Here's what I would sugest. Find an 85-87 block and heads. They are the best so far from what I have used. Now for the nasty part. The largest oiling hole to the mains is the size that you want for all of them (#1 main). Use a drill and open them up for better oiling to the bottom where most of the problems occur. Get a high volume oil pump kit With thrust plate. Melling is one of the least expensive. I got one from Auto (UGH) Zone. Leave the stock cam in place to help drill out the holes. The only choice for the cam bearings is TA performance. A cam with a .420 lift at valve is a good choice (stock 85/87 GN), but the eldebrock performer plus is a good choice also (.472 exhuast). The intake at this point can be 4.1 or Holly. Both have EGR provisions but the Holly will have less exhaust heating of the intake (Holly and 4.1 will have to be ported for best effect. More for the 4.1.). The early Quadrajets are 630 cfm but since you have a later (750) design you can modify it to reduce the total cfm. Look at the rear butterflies. There is a stop for the butterflies. You can drill and tap a #8-32 or metric equivilant to adjust the cfm on the top not on the butterflies. Don't run the tap all the way through so you have a tight fit. This will keep the screw from backing out. A 1 inch hiker will help you get the best effect from the carb and won't cost to much. Look on ebay and you might get lucky. The Distributor is an entirely different story. The typical advance kit from Mr Gasket is great to get started (use the lightest springs). If you can find it a vacuam advance from a 76 vega 4 banger has the lowest vacuam to help out on the advance. I had a total of 42 degrees timing and used two different carbs. One for street, (76 olds 350) and one for race (68 chevy). The 68 chevy was the one that blew my rear end and twisted the frame. Prep of the engine is the biggest issue. Do you have access to a competant machine shop?
