this is the link http://v8buick.com/showthread.php?t=51143&highlight=pontiac+pistons just go down to billmah 52
Brian I've seen this car on video,It really seems to hook up well. 69 pulls hard all the way to the big end of the track! You oughta try this recipe with a 73 warmed over 455. Thats an awesome ET ! ! ! ! :blast: :af: :beer :af:
You could go the 350 route and run fast. But you will need a much lighter car. For big Buick iron, ya need the bigger stroke of the 455 to move right. But if you hop'ed up the 350 and stuck it in a car that weighed 1800lbs or less empty. You would have something there.
If you want a 455, you should be able to go to a junk yard and find a complete one that runs for under $500. You may have to pay to have it removed or remove it yourself, but if you make sure it runs you'll save quite a bit of money. These engines are out there for cheap, just get the phone book out and start making phone calls. The only expense will be rebuilding it (this will be a couple grand though).
You could also try a 67 340 they have high compression and rev fast. Add your shot of NOS (700 bucks complete) and you should turn some heads. :af: :af: not angry,just like fire.
So the method changed. What would a 73 350 2bbl be rated if it was measured according to 1970 measurement standards?
The numbers are all over the place. Actual compression was lower than what was recorded in the books, same with actual power outputs. Lots of research later, my best educated guess for a stock '8.5:1' Buick 350-2 (PRE-'75) at the flywheel would be around 190-210 hp and 310-320 ft. lbs. Unchoke it with a Qjet and 2" dual exhaust and you can expect an extra 30-40 hp and 20-30 ft. lbs. (230-245 hp, 325-340 ft. lbs.) This is the LOW comp stocker's actual power output, untouched. According to the books, all 9:1 2 barrel 350's except 1970 had 230 hp and 350 ft. lbs.; the 1970 model materialized an extra 30 hp and 10 ft. lbs. from somewhere, same power ratings as the 1971 8.5:1 compression 4 barrel engine. Don't go by those numbers, you'll only drive yourself nuts. These figures are very misleading to the potential these engines have when properly blueprinted. The difference is like night and day. Take the engines using all stock components, match up the compression properly to the (stock) camshaft, do some head and exhaust cleanup, use factory Quadrajet and 2 1/4" dual exhaust and you'll end up with the following: True 8.5:1 compression 'low' comp engine: 266 hp, 362 ft. lbs.; regular gasoline (1971 specs claim 260 hp/360 tq on untouched assembly line engine) True 10.25:1 compression 'high' comp engine: 297 hp, 391 ft. lbs.; premium gasoline (1968-69 specs claim 280 hp/375 tq on untouched assembly line engine; 1970's 'hi' comp specs claim 315 hp/410 tq.) In reality, the '280/375' figures for the high compression '68-'69 engines were actually the lower compression 2 barrel engine with the intake simply swapped over for convenience's sake, which corresponds to the 1970's 9:1 engine having almost the exact same power figure (the '68-'69 power ratings were hence underrated). The 1970 'hi' comp engine used a little larger camshaft (debatable), performance distributor, and fresh air induction. It was in all likelihood overrated as well, but would have had actual power figures closer to the 'real' figures I listed earlier. I think the numbers were manipulated for marketing purposes. Gary
X2 To get a 350 to run without power adders in the 12's will detract from its streetability. For a 455 to run in the 12's without power adders it will still remain streetable, even into the 11's If you want more, you have to start with more. Im my opinion, comparing the track performance of a 350 to a 455 is like apples to oranges, they're in two different categories. Whats awesome performance for a 350 in the 1/4 mile is a walk in the park for a 455, the 455 starts with 105 more cubic inches:eek2:
Gary's numbers are correct for the stock 350's built back then. mine started out as a 71 with 2bbl and 8.5 comp. maybe. At that time the car ran good and seemed fast but it would only do about 110 max speed this is all bone stock. My 68 Plymouth Fury with a 383 and a little 2bbl would do 120 no problem, I still like those old Mopars. I added a Comp Cam 268 cam with headers and dual exhaust (1983) thats how old that cam technology is, and ran a 16.10 at around 89 mph with a 256 rear gear. Added a 373 gear and went low 15's high 14's at about 90-92 mph. stock stall and just headers with dual exhaust. In 1994 complete engine rebuild, now 10.6 comp used a TA 510 cam 3500 stall, dual exhaust 1 3/4 headers went 13.60 at 101. The engine had 395 hp from 5900-6200 rpm. Really needed a 4000 stall for that cam and this would have helped. I could only muster a 1.90 60 ft time but the mid and top end pulled strong, would easily go to 6400 rpm at the rev limiter, Had to relearn the tach as the engine would speed up faster than the tach. Around 1998 I changed the cam to a Lunati Pop Mechanics cam from the GS club, 502-507 lift 230-245 @.050 116 lsa intake valve closes early just like Gary likes. But this cam did really limit its power to 5800-5900 rpm. I now ran around 13.50 at about 99-100 mph, 60 ft time was now in the 1.80 range, still running the same 3500 Hughes stall 350 trans. A lot stronger out of the hole, I would surprise those 455 guys with my launch some would red light. 2002 I change the stall to a 3500 one the GS club had and this convertor would let me push the engine to 3000 rpm The Hughes would let me go to2700- 2800 rpm. The 60 ft times were nuts, now in the 1.70 range. I still ran around 13.50-60. All in all went about 3 tenths faster than with the 510 cam. Put on a x-pipe and used some split fire plugs and one day for whatever reason I went 13.31 and backed it up with a 13.40 and a 45. After that 2 weeks later or so went back to around 13.50-70, must have had good air that day. Added 125 shot of nitrous to this set up in 2005 and went 11.87@112 1.61 60 ft time, it was insane, only dropped to 5 grand after shifting, broke the drive shaft then decided to change the trans to a 2004r. In 2006 new trans a now tighter 3000 stall ProTorque convertor with lockup, went 13.60 on the motor @ 99 mph so still staying in the same range but the overdrive trans made everything so much better with the lower rpm on the highway. Added that 125 shot of nitrous and went 11.81@114 In 2015 added the TA S/P intake, and now we are going a whopping..... Now should I put the old TA 510 cam back in as this intake will let that cam spin past 6500 I know it will I went to 6400 easily had 380 hp at that number. I would say a roller cam would be better now wouldn't mind using a solid lifter one. That's my story.
Cool story, I really enjoyed reading it. I bet that single plane TA intake is going to really wake your engine up, especially in the 3000-7000 RPM range. Those roller cams are really the way to go. Flat tappet is just so harsh on the valvetrain unless you keep the cam stock or mild. I'd like to see you get a nice roller cam to go with that single plane intake! Meanwhile, keep us posted on how that 510 cam does with the single plane. :TU: Gary
