I am currently doing alittle research for my olds 455. I want to stroke it for more cubes and more power. What are some of the parts I can use to do this safely and need help in recommending some bore / stroke ideals. What can I expect to gain by stroking this engine? I know the obvious would be Horsepower and torque. What would I bore it to to make 482 or 496?? Pistons, Cams, and Edelbrock heads. This will be STRICTLY a STRIP ONLY Engine, So i was thinking at least 12/1 - 13/1 compression. Big solid cam (maybe a roller) and I already have a Offenhouser Intake Open plennum manifold for this build. This is a stock bore 1970 455 f-2 block. Crank is stock. Going with a 7 quart Mildon pan and oil restrictors. Harlen Sharp 1.6 full roller rockers. I was thinking a cam with 600 - 650 lift with duration in the 260 - 270 range @.050. Any help with this would be greatly appreciated. My current combo in a 68 olds 350 .030 over with a big hydralic cam. I run in the altitude here in colorado. 5400-6500 depending on the track. so I lose 28 - 30% of my power that I would have at sea -level. Car weighs 3000lbs with driver. I have 4.30 gears for the big block. 28' rear slick. Car currently has 4.88 gears for the small block.

 

first id pretty surely say you wont bore a 455 .125 over to make a 496. my bbc is a little diff. im not sure there is a block with a bigger bore beside a 403 . id say stick with std designs and build around that for longevity.

 

Buy this book on e-bay best money you will ever spend to find your best course of action for building a BBO

http://cgi.ebay.com/Oldsmobile-V8-En...item25573c5b28

 

check out this link ......100's and 100's of kick azz high HP builds,Mine is on page two but not anywere near what your planning on.......................

http://72.22.90.30/phpBB2/viewforum.php?f=16

 

Check out www.dickmillerracing.com they have a 500 cube stroker kit for the 425/455

 

Check out BTR's work...

http://highperformanceolds.com/phpbb...st=0&sk=t&sd=a

http://highperformanceolds.com/phpbb...st=0&sk=t&sd=a

(not complete BTR build)...
http://highperformanceolds.com/phpbb...hp?f=14&t=1765

 

how many saw the hp tv show that they did with mondello and a 455 olds i was thought it would have been closer to 500 hp with ported heads .

 

I'll bet it would've been if they put a Victor on it instead of the Performer. Plus I don't think the compression was much past 9.5:1.

 

Heres SteveOs street 496 Olds http://72.22.90.30/phpBB2/viewtopic....c8345f53cac9ec

I have some video clips of the dyno runs. We had some fun

 

WOW! Some piece of work. That's doin' it!!!

 

Heres a couple of the dyno pulls

http://www.youtube.com/watch?v=55MGZ-5JrdI&NR=1


http://www.youtube.com/watch?v=7QzvazqMyF8


Twords the end of the videos look at the computer screen at the torque curve. Well torque line, because it doesnt curve.

 

The show, and that installment was and is PATHETIC.
They really need to talk to some other people than 2nd generation Mondello staff.
WAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA AAAAY behind the times.
I may be cheep, but at least my junk ran good.
Jim

 

Are you guys refering to that "Dr. Olds" article under "horse power" then "magazine articles?" Or is this one something else? I would like to know if Joe Mondello is still an authority. I know that his components used to be run by alot of very competitive drag racers, and that he was one of the big guys when Gassers and front engine dragsters were still happening and NHRA had classes, like ie; B/MP=B Modified Production and C/G=C Gas. I haden't heard his name any time lately until I saw it mentioned on this site, which I understand as he, f/ years, was "the man" when it came to Olds.
Warhead:Please explain your post, as I have no idea if Joe Mondello himself is still doing work, or he has the next generation(you said something about the 2nd generation) doing the work now, or what. I thought I read or heard somewhere that Mondello has a school f/ performance engine building. So, please clue me in. Thanks in advance.

 

You can buy a complete stroker kit from Eagle now.It consists of a new 4.500" stroke cast crank,7.100" H-beam rods,Ross pistons,rings,& bearings.The kits are available in +.030(4.155" bore) = 493",or a +.060(4.185" bore) = 496". Those kits are about $2k now.

You can also build your own stroker,using a 455 crank,& having it offset-ground,leaving it with BBC rod journals,just like the Eagle kits.The 4.500" stroke/496 set-ups are becoming real popular for the street/strip guys.

My 507 was built quite awhile ago,& is a bit "dated",but still gets it done.
It consists of a 455 N-crank,stroked to 4.550",Eagle BBC 6.800" H-beam rods,& Ross +.060 455 Pontiac pistons(4.211" bore).At the time this was built,it was pretty simple to do,& the rods & pistons were off-the-shelf.There are now longer rods available,so I would go that route,if/when I ever update this.The crank was offset-ground,& widened,to accept the BBC rods.The Ross pistons came with .990" pin bores,which are the size of BBC,so they were a direct fit.I would also go with a slightly smaller bore the next time around,just to keep some extra meat in the cylinder walls.
The cam is a solid roller,256/269@.050,.668/.668 lift.The heads are fully ported 70 W30 F-heads,& the intake is a highly modified/air-gapped Torker,but has been swapped for a Victor & converted to EFI.
The best it ever ran,when carbed,was 10:90's @ 122mph,weighing 3850lbs,but was not the best on the street.I put a good all-around tune it,& was able to drive it anywhere.Like this it goes consistent 11:40's.

 

good info brian. texas jim i was talking about the tv show on spike were they did a 455 build with joe m doing the ports on a e head and setting the cam up they used a performer intake headers and got 456 or so hp.

 

I think that it may be the same article, it's also a video, and that's the same show I'm refering to, it's a site also. This engine also made 456 hp using a 750 cfm carb, which I thought was alittle small f/ the engine he had there. He did set up the cam, which was a big part of the article, saying how he goes to each corner checking four of the eight cylinders. He did the heads using his notorious "flapper stick." LOL. He never gave up the grit # of the sand paper/emery cloth he had on the stick.

507olds; That's a great looking car. I've always been crazy about that hood you have on your car. Back in the late '60s and early '70, the thing I had against the Oldsmobiles was the big weight. I loved the looks of alot of the Olds back then. And Chevrolet had so many runnin' models back then, both mid-size and compact, "a dime a dozen" was the way my brother explained the great amount of Chevys at the '71 Summer Nats.. I remember that like yesterday. We went to the '71, '72, and '73 NHRA Summer Nationals at Raceway Park in Englishtown, New Jersey. We got a hotel in Asbery Park and drove to the races each morning after breakfast. What times we had. I have to say, since I've come to this site, I've seen some smokin' lookin' Oldsmobiles. You and 38racer have two awsome looking rides, the model itself, the color, and they're set up really nice.

 

Nice build. But any idea why you gained/lost (whatever) a half second with the EFI?

 

Mark,
Those slower passes were still with the carb,just different jetting,timing,& tweaking,but you can let it sit & idle,cruise a parade,whatever,& no more loading up.
I have not made any passes with the EFI,but the original plan was to get the best of both worlds.Get the better drivability AND the better track times.I'm kinda on my own with this stuff,but that's how I've learned everything else.I'll get it sorted out.

 

Got any pix of the EFI setup installed under the hood?

 

I'll get some pictures of my EFI set-up shortly.Here are some pictures of my carb intake.It started out as a Torker.The bottom was cut out & made into an air-gap design.The end runners were straightened,eliminating the bolt in between(just like the Victor).The Q-jet carb throat was welded & remachined for a squarebore pattern.I never really did any manifold tests or comparisons.I just ran it.The carb was an 830 chokeless Holley,with the airhorn. I went down one jet size,& up one squirter size.That's how it ended up after the trials.



DSCN2062.jpg

VictorEFIintake001-1.jpg

VictorEFIintake003.jpg

 

I bought that book and it is excellent. A ton of information. I would recommend it.

 

Joe Mondello still works the head porting school, not the parts business that bears his name. That place is run by Lynn Wrelfinger, who bought it from Joe. Rumor on ROP is that Joe has had some health issues to deal with, too.

I stay far away from the retail business, I do not like getting burned. They have earned that reputation. For more info, do a search on ROP and you will be staggered by what you will find. I too, had issues with them.

The heads are still a restriction, what they had put on that engine should have made more power. Smitty, and BTR both, have CNC programs to wake the Edelbrock heads up, and are far superior to what Joe can grind by hand. Smitty get's them to around 340 CFM on the intake side. That is a 100 cfm improvement.

There is a lot of talented people here, and on ROP, that will be much more helpfull on getting stuff done.

Jim

 

who is smitty name like that and he has to be fast

 

http://mjproformance.com/