VORTECPRO

1971 315 HP stock Buick build. 10.67 compression, .398/.466 valve lift, .254 @ .050/108. 149 head castings 1.625/2.005 valves, factory stamped rocker arms, 1.250 single valve springs, .030 bore, factory crank stroked .012 to 3.912, indexed. Modified factory oil pan, adjustable oil pump, factory 1971 403 casting intake with the 1971 455 Q-Jet. Some pictures of my build. I ended up having to modify the factory oil pan after a trip to the track, oil loss braking at the end of the track.

VORTECPRO

Some pictures of the modified oil pan.

VORTECPRO

Heres the flow numbers on my stock 149 casting heads.

Intake flowed @ 28 inches 4.350 bore SF 600 bench

.200 120
.300 177
.400 207

Exhaust flowed @ 28 inches 4.350 bore SF 600 bench no pipe

.200 95
.300 124
.400 143
.460 149

As you can see I've got a real power maker here.............


Parts I will need for the head rebuild.

VORTECPRO

Done and being tested before it goes in the car.

coppercutlass

Although I like buicks why does this matter.

VORTECPRO

I can only speak for myself, but I like to look at what other drag racers are doing, I might pick something up to help my operation, in fact I took a look at your operation as well when I came on this forum. As for your self being a drag racer you never know when you might learn something-or you could just disregard my thread.

coppercutlass

When it comes to engines you really cant apply too much from one to another besides some small common things. The specialty comes from within the difference.

Fun71

I agree. These cam specs would be sub par for a daily driver Olds 455 engine, much less for a drag racing engine.

coppercutlass

In certain classes like mentioned g/sa you have certain restrictions . Valve lift / chamber cc , pistons etc etc. This is class racing. This is the kind of racing your pocket protector wearing nerds do because in order to be competitive you have to have a keen sense of ingenuity to work within certain restraints. Anyone can go ***** out but working within certain parameters narrows your playing field a bit as far as potential goes. There is some serious engineering into most competitive class race cars . far beyond the kind of work most 10 sec. bracket cars have if that makes sense.

VORTECPRO

The dyno test results from my Buick build. Finally the track results later, the car runs at either 3800 in G/SA and 3635 in F/SA

coppercutlass

I'm gonna guess Low 10's if the chassis is set up right ???