no, as light as your Buick is I think you need to put a 455 in it...
I've been tempted to put a 455 in mine, as an optional engine in 1981 for the Regal was the Pontiac 301 which was built on the same block as the 455, so I could use stock parts to hook it up and have it look like a Regal with a stock 301 under the hood.
No 455 for me, my Buick is not a fastmobile, it's a Grandpamobile.
I wouldn't sell it...for one thing, I doubt there's much demand. For another, it would be jerky, the Free Stuff is for people who want to give stuff to someone who will use it.
Sometime in the last few months, either here or on another site, someone mentioned that the reason my VW pulls smooth even when WOT@idle is because it's an I5 and there's power stroke overlap -- there's never a moment where there's no power stroke happening. If I understand correctly, to get that in a V engine it'd have to be a V10. OTOH, a straight six or straight eight ought to be just what I want; and I remembered reading lots of opinions of a straight six that came stock in a full-size pickup being no speed demon but indestructible and torquey (I'm pretty sure that's a Ford too)...
Anyway, my brain is stuck on the inline-5/6/8 idea and I was pretty happy to see that for free. I wish I had experience and knew how it would go together.
Any number of cylinders greater than the number of strokes in the combustion process can fit that description. A three cylinder two stroke has "power stroke overlap", as does any 5, 6, 8, 9, 10 cylinder four stroke engine.
A "six stroke" engine, with added scavenging intake and exhaust movements, would require 7 or more cylinders to achieve this purported benefit of "power stroke overlap".
There were a few flat crank four stroke straight eights, only two throws, built in the early 20's that were in effect tandem fours, with two simultaneous power strokes occuring each 180 degrees of crank rotation. These were shaking beasts, unlike the more common square cranks with four throws (straight 8 or V8) with one power pulse each 90 degrees of crank rotation.
The main reason for the smoothness of the inline 5 is that there is no point in the crank's rotation where all the pistons are stopped (TDC and BDC) followed by all moving at maximum speed 90 degrees later. This transition of momentum that makes 4 cylinder 4 stokes the most difficult to make smooth. The five has the crank throws offset by 72 degrees, with a power pulse each 144. No only is there less interval between the power impulse compared to a four, but the fact that the cumulative piston speed is steady really helps.
There is a reason that huge displacement radial engines all has odd numbers of cylinders, smoothness.