Thread: 455 Olds 11:1 -> 10:1

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I was not a Johny come lately, i was drag racing before 1963, i only started doin it in my own rides in 63, which is why i only count till then...i don't count the time i spent being taught by the best in the St. Louis Mo area where i was born n raised and has always been a hot bed of drag racing activity both at the track and on the street.
Besides that i have run 10's with IRON HEADS and LESS than 11-1 comp on pmp gas with an olds engine in a big azz 4dr 84 98 regency and that was in the 80's nor was it a stroker engine and it retained all its amenities and accessories..How fast have u gone in anything Olds Powered that u may have built anytime in ur life, let alone thru mufflers on pmp gas in full dress street trim including tail pipes ?

Addditionally to all that drag racing experience almost exclusively with GM BOP engined cars, I am a graduate of GMI, General Motors Institute with a Mechanical Engineering degree in AUTOMOTIVE APPLICATIONS. Tho i was trained as a machinist during my degree program, i farm that out when i build an engine, even then i specify specs not rely on the machinist to decide.
Since 1977 i have lived in Flint, Michigan, the home and birthplace of GM, its parent and founding division as well as 2 of the only 3 divisions of GM that GM actually created, that being Chevrolet which was later divided into Chevrolet which remained and yet does remain under divisional control of BUICK, its creator, while the GMC division went to corporate, in fact the strike that attended said division led to the creation of the UAW, also born here in Flint. In fact for the past 22 years i have lived directly across the street from The Buick City assembly complex, which from the time it was completed till 1996 produced more vehicles and vehicle parts than any other place on the face of the Earth. Many of my best and closet friends are retired and or current BOP hourly workers and engineers and corporate types. i did my internship for my Mechanical engineering degree program 1/2 at the GM(milford) Proving grounds, formerly the PONTIAC proving grounds, the other 1/2 at Chevrolet assembly #36 , which is right down the street from GMI on Chevrolet Blvd, now renamed Kettering University in honor of its founding fellow Charles Kettering who was the founder and creator of the Dayton Electric Company, known as delco once aquired by GM, as well as CEO of GM's parent and founding division, BUICK, after the departure of Walt Chrysler from that positin to start his OWN company. Which he built the same way as William C. Durant Jr. did GM, predominantly by AQUSITION and incorporation of exiting auto COMPANIES. Dodge, Desoto, and Plymouth in Chrysler's case and all but Chevrolet, GMC and now GMAC finance for Billy Durant Jr.

YOU may b older than me, and u may have even started drag racing in ur own rides that u actually wrenched and built before i did, but u adhere to a number of the unfounded wives tales common among racers who have only some experience, no formal education in the field of engineering as it applies to automotive applications as i have. Wives tales which i once held as well, until they were factually dispelled in school at GMI, like that crap about a thicker head gasket makin for more squish. it doesn't and in fact it can't. In any internal combustion engine the piston crown stops at some point in the cylinder at TDC. in the case of the Olds engines with flat top pistons, domed or dished that would b w/ said base surface of the piston crown .045 into the cyl. unless u change the crown height of the piston and or the rod lenth w/o changeing the wrist pin position, u can not increase the volume above that point without lowering mechanical compression which will also lower static cyl pressure or static compression as its called.
the diff tween static and mechanical compression as u obviously do not comprehend is the pressure in the cyl at TDC when the engine is cold and NOT RUNNING and that when the engine is runnng at normal operatin temp, thas why same is CHECKED ONLY IN A HOT ENGINE. u simply can not increase the area in which the mixture is compressed without lowering the pressure w/o changing the position in the cyl at which the piston rests at TDC and BDC.
a thicker head gasket increases this, the same as shaving the block deck or the head deck decreases it.
I am a person who imparts only information that i actually KNOW from BOTH experience and education unless i preface or suffix same with i believe, i've heard, i have read or even i think.
Otherwise, if u analgolize, in this case Olds engines to a rooster and i told u a rooster dips snuff, u could find a fresh tin of skoal under his left wing, copenhagen under its right.
ur welcome to disgree with my assement on this subject, in fact i invite same, much of what i have discovered before and since school about this subject was born of someone disagreeing with me. However if u do so with such disrespect and antagonizm as u have u can expect same in return. in my vernaular, we call that playin the dozens, panning, capping, stinging on folk and i was better at that when i was a teenager than u'll b if ya live to b 200. In other words u got nothing coming on that tip. Better u remain respectful in whatever disagrement with me that u impart to me unless u enjoy gettin ur cap and or ur wig twisted with ur own BS rhetoric back in ur face. Thats in MY vernacular, in urs its likely ," unless u enjoy gettin laughed at and embarrassed".
Obviously u have yet to discern the difference between what ya think or believe and what u actually KNOW, and no matter when u began at this craft, until u do that as i have ur always goin to THINK that u KNOW things that just simply are not fact or so in any manner u can logically hold a position on and defend.
MY moto, before ya claim something u think u know is fact, make it make sense, and ur premise of increaseing com chamber volume in any way w/o changeing the piston position at top dead center does not and can not make sense, nor can u logicall defend such a position.
As i said, the idea of useing a thicker head gasket to lower mechanical and by association static compression is a ploy which i have used for decades with total success. in fact before the advent of really hgh compressed thickness head gaskets i used 1st indian head and later COPPER COAT spray contact sealant from 3M to bond a number of thin sheet steel or copper head gaskets together to achieve my desired chamber volume and by association my final mechanical AND static compression ratio. The 406 SBC i now have in my WORK truck indeed has a set of 125.00 a piece composite head gaskets from Fel-Pro that u like as not didn't even know existed let alone someone offered, and THATS JOBBER NET PRICE.
Since i retired in 2007 i do this of which we speak, as in drag race and build dedicated drag race oriented rides for street and strip for other folk, for bread and meat, if i don't win and do it right i don't eat and i love to eat, well i might add.
At the end of the day, keep this respectful and about the subject at hand rather than antagonistic and disrespectful when u post something to or about me. It isn't a gurantee, but 1st giving respect is the only way u can ever get any. YOU claim to B older and more experienced than myself in this field and u seem to want respect for that, which im more than willing to give ya, so long as with me u expect it with respect to me as u would have me do YOU.
The post that u made to which this is a reply is what folk like me consider to b playing, like i say, "playing the dozens"; unfortunately for that aim, I DO NOT PLAY, I never have, i jus like toys.