Found some old 350 combos thought I would share

350 - 13.84@99

original 1970 350 block,crank,heads,rods, rod
bolts, valves, retainers and keepers.

HEADS- cleaned up the casting irregularities with a mild port job(gasket matched) and as far as a dremel
tool will reach. concentrated on the roof of the exhaust ports and the
shortside radius and floor of the intake's, polished the combustion chambers
with scotch roloc brand abrasive discs, bowls blended and guides narrowed.
T/A 350

INTAKE- gasket matched and also ports worked on as far as air
tool(this time)would reach. three angle valve job and spring pockets cut to
fit required springs. guides cut down for clearance and full teflon seals. i
would strongly recommend a standard abrasives porting kit as all the stuff is
in there for a good job except the air and die grinder.

BLOCK- when i originally rebuilt the motor in 1986 i spent good money on good machine
work(zabatts here in jax) and had the block align honed(checked first),
squared as one bank was not square and the deck heights as measured from the
crank centerline corrected(tollerance's apparently were'nt real tight on
either of these from the factory) bores cleaned up at .030 over and standard
cam bearings installed, no reorientation cause i didnt know about it then.
RODS- resized and minor cleanup grinding on the beams and what they called
shot blasted.

CRANK- also shot blasted and resized -.010/.010, oil holes
chamfered. PISTONS- trw forged 10.25 cr. which were the highest cr pistons i
could order through them. whole assembly was ballanced ballancer to
flexplate. when i rebuilt it again in 1995 i just ball honed it stuck some
new rings and bearings in it had the cam(old kenne bell mark 2)reground to
intake .448 lift 224 at .050 and exhaust .449 lift 235 at .050 110 deg
centerline specs. after asking me a bunch of questions thats the grind the
cam grinder came up with. he was right on too, its totally streetable with
enough vacuum for pwr brakes and sounds good too!

i use ta 1 5/8th's primary headers with full 3 inch pipes with the long case dyno max mufflers. 3.42
gears, 800 cfm quadrajet(reworked by me) and a unilite distibutor set up for
16 deg initial and 18 centrifugal. car is a full weight 72 skylark 350 sport
coupe with buckets and console and weighed in at reynolds in november at 4015
lbs(eeks!)
best et to date is a 13.84 at 99 mph shifting at 6000 rpm on 275/60/15 ta
radials. best 60' sofar is 1.945. i have a 350 trans with a 10 inch aprox
3000 rpm converter. i drive the car almost 50 miles a day and almost all of
that is highway so believe me if you've considered converters and gears
you'll get used to them real quick. this is not a fuel mileage engine or
combination so we wont go there. blah blah blah, yadda yadda yadda! and for
those who wonder why i built a 350, its what i had. i still get a kick
out of it when someone says " thats a buick 350? wow!" i've left out
a bunch but i'm tired of typing.

David Butts
Orange Park FL

 

Interesting info Sean, thanks for posting that. Gives me an idea of what my combo should be meeting at least. :TU:

 

Hi Sean
Any idea what the hp & torq numbers would be approx?uzzled:
My recent rebuild is the same...except for the Comp 268H I'm running.
Inquiring mind would like to know....
Thx in advance

 

The hp might be lower than you think to get that ET, the torque is what makes may 350 combos run so well. I guess at 325 hp at 5400 and 415 ft of tq at 3200 rpm

 

Sean, what did you do differently to your 350 to get 398hp?

 

I lightened the stock crank, and rods, precise balance of rotating parts, custom crank scraper to keep oil off the crank, TA212 cam, TONS of head porting, oversized valves, TONS of porting on Poston intake, 1000 cfm carb, 36 degrees timing all in by 2200 rpm. I just hit a good combo with a bit of trial and error.

The next engine will be even better I promise.... I have much lighter and stronger parts now as well as better heads.

 

How did you lighten the crank did you have a shop cut the weights.

 

Here is a neat build:

Started out as a 1970 350 2 barrel,single exhaust,

Block was cleaned up and 10 to 1 forged pistons installed,heads were pocket ported and 3 angle valve job and 350 stage 1 valves from TA,old SP 1 cam 232 245 dur.490 488 lift,crank was 10 over and polished,oil holes camfered,new ARP rod bolts,resized, ARP head bolts,Stage 1 350 fuel pump,

Hooker Super-Competition 1 5/8 headers Jet-Hot coated,TA 350 Stage 1 intake and New 800cfm Q-jet from Poston, with a 1 inch spacer Stinger S-4 Ignition including dist. Complete balanced Assembly
That's the basisic's of the motor.
I re-located the battery to the trunk using ALL of the necessary parts from MAD ent.out of California [who I highly recommend].
I have the GSCA's 3" exhaust with an H-pipe and Walker super turbo mufflers,350 transmission with a shift kit and 2800 stall converter,a 12 bolt posi with 373 gears and an homemade cold ram-air induction systems thru the headlights.

I finally went to my records and pulled the Dyno Sheet from my 350 that Scotty from PEEGEE performance built about 9 years ago.
This engine in a 4040 lb. Skylark runs 13.5's all day at 100 MPH.

On the dyno the engine was 377FT.lbs torque and 369.8 horsepower at 5650 rpm's Scotty said I would have no problem occasionnally running it to 6000RPM's
__________________
Kenny '70 GS STAGE1- 11.41 @ 115.8 3 MPH
'70 SKYLARK 350 -13.52 @ 100 MPH

 

Where you getting these builds from!

 

From my book, this is a sneak peak for you all to keep you interested.

Here is one more for today:

A 1973 Century Gran Sport (3700 pounds) owned by Roger Reed ran 11s NA. He built a mean Buick 350, made 480 hp, 420 ft/lbs torque, ran 11.65@116mph in the quarter. The heads were done by Michaels in Macedonia Ohio the rods were mechart v6 steel ,pistons were wiseco chevy, used 4.3 gears.


His quote: I made 480 HP and 420 Ft/Lbs with a Buick 350 about 15 years ago. The block and crank were stock. The heads were massively ported, mechart rods, 13:1 compression, solid cam, ported TA intake, etc. It looked sort of stock on the outside. On the down side I put it in a '73 GS which suffered from excess gravity.

 

Thanks Sean, can't wait to see your book. What CR were you running with that engine? How much HP do you gain with the balancing?

 

I was running 8.3:1 compression with that engine. The balancing does not add much if any hp however it does let the engine rev better and last longer especially if you rev high rpms. This engine was built for boosting with turbos, however I have since tore it down to upgrade it so it will be much better next time.

 

Yes the crank was lightened starting with removing all the flashing and smoothing it all over. I just removed a bit of extra material before the shop balanced it. Casting marks act as stress risers and reduce strength. On the rods there is a lot of weight to be lost on the balancing pads, I only left enough material there for the shop to balance them.

 

Here is another simple 395 hp combo:

And another in the same hp range:

 

Guy, thanks for the heads up! I may contact them to find out more about Rogers build. Do you remember anything else about that build by the way?

 

Bump to the top... Stay tuned for my book!

 

Shooot I need to get my car dynoed! its got at least 370 ponies I know it...

 

Sean, have you talked to TA perf about some of there 350 builds for your book.

Tim

 

Yes, the roller cam is very cool and the Rover heads are really interesting!

 

If you can be more specific to a year I can go look.