Found some old 350 combos thought I would share

I know back in 2004 Roger's car was in there.

 

Just another simple build:

69 GS 350.
1970 SB code 350-4, 9:1 compression
Poston GS 114 cam .480 / ,485 214/241 @.050
Poston High performance 350 valve springs
Stinger S-4 Ignition, dist recurved for 38 @ 2500 rpm*
7029240 - 1969 430 Quadrajet, 70 jets 45b rods
2.25 Dual Exhaust w/ Thrush Turbo mufflers
No A/C or Powersteering..
Stock intake and exhaust manifolds, stock bottem end
Heads were rebuilt but not ported.
*- timing is 38 because the Stinger retards the timing 1.5 per
1000 rpms. At 5000 the timing is at ~34 which is perfect.
Ive run a best of 14.990 @ 93mph.

 

I wanted to share with you that I bracket raced a Buick 350 at an NHRA track here in Florida in 1989 and 1990. It was absolutely bone stock in a car that weighed 3730 (3930 with me in it). The motor was out of a 73 Buick Century and I never did so much as change the gaskets. Stock intake and stock exhaust manifolds all untouched. I just put on a very good Holley 650 double pumper. The car had 3.90 gears and a very small stall converter (2600-2800 rpm). It typically ran between 14.75 and 14.95 at 89-90 MPH at sea level.

For fun I used to run nitrous through the motor. On "the juice" it would run 13.20s at 101-102. The motor was very tough. I used to go through 1 to 2 10lb bottles of nitrous a week for at least a year and it never complained a bit. In fact, after 2 years of racing, I put it in a daily driver Skylark where it brought home the groceries for 5 more years until the until the lady ran it out of oil.

 

Woo hoo, Cool info as the 1st post was my motor. That old 350 never let me down and I had it in three different cars counting the 70 LeSabre it came in originally. On a sad note The last car it was in was a 72 post coupe that I sold to a young man in my neighborhood about three years ago and even though it never let me down after more than twenty years and a couple rebuilds, He windowed the block street racing a Saleen Mustang. He even posted a cellphone video on YouTube of the first day he came and looked at it.

That was the 1st time in a bout 6 months it had been started and was missing a little bit.

He took a little liberty with the description he posted but I assure you, I did not misrepresent what I sold him. Have a look.

I sure miss that little motor that could.

<object width="480" height="385"><param name="movie" value="http://www.youtube.com/v/4Og_DONYtA0&hl=en_US&fs=1&"></param><param name="allowFullScreen" value="true"></param><param name="allowscriptaccess" value="always"></param><embed src="http://www.youtube.com/v/4Og_DONYtA0&hl=en_US&fs=1&" type="application/x-shockwave-flash" allowscriptaccess="always" allowfullscreen="true" width="480" height="385"></embed></object>

 

I found and scanned some pictures of the motor from the 1st post here.

A couple of things were changed over the years that it was in my current car but I'll start with it in the original 70 LeSabre(excuse the Chevy orange?)and then finish up with the as installed look in the Skylark right after it was bolted in and buttoned up.

And yes it was run on the crude stand as you see it in the pictures from 96/97. I did build a brace for the stand so that it didn't rock but it still tried to lift it up when blipping the throttle. :eek2: :Comp:

 

Cool pics!

 

seems the way to go is with a 800 cfm q-jet. now i want one!!

 

Qj's rule, If you get a good one(pre-emissions and a Buick carb only for most of our applications)) and know how to tune them you'll be rewarded with Better MPG's, Better part throttle driveability, Better throttle response and more top end power than an equally sized carb from anyone else.

The problems with them as seen by many who have tried them is? They have taken a carb that has thousands of hours of OEM testing done to ensure that the little old ladys Electra would start everytime and idle as smooth as a babys bottom and run like todays EFI setups, And after throwing a huge cam and headers and all the other things we cars guys throw at a motor to make it run stronger all of a sudden the poor little Quadrajet doesn't work right and it becomes a piece of crap in thousands of hotrodders eyes.

Funny thing is do the same thing with most of the street Holleys and even the Carter AFB's/Edelbrock-webras and you'll get the same result of carb problems aand so on but since they are a better known speed item everyone just assumes that it's something else. ou:

My 350 ran the best it ever did with an 800 cfm QJ(Although in the pictures it has a Holley on it) but I did a bunch of work on it and actually went through several before I got everything as right as I could. The last QJ that was on the 350 is currently on my 462 and is still working great to this day.

If a QJ has a major downfall in my opinion is that is is just UGLY!

A traditional double pumper or even a vac secondary version looks so much more racy sitting on top of an intake specially when it's an aluminum dual or single plain version.

 

I dunno, I think they're kinda cute. p

OK stupid question: Can anyone tell me where this hose coming out of the base plate goes? (see pic)

 

Yep, Goes to the vacuum accesory reservoir(the sputnik ball)on a/c equipped cars. See above and to the left of the carb in the picture.

Next?:Smarty:

 

Thanks David! That's what I thought. Sorry to hijack the thread guys, but I am putting a '69 intake/carb ('72 350 block) in a '67 that doesn't have the vacuum tank, and it's been bugging me not knowing for sure.

 

Glad you got an intake and carb Joe. The carb you and I talked about lastyear is still my garage and I used it for a few weeks while a buddy had my 800cfm unit.

You can just plug that nipple and not ever think about it again. The earlier carbs did not have them. They took the vacuum off a fitting on the intake so your 69 intake may have a fitting to plug aswell. :Smarty:

And personally I don't consider a thread hijacked unless it's a totally off topic post and all this stuff is about Buick small blocks. Someone my find this info useful and ifso it's a win win for everybody.

 

I agree... Post away!

 

Hey guys, I have a little update to my earlier post.

The young man I sold the 72 post car with my old 350 in it had actually not told me the truth about the demise of the motor.

He told me that the fanbelt had come off of it and that after stopping at a shop he was told it would be ok to drive home and that's supposedy when the engine was damaged.

I told him at the time that I doubt any shop would have told him it was ok to drive as that belt turned the fan/waterpump and alternantor and any mechanic would known not to drive it anywhere. He claimed it was shop about three miles from our neighborhood but I still doubted it as I had seen him hammering on it on the street several times.

It wasn't till after he had sold the car to a friend of his dads that I heard about the racing the Saleen incident then that made more sense to me.

I had always assumed the motor blew while racing the Mustang and it was probably a pretty embarassing event for the young man.

Fast forward about three years and just this past thursday I went to my bank for some personal busines and spoke to his mother which I knew is the branch manager and the subject of the Blue Buick I sold her son came up.

She did not want him to buy that car but the boys father said it would be a good project for the both of them.

Well I jokingly said I was sorry for selling him the car and I hoped she would not hold it against me and she just laughed and said that she actually liked once they had gotten it,

That's when the conversation turned to the little white lie her son had told me about the demise of the little 350 that could and how I had heard the truth from it's new and current owner.

I said it must've been really embarassing for David to lose to that Mustang and she replied, Lose? He beat the guy in the Mustang and the motor blew when he let offou:

That gave me a big atta boy moment :bla:

She even seemed happy that he beat the guy cuz he had been smack talking beforehand. Who woulda thunk it?

 

Funny stuff!

 

Bump to the top....:TU:

 

Bump to the top for new members.

 

Bump

 

I remember reading about this some time back. He'd have been better off leaving the Mark2 cam alone at .477/.493 lift, which incidentally is pretty much the same ratio as a stock cam uses, only with .100 less lift...

Steve here on the forums (Underdog350) goes just a teeny bit faster than this setup, with MUCH less done to it and a properly matched camshaft. (and at 5200 RPM, not 6000)

His setup is hypereutectic pistons with machine work to bring compression to 9.6:1 and uses the Crower level 3 cam (which sits at about 7.5:1 DCR) with triple iron setup (iron intake, iron heads, iron stock exhaust manifolds), Quadrajet, 2 1/4" exhaust, TH350 trans with stock stall, and 3.42:1 gears. Runs 13.77@99 and gets 21 MPG and has a smooth idle... (All this info can be found here within his posts, so I'm not giving away any 'secrets')

This comes out to approximately 371 flywheel HP.

I've ran the numbers over and over and oooverr... much depends on how the heads are done, but anything ranging from stock to moderately ported the Crower level 3 is pretty much right where you want to be.

As the short turn radius gets smoothed out and the exhaust flows more, it does so at a higher lift, so exhaust will always benefit from more lift no matter how you slice the Buick 350 head. What changes most is where the duration ratios will sit based on I/E flow on the port job, but they always seem to range anywhere from 2.5%-10.5% emphasis on exhaust duration depending on port contouring.

You can obviously get away with running straight pattern cams with or without any emphasis on exhaust duration, but you're not running anywhere near where your engine will perform most efficiently.

Read anywhere about a comparison between the TA 310 cam (true straight pattern grind) and the TA 413 cam (straight pattern lift and split pattern duration) and the 413 will win out in every comparison. It has a whopping .001 more lift (which means nothing), but the reason it does better is it has more exhaust duration emphasis and a wider LSA... (110 for 310 vs 113 for 413)

Thanks for bumping this thread Sean, I was getting bored. :laugh:

It's completely understandable because there is very little camshaft engineering that focused on the Buick 350. Most cams are copy/paste from some other engine design, and it just doesn't cut the mustard for optimal efficiency. There is SO much power to be had from simply matching the parts up correctly.

Out of all the camshaft manufacturers I've examined, Sealed Power's stock camshaft and Crower seem to be paying attention to what the Buick 350 needs. :TU: That and the old KB and Poston cams that aren't made anymore because they quit making them or went out of business.

You could use a straight pattern lift cam somewhere around .500 lift if the heads are heavily ported, but the intake will have plateaued off at around .400 lift (even with heavy porting...I'm not joking). Keeping it in that plateau longer is what extra lift will provide, so there's no real harm in bumping intake past .400 and even up to .500, as long as the exhaust stays within its plateau, which it will at higher lifts (exhaust seems to plateau off around .500 on heavily ported heads).

This is where a camshaft similar to the TA 413 would shine...and once you start getting into those sizes, it's time to start thinking roller (IMO) unless you don't mind rebuilding every spring and just using the engine for the summer.

When I say 'plateau' I mean it's where the CFM starts to trail off, much like how the peak HP and TQ numbers will stop gaining, though instead of trailing off and becoming less, the CFM flow on the runners just quits peaking and forms an ever so slight upwards curve, and hits a point where it sometimes doesn't gain anything with more lift.

A benefit of increasing lift past or within the plateau would be that the valve would remain open longer as the lobe goes beyond where it peaks. So you get a little more 'duration' within the plateau without increasing duration on the lobe itself. This would benefit intake more than exhaust, as exhaust needs to work as efficiently as it can so it won't rob your engine of power by closing too soon and leaving contaminated gases in the combustion chamber (overlap and higher RPM will help remove this with scavenging on more radical profiles, so too much exhaust emphasis in this scenario can actually work against you here).

This is precisely how the Buick 350 head works, and coupled with the rectangular intake runner design, a little extra lift on intake within the platuea would afford tremendous benefits on a performance engine with a larger carb and exhaust emphasis to match I/E ratio. This is why the Buick 350 can benefit from a carb much larger than the calculators say they can. (thumbs up to you Sean)

All these off the shelf cams are 'ok' as long as you build your engine around them, or select the one closest to your combination goal. You can tweak it a bit by choosing custom grinds, though most people select the simple route and just pick one that does well in most scenarios and has good ratings, and that's fine too.

However, for those who want the most out of their engine, it pays to tweak. It doesn't have to be spot-on with matched compression or best I/E ratio or whatever, but shave some efficiency off here, shave some efficiency off there, soon you have an engine that could have ran much better and you'd never even know it because it does 'good enough' with the selection of parts off the shelf.

Something to think about!

 

Bump