A guide to building the lil guy. The Mighty 300

This is FALSE; The v6 and 350 have a bore size of 3.8" whereas the 300 and 340's have a bore size of 3.750"... So unless you are going to bore your 300 or 340 out .050", it's not going to happen...

Just had to clear this up before someone made the mistake of buying a set of .030 over V6 pistonsou:

 

I have done this twice and a 300 will easily take a V6 or 350 piston. as a matter of fact i just saw a 300 built with a .030 oversized 350 pistons. so dont say something is false if you have no experience with it. if you don't believe it then have a 300 sonic checked.

 

yes, but you have to make sure that people understand that they will have to over-bore a signifigant ammount to make them work

the original post made it sound like one could just "throw them in"

sorry if i sounded testy, that was not my intention

 

.050" to make stock v6/350 pistons work, more if you're working with "oversize" pistons

*300/340- 3.750" bore
*v6/350- 3.800" bore

just FYI

 

I know of several members who bored the 300 .050" over and are running forged 350 std bore pistons.

Dont forget Sean Etson (BuickCityPsycho) he built a 64' Special with a NA 300 that went 12.52@104. Below is 2002 post from Team Buick (Buicks net) by Sean Etson about his 300 combination that runs 12s:

Car--1964 Buick Special 2dr post
Fiberglass hood,deck lid and rear bumper, front comeing this winter.inner fenders removed core support swisscheesed.

Rear end is from a 72 skylark 8 1/2" housing with a strange spool and 4.11 gears and G body alum. drums.
Suspension-rear-Metco lowers stock uppers (custom made adjustable this winter)C/E no hop bars-front-stock with C/E adj. shocks,alum GS drum fr brakes S10 master cyl. wilwood adj. proportioning valve.

Trans.-TH350 custom built by a friend, a rebuilt B&M converter(not enough stall)an 8" 4000 stall to come ,hopefully. Headers are from Poston's 1 5/8"primaries 3" collectors

Now for the topsecret part. 64 300 block .030" over bore,line honed zero decked, oiling system mods,front cover new GM ported oil passages blue printed oil pump Dynagear double row timing chain.custom ground cam by ISKY .535"int. .525"exh 110` lobe center 304`@.050 dur. stock crank blueprinted stock rods w/ARP bolts.high comp. pistons w/costom owner done valve reliefs with owner made tools.

Heads-64 aluminum 300 head castings stock size valves pro done race valve job extensive porting(owner done)

Intake-started life as a Huffacker for a 215" single plane w/ a 2" spacer my adapter plates are 1/2" thick alum. 1/4" valley plate. a 650 Holley HP series carb tops it off.

Ignition is a Mallory unilite triggering an Accel 300+.

 

I think that it would be helpful if anybody has engine blueprinting info and physical dimensions for the 300 to post it. The only thing that seems easy to find is stock bore/stroke/rod length. At various places online I've seen 3 different compression heights, 2 different deck heights, etc, etc. Or if anybody has a secret link to this info that would help too.

That way the numerous "Just use [insert whatever engine here] pistons/rods/whatever" can be evaluated in context.

 

Twin Turbo manifolds...



http://www.chevroletls1.com/rover_v8.html

Greg

 

just rec'd my latest BPG magazine tues pm - TA ad in back says they just bought up last of KB stock and included in that is a few 215-300-340 cams ( and some springs etc plus some older V6 and 455 cams ) . a 2A and a 3A and a 5RS i think . $100 plus SH each to BPG members . 2A is gone unless they had more than one . i will edit in KB specs from old catalog when i get home . del
edit : info from a 1989 KB catalog
KB2A - hyd , intake .475 lift/270 duration , exhaust .488 lift/278 duration , 110 lobe center , 1400-6000 rpm range
KB3A - hyd , int .518/305 , exh .523/310 , 108 lobe center , 3000-6500 rpm range
KB5RS - solid , int .600/305 , exh .592/318 , 106 lobe center , 4000-7500 rpm range
fyi - info was not on TA website , had to call . thats all i know . del
*** nice "sticky" by the way ***

 

Here's another possible combination for the 300.

Quote:use the "Honda" journal size to monster up the stroke to 3.96". Using the 6.2" "Honda" rod and the Ford "truck" 2.3 piston 20 over you'd get 3.8" bore x 3.96" stroke:
A 400 lb. 360cid (5.9l) Buick 300 with a very Chevy like 1.58 rod ratio.

I don't know the specifics of how that combination works out on deck height and compression but it might be worth looking into.

Jim

 

Some tips from Sean, owner of the 12 sec 300, here:
http://forums.aaca.org/f118/little-engine-could-151456.html
A quick summary:
....ARP rod bolts for a 283 Chev fit perfectly.
....Cam with more than 0.480" lift will need retainer/guide clearance corrected.
....Valve-piston clearance becomes an issue with big cams.

 

Schneider has a nice selection of cams!
http://schneidercams.com/1961-1967buickv-8.aspx

 

Make sure you use 64 intake gaskets, the others don't have the exhaust blocked off and they won't match the ports as nice.

 

does schneider make the cams for TA ? i think i've seen the schneider emblem on the butt of more than one TA cam . and joe , i'll check my old KB catalog and see what was involved with the bigger cams as far as clearances/specs etc . del

 

Cams formerly offered by Poston. The sb 110 had some good reviews.

 

Isky Cams:

 

KB used to sell some hot N/A V6 cams from the early 80's that took advantage of the short runner large plenum volume of the V6, especially the 4.1 liter. Try having a custom ground that is based off of those camshafts, since it would be exactly the same.

There are a bizillion piston and rod combos for the 300 using off the shelf parts. If a 340-350 crank is used there are even more. I would look at destroking the 350 crank and coming up with something close to 320 cubes to keep the engines optimal bore to stroke ratio along with staying under the heads max flow point.
The intake port volume will be maxed out with the 320 buzzed way up there around 6500 with out some serious head work. That is where the volume vs pressure or vacuum in this case starts to slide the other way using the stock heads. The stock intake ports then become an orifice plate. I have no idea with the TA alums.....I guess we will see.

 

The K-B cams from an old catalog....sometime in the early 80's?
I don't see a Mark 2A that was mentioned, just a Mark 2. The Schneider 270-84H is very close to to it, but with a 110 lobe separation instead of the K-B's 112.

 

walt : listed 'em towards end of page #2 . they were .475 intake , .488 exhaust ( pretty close to your listing - musta been a slight design change ) . that info is outa' a 1989 KB catalog . for me no dif , always should plan on a little "extra work" anyway . del

 

complete centrifugal supercharger kits are 3500.00 :beers2:

 

Here's another option:

>I was reading about Cliff's stroker project again this evening and >something else popped into my head. We were talking about offset >grinding the 4.6 crank to get 3.4" stroke. Basically the 300 stroke with >the native crank. Smart. I actually didn't think much about the journals in >the late block being bigger in dia. till the other day when we were posting >about it.
>
>So then the thought occurs to me if the 6.0 "Honda" rod is used, 1.89" >journal; The 4.6 crank could be offset ground to 3.525". Paired with the >Ford 4.6 stroker 1.190" tall piston and that ends up with the piston only 7 >thou below deck. Bitchin'! Just deck the block by 7 thou and that puts the >piston at zero deck. Nice.
>
>That would be a solid combo. Displacement with the 30 over Ford piston >(3.73"): 5047cc. 308 cid. The 1.7 rod ratio is perfect.

I think Nic is talking about a 215 block here.

Jim