1972 NHRA Stock Oldsmobile Dyno Test

Old February 25th, 2019, 05:07 PM
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1972 NHRA Stock Oldsmobile Dyno Test


Notice the power curve, TQ peak @ 4000 RPM HP peak @ 5800 RPM with power carry to 6000 RPM. Realistic HP peak, realistic TQ peak, Realistic TQ, Realistic HP. This is real dyno information you can use.

Factory lift flat tappet cam
Factory type pistons
No porting
Factory intake
Factory Q-Jet

Last edited by VORTECPRO; February 25th, 2019 at 05:09 PM.
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Old February 25th, 2019, 06:38 PM
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Originally Posted by VORTECPRO View Post
https://youtu.be/ugYQgIuKc5Y

Notice the power curve, TQ peak @ 4000 RPM HP peak @ 5800 RPM with power carry to 6000 RPM. Realistic HP peak, realistic TQ peak, Realistic TQ, Realistic HP. This is real dyno information you can use.

Factory lift flat tappet cam
Factory type pistons
No porting
Factory intake
Factory Q-Jet
Thanks for posting Nice!
I think they are running NHRA legal Edelbrock replacement head.
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Old February 25th, 2019, 06:54 PM
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Something's gotta be drastically different to get 508 HP and 575 Ft-Lbs out of a 1972 engine.
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Old February 25th, 2019, 07:46 PM
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Originally Posted by Fun71 View Post
Something's gotta be drastically different to get 508 HP and 575 Ft-Lbs out of a 1972 engine.
My thoughts exactly...and stock??🤔🤔🤔
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Old February 26th, 2019, 08:21 PM
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Attention to detail
The Edelbrock heads with NHRA stock valve job + hp
Low tension 1 mm or less top and second ring gap less or other + hp
Low tension oil ring hp
Flat tappet solid cam with a dwell lobe and enough spring pressure to prevent valve float with such an aggressive lobe + hp
indexed ground crank .15 stroke increase +hp
.060 to .080 over bore + hp
Roller rockers + hp
Guide plates, push rods that don't flex
Blue printed block + hp
Aftermarket rods that are NHRA accepted replacement
Minimum deck clearance + hp
Minimum head CC + hp
Minimum head gasket thickness + hp
Blueprinted oil pump
Round bores + hp
Quality copy of the factory GM piston
Ring grove spacers
Coatings?
The engine on the dyno and in the car will not drive the fuel pump or water pump
Headers custom purpose built $$$$ + hp
Qjet purpose build NHRA stock legal $$$ + hp

This engine is a thoroughbred NHRA stock bullet that cost $$$$$$$$$$

Last edited by Bernhard; February 26th, 2019 at 08:28 PM.
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Old February 26th, 2019, 08:27 PM
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there is no detail left untouched in those stock eliminator engines. Top notch stuff. Good luck getting any details too. Them guys are super secretive.
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Old February 26th, 2019, 08:33 PM
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Very Smooth curve and it actually carries power past 6,000rpm??

With stock lift numbers?

WOW!

But aren't all built Oldsmobile engines supposed to make peak torque at 3,000-3,600rpm and peak HP at 5200RPM or less?
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Old February 27th, 2019, 06:26 AM
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Originally Posted by Battenrunner View Post
Very Smooth curve and it actually carries power past 6,000rpm??

With stock lift numbers? Hmmm not really.

WOW!

But aren't all built Oldsmobile engines supposed to make peak torque at 3,000-3,600rpm NO and peak HP at 5200RPM or less THEREABOUTS, depending on mods?
Anyone who actually believes these are “stock” is a bit nieve to say the least.
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Old February 27th, 2019, 06:54 AM
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Originally Posted by cutlassefi View Post


Anyone who actually believes these are “stock” is a bit nieve to say the least.
The cam has stock lift. Engine has max stock compression for a 1972 455. Stock untouched intake. Qjet with stock cfm
The NHRA stocker engine is an exercise in friction reduction, maximizing cylinder ring seal, maximizing cylinder head flow at low lift with in very strict guide lines (No porting)
Header science purpose built headers, Y headers,step headers. 180 degree headers equal length headers with tube size tuned to engine.

Stock Yes and No
These engines are a work of art.


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Old February 27th, 2019, 01:28 PM
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It is a race engine
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Old February 27th, 2019, 05:55 PM
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Originally Posted by Bernhard View Post
Attention to detail
The Edelbrock heads with NHRA stock valve job + hp
Low tension 1 mm or less top and second ring gap less or other + hp
Low tension oil ring hp
Flat tappet solid cam with a dwell lobe and enough spring pressure to prevent valve float with such an aggressive lobe + hp
indexed ground crank .15 stroke increase +hp
.060 to .080 over bore + hp
Roller rockers + hp
Guide plates, push rods that don't flex
Blue printed block + hp
Aftermarket rods that are NHRA accepted replacement
Minimum deck clearance + hp
Minimum head CC + hp
Minimum head gasket thickness + hp
Blueprinted oil pump
Round bores + hp
Quality copy of the factory GM piston
Ring grove spacers
Coatings?
The engine on the dyno and in the car will not drive the fuel pump or water pump
Headers custom purpose built $$$$ + hp
Qjet purpose build NHRA stock legal $$$ + hp
Modern ignition system + hp
This engine is a thoroughbred NHRA stock bullet that cost $$$$$$$$$$
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Old February 27th, 2019, 05:58 PM
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The cam has stock lift but ramp rates and duration are not anywhere near stock. Valve spring pressures of 550 lb. are common.
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Old February 28th, 2019, 01:11 AM
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Brandon Bakies is also a good driver, winning Wally in both 72 Olds and COPO Camaro.
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Old February 28th, 2019, 06:03 PM
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Originally Posted by shiftbyear View Post

Brandon Bakies is also a good driver, winning Wally in both 72 Olds and COPO Camaro.

Nice !!
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Old February 28th, 2019, 06:05 PM
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Originally Posted by Run to Rund View Post
The cam has stock lift but ramp rates and duration are not anywhere near stock. Valve spring pressures of 550 lb. are common.
What do you think they are running for duration ?
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Old February 28th, 2019, 06:16 PM
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High 250s @ .050 to low 260s @ .050. I run 400 open and 180 on the seat on my Buick, Higher RPM combinations run more pressure.

Last edited by VORTECPRO; February 28th, 2019 at 06:18 PM.
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Old March 1st, 2019, 06:57 AM
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Originally Posted by VORTECPRO View Post
High 250s @ .050 to low 260s @ .050. I run 400 open and 180 on the seat on my Buick, Higher RPM combinations run more pressure.
Thanks for the reply.
Have you gone to a solid flat tappet cam now that they are legal ?
Have the cars gained performance with the move to a solid tappet cam?
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Old March 1st, 2019, 03:03 PM
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Originally Posted by VORTECPRO View Post
https://youtu.be/ugYQgIuKc5Y

Notice the power curve, TQ peak @ 4000 RPM HP peak @ 5800 RPM with power carry to 6000 RPM. Realistic HP peak, realistic TQ peak, Realistic TQ, Realistic HP. This is real dyno information you can use.

Factory lift flat tappet cam
Factory type pistons
No porting
Factory intake
Factory Q-Jet
And you didn't notice that the tq and hp curves intersect at 5252? Hmmm.

Last edited by cutlassefi; March 1st, 2019 at 03:12 PM.
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Old March 5th, 2019, 07:47 AM
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Originally Posted by cutlassefi View Post
And you didn't notice that the tq and hp curves intersect at 5252? Hmmm.
What I noticed is: Peak HP was made @ 5800 RPM, and peak TQ was made @ 4000 RPM a typical performance power curve. A engine that makes more TQ than HP @ peak HP seems strange to me and always makes me want to see the volumetric efficiency numbers along with other dyno data, some people who test provide this information, some who test don't, which makes me wonder why not. I thought this was a nice solid 455 Olds build which from what I understand propels this Olds to 10.80s times @ 3550 pounds.

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Old March 5th, 2019, 07:55 AM
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Originally Posted by Bernhard View Post
Thanks for the reply.
Have you gone to a solid flat tappet cam now that they are legal ?
Have the cars gained performance with the move to a solid tappet cam?
I've always run shimmed hyd lifters from the start with .005 travel. My focus isn't on the engine, I have enough HP, I need to get the T475 out of there and get the Metric 200 in.
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Old March 5th, 2019, 06:43 PM
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Originally Posted by VORTECPRO View Post
I've always run shimmed hyd lifters from the start with .005 travel. My focus isn't on the engine, I have enough HP, I need to get the T475 out of there and get the Metric 200 in.
Are you able to put all the HP/TQ to the ground with your suspension setup?
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Old March 5th, 2019, 07:24 PM
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Originally Posted by Bernhard View Post
Are you able to put all the HP/TQ to the ground with your suspension setup?

My 1971 315 HP 455 Buick GS runs in F/SA the index is 11.85, I've been 10.64 @ 122.0, 1.37 60 foot @ 3660. 1320/122=10.81 so to answer your question: yes, I get everything there is to get with my current drive line. My next change is a metric 200 trans.
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Old March 5th, 2019, 08:03 PM
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Originally Posted by VORTECPRO View Post
My 1971 315 HP 455 Buick GS runs in F/SA the index is 11.85, I've been 10.64 @ 122.0, 1.37 60 foot @ 3660. 1320/122=10.81 so to answer your question: yes, I get everything there is to get with my current drive line. My next change is a metric 200 trans.
So what do say to people who insist quadrajets are junk? By the way I think Buicks shred, I saw a picture of Jason Line's '70 GS stocker yanking the front end, awesome! Your '71 GS is laying down some very quick times. Unheard of back when they were new.
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Old March 6th, 2019, 06:42 AM
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Originally Posted by VORTECPRO View Post
My 1971 315 HP 455 Buick GS runs in F/SA the index is 11.85, I've been 10.64 @ 122.0, 1.37 60 foot @ 3660. 1320/122=10.81 so to answer your question: yes, I get everything there is to get with my current drive line. My next change is a metric 200 trans.
The reason I ask is because Jason's car is running Alf' Wiebe suspension set up front and back.
I also think George Thompson 70 442 was also running Alf's suspension.
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Old March 6th, 2019, 05:05 PM
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Originally Posted by Bernhard View Post
The reason I ask is because Jason's car is running Alf' Wiebe suspension set up front and back.
I also think George Thompson 70 442 was also running Alf's suspension.
I run the Weibe stuff on the front. I run TRRC on the rear. My 9 inch tire Chevelle has been 1.26 60s @ 3720 with the TRRC rear suspension.
You might be aware of the difference between my engine combination and Jason, but if not I will list the difference.

1970 Stage 1 Buick 455 C/SA

13+ compression
490 lift cam
2.130 intake valve

1971 GS Buick 455 F/SA

10.67 compression
.398 lift cam
2.00 intake valve

Both cars run close in weight, but those are the engine differences, everything else is the same except the transmissions. I would say the extra valve lift access's 30 CFM of extra air flow through the intake tract, the 2.130 intake valve allows more RPM potential, Jason runs 7000 plus RPM through the lights, I run 6500 RPM through the lights. I don't change the bearings every 20 run in my engine. The production Buick block is lacking.

Last edited by VORTECPRO; March 6th, 2019 at 05:07 PM.
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Old March 6th, 2019, 05:59 PM
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Scott McClay / Feiock has 200 3 speed parts. I have a McClay drum in my 200r4 and sold Feiock some core parts in the past too. Feiock has some lightened parts for them too.
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Old March 6th, 2019, 06:57 PM
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Originally Posted by VORTECPRO View Post
I run the Weibe stuff on the front. I run TRRC on the rear. My 9 inch tire Chevelle has been 1.26 60s @ 3720 with the TRRC rear suspension.
You might be aware of the difference between my engine combination and Jason, but if not I will list the difference.

1970 Stage 1 Buick 455 C/SA

13+ compression
490 lift cam
2.130 intake valve

1971 GS Buick 455 F/SA

10.67 compression
.398 lift cam
2.00 intake valve

Both cars run close in weight, but those are the engine differences, everything else is the same except the transmissions. I would say the extra valve lift access's 30 CFM of extra air flow through the intake tract, the 2.130 intake valve allows more RPM potential, Jason runs 7000 plus RPM through the lights, I run 6500 RPM through the lights. I don't change the bearings every 20 run in my engine. The production Buick block is lacking.
I don't know if Jason is running the car as a 1970 Stage 1 ? Most opt to run the 72 Buick spec engine.
The 70 stage one is factored much harder as are most factory specialty performance muscle car engines like the 70 W30 and W31.


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Old March 6th, 2019, 09:15 PM
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1970 Buick GS Stage 1
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Old March 6th, 2019, 10:35 PM
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Originally Posted by VORTECPRO View Post
1970 Buick GS Stage 1
Others are having bearing issues with the stock 455 block in stock that run through the lights at 7000 rpm.
I have heard of one racer going to some drastic measures to try to solve what they figure are oiling issues causing the bearing failure.
How many runs can you get out of your 455 with out replacing the bearings?
What do think is the cause of the bearing failures?
70 GS 455 stage 1 index ?
72 GS 455 Index ?




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Old March 7th, 2019, 06:22 AM
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Originally Posted by Bernhard View Post
I don't know if Jason is running the car as a 1970 Stage 1 ? Most opt to run the 72 Buick spec engine.
The 70 stage one is factored much harder as are most factory specialty performance muscle car engines like the 70 W30 and W31.

!970 Buick 455 Stage 1 C/SA 11.40 index
1970 Olds 455 W 30 D/SA. 11.55 index
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Old March 7th, 2019, 06:50 AM
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Originally Posted by VORTECPRO View Post
!970 Buick 455 Stage 1 C/SA 11.40 index
1970 Olds 455 W 30 D/SA. 11.55 index https://youtu.be/yIit2Oht-78
Is Dave running the 70 455 W30 spec engine?
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