Pair of free heads here. Just pay for shipping.. ---------- Post added at 05:27 PM ---------- Previous post was at 05:24 PM ---------- Also have a pair of exhast manifolds that I planned on using that are nicely ported and opened up.. Not free, but if interested PM me..
It's lit. I guess my engine is ready for pick up? Lol. You are probably laughing to yourself saying, "what the dummy wants is sitting right here, he's just got to come get it.":laugh: I have to hook up with you. I'll be home later today. I'll PM my #. ---------- Post added at 09:34 AM ---------- Previous post was at 08:48 AM ---------- Here's the deal. My 2 good friends are MOPAR guys They have built themselves mint cars. 1 is a 68 GTX. 440 4 speed 4.10. Dana. Real nice stock appearing car. the other a71 CUDA 440 6 pack, 4 speed, that is close to flawless. Both of these guys run in the Supercar Shootout races (RalphsRapidTransit). For the past few years, I've been sitting on the sidelines as they busted my balls about getting my 66 Skylark done. Without getting long winded, that project has become a nightmare in bodywork and until I have the facility to do it (a real garage) its on hold. So I bought this nice 70 that the body and suspension is already done, now I just have to get the engine- an engine that will beat their 13.0x cars. That is what they both run. They are tweaking them with each race and will be 12.9x cars with good air. So now you know the back story. I think it will be great to kick their asses with a SBB, instead of a 455 which I know almost stock would give them a run for the money. With a a decent amount of work a 455 should go 12.5 and not break a sweat. here is the thing, let's be competitive - really competitive with a 350! And there you have it. Of course I will be racing in Buick club sponsored races too!
After chatting some more with my advisors I think the best route (meaning least expensive) is to find a 70 GS 350 engine in good working order, freshen the bottom end (if really needed), Gessler stage 3 heads, matched intake, ported exhaust manifolds, cam & lifters, curved dist., E-D performance tuned Quadrajet. . . So first step, find a GS motor, any leads?:grin:
If my memory serves me correctly the 1970 SBB350 9.0 comp 2bbl motor is the same as the GS 10.25 comp motor except for the intake and head gasket thickness. I believe you would be able to find one of these motors alot easier than a GS motor. edit... sorry I got that wrong the difference between the 260hp and 315 hp was the piston. the 260hp had a dished piston with a volume of .235" and the 315hp had a dished piston with a volume of .075". <style type="text/css">#toc, .toc, .mw-warning { border: 1px solid rgb(170, 170, 170); background-color: rgb(249, 249, 249); padding: 5px; font-size: 95%; }#toc h2, .toc h2 { display: inline; border: medium none; padding: 0px; font-size: 100%; font-weight: bold; }#toc #toctitle, .toc #toctitle, #toc .toctitle, .toc .toctitle { text-align: center; }#toc ul, .toc ul { list-style-type: none; list-style-image: none; margin-left: 0px; padding-left: 0px; text-align: left; }#toc ul ul, .toc ul ul { margin: 0px 0px 0px 2em; }#toc .toctoggle, .toc .toctoggle { font-size: 94%; }body { font-family: 'Times New Roman'; font-style: normal; text-decoration: none; text-indent: 0in; color: rgb(0, 0, 0); font-weight: normal; font-variant: normal; text-align: left; font-size: 10pt; widows: 2; }table { }td { border-collapse: collapse; text-align: left; vertical-align: top; }p, h1, h2, h3, li { color: rgb(0, 0, 0); font-family: 'Times New Roman'; font-size: 10pt; text-align: left; }</style> If TRW L2343 or Sealed Power 2232P piston is used the legal dish spec will change from .075" to .070". second edit ... just checked my notes and in 1971 350 they used everything from a 1970 315hp motor but changed the head gasket thickness from .020 to .040 and the cam lift changed on the cam. I don't know if the duration changed any. I hope that this helps in your search...
It sure does. . .Now just tell me the 73 2 bbl that is in the car can easily be made into what you are saying and life will be real goodray:
In fact the 73 engine is a better starting point. You will have to swap higher compression pistons in but you can get them from TA, first just find out from the machine shop how much it needs to be bored out. The 73-80 rods are stronger than the 68-72 versions. Plus you can put any year head on the late blocks. Find a set of 68-70 heads as they flow better than the newer ones, then have them ported by Bill Mah.
Now you're talking my language!!!!:TU: This is something I can do over the winter and have it in by the spring (I know I have said that before on other projectsou
Called TA yesterday and talked with Tim. We talked a while and decided to go with the 290-94H. It's an aggressive cam and I was descibing my needs but I was sure to say "I don't want to overcam this low compression engine that has no head work." He felt it would be good for the aplication but I even heard a little apprehension in his voice. But with visions of tearing ass down the track we both decided on it and I ordered the cam. Last night The Wizard and I were going over the Static >Dynamic compression calculator. The 290 was just too much cam for the low compression engine. The TA 212 computed very good numbers. I called TA back and I must say, they were patient with me and very helpful. They cancelled the 290 cam for me, with seconds to spare (The UPS guy was due to pick up any second during my call) Unfortunately the 212 is out of stock right now but they hope to have them in a few weeks. The 284-88H cam is very close to the 212 and boasts more torque. The Dynamic compression ratios between the 3 cams are this: 290-94H - DCR: 6.52364 (6.5) 284-88H - DCR: 6.79484 (6.8) TA212 DCR: 7.16837 (7.2) The Wizard explained that optimum DCR (to run on pump gas) is between 7-8. Now all that being said, do I go with the 284-88H cam in hopes to gain a little more torque out of the hole but lose a little power in HP on the top end, or do I go with the 212 with slightly less torque. I think the 290 is just TOO much cam. Give me your opinions. Yes I plan on rebuilding this engine down the road and going with higher compression when the time comes. I have to allot funding for another rebuild ( My Nailhead project is being done right now as well) I am thinking 5K will get me where I want to be. That will take a while to squirrel away if I want to continue to live under the same roof as my wife -if you catch my drift here
fwiw tony I have run the 290-94h on my lo comp 72 350 and I did feel it lacked bottom end. 2.3sec 60 ft times (albeit with stock chassis) I think you made the right choice going a little smaller.
I plan to run the 284-88H with a true static of 9.5 to 1.. I haven't figured the DCR yet.. But I'm sure Larry knows what he's talking about by steering you toward the 212..
Well then, the Aye's have it - A TA 212 it is. Now it's just hurry up . . . and wait. :Brow: Check out the other thread, Project Jessica Rabbit, hopefully she'll be moving under her own power by Sunday. ray:
Depending on vehicle weight and converter and gear selection you only need a true 350-375- hp to run in the hi 12s in New York air which is conducive to good et most months out of the year Especialyl cool fall air on the island where the d/a is always favorable for good et/s And if the car is set up correctly,itll should run that quick with the lower hp number(honest 350 hp id think) Just dont be afraid to put a good quality converter and some gear in it and it will run well As for the 1st cam you wanted to run,i think its closer than you think to being optimal I grew up in DEER Park Man i miss me some oxygen ;( Good Luck
Paul, I think you might be a little confused to what IS and what is planned. Right now the engine is stock with no head work, only a T/A intake and a E-D performance carb. The 212 cam is going in that for the meantime. Just getting the car going and having some fun with it. I PLAN to build this motor down the road a little to a 12.50-75 1/4 mile pounder( or better if possible). I plan to run 10.5-11.0 forged pistons, I might go with the Eagle rod set up Sean described early in this thread. I will bolt on some Gessler (or equivalently ported) level 3 heads. When those numbers are figured out in the DCR calculator I will go with the most aggressive but drivable cam I can, I am sure it will be much bigger than the 212 perhaps the 290. But all this is in the future. The 212 is just for now to get a little more performance out of this low compression engine:grin:
Thanks Tony for clearing that up. I should have asked for clearification instead of jumping to a conclusion. Sorry about that! Looks like you got it handled. Just got worried for a minute. The Mopars must go down! Paul
