Revolutionary Engine Exchange: Introducing the 1963 Buick Wildcat Sporting an A-12 Archangel Start-Cart Engine

As per the account of the individual, the initial plan was to transplant it into a 1936 Ford Coupe, also known as a five-window coupe. However, for various reasons, that plan never materialized. Subsequently, the engine was vended to an adept Nailhead craftsman from the Midwest named Jerry Wright. Eric Godtland, the current possessor, procured the overhauled and rejuvenated engine from Wright. After engaging with my story, he reached out to me and unveiled several of the details you are currently perusing.

The saying “I know what I have” is a traditional statement among self-assured car enthusiasts, yet in Godtland’s case, he genuinely comprehends. Godtland disclosed a missive to us that was bequeathed to its inaugural owner by the Minnesota Air National Guard Museum, confirming the engine’s legitimacy.

He also provided us with the invoice from the engine artisan, Wright. Evidently, this was the ultimate engine that the elderly Wright worked on before retiring. It was enlarged by thirty thousandths, equipped with an array of new bearings for the camshaft, crankshaft, and connecting rods, fresh gears in the oil pump, novel pistons, and various other enhancements like a new Carter AFB carburetor and an updated ignition mechanism. Wright also included a pair of cast aluminum finned valve covers to supplant the antiquated pressed steel ones, an aesthetically pleasing upgrade.

As mentioned earlier, the preceding owner expressed the intention to place the engine in a ’36 Ford Coupe, but this endeavor did not come to fruition (fortunately, in my opinion). In my original piece on Hooniverse, I proposed that a 1965 Buick Riviera GS might be a more fitting choice. However, after conversing with Godtland, he contested this viewpoint.

Godtland mulled over acquiring a 1963 Buick Wildcat convertible, though it was in a dilapidated state. The engine in the vehicle was not original to the frame, and spending resources on an aged Wildcat in need of extensive refurbishment—sans a matching engine—did not appeal to him. When he chanced upon the kick-start 425 fabricated by Wright, he recognized it as the ideal engine for the assignment, not solely due to its heritage.

The Nailhead was crafted in 1963, rendering it notably scarce. Very few cars were outfitted with the 425 in 1963, at which juncture the engine was still paired with the antiquated Dynaflow automatic gearbox. “In 1963, only toward the end of the year, were 425s manufactured for any vehicles…. purportedly, only around 30 cars were equipped with the 425 engine,” Godtland articulated.

Consequently, this is an uncommon engine even before its AG-330 origins come into play. Merging this Wildcat with this Dynaflow-fitted 425, he would not be conducting an engine exchange solely for the sake of it. It would augment the restoration’s intrigue.

Considering this, he acquired the Wildcat along with the Nailhead motor. Efforts are currently underway to refurbish the vehicle to a standard befitting one of the most impressive Buick V8s available. What a remarkable piece of discussion it will be.

Apart from being curious about the project car Godtland was installing this engine in, I was also interested in the experience of starting the fastest jet ever with two roaring Buick V8s. Truly, the ideal individual to converse with would be a Blackbird crew chief.

“The J58 utilized a substance called triethyl borane (TEB) for ignition and to ignite the afterburner. It is an extremely volatile liquid that sparks upon contact with air,” Greg Edmondson, a Blackbird crew chief, informed us. “If all systems were functioning correctly, the 425s would initiate the J58 without any issues.”

Edmonson oversaw an SR-71 ground crew at Beale Air Force Base from October 1982 to December 1987. In addition to servicing the Blackbird, he supervised two other aircraft, the F-4 Phantom II and the A-10 Thunderbolt II. He has a preference for Buick vehicles and had this preference even before commencing his service with the SR-71.

“The carts were incredibly noisy. The outer pipes were approximately a foot in length, while the inner ones wrapped around the base of the engines and exited beneath the outer pipes. The sound of the 425s could easily overpower that of the J58s. Dual hearing protection was constantly worn.”

In spite of their bone-shaking noise—a video of which is included below—Edmonson holds a clear admiration for the 425-powered AG330s. He seems notably less enthusiastic about later carts that, for reasons we will discuss, were equipped with two Big Block 454s from Chevy. They received a more delicate treatment compared to the Buicks.

“I never had precise details on what modifications were made to the 454s, but as per the AGE (Aerospace Ground Equipment) personnel, there were numerous. The reputation of the 454s suffered due to the handling of the different carts. The Buicks were delivered to the aircraft when cold or retrieved from the ready line by the crew chiefs themselves. On the other hand, the Chevys were brought to the airplane by AGE while running and completely warmed up,” stated Edmonson.

The statement was made that the 425s would frequently only have a brief time to increase some heat—SR-71s were usually in a rush, surprisingly—but regardless, they would consistently and routinely pull all the way to redline without any problem. However, this scenario did not happen every time. It was mentioned that he played a role in the fatalities of several 425s.

“While conducting a late-night/early-morning launch as part of an Operational Readiness Inspection, we initiated the start of the SR’s right-hand engine. I was controlling the cart. Just at the right moment, the left 425 began to misfire severely as we administered the TEB shot, forcing us to proceed with the start.” If you have an affinity for Nailheads, you may want to skip the final section of this paragraph. “With one engine ailing, I had to rev the Buicks vigorously, to the extent that the impaired left engine shed some of its internal components onto the shelter floor. Post-launch, we found remnants of 2 connecting rods and several piston fragments.”

Due to the fact that the two engines were linked together with a belt, it wasn’t catastrophic if one was running roughly. However, it posed a significant issue if the SR-71s weren’t prepared for their missions. If sacrificing a 425 meant ensuring the Blackbird could capture the necessary photos, then it was a sacrifice that the ground crews had to make.

Later carts were furnished with 454s not because they were considered superior, but because Buick halted the production of the 425 back in 1966. This led to challenges in sourcing parts for repairing damaged engines, but due to a fondness for 425s—and indeed the Buick brand—Edmonson would go above and beyond to attempt to maintain the engines functioning.

“Myself and a couple of my Buick pals frequented the local scrapyards, informing the AGE team of any 401/425s we encountered,” he shared with us. “I never received confirmation if they actually scavenged parts from the local yards, but the impression I got was that they did.”

Indeed, the swiftest air-breathing jets ever crafted were sustained in part by straight-piped Buick 425s, some of which probably had salvaged parts. Times were simpler then.

Presently, Edmonson remains a Buick enthusiast—ostensibly, that understates his passion. Not only does he retain his initial vehicle, a 1970 Buick Gran Sport Stage 1, but he also possesses a variety of other vehicles produced by the automaker. Described as “several stablemates.”

“A ’70 Wildcat, two ’70 Estate Wagons, three ’70 GS coupes, a ’70 GS convertible, a ’70 GSX and my daily driver a ’86 LeSabre Grand National.”

Other tales from Edmonson will need to suffice for now, as the start-cart Buick project is yet to be finalized. However, when it reaches completion, we will ensure to provide images of the construction for all to see. The present engine of the car needs replacement, the interior necessitates attention, and evidently, the paint job, convertible top, and trim need addressing as well.

Godtland mentioned that it will be repainted in a metallic brown hue; Bronze Mist. Additionally, he intends to install a saddle brown interior. Combine that with pleasant weather, a 425 Nailhead with a remarkable history, and the top down? I dare say there won’t be a more impressive Buick anywhere.

Godtland expressed his satisfaction that the project is progressing, noting that it seems absurd that he ever contemplated not purchasing the Wildcat after acquiring the incredible engine that will propel it. And the expense of all this intriguing history? Well, that may also surprise you.

“The cost of the motor and the cost of the car were actually quite low,” Godtland remarked. “However, when you combine the two, it felt like the universe aligned, sending a clear message my way: ‘You should undertake this!’ Right?”

Indeed, you are correct. I’m eagerly anticipating seeing the finished product.

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