With my bone stock motor, little home head porting, low comp pistons..completely WRONG cam, and too small carb (650), stock intake and exhaust manifolds, through 2 1/8 pipes..3;73s and 2800 stall and DRs. stock ignition I went 9.0x at 76.X with a 1.9X 60 4 times in a row.. On 87 octane..
I like the 422 HP with the Buick 350, using ported iron heads, and 8:1 compression! Even NA the little 350 made power! http://www.v8buick.com/showthread.php?t=200499 How about 11.48 @ 114.20 with NO head porting, stock intake, number matching 73 Q jet! And Dan is in the 11s as well NA with the same NHRA limitations on everything. Not bad for an all iron engine with stock intake. Then there is Mike Williamson with Poston intake, ported iron heads with oversized valves, flat tops with valve reliefs, TA 310 cam, ported manifolds and full 2.5 duals NO X over:
Put a stall converter in it, I dug throw some of my old time slips and found one where I went 14.85@87 with a 1.94 69 ft. To me it seems like your car is MPHing strong for the ET. I think a converter will greatly help your 60 ft time and that will reflect directly over to the big end of the race tack. I know all the Buick dudes will bash me for saying this, but if you want to go fast ditch the Q jet and get a Holley. Go to the race track and see how many cars have Q jets and how many have Holleys and it will become clear. A Holley easier to tune and will also help you 60 ft better if you get a DP with mechanical secondarys
I actually do have a converter believe it or not, it stalls at around 2700 in my car, problem is I can't footbrake off the converter on street tires. Glad I have slicks now:laugh: Went to Island dragway last night for test n tune and I threw my slicks on. My best run was 14.86 @88 mph with a 2.05 60ft I know I could knock another tenth off that if I did a proper burnout and I see no reason I shouldn't be sub 2 seconds on my 60 foot if I hook good. I honestly didn't think I would be able to spin over the slicks but the car lit them right up when I gained the courage to try and do a little burnout at the box. Now I just need better front brakes or a line lock to hold the car in place and maybe spin the tires threw first and into second to get some more heat in them. I think with a good burnout and maybe a little timing fine tuning I could run 14.80 or maybe 14.75 The next time I am at the track I will definitely be running a curved hei and I will have the gears and trans in by the 21st of August so I am crossing my fingers to break into the 13s. Optimistic but I think I can squeeze it if I fine tune all the little things with my car. Right now I just run exactly the way I cruise the car on the street.
There is no problem getting the iron heads to make good power, and we do have a roller rocker conversion to SBC. I am not saying they break any records however these flow numbers are enough to make some good power. Keep in mind there are Buick 350s with NO head porting running NA in the mid 11s in the quarter. Imagine if they had head porting and a roller cam.
Those are some pretty impressive flow numbers for stock iron heads. Don't get me wrong, I'm not pushing the Chevy engine here. If I wanted some real power out of it I would just buy a set of AFR heads and step up on the cam, but that's not what I want to spend my money on. I put the Chevy in the car because I had it already. My Buick needed an engine and I just didn't have the money for a decent 455 at the time, but I'm getting closer to it now. I realize it's a supply and demand thing for aftermarket parts. There are some fantastic parts available for the SBC. Heck, you don't even need a single GM component to put one together these days, it's just too bad it isn't all available for the 350 Buick as well.
I have faith in the 350, I want to stick with it as long as I can and hopefully heads will turn up soon. I would love to run with the SBCs and show off some Trishield power
I plan on it, I really need some help up top there's just nothing left past 4600 which is to be expected. I have the carb to flow the fuel and the exhaust to get it outa there now I just need the path for it to travel:laugh: This should help things out in the meantime though:3gears:
Used TA intake, and a 1 or 2" spacer will do wonders. If you dont wanna get the intake, just start with a spacer.
I do have a 1" 4 hole but I don't think my fuel system or my ignition system is allowing power over 4600rpm. I would like to beef up those systems and then try a 1" open hole spacer
I believe I got the servo from PATC and the converter is a 9.5" Revmax, may be incorrectly stalled though so once my line pressures are ironed out it may be getting restalled. Got it for a steal though at $347 shipped with Woven carbon lockup clutch, upgraded sprag and springs and I think there were a couple other upgrades done to it
Tricolor: I have not read all your post but my 350 Buick wants to rev like crazy. I had to put a rev limiter in it to keep it at 6500. Once it got past 3000 or so it would want to fall to 7000. I have heads I did my self, (smaller stem and larger Chevrolet racing valves) and did a lot of work on the TA intake. You won't believe how large of carburetor I have on it. For lack of anything else, I bolted on the Quick Fuel I had from a 455 that was a 950+ cfm. Talke to Marvin the other day and he is going to switch the main body for one he says will do me better, plus it is one of his new aluminum light weight ones. All I need si to get the right convertor in the car and I think it will go easily into the 11s. Jim N.
You are correct about that, but I know right where there is a nice roller and I think right now a good convertor is what I need and then the cam and pistons. I have 2 convertors out to a shop to fix me the best one they can. If it ever gets less that a 100 degres+ around here, will get the convertor in and the main body changed in the carburetor and see what that brings. If tThere is valve clearance for the roller, may stick it in before season is over and then decide what to do over the winter. I'm dying to race that thing, just everything's in the way. Yes Sean, I have not forgotten about the cam. Thanks, JIm N.
I'd really like to see some timeslips of an 11 second Buick 350 because I know its possible but the number of people who have done it you could count on 1 hand I'd like to see if I can brainstorm some things I need to drop .87 seconds off my quarter mile. I know its ambitious but that is my goal. From my previous run some changes I have made (or plan on making) are -3.73s -2004r with Ck shiftkit -2800rpm stall converter -Hei Ignition -A good burnout on the slicks at a decent track (14.86 was run at island with a poor burnout so I still spun the slicks off the line) I ran 18psi last time I want to try 16psi And right now I can't think of too much more that I could do without tearing the car apart and also that I can finish by September 4th I just want to see 13.99 by the end of this season before I do the heads and cam this winter. Hopefully with a good solid consistent transmission, a good launch and good timing that should pick up the slack after the anticipated half second gain from the gears. Again, ambitious but I have to aim for something haha
if your spinning leave engine and converter alone and tune suspension. whats your front and rear suspension . my car hooks with 20 psi 1.90 60 ft from 20 psi to 12 at 1.87. no front swaybar all control arm bushing bolts loose v6 springs up front gas shocks. moroso trick rear springs gas shocks edel lowers stock uppers 28 by 10 by 15 hoosiers 373s converter flashes to 3k. specs in sig.
I shouldn't spin at all though since I have slicks and a low powered engine, thats why I am thinking if I get a good enough burnout to get the tires sticky and lower the pressure a little bit I should be able to get right up on the converter and leave the line with a dead hook. Suspension work will come soon for me but for now I am just not making the power to need it I think
