The Olds and Buick blocks had cast in liners so no liner issues. What they did have was weak threads. Frequently you could not reach the upper torque figure, sometimes not the lower one either. Because the Rover blocks were 30 lbs heavier that meant you only had a 50 lb weight penalty with the 300 block. In the MGB this meant very little as the Rover was the same weight as the 4 cylinder engine it replaced. I'd say the Olds blocks were within a pound or so of the Buick. Very little difference if there was any. Some have claimed Buick lacked the bosses for the upper row of head bolts but I can't confirm this. Others claim they were there. There have been many engines built on both 215 and Rover blocks, some quite powerful. It is something of a toss of the dice however. Jim
Jim, you built the intake manifold for the blower in your Avatar, correct? I think I read that somewhere.
Yes, it's an old photo and I should update it. The new arrangement on the 340 is better looking I think. That entire blower setup went to Hawaii and from there to parts unknown. Jim
> Okay fella's, does Kenne Bell still make Buick cams? Kenne Bell no longer makes any of their Buick V6 or V8 performance parts. However, TA Performance picked up some of their parts line. Though they don't list any Buick 215/300/340/Rover cams on their website, they do list them in their catalog. Poston is also no longer in business. Crane Cams had a line of BOPR cams in their catalog but since reorganization, they only do custom cams for the little aluminum V8s. Comp also lists a custom cam core for the Buick/Rover. Erson, Crower, Isky and Schneider all carry cams for these engines. Woody Cooper handles the Erson line, including some grinds not in the Erson catalog. Both Woody and TA Performance offer hydraulic rollers for these engines. Mike Jones recently did a custom solid lifter cam for one of my Rovers. Note there are differences in the cam snout between Buick and earlier Rover V8s and the later Rover 4.0L/4.6L engines. > The first 215 will be mostly stock with the exception of 300 heads (stock) and intake manifold. Are you doing anything to offset the compression loss due to the larger 54cc Buick 300 combustion chambers? They will drop the compression ratio a bunch compared to the 36-37 cc Buick 215 heads. > I'd like to find a decent street cam with lots of attitude. We may wind up going 0.030 over depending on the condition of the cylinders. I have the cam specs for the above cam companies, including the Kenne Bell cams. If you list all the parts involved in your engine build, compression ratio, vehicle weight, gearing, tire diameter, desired RPM range, etc. I can assist you with cam selection. Dan Jones
Wow! You guys put out some information! Dan, thank you. I guess I didn't think about a difference in the size of the combustion chambers between the stock 215 and 300 heads. What makes sense here? Can I deck the 300 heads to compensate or will that produce issues with valve clearance? I'd like to keep the stock 215 10.25:1 compression ratio. Here are my build thoughts: Stock 300 heads (possibly decked) 215 block 0.030 overbore ( cleaning up the bores) Stock crank BW T5 (Not WC) S10 rear 3.73 gears 1981 Chevy Luv approximately 2400# I'm going to try to run Corvette C5 rims, so rear tire size would be 295/35/18 I can't see revving much above 6,000 rpm (if that) Ken
Ken, if you want to use the 300 heads you'd be best off to build the short block for it. Typically, Buick used a dished piston which allowed them to keep a short squish height and set the CR where they wanted it. Maybe someone can suggest a set of flat-tops that work in the 215 with the 300 heads. Should be ample valve clearance. Jim
You should look into stroking the 215. Using a 300 from 1964. You would need the crank and the heads (aluminium) and may be the intake as well. Thier is much info on the 215 strocker with the 300 internals.
Thanks Ronnie. I'll have to check that out. I've got so much information from this post I need to sit down and compile it on to a single document. Problem is, I want to build both motors!
I'd recommend you not shoot for any more out of the 215 than 300 hp max. And then only if you've done all you can to avoid any chance of detonation. At that level it can live and be a good and reliable engine. Above that and you're risking problems. Jim
Good advice, Jim. There's just something intriguing about the little 215, though. I know just by inspecting the blocks that you're not going to get much in the performance realm. Has anyone ever destroked a 215 and built for higher rpm?
Okay, I know the 215 requires a modified or special bellhousing for a BW T5. What about the 300? Will an OEM bellhousing accept the T5?
I have a T5 (85 camaro) bolted up to my 215 with no mods. The T5 has the same 4 bolt pattern and the same length front shaft as the original manual trannys had. FYI, the T5's that were put behind a V8 motor originally has different gear ratios than the T5's installed in 4 or 6 cylinderd vehicles. Keith
Thanks Keith. The World Class T5's are geared quite a bit differently that the standard BW T5. We have a T5 from a S10 with the mechanical speedo. Chances are if we put this behind the 300 it'll get shredded. But it should stand up to the 215 without too much strain. Originally, the T5 was going behind a Ford Flathead. I have a link somewhere to a pretty good site that list the different gearings of the Borg Warner T5, both standard and World Class. Love to get my hands on a WC T5.
We have a T5 behind a 455 in the MG-Roadmaster and it's held up pretty well, just installed new 2nd and 3rd synchros recently. Not a performance build but still... The 215 bell is unique but the GM T5 matches the old Muncie/Saginaw pattern. Jim
Thanks Jim, that's good to know. Now, I just need to find a good 215 and 300 bellhousing! Anyone out there have one they're willing to part with?
I saw a BOP bell on ebay a week or so ago for $100, that will fit the 300. Look at the starter bulge, can be on either side or both. Pretty common. 215/Rover bells are scarce and expensive. New cost is approaching $400, used is hard to find. Jim
Yea, haven't found that gold mine of BOP parts yet, but one day...! I'll just stay vigilant and I'll find a bellhousing. If things go the way they normally do, I'll wind up with several bellhousings. I guess you can't ever have enough!
I was really lucky and found an old "transdapt" brand bellhousing for my 215. Its fully enclosed, not open on the bottom, like original GM's were. It was actually built for racing/offroading and has nice thick walls. I love it. Keith