A guide to building the lil guy. The Mighty 300

Discussion in 'Small Block Tech' started by Joe65SkylarkGS, Oct 27, 2009.

  1. Jim Blackwood

    Jim Blackwood Well-Known Member

    Should be very easy.

    Jim
     
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  2. Jim Nichols

    Jim Nichols Well-Known Member

    64 aluminum.jpg The only problem I see is the 300 and 340 iron head intake gaskets are different. The TA Rover heads work with the aluminum 300 intake or a Rover intake with spacers and valley pan. I've always kept aluminum with aluminum and iron with iron parts.
     

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    Last edited: Oct 16, 2020
  3. Jim Blackwood

    Jim Blackwood Well-Known Member

    4bbl EFI intake for the 300. Bolted it up to the iron head 2bbl engine yesterday. Using the intake gaskets for the aluminum heads. They cover the EGR ports.

    Jim
     

    Attached Files:

  4. gui_tarzan

    gui_tarzan Certifiable

    Wait. What do you have going on here? How is this all going to work? I am truly curious about this setup.


     
  5. Jim Blackwood

    Jim Blackwood Well-Known Member

    Here is the piece that lets me use the scoop/throttle body/filter housing from the Eaton blower on my 340.

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    Bigger shot

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    And from the front.

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    I'm using the GM P01 ('411) ECM and sensors from the '01 Camaro. Currently tuning startup and warmup parameters. This engine will eventually be replaced with a blown stroker 300 with TA heads and a roller cam, that could happen this winter if the blower intake build goes smoothly.

    Jim
     
  6. sean Buick 76

    sean Buick 76 Buick Nut

  7. Jim Blackwood

    Jim Blackwood Well-Known Member

    Here's another tidbit for a stroker 300 build that might benefit somebody. With light weight internals it's possible to get the weight down to where only 60 grams or so of extra weight is needed to internally balance the 340/350 crank, as opposed to removing 600 grams or so from the bobweights for external balance. In this particular case, rods were ex-nascar Carillo and pistons were slipper style with hemispherical dishes, thinwall wrist pins.

    The comparison is, 60 grams of Mallory weight vs 600 grams of weight removed for external balance. I'll be building one of each.

    Jim

    Edit: I just heard that if you use the late 350 crank with the capscrew rods it has enough extra heft that no weight needs to be added. Pretty sweet, internally balanced stroker 300/340-350 that can use generic dampers and flywheels. J
     
    Last edited: May 7, 2021
    sean Buick 76 likes this.
  8. Jim Blackwood

    Jim Blackwood Well-Known Member

    Got some parts for the stroker 300. Wiseco 10.5:1 pistons for the TA Rover heads, weigh in at 380 grams. Pins are 83 grams, just half the weight of the stock ones. Rods are Carillo, 540 grams.


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    Maybe I can post a shot of the crank tomorrow.

    Jim
     

    Attached Files:

  9. Jim Nichols

    Jim Nichols Well-Known Member

    Jim, Looks like you are committed to the roller cam! Look at similar specs to Chevy LT4 Hot cam. 220 IN, 230 EX duration @.050. .520 IN lift, 530EX, 112 LSA.
     
    Last edited: May 20, 2021
  10. Jim Blackwood

    Jim Blackwood Well-Known Member

    Thanks Jim, I think that's in the ballpark. You can run solids with a hydraulic grind also. Do you suppose they can run tighter lash because of the initial ramp on the hydraulic cams? (about .006" lash)

    I was starting to study up on cams and to get a DCR of around 7.5 it looks like the intake has to close around 60° ABDC. How does that compare to the cam grind suggested?
     
  11. Jim Nichols

    Jim Nichols Well-Known Member

    Probably your best deal would be to buy the blank from TA and have Delta Cams in Tacoma, WA grind to your specs. I think you can run closer lash with a hydraulic cam because of the ramps, but not that close. There is a formula for lash/lift and most cams I've seen are around .020 -.024 on a solid roller. I don't know the over lap on the cam suggested but I can find more specs. I'll check it out and get back to you.
     
    Last edited: May 20, 2021
  12. Jim Nichols

    Jim Nichols Well-Known Member

    Comp Cams says .012 IN and .014 EX on running solid rollers on their Hydraulic roller cam. It will act like a slightly smaller cam at idle and add 500RPM at the top end.
     
  13. Jim Nichols

    Jim Nichols Well-Known Member

    LT4 cam has 3 degrees advance built in. LC 109 IN and LC 115 EX. I would set the timing at 3 or 4 retarded to set cam close to straight up to help dynamic compression.
    lt4 HOT Cam Specs | NastyZ28.com
     
    Last edited: May 20, 2021
  14. Jim Blackwood

    Jim Blackwood Well-Known Member

    Thanks Jim It looks to me like that could work. I need to not get too high on the DCR because of the blower but I doubt it'll ever see over about 5lbs of boost especially with the TA heads and 1.9" intakes. I wonder if I should go a step milder? Fuel economy is somewhat important.

    Jim
     
  15. Jim Nichols

    Jim Nichols Well-Known Member

    The solid lifters knock it down a notch. If you go milder, due to the higher compression Dynamic goes up. Remember the Crower 50233 stage 3 cam we put in Chris's 300 stroker turned out to be a little mild for the 350. I know a guy that used the LT4 hot cam in his LTI and raved about it. I think it is the best pre-LS cam that is very streetable. The SBF "F" cam is another good one to copy. Your TA Rover heads will flow as good as the better SBC or SBF heads. Brian and I are working on getting the 300 Willpower single plane intake done with Anthony Laney in Australia. Brian sent him a 300 Buick 4 barrel intake. More on that soon.
     
  16. Jim Blackwood

    Jim Blackwood Well-Known Member

    That all sounds good. What about the LS grinds? I thought they were supposed to have some kind of magic.

    Jim
     
  17. Jim Nichols

    Jim Nichols Well-Known Member

    The LS heads are magic in themselves plus different firing order. I tried to find the widest powerband for the older conventional motors as the LS is totally different. The Ford "F" cam I noted above is a good carb cam but LSA is too close for EFI at 109. .230 duration and .512 lift is about right where you want for a healthy 350 that's streetable.
     
    Last edited: May 20, 2021
  18. Jim Blackwood

    Jim Blackwood Well-Known Member

    Wonder what TA has that is competitive?
     
  19. Jim Nichols

    Jim Nichols Well-Known Member

    You have to call and see. You want at least 112 LSA . Factory cams are usually 114. Around .230 duration @ .050 and a little over .500 lift to take advantage of the TA Rover heads.
     
  20. Jim Nichols

    Jim Nichols Well-Known Member

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