again this Saturday.
speed pro Here's the rest of the story, or part of it. We have tried an engine with 14.5-1compression, lightweight JE pistons, 7" rods, the works. We couldn't make it live. We have learned a lot since then and I would like to try that combination again, it was a beast. We just ran out of money trying to develop it. Our proven combination is what we are stuck with for now. None of our engines are girdled as nose weight is critical and handling is much more important than power. The car has 57% of its weight on the rear tires. The engine sits over 18 inches behind stock position in a 68-72 skylark, which oddly enough is the front clip in the car.
Would you share with us what you have done for oil control? I have started auto crossing my GS some, and noticed that I loose oil pressure in longer turns.
Have you tried contacting the maker of this billet Mechancial Fuel pump? http://www.jegs.com/p/Race-Pumps/Race-Pumps-Billet-Piston-Fuel-Pump/1216659/10002/-1. The number one thing I learned in doing engines in that area is torque, Yes the Buick has tons but I recently did a favor for a guy in IMCA, I asked what his hp and tq was and I was pretty impressed but he was sick and tired of second place, I gave him the number to LSM SYSTEM ENGINEERING for Possible cam advice nothing more. Needless to say he has won a hell-of-alot more in one season then he has in 12 seasons and he don't even sing the engine that high any more. He has one problem, the front tires keep coming off the ground after the straight away after the track is hooking good and to much tire spin when track is loose. They profile your whole interior vehicle and go from there. You have to make the decision on the torque or the Horsepower level you want. The engine that got the LSM cam is a Chevy 435 cid stroked small block. I never laid a hand on it just talked to the guy because I worked with his wife B&R Marine & Cycle and we talked about building engines of all sorts and thats when she said you need to talk to my hubby on his car. I know a well balance engine will live longer then one that is not. Good look on your success and Show the other brands that the BBB can and will bet any brand if dailed rt.
We are far from perfect on oil control but it seems to work and it is simple, cheap, and durable. We modify a stock rear sump with a Speedway circle track weld on sump kit. It has 2 trap doors. We modify a 5/8's pickup to reach over to the right side of the sump. 3/8's off the floor of the pan. We run the stock little tin baffle that bolts to the main caps. We have played with windage screens, but have not come up with anything satisfactory yet. We grind the block and heads everywhere it will help oil flow back to the pan, especially around the lifter bores. We run a crank case evacuator to the exhaust. Of course we do all the normal drilling of the oil passages and run the correct bearings. We also run a T/A Performance front cover/oil pump. I would like to restrict the oil to the topend. Is there a simple way to do this? Plugging each pushrod seems kind of silly. Is that the only way? All my stuff only turns left. The only time I see low oil pressure is turning right coming off the track so it definately wouldn't work in your situation. I would suggest a Moroso or Canton oil accumulator. That may solve the whole problem.
Are you running a roller cam? If so restrict the oil flow on the top end of the engine because it is not neccessary to have lots of oil on roller bearings! Call Moroso and ask them if they make restrictors for Big Block Buicks for the lifter galley's. like they do for chevy's and Ford's. I know you can take a catalic convertor air pump and plumb it backwards and have a better crank case evac system. Try a crank scraper, Moroso might have one if not they will know who to get ahold of to let you know. I will contact my buddy in IMCA and see what all he has on his Chubby and the only thing I can say is try everything they do and see if it works. Trial and Error is all I can say. I would love to help you much as possible. PM me if you need more.
