I was cleaning out my old emails, and found this- this car is amazing- this is the same guy that wrote the Pro Stock engine porting page years ago, dealing with average port diameter- at one time this was in the archives of oldsracer.com but I don't know if that site is still up- what I find amazing about this is, he was getting 8.0's from ported E-heads, on the motor without any power adders, and shooting for 7.90's- this was back in 2002-2003, so who knows how fast he is now, the car weighed 2350 lbs., it was only a back-halfed car, and was running faster than all the tube chassis Pontiacs at that time- this guy was on to something- for one thing, he had a stronger block with thicker bores and solid lifter valley, and 3" mains:
"I can remember when I was 16 years old and waiting to get my drivers license. My dad asked me
what kind of car I wanted and I answered that I wanted an Olds 442. It was really a dream on my
part and I didn't expect him to take me seriously. Next thing you know, we are off looking at 442's.
After much searching, we found a nice 1970 Olds 442. It was the early 80's and since the man was
about to take out a 20% loan for a new motorcycle, he took $1500 for it. It had 112,000 miles on it
and ran mid to low 15's in totally stock form with 3.23 rear gears. I still have that car, it now runs
in the 8.0's at over 160 MPH and represents close to the cutting edge of technology as far as race
engines go. We'll get into this later.
My car has a .125" over 455 block, aluminum rods, custom pistons and custom crankshaft. It uses
a set of Edelbrock heads that were ported by DART ENGINEERING. It uses electronic fuel injection
to deliver the fuel and control the spark and I fabricated the sheetmetal tunnel ram myself and
added twin 80mm throttle bodies.
I rear halved the car first with a narrowed 9" Ford and ladder bar suspension. Then I front halfed
the car, it sports a 12-point chrome moly cage, full aluminum interior and trunk and Lexan windows.
The body has a one-piece fiberglass front end, glass doors, bumpers and trunk. It weighs about 2350
pounds with me in it. The engine made 880 HP on an engine dyno. It's naturally aspirated and I plan
to keep it that way, at least for now. I used a lot of the Pro-Stock technology in building the engine to
get every last horsepower out of it that I could. My goal is to run in the 7.90’s and then decide the
next step. I don't know what that will be, but once I set the chinning bar into the 7's naturally
aspirated, I'll need to come up with a new goal.
In the technical articles to come, I plan on going through every part of the Olds engine. I'll explain
how it works, what its weaknesses are and what its strengths are. I plan to cover topics such as
the oiling system, cylinder heads, valve train, windage, cooling systems, exhaust systems, rotating