What Will Your Car Do?

I'm interested in the quareter mile times and engine, trans and rear combinations people have out there. If you don't mind, I'll start us off with a combination I had, and we can see where this goes!

Performance: 11.20 seconds at 120 MPH in a 67 Skylark, shift point at 6400 rpm, 100% racing gas used, road legal and driven 30 miles to local track (most times driven home as well).

Weight: 4100lbs. with X-large driver and cage.

Engine: .030 over 455, 12.5 to one J&E pistons, 0 deck and O ringed block, Oliver 4340 rods, TA block girdle, BHJ balancer, TA flexplate, TA 610 cam in at 4* advance, Gessler ported competition Stg 1 heads, flow and port matched SP1 intake, Kenne Bell 1.6 to 1 roller rockers, HV oil pump.

Trans: TH 400 with 10" ATI converter. Converter was made loose to flash stall at 4200 RPM.

Rear: 71 12 bolt posi, Moser axles, C-clip eliminators, 4.10 gear, boxed lower control arms, polly bushings, no hop bars, air bags, sway bar and stock application gas shocks. The 60' time was a best of 1.55 seconds, and The slicks used were 28" tall x 10" wide.

Exhaust: TA 2" headers, 9" collector extensions, GSCA 3" exhaust, TA large case 3" mufflers. All 1/4 mile times were through the exhaust.

Fuel System: 1/2" fuel pick-up in tank, 1/2" fuel line, Mallory 140 filter, Carb Shop ultra blue fuel pump (modified holley blue pumped 143 gph at the carb end of system), 1/2" carb spacer, modified 4781 850 cfm holley flows 990 cfm, drop base K&N sealed to cowl induction hood.

Ignition: Stinger magnetic pick up conversion, MSD 6AL ignition box. The distributor curve was 20* mechanical advance at the crank all in by 2500 rpm. It liked 29* total advance. The system was OK, but did have some timing bounce.

Front end: 1 1/4" sway bar, 255 series tire, street alignment, standard application gas shocks.

The street compromised front end and rear shocks, the too loose converter (9" would have been better) and complete exhaust system were hurting 1/4 mile performance, but it was still pretty nimble on the street. 3.55 gears were a much better street gear, but cost a 10th and some over the 4.10s at the track.

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GSCA# 2173
67 GS 525 Stg IV
66 GS Convertible
65 GS HT
63 Riv

[This message has been edited by Dr. Frankenbuick (edited 10-28-2001).]
 
Well it's in my signiture
-Car--1964 Buick Special 2dr post
Fiber glass hood,deck lid and rear bumper, front comming this winter.inner fenders removed core support swisscheesed.
Rear endis from a 72 skylark 8 1/2" housing with a strange spool and 4.11 gears and G body alum. drums.
Suspension-rear-Metco lowers stock uppers (costom made adjustable this winter)C/E no hop bars-front-stock with C/E adj. shocks,alum GS drum fr brakes S10 master cyl. wilwood adj. proportioning valve.
Trans.-th350costom built by a freind, a rebuilt B&M converter(not enough stall)an 8" 4000 stall to come ,hopefully. Headers are from Poston's 1 5/8"primaries 3" collectors
now for the topsecret part.
64 300 block .030" over bore,line honed zero decked, oiling system mods,front cover new GM ported oil passages blue printed oilpump
Dynagear double row timing chain.custom ground cam by ISKY .535"int. .525"exh 110` lobe center 304`@.050 dur. stock crank blueprinted stock rods w/ARP bolts.high comp. pistons w/costom owner done valve releifs with owner made tools.
Heads-64 aluminum 300 head castings stock size valves pro done race valve job extensive porting(owner done)
Intake-started life as a Huffacker for a 215" single plane w/ a 2" spacer my adapter plates are 1/2" thick alum. 1/4" valley plate. a 650 Holley HP series carb tops it off. Ignition is a Mallory unilite triggering an Accel 300+


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Sean Etson
64 special 300 pwr 12.72@105
64 skylark all original servivor
49 super modei 51
 
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I ran 15.751 @88.38 MPH at Lebanon Valley Dragway (NY). Only got one run so no tuning... Car is full weight 4 Dr 72 skylark custom, AC, stock 350 motor, stock manifolds, dual flowmaster 2 1/2inch exhaust, "Performance" reamnufatured Q-jet, MSD/HEI with recurved advance, transmission rebuilt with B@M rebuild kit, stock 1 legger 2.56 rear axle. I made the run with the spare tire and speaker box in the trunk.
60 2.356
330 6.655
1/8 10.188 @ 69.96
1000 13.206
1/4 15.751 @ 88.38

The HP calculator (assuming 4000Ibs, don't know what it actually weighs), says 207 rwhp, and 260 flywheel. Not to bad considering it was rated from the factory at 155 flywheel HP... the stock 72 4brl w/ dual exhuast was rated at 195 HP. I've got a feeling either buick really underated the motors, or the HP calculator isn't to accurate in my situation. 65 HP from exhuast, ignition, and modified carb... I don't think so...
 
Not My Car but I work on it for the owner.
1964 Buick Special 4 door. 455 Stage 2 Al. heads ported, TA single plane intake, ported. Comp 270/270@50 with 600 lift mech cam, roller rockers, Hardcore racing 1050 Dominator Annular boosters, Jets Front 96,back 97(I think can't remember for sure), crower rods, TA block Girdle, ATI dampner, TA flexplate, Kustom Headers (Buick Stage 2 originals)2 1/8 *3.5 collectors fits great compared to the TA junk we first tried for this chassis, 3.5 pipe, crossover, flowmaster race mufflers(sound kicks butt),full MSD ingition 6AL box(craps out sometimes must have spare) with 32 degrees of timing.
Th400 with 5500(flash) Fred Lupo "Dynamic" conv. 4.10 spooled Currie 9" ford rear 33 spline axles.
Engine and Tranny built by Line Performance in Wright, MN (218)357-2791 dynoed with junk headers at 630+ horse and 600 TQ.
Stock body with CE shocks all around Moroso springs in front, stock rear with bags (22lbs right), custom rear sway bar 3/4". Art Morrison upper adjustable bars with South Side Lowers just starting to figure this suspension out, 8 gallon fuel cell, paxton comp 300 pump 14 lbs to regulator 1/2" line.
Tires 28 * 12.5 M/T ET STREET(like a 28*10.5 slick), have driven to track several time but is hard on gas 6 MPG. Car IS street driven.
Currently have ran only 10.80's @ mid 120's with full exhaust. best 60 is a 1.539 Last time out Buicks @ Norwalk prior to learning much about the rears setup. Car weighs 3380 w/o driver. Have another 120 Lbs in trunk and driver weighs about 150. Car would Lift wheels about 8-10 inches while spinning. Now have changed to 5 degrees pinion angle from 1 degree as had been running, hopefully will help come next time spring 2002 Norwalk owner willing. Owner is a truck driver and doesn't have time to run the car more than once a year so this has been a SLOW learning curve. As stated by another Buick stage 2 racer "You Got DA Power, you need some bite"

"B"etter "U"nderstand "I"t "C"an "K"ick!!!
 
We are starting to get some nice combinations here. I hope we can keep them coming. Some Nailhead, 350 and other mild to wild combinations would be great!

Steve
 
I borrowed this post from another site but it is related to the original topic:

Before I switched engines I raced my 100% stock appearing and stock weight '67 GS 400 convertible for several years with the original 400 and drove it everyday to school since it was my only car.
Best 1/4 e.t. 13.42 @ 100.82 & 13.43 @ 101.16 (1.960 60’ time, 8.546 @81.56 in 1/8 mile) runs were made at Beech Bend.


Stock daily driver '67 GS 400 conv (3960 lbs) with power PS,PB,P-Windows, P-bench seat, no AC
stock switch pitch trans
stock 3.36 posi 10 bolt rearend
stock disc brake rally rims with Goodyear P225/70R14 tires
Club 2 1/2" exhaust with cheap turbo mufflers

Engine: rebuilt 400, bored .030", true 8.88:1 compression with cheap cast pistons, original heads and intake with absolutely NO PORT WORK AT ALL (even used the original valves and springs with 120K miles!), '67 Q-jet (.071 jets and .044 metering rods), '70 model exhaust manifolds with ported 2 1/4" outlets, not balanced or bluebrinted, the only performance part in the entire engine was the cam and ignition: GSCA club Lunati SP-1 (230 int. 242 ex, .490" int, .488"ex, 114 LC). The cam may have been too big but it worked great with PB. MSD6A ignition box & MSD coil. Best shift point was 5,200 rpm any higher and the car slowed down.

I have a very detailed summary of each change I made to the car to get it from 14.80 to 13.42 if you are interested I can email that to you very easily.

Sorry for the length,
Gary Steele
 
Thought I would reply on the 64 Buick Special listed above prior to the changes. Same car as above but with a stock 300 engine with stock 4 bbl. Aluminum intake and 500CFM edelbrock carb duel exhaust run without exhaust at the track. Turbo 350 w/2500 stall conv. 68 Chevy 10 bolt w/3.55 posi. M/T 20" * 8" slicks on 14 * 8 wheels, yes 20" slicks helped out the gears. Swapped tires at the track otherwise was nice on the street. Would go through the traps low 5000's in 3rd. Car weighed about 3200. Had all stock suspension and body with full interior.
Ran consistent 15.4's. Disconnected alternator and power steering and would run 15.2's at mid 80's. All runs were made when it was in the upper 80's - 90's in not so good of air. Always wanted to see it in the 14's but never had the opportunity before making the changes to the car.


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B_etter U_nderstand I_t C_an K_ick!!!
 
Since we are moving along slowly but steadily, here is a nice streetable combination I had in 93:

Performance: 11.86 seconds at 115 MPH in a 67 Skylark, shift point was 5700 rpm, ran on 5 gallons race fuel to 15 high test, usually ran a 50/50 mix of high test and race fuel, road legal and driven 30 miles to local track (All times driven home except for the last time).

Weight: 3950lbs. with large driver and 3/4 tank of gas.

Engine: .030 over 455, 11 to one forged Ross pistons, standard deck and stock reconditioned rods, HD rod bolts, stock balancer, stock flexplate, balanced assembly, Kenne Bell main and head studs, GSCA "Hemi Killer" cam straight up, Greg Tomlinson ported street/strip Stg 1 heads, port matched SP1 intake, Kenne Bell 1.6 to 1 roller rockers, HV oil pump.

Trans: TH 400 with 10" ATI converter. Converter flash stall was at 3500 RPM.

Rear: 71 12 bolt posi, Moser axles, C-clip eliminators, 3.55 gear, boxed lower control arms, polly bushings, air bags, sway bar and stock application gas shocks. The 60' time was a best of 1.67 seconds, and the slicks used were 26" tall x 10" wide.

Exhaust: Kenne Bell 1 7/8" headers, GSCA 2.5" exhaust, GSCA 2.5" mufflers. All 1/4 mile times were through the exhaust.

Fuel System: 1/2" fuel pick-up in tank, 1/2" fuel line, Fram fuel filter, Holley blue fuel pump, 1/2" carb spacer, 4781 850 cfm holley with rear power valve block jetted at 84 and 92, drop base K&N filter.

Ignition: Stinger S-4 magnetic pick up conversion. The distributor curve was 20* mechanical advance at the crank all in by 2500 rpm. The ignition box would start to retard the timing 2* per 1000 rpm after max mechanical advance was achieved around 2500 rpm. It liked 37* advance at 2500 rpm, and it was about 31* at 5500 rpm. The system was OK, but the timing would bounce around some.

Front end: 1 1/4" sway bar, 255 series tire, street alignment, standard application gas shocks.

With a 28" rear tire, this combination cruised nicely at 70-75 mph on the highway. It was easy to drive on the street, and got real mean, real quick!


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GSCA# 2173
67 GS 525 Stg IV
66 GS Convertible
65 GS HT
63 Riv
 
Great website! I've been looking for this kind of site for a while.

Anyway, I've got 2 cars which are both pretty basic and some "before and after"...

Dragstrip of choice - New England Dragway

'71 Sportwagon - weight unknown, est 4300 with 200lb driver:

before - single exhaust (Midas rotted out muffler), stock 350-2 w/points, + T-350, 3.08 open diff rear, awful tires - best run of 17.686 @ 76.45 mph

after - dual 2.25" exhaust (Turbo mufflers), B+M shift kit, HEI, BFG 255-60-15 on SST rims - best run of 16.389 @ 82.45

'68 Skylark convertible - actual weight 3850 w/200 lb driver:

before - single exhaust, stock 350-2 w/points, stock T-350, 2.56 open diff, well worn Firestone 215-70-14s - best (and only) run of 17.176 @ 77.50 (pick-up coil died)

after - dual 2.25" Flowmaster exhaust, HEI, TA alum manifold and Holley 600, B+M shift kit, 3.08 open diff - best run of 15.679 @ 86.41

There will be more to come as sadly (fortunately?) my motor has a death rattle, and it's a good excuse to work it over. Anyone have any good info which head casting numbers flow the best, cc's, etc?
 
Blusky,

Here is a thread concerning the basics of building the 350 engine: http://buickgsca.com/ubb/Forum4/HTML/000360.html .

I looked over the data for 350 heads in the NHRA blueprint guide. The 350 head had a 51 cc chamber from 68 to 70. In 70, the head had a 48 cc chamber. From 71 through 78 most 350 chambers were 50 cc. From the data, it looks like the exhaust valve went from 1505 to 1555 in 75. Head casting # 1243452 would have a 50 cc chamber and a larger exhaust valve if we can rely on the NHRA data. This casting was made from 75 through at least 78.

It also appears, from the NHRA information, that the compression ratio changed in relation to the dish size in the piston. Pistons are available through Postons, TA Performance and Kenne Bell to name a few. Various compression ratio aftermarket pistons are available, but ratios above 10 to one are marginal for street use.

The 73 and up cap screw connecting rods are said to be stronger. Here is a thread on 350 rods: http://buickgsca.com/ubb/Forum4/HTML/000357.html .

Hope this is the type of information you were after.


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Steve B.
GSCA #2173 (1986)
67 GS 525 Stg IV
66 GS Convertible
65 GS HT
63 Riv

[This message has been edited by Dr. Frankenbuick (edited 11-11-2001).]
 
Dr. F,

Yup, that's exactly the kind of info I was looking for. Thanks!
 
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