A beat up g body is a beat up g body. I could use a t type or gn but they go for 15-35k. I’m just trying to find something affordable to put my engine in. I don’t mind spending money. I just don’t need to spend money on stuff that belongs in the junkyard
I’m not afraid of a little work. I read a lot about what a pain it is to put headers in a g body. I didn’t think it was bad at all. I also ran a 4 speed. Both took less than two days combined. That includes swapping pedals, cutting firewall and floor boards. Car worked good and was fun
Make your Cutlass look like Hurst/Olds, no reason not to make it look like something instead of a mud fence. I Just finish doing an interior over haul on a 79 H/O looks like a new car.
600 with a b4b and manifolds is very unlikely I'm doing a 494 with TA SE's and 11.25 to 1 comp,.healthy roller cam,.nice ported stock intake,..ported 430 manifolds,..im thinking 575 is about all she gonna make
I think Jim Rodgers ports exhaust manifolds. Or at least knows someone. I've seen a few pictures of his, and they were impressive.
I think an iron manifold should have an exhaust pipe the same diameter as the outlet, for about 3 feet. Then slide a 3" pipe and adaptor up over the exhaust pipe about 3 or 4 inches to continue rearward, It might help scavenge the system. A sort of David Vizard exhaust termination chamber. Or, a reversion muffler could help an iron manifold. https://crateinsider.com/using-anti-reversion-to-create-free-power/ Or, slide a 3" "X" pipe about 3-4" over the end of the exhaust pipes for anti reversion, serving as a David Vizard termanation chamber combo. Adding stock appearing 2.5" tail pipes behind the X pipe, should not creat backpressure due to the previous reversion termination as well as cooling-shrinking of the exhaust gasses. Allow the tail pipes-adaptor to extend 3-4 inches inside the X. " like the Vizard drawings show. So, yes, let the small pipes protrude into the larger pipes like a Vizard termination box or chamber, at both ends.
Anyone have a ballpark feel for the HP/torque differences (of course a lot of variables in here) between stock exhaust manifolds, ported manifolds, shorty headers, and long tubes?
Are you porting your own intake Ethan? I never see anyone talk about porting intakes but was just think about that this week wrt building an all out stock appearing engine. Anyone else have advice on porting intakes &/or measuring the effectiveness?
For some of the FAST engines,some of the guys are slicing the bottom of the intake off to do all the porting and mods,then welding it back together.
Yes it can be done. We made 620HP with our 470" BBB (Stock Appearing) back in 2015 on AM&P dyno. Iron Heads, Iron Intake, Cast Iron Exhaust Manifolds, and a Q-Jet thru a 14" Air Cleaner Assembly. The car went 10.90@125 at 3860 lbs. in F.A.S.T trim. Lots of time & attention to details......
Yes, one should always mention the words "runs on pump gas" when discussing the HP potential of any engine, or combo. Non the less, even with a no compression ratio limit build, that is quite impressive with those parts Steve. JW
Steve can I honestly ask for those wanting to go this path......how much and what kind of work was done to those iron parts....any cfm flow of the heads...mods to intake and manifold
When I use the term “pumpgas”,I am referring to the 93 octane(or lower) cat pee that you buy at any typical gas station. When I say it runs on pumpgas,that means it was engine dynoed with it,chassis dynoed with it,driven with it,and raced with it. I will do two separate tunes for most of my engines,due to the different weight of the fuel,performance,etc. The 772/710 I recently made was done with 92. I have another tune for that with race gas that made more. I did 4 pulls with each. Someday,if that’s not enough,I pull the heads,put the thinner head gaskets on,and make even more. The FAST cars that I know of all run a bunch of compression,but it is still impressive with what they do. I was in Commerce GA one year,when a group of those guys were doing some testing. Cool stuff.