Right now I have a 1971 buick 350 with the ta stage one intake, the ta headers and flowmaster mufflers and 780 cfm holley carb. Thats all I also have a 2.56 rear end. My 0-60 is 6.5 to 6.9 seconds. I think thats pretty good. how much horsepower do I have with a stock 1971 350 with those mods. Also how much of a performance gain would I get if I put High comp pistons and a ta 212 cam in it? Thanks Brett
Brett, I've got some high compression 70 GS pistons and rings posted in the for sale section - if you're interested.
You really don't need the higher compression pistons to make good power with the 350. You should see about 350hp at the flywheel with a 212 cam. The higher compression might net you another 10 hp or so. A picture is worth a thousand words......
Mike, how do you save your graph as a .jpg? I have not figured out that one uzzled: I also entered the data to compare: `71 350 w/8.5:1 standard valves 1.88/1.5 780 cfm carb. @ 1.5 inHg, single plane large tube headers w/mufflers TA212 cam seat to seat 265/280 and .459/.470 installed at 0 adv. The result in power & torque was: 301 HP from 4500 to 5000rpm 365 TQ from 3500 to 4000rpm I feel this is very close to what my current 350 has at the flywheel. My car is a `72 and weights 3950 lbs wet with me in it (175lbs). Mike how were your parameters different? o No:
sbbuick I have a stock intake on my 350, the single plane mentioned was used for the calculations for bmxerbrett's engine. I was just saying that I think my engines's HP # are pretty close to my calculated numbers for bmxerbrett's combination.
I just hit "print screen" and then paste it in a new file in Photoshop, then crop it. There are much easier ways...... I used 9.0:1 compression 1.880 intake 1.505 exhaust valves 750cfm @ 1.5inHg with dual plane intake small tube headers with mufflers same cam specs you have listed 345-347hp from 5000 to 5500 rpm 381-384 TQ from 3500-4000 rpm 301hp sounds low to me, especially with that 212 cam and headers. I also tried it at 8.5:1 and only saw about a 2hp change.
The 112 should be almost identical until 4000rpm, then the 212 takes the lead for about 25 more hp at 5000rpm. If I were chosing between the 112 and the 212, I would definitely take the 212 hands down.
I goofed, the TA Stage 1 intake is dual plane (350) not single plane, I was thinking SP1. Mike I'll send you this .dyn file email (if I can find your email). Take a look and maybe you'll see why the numbers are lower.
you guys are really starting to get my hopes up about my build up! Stock intake/slightly modded q-jet TA headers TA212 cam Self ported heads (i think I'm doing a good job) dual flowmaster exhuast good valve job Mill about .060 from the head, should put me in the low 9's for compression I think... If this puts my 4 dr AC car into the 14's I'll be very happy. I also have the 2.56 gears and stock converter. I'll see how it pulls when it's together, in a month or so, and then decide if I want to up the stall speed a bit. As far as thoose programs, I woundn't put any money on what they say... I'll put mine on a chassis dyno, and see what the real #'s are. -Nick
I can't wait to order my TA 212 cam, TA intake, and torque converter, Im hopeing for low 14's ! I've got to do a little interior work (front seat covers, carpet, and drivers door panel every thing else is perfect)and put down some new paint first( Im lucky I bought a straight rust free california car) before I buy any more speed parts. The good news is I just wired up my TAC this afternoon so I can do a little camaro hunting during the paperfest/pierce park cruise tomarro (sat.) night!
Thanks Mike! So you would go with the 212 vs the 112 with a '71 350-4 stock with 2.56 open rear end? A couple ppl I talked to before suggested the opposite due to my rear end and being stock cept for the ignition. Again, Thanks!! p.s. To capture the full screen, use the PrintScreen button. To capture 'only' the active window hit ALT-PrintScreen..
Scott, a little more stall than stock would go along way to help acceleration and match-up with the cam. A 3.08 posi would do wonders also and it would still have good highway legs. When I went from stock stall to an advertised 2800 stall (actual 2000 with brake), it gave me .500-second improvement in the 1/8. :Smarty: This was with 3.42: posi rear however. It is very easy to get a stock 350 with cam exhaust and moderate gearing to low 14's with AC :Smarty: The efficient way to big gains is to tune/balance your combination. There are far too many people that spend money before they realize or optimize their existing potential wasting part of the money they just spent.
Cray, I was going to get a cam one day as well as a new roller timing chain. I've seen in car craft or hot rod a dual exhaust that comes as a kit you install in the driveway. Any thoughts? Rear end... Well, I've upgraded to a Q-Jet, so why not go all the way with fuel economy.. lol.. The catch here is everythings pricey.... I'd love to have a 14sec car, there's way to much fun to be had outthere lately. :Brow: . But note, mine has A/C, PS, PW and PS. Wish it had power locks and a trunk release, but then again, I also kinda hoped it had a 455 in it too.. :gt: Once I'm able to sell this '77 Chevy Impala I have, I'd like to invest some of the dough to upgrade mine some more, but until then I can't do much.. Anyone interested in a 88k Impala? :gt:
cyber, the flowmaster kit works well, i only had two problems on my lark. the smallest one is the fact that headpipes and exhaust tips will have to be cut to the correct length. a bigger one is that my headpipes, when stuck into my h-pipe, are not in line with the header collectors. the exhaust shop that did mine used the left headpipe as is, and then fashioned one on the right with a few bends so that it came inward to hook up the collectors.
Yep, those are the only two problems I had,Ijust trimed my pipes no bending needed, as long as you messure everything twice and if your good with a sawzall you shouldn't have to much trouble
