1972 NHRA Stock Oldsmobile Dyno Test
February 25th, 2019, 05:07 PM
#1
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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.
February 25th, 2019, 06:38 PM
#2
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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
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
I think they are running NHRA legal Edelbrock replacement head.
February 26th, 2019, 08:21 PM
#5
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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 $$$$$$$$$$
The Edelbrock heads with NHRA stock valve job + hp
Low tension 1 mm or less top and second ring gap less or other + hp
Low tension oil ring hp
Flat tappet solid cam with a dwell lobe and enough spring pressure to prevent valve float with such an aggressive lobe + hp
indexed ground crank .15 stroke increase +hp
.060 to .080 over bore + hp
Roller rockers + hp
Guide plates, push rods that don't flex
Blue printed block + hp
Aftermarket rods that are NHRA accepted replacement
Minimum deck clearance + hp
Minimum head CC + hp
Minimum head gasket thickness + hp
Blueprinted oil pump
Round bores + hp
Quality copy of the factory GM piston
Ring grove spacers
Coatings?
The engine on the dyno and in the car will not drive the fuel pump or water pump
Headers custom purpose built $$$$ + hp
Qjet purpose build NHRA stock legal $$$ + hp
This engine is a thoroughbred NHRA stock bullet that cost $$$$$$$$$$
Last edited by Bernhard; February 26th, 2019 at 08:28 PM.
February 27th, 2019, 06:26 AM
#8
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February 27th, 2019, 06:54 AM
#9
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The NHRA stocker engine is an exercise in friction reduction, maximizing cylinder ring seal, maximizing cylinder head flow at low lift with in very strict guide lines (No porting)
Header science purpose built headers, Y headers,step headers. 180 degree headers equal length headers with tube size tuned to engine.
Stock Yes and No
These engines are a work of art.
It is a race engine
February 27th, 2019, 05:55 PM
#11
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Attention to detail
The Edelbrock heads with NHRA stock valve job + hp
Low tension 1 mm or less top and second ring gap less or other + hp
Low tension oil ring hp
Flat tappet solid cam with a dwell lobe and enough spring pressure to prevent valve float with such an aggressive lobe + hp
indexed ground crank .15 stroke increase +hp
.060 to .080 over bore + hp
Roller rockers + hp
Guide plates, push rods that don't flex
Blue printed block + hp
Aftermarket rods that are NHRA accepted replacement
Minimum deck clearance + hp
Minimum head CC + hp
Minimum head gasket thickness + hp
Blueprinted oil pump
Round bores + hp
Quality copy of the factory GM piston
Ring grove spacers
Coatings?
The engine on the dyno and in the car will not drive the fuel pump or water pump
Headers custom purpose built $$$$ + hp
Qjet purpose build NHRA stock legal $$$ + hp
Modern ignition system + hp
This engine is a thoroughbred NHRA stock bullet that cost $$$$$$$$$$
The Edelbrock heads with NHRA stock valve job + hp
Low tension 1 mm or less top and second ring gap less or other + hp
Low tension oil ring hp
Flat tappet solid cam with a dwell lobe and enough spring pressure to prevent valve float with such an aggressive lobe + hp
indexed ground crank .15 stroke increase +hp
.060 to .080 over bore + hp
Roller rockers + hp
Guide plates, push rods that don't flex
Blue printed block + hp
Aftermarket rods that are NHRA accepted replacement
Minimum deck clearance + hp
Minimum head CC + hp
Minimum head gasket thickness + hp
Blueprinted oil pump
Round bores + hp
Quality copy of the factory GM piston
Ring grove spacers
Coatings?
The engine on the dyno and in the car will not drive the fuel pump or water pump
Headers custom purpose built $$$$ + hp
Qjet purpose build NHRA stock legal $$$ + hp
Modern ignition system + hp
This engine is a thoroughbred NHRA stock bullet that cost $$$$$$$$$$
February 28th, 2019, 06:05 PM
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February 28th, 2019, 06:16 PM
#16
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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.
March 1st, 2019, 06:57 AM
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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?
March 1st, 2019, 03:03 PM
#18
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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
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 cutlassefi; March 1st, 2019 at 03:12 PM.
March 5th, 2019, 07:47 AM
#19
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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.
Last edited by VORTECPRO; March 5th, 2019 at 07:49 AM.
March 5th, 2019, 07:55 AM
#20
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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.
March 5th, 2019, 06:43 PM
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March 5th, 2019, 07:24 PM
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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.
March 5th, 2019, 08:03 PM
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March 6th, 2019, 06:42 AM
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I also think George Thompson 70 442 was also running Alf's suspension.
March 6th, 2019, 05:05 PM
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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.
March 6th, 2019, 06:57 PM
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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.
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.
The 70 stage one is factored much harder as are most factory specialty performance muscle car engines like the 70 W30 and W31.
March 6th, 2019, 10:35 PM
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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 ?
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 ?
March 7th, 2019, 06:22 AM
#30
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!970 Buick 455 Stage 1 C/SA 11.40 index
1970 Olds 455 W 30 D/SA. 11.55 index
March 7th, 2019, 06:50 AM
#31
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!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
1970 Olds 455 W 30 D/SA. 11.55 index https://youtu.be/yIit2Oht-78
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