No it won't fit. And isn't the Buick 350 stroke only like .05" shorter than the 455? Which already has a pretty short stroke.
Yes, .050 is al the difference but that does a lot in a engine believe it or not.. Will, I guess I have to have one made to fit! Destroking a engine but bringing it back to size by bore does more then most people think. Example, The current Pro Stock engines are big bore with small stroke. This gives the ability to rev the crap of them
It would be a lot less work just to offset grind a 455 crank. Seems more likely to me that you'll go faster with a stroke increase. Use the search function on the forum. I think many of your Q's regarding the block have been covered. The limitations have been found.
Typically the engines that run in a displacement limited class like NHRA pro stock (500 cid limit) run large bore short stroke for the advantages of better head breathing (Bigger valves, less shrouding and so on) and less piston "G" forces at TDC. We run in a 7 liter class so our bore is 4.5" with a 3.4" stroke for the same reasons. However if there is no displacement restriction then Cubic Inches still has the advantage in most cases as in IHRA pro stock If you want to run high rpm with a BBB it would be better to focus on reducing piston weight.
Yep,many years ago we played with destroking. mostly to meet a certain cubic inch requirement yet maintain a large cylinder bore to take advantage of the large valve stage 1 heads. Did this for some roundy round guys. Same principal as stroking,offset grind the crank to a chevy small block journal,but do it on the opposite side as stroking, and you have 40 less cubes. Were able to run a 400" + .060" CI requirement with a 455 destroked.Should've heard that thing rev. Now we just make them bigger,usually a 482,chevy small block big journal rod.Found they are just as quick as a 494,chevy small block rod small journal,and leaves more meat on the crank. gary
to make 750 hp naturally aspirated you will need heads that flow at least 350 cfm intake and probably 250 cfm exhaust. no matter what books or articles you read there is NO WAY you're going to get a cast iron stage 1 head to flow those numbers. also if you're going to name drop try to at least get the name right... you mentioned Floyd Creek in one of your other threads. his name is Lloyd Creek and yes he was a pioneer in developing the wetflow bench. Frank
I agree on piston weight, has anyone thaught of running Mahle Forged pistons? They are the strongest and lightest as of today! I don't think the make any for Buick engines yet though. If you get a chance go to a speed shop and ask if they have any Mahle pistons to check their weight, its scary light needless to say. I just want to try some of my idea's on Buick and see if they work.
Frank, no disrespect to you but hasn't Greg Gessler come with in a few cfm of flow? Besides I have learned by some very big named people that cfm is nothing but a foolish number, the top five Pro Stock people have 60 to 75 cfm less then any of their competitors. Its in the shape of things and port layout. I plan on having a very big name man do a set of Stage 1 heads to natch my goal. Trust me, if he can do it, it can be done. He hasn't done them yet though but we will see. I went back and changed that already, thank you for correcting me though. Here is the thing though, Lloyd Creek and Joe Mondello was not the pioneers of the wetflow, they only made it visible. It was the founder of A.F.R. Air Flow Research cylinder heads that actually did the very first wetflow, but you couldn't actually see any difference because it was clear liquid,not the fluorescent dye and the ultraviolet light. That is where Mondello and Creek came in and capitalized on the wetflow. Yes, I read that out a book and backed up by calling Joe Mondello's school to have it varified. Gary.
Your correct they have been found, but if I'm correct, the block can handle close to 1200 hp if done rt. If I'm also correct, I read that in here on V8Buick.com! Its the Connecting Rods I'm worried about!
Thank you for mentioning that. I want to try new things if I can. I love trying to come up with different strokes and bores to see what works best! Thank you again . Gary M.
I go to the PRI Trade show and will be there again this December. We have had the opportunity to look at Mahle and all the other piston suppliers. The lightest and strongest are currently the billet pistons available from several of the piston makers. With billet the piston is no longer restricted to available forgings and very lightweight designs are easily made. Diamond does our billet pistons. Any of the custom piston makers will make a Buick piston for you. If needed you can send them a mold of the piston top including valve pockets and they can duplicate the top. We simply sent Diamond one of our heavy BME pistons and they copied the dome while incorporating a very lightweight box or cage design around the pin.
You got my attention now, is the Billet pistons cheaper then the forged? Man, time has wrapped on me since I left Michigan ten years ago.. I seen Mike Moran of Moran motorsports has used the billet pistons but I thought they were something that had to be specially done? Man, was I wrong on that one. Thank you for the input. Gary M.
Way back when, when Greg was still porting heads, he did a set of Aluminum Stage1SE heads for me, the same ones that I still use today. At that time, the specs he gave me said they flowed 313/225 @ .550 lift. I distinctly remember him telling me that they outflowed the iron heads that were on his black car.
Regarding rods.Yes,lightweight really helps performance and block longevity. The last couple 482's I did we used lightweight Nascar Crower rods.Same weight as aluminum yet very strong and don't need to check or change them after 200 runs.Not Cheap,nearly $2k. A motor I had in original Thumper used al. rods,Venolia lightweight pistons,no girdle,no fill,stock main bolts.With hyd cam it Made 590hp, propelled Thumper to 10.4's in the '80's with stage2 iron heads, flyin' for back then. Point is, due to light weight components that motor had nearly 1000 passes on it before expiring. gary
Larry70GS, In my heart, I believe I can find someone to help me to reach my goal! Will it live long? I don't know because it has to do with a lot in the machining and balancing and having the right aftermarket cam and intake. I will be spending stupid money on someone building a all out max out intake, with a custom Prosystems carb. and a one off custom roller cam. I'm gonna have fun doing this project and haven't decided on what to put in! I just like building the engines for extreme challenge , I don't drive yet! But if anyone wants to see what my engine will do after some dyno pulls, I'll post a request for someone and their car to drive my engine until she blows. Gary M.
