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The compression height is 1.975, the stock rods are 6.600 inches, the stock stroke is 3.900 inches, and the production deck height is 10.57 inches.That adds up to pistons that are 0.045 in the hole, but JMS decked the block 0.005, so the real-world number is a poor 0.040 below the deck.

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That’s an opinion long held at CC dating back to the time we swapped an old Electra 225 motor into a Skylark wagon for summer fun, and then again when the Buick beat all comers in the now legendary CC shootout of all the GM corporate big-blocks.

Sadly, the state of gearhead living has changed drastically over the last five years, and even here in So Cal, the Buick 455 engine donors just aren’t in the ‘yards or on the streets like they used to be.

The lobe-separation angle is 112 degrees, and valve lift is 0.459/0.470 inch using stock replacement shaft-style rocker arms (Sealed Power PN R857) with a 1.55:1 ratio.

Using what is perhaps the smallest cam seen in CC this decade, we ran four intakes across the 455: an Edelbrock Performer, an Edelbrock B4B, a TA Performance SP1, and a TA Performance SPX.

The ’75 to ’76 castings have factory 78cc chambers and are never used by TA.

The ’70 heads are 68 cc, and the ’71 to ’74 units have 71cc chambers that are milled to 69 to 70 cc during the rebuild process.Presumably, this is so the Performer will line up the carb with a factory GS hoodscoop.The dyno also couldn’t see a difference between the Performer and the B4B, as they performed identically pull after pull, thereby blowing the old Buick bench race talk that the B4B is a better intake.However, they do have some drawbacks, including an old-school 5/64-inch ring pack and a hefty 758-gram weight.Also, the dished Speed-Pros do not have valve reliefs in ’em, but TA Performance also sells precut pistons for an extra , and that’s what we used.Our engine uses a bone-stock oiling system, though we found that even the low-volume oil pump gear needed to be shaved 0.010 inch to avoid an interference problem with the oil pump cover.

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