Match Race 1972 ~ 'Road Runner/GTX 440' vs. 'Buick GS 455'

[69 Cuda 440]

1972

I was lucky enough to see both these 'Limited Production' cars perform in 1972.

In 1972 NHRA 'Pure/Stock' {No Headers and No Slicks} and must be 'Street Driven'

I saw a 72' Road Runner/GTX 4-Speed with a 440 'Air Grabber' run in B/Stock {10.00 - 10.99 Wt/HP}.

It ran a respectable 13.85's @ 102 MPH, and held it's own running for Class Trophy.

Not sure of the Gears in the Dana, but they were probably 4.10's. And the Mopar 440's
still had a good Exhaust System.

Though the 'bulky looking' B-Body lumbered a bit coming off the line with the
Low-Compression 440, it did pull fairly well at Mid-Track and had a good Top-End
for a Pure Stocker.

 

[YY1]

Have any of you noticed that just comparing #'s, especially camshaft, the mopars always seem to do more with less?

This is what I keep trying to say in all of my "yes there is a replacement for displacement" comments.

All of my mostly stock 318's could hang with or best a stock or lightly modified 350. My 383 and 400 could hang with any gm big block.

There seems to be an inherent design efficiency that Mopar motors had, that the other guys didn't. As a bonus, since the factory parts were fairly mild, there was a hell of a lot of room for bolt on improvement.

I had a 72 skylark in the identical color combo as the one in the exhaust post.

I have a hard time believing the listed weight on those cars.

Even with factory sway bars it drove very heavy and lumbering, with lots of roll and wander. It was a 350 auto with fairly low miles.
It was not even a close match for either of my 318 Coronets I owned at the same time (a 66 and a 67) either in performance or handling, despite neither of the coronets having a sway bar.

In my experience, the 2.94 (common 66/67 ratio) in the 8 3/4 was good counter for a gm 3.08, as it gave you a chance to catch up on the top end. The torquey 66 poly motor with that gear minced a LOT of 350 with 3.08 gm a body cars.

 

[YY1]

...might I add that this is IMO the most interesting of the series of "match race" posts.

...and...I was a pretty hard core buick/pontiac guy a few years before acquiring my first Coronet (that 66 I mentioned)

 

[69 Cuda 440]

1972 Road Runner with the GTX 440 {Code E86 option} and with the {Code N96} 'Fresh Air Package' option.

Not really designed as a Drag Strip car.

More of a 'Gentleman's Musclecar'.

1972 ~ 440/290 HP re-factored to NHRA-rated 335 Horsepower

Note; The 440's were Under-Cammed and Under-Carbed as usual........

1972 'Pure/Stock'...........................B/S or B/SA

1973 NHRA Stock Class...................F/S or F/SA
1973 NHRA Super Stock Class.........SS/J or SS/JA
--------------------------------------------------------------------------------

Code N42 'Decorative Exhaust Tips'..........A Must !!!!

 

[Abodybomber]

69 Cuda ,so appropriate on the "undercammed,under carbed" post...

 

[69 Cuda 440]

69 Cuda ,so appropriate on the "undercammed,under carbed" post...

Correct,

Mopar played it 'too safe' many of the times.

Even the 1972 Mopar 440 'Low-Compression' engine with the 'Fresh Air Package' could
have easily handled a richer fuel distributing Carburetor than the Holley #4160 Series 670 CFM unit.

Say a Thermoquad 850 CFM Series.

And, a nice '1972' Marine Performance 'Hydraulic' Camshaft
* .494"/.494" .... Lift
* 296*/296*...... Duration
* 64* ................ Overlap
* 114* .............. Center-Line

 

[nothingface5384]

One issue the "GM" A body needs addressed vs the B body, is the rear suspension. As bite increases, IE stickier tires, the coil sprung 4link will show it weaknesses fairly early, with twist/hop. A lot of people just went to the bolt on ladders, and while they did a reasonable job, I used "no-hop" bars on several cars with decent results. A right side air bag for a little preload on big torque/hp cars can make a big difference also.

To get a GM A-body to launch dead straight you would need a Hr Parts n stuff 1.5 drag bar along with Ta performance No-hop bars

if you want them to corner, you need johnnyjoints arms or DSE swivel link arms

 

[OldmanRick]

To get a GM A-body to launch dead straight you would need a Hr Parts n stuff 1.5 drag bar along with Ta performance No-hop bars

if you want them to corner, you need johnnyjoints arms or DSE swivel link arms

That sounds like good stuff! I know of T/A Performance, but honestly, I can't help but draw a blank on the others.....

After all, my hands on experience with these cars was mainly in the 70's. Can you say...Lakewood .

 

[6pk2goDemon]

:thumrigh: Those 72 RR's with the GTX package are really rare cars. I fell in love with one a few years ago at one of the Scottsdale Auctions before I realized what it was.

When it sold for over 100K, I knew why I liked it so much LOL :smile: Heavily optioned with a sunroof, floor mounted cassette player, pistol grip 4-speed, etc.....

Here it is

 

[OldmanRick]

Wow C, that's really cool! And with a vinyl top too...:thumbrig:.

 

[6pk2goDemon]

Wow C, that's really cool! And with a vinyl top too...:thumbrig:.

Thanks Rick.....It was "drop dead" gorgeous and I had NO idea how rare it was, but I was drooling all over it LOL =P~

Couple more pics for 'ya

 

[69 Cuda 440]

Can this be true........

In 1972, the Code N96 Plymouth 'Air Grabber' {Fresh Air Package}

Cost.........$68.90

On the 440 {Code E86} Option, included the 'Special' Holley H-4-4160 Series
{#6254 - 4-Speed} or {#6255 - Automatic} 670 CFM Carburetor.

 

[OldmanRick]

Amazing how affordable some of the options of the day were?

Btw, i'll take the green one in post #76....

 

[69 Cuda 440]

O-M-R,

1972 Road Runner/GTX

Code N96 {Fresh-Air Package" Plymouth 'Air Grabber'.............. $68.90



Included Parts...........................................Today's Replacement Parts Cost
----------------------------------------------------------------------------------------
* Standard Flat Hood 'Steel'.....................................$700
* Fiberglass Hood Bulge...........................................$550
* Hood Frame Opening............................................$272
* Hinge Assembly.....................................................$50
* Hardware..............................................................$38
* Door Pins..............................................................$20
* Air Grabber Scoop................................................$200
* Air Grabber Flapper Assembly................................$284
* Spring..................................................................$19
* Under Hood Air Box..............................................$300
* Under Hood Seal....................................................$85
* Air Vacuum Actuator.............................................$189
* Vacuum Hose Kit..................................................$109
* Hose Clips.............................................................$37
* Air Cleaner Assembly {Base Pan and Lid}................$345
* Switch Control and Wiring Assembly.......................$185
* Switch Control Bezel {Under Dashboard}..................$18

OUCH !!!!!!!!!

 

['73red-duster]

$68.90 sounds very cheap, but keep in mind the whole car probably cost less than $5,000. I drove my new Duster off the lot for $3,055. Looked at a 340/4 speed Challenger for a little over $4,000, but couldn't afford it with the insurance. I was only making about $2 an hour at the time, and my payment was $68 a month, and ins. was another $35. Payment wouldn't have been that much more, but the ins. would have doubled on the Chally.

 

[69 Cuda 440]

O-M-R,

1972 Road Runner/GTX

Code N96 {Fresh-Air Package} Plymouth 'Air Grabber'.............. $68.90



Included Parts...........................................Today's Replacement Parts Cost
----------------------------------------------------------------------------------------
* Standard Flat Hood 'Steel'.....................................$700
* Fiberglass Hood Bulge...........................................$550
* Hood Frame Opening............................................$272
* Hinge Assembly.....................................................$50
* Hardware..............................................................$38
* Door Pins..............................................................$20
* Air Grabber Scoop................................................$200
* Air Grabber Flapper Assembly................................$284
* Spring..................................................................$19
* Under Hood Air Box..............................................$300
* Under Hood Seal....................................................$85
* Air Vacuum Actuator.............................................$189
* Vacuum Hose Kit..................................................$109
* Hose Clips.............................................................$37
* Air Cleaner Assembly {Base Pan and Lid}................$345
* Switch Control and Wiring Assembly.......................$185
* Switch Control Bezel {Under Dashboard}..................$18

OUCH !!!!!!!!!

Almost the cost of the 'Base' 1972 Road Runner...............8)

 

[69 Cuda 440]

Cylinder Head Comparison

................................................1972 Mopar 440........1972 Buick GS 455 'Stage 1'

Casting #....................................... #3462346 ............ #1238148

Combustion Chamber 'Factory'........ 88.0 CC ................ 71.0 CC
Combustion Chamber 'Minimum'..... 82.0 CC ................. 59.0 CC

Intake Valve.................................... 2.080".................... 2.130"
Exhaust Valve.................................. 1.740".................... 1.755"

Intake Port 'Width'........................... 1.23" ................... 1.16"
Intake Port 'Height'.......................... 2.27" ................... 2.42"

Exhaust Port 'Width'......................... 1.78" ................... 1.24"
Exhaust Port 'Height'........................ 1.48" ................... 1.86"

Intake Port 'Volume'........................ 200 CC ................. 188 CC
Exhaust Port 'Volume'....................... 62 CC .................. 142 CC

Intake Flow @ .500" Lift .................. 218 CFM .............. 227 CFM
Exhaust Flow @ .500" Lift ................ 156 CFM .............. 183 CFM

 

[69 Cuda 440]

#3462346 {1972 ~ 440 Cylinder Head}

* Open Chamber {Factory= 88.0 CC}
* Emission Designed Combustion Chamber {To meet EPA Emissions at lower RPM's}
* 'Flatter' Intake Ports
* 'Revised' Exhaust Port Passages
* Valve Seats {Hardened by Induction} Outer edges of the Valve Seat tempered.

 

[pishta]

Did the GS get the same 800 Carb the stage 1 got? My buddies big block 60s Buick had a 600 carter on it! That boat could push you back in your seat easily but had no top end. My first car was almost a 68 442. I could have grown up an olds guy but instead I was shown and drove a 65 barracuda with a 340 in it and I was "hooked": Mopar for me!

 

[69 Cuda 440]

Did the GS get the same 800 Carb the stage 1 got? My buddies big block 60s Buick had a 600 carter on it! That boat could push you back in your seat easily but had no top end. My first car was almost a 68 442. I could have grown up an olds guy but instead I was shown and drove a 65 barracuda with a 340 in it and I was "hooked": Mopar for me!

No,

.........................................Primary Jets.........Primary Metering Rod........Secondary Metering Rod

GS 455 ................................ #73 ........................ .044" .................................. CT

GS 455 'Stage I' .................. #75 ........................ .045" .................................. CV


The 'Stage 1' Rochester was 'specially calibrated' by the Buick Technical Staff.

It included a larger Primary Jet and 6% Richer Metering Rods.

 

[EL5DEMON340]

The thermoquad is a popular upgrade with the Buick guys, especially the 1000cfm one

 

[69 Cuda 440]

O-M-R

1972 Buick GS 'Stage 1' Cylinder Heads

Casting #1238148

Same casting as the GS 455/250 HP Cylinder Head with 2.00" Intake and 1.65" Exhaust Valves.

To convert to 'Stage I'

The 'Factory Techs' performed the following;
1} Opened up the Valve Throats
2} 'Ported' the Valve Bowls.
3} Valve Guide Tear-Dropped
4} Choke Point Widened
5} Push Rod Pinch 'smoothed'
6} Valves Unshrouded
7} Intake Valve = 2.130"
8} Exhaust Valve = 1.755"
9} Valves Back-Cut

 

[OldmanRick]

O-M-R

1972 Buick GS 'Stage 1' Cylinder Heads

Casting #1238148

Same casting as the GS 455/250 HP Cylinder Head with 2.00" Intake and 1.65" Exhaust Valves.

To convert to 'Stage I'

The 'Factory Techs' performed the following;
1} Opened up the Valve Throats
2} 'Ported' the Valve Bowls.
3} Valve Guide Tear-Dropped
4} Choke Point Widened
5} Push Rod Pinch 'smoothed'
6} Valves Unshrouded
7} Intake Valve = 2.130"
8} Exhaust Valve = 1.755"
9} Valves Back-Cut

That's a impressive amount of work to upgrade their standard assembly line 455 head. The engineers must have been pretty serious about going after the big boys.

 

[69 Cuda 440]

O-M-R

'Wouldn't You Really Rather Have A Buick'

Narrow Intake Ports @ 1.16", but 'Tall Bastards' @ 2.42"

There was only a slight difference in Port Flow between the Basic GS 455/250 HP and the Buick 'Stage I' Cylinder Heads.

* 455/250 HP.......... 218 CFM @ .500" Lift
* 455 'Stage I'........ 227 CFM @ .500" Lift

 

[OldmanRick]

Tall and narrow int. ports. Hummm.......So just maybe the Chev LS heads weren't so revolutionary after all.....