Yes those Edelbrocks are Ca. 1969. I sent them to Andy to polish and repaint in the fins. What do I do with the KB covers.....
Update: The new QP 9" rear end budget has been eroded again with the decision to buy wifey a pair of new diamond earrings that my pal got a very good deal on, since I think she needed those for being patient with my BUICK. The remainder of the rear end budget was used to eradicate the car of the manual clutch and install a new hydraulic clutch and throw out bearing. Here is the link to that thread that I am detailing the conversion for posterity--> http://www.v8buick.com/showthread.p...onversion-chime-in-here&p=2463215#post2463215 While I am at it, I figured it was a good time to pull the (NOS) 455 out and put in the 462 forged mill to up the power and be more accommodating for the N20 abuse. Saving for the new rear has started again, only $2,300 to go uzzled: but the old rear will work in the meantime.
Ear rings are a small price to pay when you have an ongoing Buick project. Hydraulic clutch should make operation and maintenance much easier. Good call on both counts.
Mark, You have the C110 cam in there now. Why are you going with the TA212 on the new engine? I have the TA212, but the C110 sure sounds good idling.
Hi Dean, Here is the reasoning behind the choice, right, or wrong and you mayy have already compared the two and I always encourage input from the BUICK Brethren...: The TA C-110 is a great cam, and I would run it all day long on a stock plus build, lower compression stock rpm range, big torque. Its all done at 5200 rpm which is fine. The TA 212, is nearly same the duration, bit more lift, offering a different power range 1500-5500 compared to the TAC110 1000-5200. The fresh mill is 462 CID, 9.67:1 NA compression, compared to the 8.5:1 on the NOS OTHER 455 CID. The future rear gear is 3.7:1, and side by side with N20 introduced at 3k-5k rpm, I thought the 212 has a better fit with a bit more lift, and wider lobe center, but tight duration and still happy when the N20 CUTS AT 5k rpm. Keep in mind it is manual shift and I think having a little room left for tune after N20 shuts off at 5k rpm is a good thing in the cams power range for max tuning and dial back A hair. I figure the 212, and the 3.7 gear and 28" MT's will dig the torque out of the hole and get a better 60ft time with the cam that wants just a scoche more in the rpm before ramping up, until N20 hits at 3K, then that midrange torque is in with traction already biting. looking for 12's
Makes sense Mark. For being a "sleeper" the TA 212 will server you better as well. That video with the C110 definitely sound bad a$$, giving away that motor is not stock. Funny how with a 110 LSA a milder cam can sound that much lopier than a bit more cam with 112 LSA.
I finally took time away from Golfing and working around the house and found half day today to get the engine all buttoned up, oil primed, manifolds & starter, distributor, wires and valve covers installed. Took it off the stand to allow for the flywheel, clutch, bell housing and trans install and now waiting patiently. This coming Thursday I plan to drop it in and get all the electrical, fuel & N2O lines connected and bleed the hydraulic clutch & TO bearing. Perhaps Friday I'll fire it and go through break in if successful on Thursday. Cheers!
Just read this entire thread. Are you worried at all about the M-22 handling the new power level of the 462 on NO2? Your car is an inspiration for my own build. Thanks for all of the pics and details!
Hey Thanks. That Rock Crusher is built and I am not worried about it in the least. Once the Quick Performance 9" is here and in I will dyno it and hammer the heck out of it!
I did not get started today until after lunch today but I managed to get the engine & trans installed, crossmember and driveline in, exhaust reconnected and shop all cleaned up by 4pm, by myself. Tomorrow morning I will connect carb & fuel / N20 system, bleed the hydraulic clutch & throw out bearing, install fresh Radiator and button it up. Plan is to fire off and break in mid morning and drive by lunch time :beer
If I could only stop drooling long enough to form an intelligent sentence for a comment... :laugh: What mechanical fuel pump are you running on this combo? Looks like a Carter? I'm going to be running a Nitrous Outlet plate system on my own car, and I'm just starting to piece together all of the fuel system parts and accessories. I see you used the Robb Mc stuff for the nitrous end of it, just curious what you're feeding the motor itself with.
Howdy, read post 117 for the details on the fuel delivery system. RobbMc 1100 mechanical pump is the only pump now. 1/2" -8AN from tank to carb, and -4AN regulated to the N2O...
Me too Shawn...i am more anxious about the hydraulic clutch / TO bearing set up and how that all works,,,ray:
I also cut down the center divider of the Performer intake as seen in the photo, and I am still waiting for a 1" carb spacer but that spacer will have to be added after breakin now...
New engine break in complete, test driven now about 15 miles and hydraulic T/O bearing and clutch appears to be working flawlessly. Next: save for the new rearend but so many other things going on right now it could be next year before i PULL THE TRIGGER on that.
