How Strong Is A Standard Buick V6 Block?
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International delivery. United States delivery. Recent Vehicles. Refine results by: Current Vehicle Recent Vehicles. Recently Searched. Show Recent Vehicles. X Welcome International Customers! Results 1 - 18 of View By Product Groups.J ust a little over two years ago, we raised a few eyebrows by predicting that the V6 engine would eventually replace the V8 as the standard of performance in enthusiast vehicles.
Obviously, such a transition isn't going to take place overnight, but it is well under way; and only a fool would be blind to the inevitable shift toward smaller and lighter engines coming from Detroit, as well as the gradual phasing out of the V8. In case you haven't noticed, big-block V8s left the production scene several years ago, and displacements of cubic inches or larger are only offered as options in a handful of O cars.
Bywe will be faced with new car choices powered almost exclusively by four and six cylinder engines. Does this mean an end to performance? Extensive performance development work has already been done on the first of the new generation of potential performers the Buick V6. Power levels per cubic inch for. Much of the rapid acceptance of the V6 must be directly attributed to Buick's Special Product Engineering for their insight into the enthusiast's continued interest in performance in these days of reduced displacements and ever-increasing gasoline prices.
Buick has responded by taking the initiative in developing heavy-duty service components for their 3. And to keep this program directly on course, Buick has enlisted the analytical and development talents of one of America's greatest engine builders, Smokey Yunick.
If you were with us back in January of '78 when we kicked off our V6 coverage, you'll remember that we out-lined Smokey's appraisal of the Buick V6 from a performance standpoint, and followed along with his initial investigation of the odd-fire degree Buick V6, which led to a power output of hp from the cubic-incher.
Now, a little more than two years later, Smokey has expanded his development work to include the '78 and newer even-fire V6s, and power levels have been increased to nearly hp for that same cubic-inch displacement and it's all been done with parts that are readily obtainable to anyone who wants to duplicate his efforts. This last statement might not seem too important, but two years ago many of the performance pieces for the Buick V6 required extensive modification such as the cylinder heads or complete fabrication such as the intake manifold, headers and oiling system.
Today, the amount of performance equipment available for the Buick V6 is staggering: All the major manifold manufacturers have aluminum 4-barrel manifolds available or under development for the V6; headers are offered in several different configurations; electronic ignitions and magnetos are available, with or with-out mechanical tach drives; hydraulic, solid. The factory is doing its part too, with heavy-duty blocks, heavy-duty cylinder heads, rolled-fillet crankshafts, heavy-duty fuel pumps with special high-compression forged pistons.
But enough of what's happening on the parts scene. Let's take a look at what Smokey has been doing. Smokey has shifted his efforts exclusively to modification of the even-fire Buick V6 produced since There doesn't seem to be any real power difference between the odd-fire and even-fire configurations, nor is there much difference in vibration after both versions are fully modified; but the majority of aftermarket parts are being produced for the later even-fire engines, so that seems to be the way to go.
The even-fire concept, which utilizes a degree offset on the connecting rod journals of the crankshaft to permit firing impulses evenly spaced degrees apart, is also more compatible with electronic ignition systems and magnetos. Surprisingly, it turns. Several important items have changed since ' Smokey now re-works the production turbo rolled-fillet crankshaft rather than opting for an expensive billet crank, and to date, he hasn't had a crankshaft failure.Q: Can I take a naturally aspirated Buick V6 block and use it to build a turbo engine with 16 to 20 psi of boost?
I know I would need to upgrade the internals. My main concern is the block itself. The engine is going in a '69 Cutlass, not a later Grand National. Boost is merely one means to an end: making power. What you really need to ask is, "How much horsepower can a stock Buick V6 block withstand? There are some guys making 1, hp on the stock block with billet main caps and stud girdles. But, ultimately, the deck isn't thick enough to survive at that level for long; it'll crack around the head bolts.
This advice applies both to blocks used in naturally aspirated NA engines as well as those used in factory turbo applications. Although there are some minor differences in the lifter valley and lifter bosses, Tomaszewski says "they're not structurally relevant. Although it has nothing to do with strength capability, there is one obvious difference between earlier V6 NA blocks and many 'and-later castings: These late, so-called turbo blocks have a turbo oil-return drain-back boss on the block's front surface.
It's really only needed if using a stock—or direct-replacement for stock—Buick factory turbo setup. Otherwise, just run a drain line directly back to the oil pan. Speaking of oil, the factory Buick oiling system is definitely a weak link.
TA holds its internal pump clearances within 0. The pump itself puts out more pressure and volume, and the assembly's internal oil transfer passages are enlarged over stock. This raises overall oil pressure, even after initial warm up, when internal clearances increase and the hot oil thins out. Be sure to install an antiwalk cam-thrust button. Using a good-quality single-link timing chain instead of a double-roller will permit retaining the factory chain-tensioner, helping to control harmonics by dampening the slack-side of the chain.
Looking at the rotating assembly, a turbo-engine crank is stronger with rolled fillets, but even it won't last long over hp. Forget the stock pistons—go to forgings, shooting for about an 8. Scat and TA offer quality stock-length rods. But why worry about stock-length rods if you'll be replacing the crank anyway?
Once committed to a stouter aftermarket crank, it makes sense to put in a stroker and gain some cubes. On a bored 0. As for the cam, I lean toward a very mild hydraulic roller grind. There's just too many issues with flat-tappet cams with today's mainline motor oils, even on an engine with inherently good oiling like a small-block Chevy, let alone on the problematic Buick.
Current turbo technology is so improved in terms of minimizing exhaust backpressure issues that, other than slightly wider lobe separation, there's not all that much difference any more in raw specs between an NA cam and a so-called turbo cam.
One remaining difference when specing a custom cam for a turbo engine is that with many modern cams, there are quick-acting intake-lobe profiles as well as "softer"-closing exhaust profiles.
With a turbo, you don't really need a different-closing-rate, exhaust-specific lobe profile because exhaust-wave tuning characteristics are not that critical. Still, you want to minimize any through-chamber blow-by to quickly build boost. Hence, the lobe-profile experts at Comp Cams maintain that the modern fast-closing intake lobes also work quite well on a turbo engine's exhaust-side.
Bearing this in mind, Comp recommends a custom hydraulic roller grind based on its Xtreme Energy XFI hydraulic roller series: intake lobe profile No. The complete ordering information is as follows:.The Buick Regal is an upscale mid-sized automobile that was first introduced by Buick for the model year.
The model was originally positioned as a personal luxury carand typically offered in both coupe and sedan forms untilwhen the Regal became sedan-only due to the decline of the personal luxury coupe market. For certain model years between andthe Regal shared bodies and powertrains with the similar Buick Centuryalthough the Regal was positioned as a more upmarket vehicle.
Ina new version of the Regal was introduced for the Chinese market, which is a badge engineered version of the Opel Insignia. The new Regal was introduced to the North American market inpositioned as a mid-size vehicle. A new model was introduced forwhich is offered in a liftback sedan and a "TourX" station wagon version. Buick had been the first GM division to bring a personal luxury car to market with its Rivierabut was otherwise slow to react to the developing lower-priced mid-size personal luxury market, which Pontiac created with the Grand Prix and Chevrolet with the Monte Carlo the following year, Buick did not get its own personal luxury coupe until the GM intermediates were redesigned inthe so-called "Colonnade" cars that eliminated hardtop models completely.
In a curious name swap, the Skylark name was dropped from Buick's intermediate line and instead the Century nameplate, last used in the s, was revived for them.
A highly trimmed, two-door coupethe first Regal, officially marketed as the "Century Regal Colonnade Hardtop coupe", shared its front and rear styling with its Century parent with distinctions amounting to differing grilles and taillight lenses.
The Regal shared the same "Colonnade" pillared hardtop roofline a hardtop with B-pillars center pillars but frameless doors unlike a sedan body and greenhouse window area with the Grand Prix, Monte Carlo, and Cutlass Supreme as well as the lower-priced Buick Century Luxus coupe. Like its corporate cousins, the Regal and Luxus featured the newly fashionable opera windows, which were small fixed rear-side windows surrounded by sheetmetal, instead of the traditional roll-down windows.
For the first model year inthe Regal nameplate was only used for Buick's version of the GM intermediate personal luxury coupebut the following year gained a sedan companion there was no Regal station wagon.
Regal interiors were generally more luxurious than lesser Century models with woodgrain trim on dashboard and door panelsalong with door-pull straps and bench seats with center armrests with cloth, velour, or vinyl upholstery.
The model lasted five years with minimal changes, although there was a fairly substantial facelift in coupes for sedans retained their original sheetmetal throughwhich incorporated the recently-legalized rectangular headlights horizontally mounted on coupes, and vertically on sedans —much like the mids Pontiacs.
The Regal coupe sold reasonably well, although it lagged behind the Monte Carlo and Cutlass Supreme which had become the best-selling cars in America by For andthe Century and Regal were the only mid-sized cars in America to offer V6 engines. Initially, a three-speed manual transmission was standard but this was later replaced by an automatic. It was the first time the name appeared on a full model lineup.
The wagon was discontinued afterand the sedan dropped from the lineup the next year. The base model was equipped with softer-riding luxury suspensionand did not offer a manual transmission in later years. Turbo versions were offered with either a two- or a four-barrel carburetor. The Buick LeSabre was also available with the turbocharged engine. The only other turbocharged cars available in the U. The Regal Sport Coupe also included a firm handling suspension with larger tires and sport wheels.
Bucket seats and a center console with a T-shifter were also available. A major facelift for gave the Regal a much more aerodynamic profile, helping make it possible for the car to compete on the NASCAR racing circuit. Richard Petty drove one to victory in the Daytonaand the car won a majority of the and seasons races and won the NASCAR manufacturers title in and The R overdrive transmission was an option with either engine.
Forthe Regal was offered in a special Somerset Limited Edition trim which featured unique tan and dark blue designer exterior paint, wire wheel covers, sport mirrorsand chrome Somerset badging. The interior had tan and blue plush velour upholsterybrushed chrome trim, and additional Somerset badging.
A Somerset Limited Edition model was also offered on the restyled Regal. It had unique dark sandstone and camel exterior paint, sport mirrors, and turbine wheels. The interior plush velour upholstery was camel with dark brown piping.
Today at AM Ktbregal. Threads 10K Messages Which is preferred? Safety Equipment We all need to be safe. This forum is to discuss the safety equipment required to be safe and secure. Also, NHRA specs for our cars. Threads Messages 3. Roll bar going in! Oct 18, 87gn-newbee. Transmission Talk Tech support for transmissions and torque converters from the experts.
Heavy duty shifter Cable from Mikes Montes install ; works perfect. Yesterday at AM gn87man. Turbos and turbo related parts Threads 7. Friday at PM Dhos1. Smog tech and emissions tech This is where you go to get info on smog testing and emission control. West coast is Joe Chung, east coast is Jim Testa. Threads Messages 4. Need to install CA legal exhaust system. Jul 30, TurboTGuy. Under Construction.Comb jelly
Yesterday at PM turbinetom. Hot Air non-intercooled Tech Tech area for our non-intercooled brothers.The s were interesting times, everything from the music to the politics and even the culture was in some respects different than many back in the s would have expected.
It was the same way in the automotive world, everything in the s had changed so quickly from what was the norm of the s. After this, so many cars had to make do with smaller displacement engines. The V8 which was found under the hood of most cars in the s, s, and s; by the s due to the C.
Only a few remaining large cars, some mid-sized cars, and some performance cars were available with V8 in the s. There were good performing V8s available during the s, however they were generally much lower in displacement than previous V8s and therefore missing the massive torque of the large displacement V8s from the original muscle car era. Displacement may have been down and the engines may have been full of emissions controls however Detroit still managed to keep performance car fans satisfied most of the time with their performance offerings in the s.
V8 powered American performance cars were encountering very strong sales — in fact so much so that it was in essence version 2. It was a pleasant change from the downward performance spiral of the s. Though there were many respectable performance V8 engine offerings during the s, they were all beaten by a V6.
Yes you read correctly, a V6 in the s had all the high-performance V8s beat. Buick which had built a solid reputation back during the original muscle car era with, and cubic-inch V8s, by the late s had decided to forge a different path. And looking at the Buick V6 in comparison to even a small-block V8, it was very puny, so small that it looked like it could easily be lifted from the engine bay with your bare hands.
Buick had originally released its V6 in the early s, after only a few production years Buick was tired of the slow selling V6 and sold it to Kaiser which used it in its Jeep lineup.
By the time the federal regulations were putting the squeeze on big motors and gas prices had skyrocketed in the earlys, Buick had realized that it had made a big mistake selling its V6.
Buick put the V6 to good use and it sold very well. As GM shrunk all its cars across its entire lineup the 3. When GM would later move to mostly a front-wheel drive car lineup, the small, light, and very reliable Buick derived pushrod 3. Back in nobody could have predicted the 3. Buick had its eyes on the prize and did not let a little thing like missing two cylinders and a lack of displacement stand in the way of making the ultimate American performance motor of the s.
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