May 1, 2017 Hotrod article featuring a Buick 350 rebuild

Discussion in 'Small Block Tech' started by Gary Farmer, May 8, 2017.

  1. Gary Farmer

    Gary Farmer "The Paradigm Shifter"

  2. alec296

    alec296 i need another buick

    That's pretty. 290/390. Standard valve ,with a straight pattern cam. 340p Pistons are forged? No oil upgrades but a a hi volume oil pump.
    Last edited: May 8, 2017
  3. rex362

    rex362 paint clear and drive

    not bad at all
  4. Mark Demko

    Mark Demko Well-Known Member

    Good write up, I read the whole thing, thanks for sharing:D
  5. Gary Farmer

    Gary Farmer "The Paradigm Shifter"

    Pretty straightforward and simple build. Not much was shaved off the heads or deck, just enough to true the surfaces up.

    Static compression is probably less than 9.5:1.

    The straight pattern cam sure does like headers (no surprise), jumping from 290 hp and 396 tq with manifolds to 320 hp and 411 ft. lbs., with a wider powerband.

    Excellent power for a mild engine.

    Some good info/comparisons on component weights (stock rods, iron heads/manifold).

    To my understanding, from 1970-1972 was the years Buick went to the aluminum cast rockers from the older style oil-fed rockers of '68 and '69, and went to the stamped steel in '73, with mid-late '72 being the transition period, so some '72's could have used either.

    The 340p pistons are supposed to be cast aluminum, so I presume (unless they started making them forged) it is a mistype.
  6. alec296

    alec296 i need another buick

    Yea. Got to be a mistake. I didn't find any forged with the 340p designation. 36 degrees of timing and only a 600 cfm carb. I would guess not even 9.5 compression.
  7. 436'd Skylark

    436'd Skylark Sweet Fancy Moses!!!!!

    with the weights listed for the heads and intake manifold, i am beginning to question if they weigh 450 pounds or if that's a myth. 53 a head and 52 for the intake, plus liklely another 20 lbs in hardware and valvetrain pieces, not including the cam itself. that's almost 180 lbs by itself. they figure 11 lbs in connecting rods, figure 9 lbs in pistons, pins and rings. that leaves 250 lbs to split between the block, crank, balancer, the tin, camshaft, accessory brackets and exhaust manifolds?

    I think there isn't any way 450 is accurate. has anyone ever actually weighed one? i remember reading 450 in car craft years ago. did they make that up? or perhaps that's a long block with no intake or exhaust manifolds, tin or balancer? like a shipping weight for a reman?
  8. sean Buick 76

    sean Buick 76 Buick Nut

    I will have to did up my shipping slips from sending and recieving complete 350 engines. I do remember weighing the pallets prior to loading them so I could calculate the actual weights but I can't remember the exact weight off hand. I have posted detailed weights of each piece including the block and crack etc if you search you can find it. Last I checked it all added up to 450 pounds complete with accessories. Bill mah was the one who measured all the parts and block separately. I think my intake is almost 40 pounds lighter than stock. I need to weigh my billet crank im sure it's lighter than stock too...
  9. sean Buick 76

    sean Buick 76 Buick Nut

    I shipped a set of 350 heads recently and they were 108 pounds complete with about 2 pounds of cardboard packing.
  10. Fox's Den

    Fox's Den 27 years of racing the same 355 Buick motor

    Hope you all noticed that taking those manifolds off and putting on headers netted 30 HP an almost 15 ft lbs.

    Still can't understand why anyone would want to use the straight pattern 40+ year old Comp Cam 268 cam. Hey I ran it too but that was all that was available in 1983.

    I use the large gears and there is not one bit of wear on my gears. I have it all apart now to change the intake.
  11. Jim Weise

    Jim Weise EFI/DIS 482

  12. 436'd Skylark

    436'd Skylark Sweet Fancy Moses!!!!!

    read the second to last post. the guy claims to have weighed the parts separate and gets 541 lbs. of course the next post says 472 from another guy.
  13. wovenweb

    wovenweb Platinum Level Contributor

    The obvious variations in my opinion to consider for this build are:

    Roller cam
    Stroking the crank
    Verify manifold to headers gain

    FWIW, one of these days when I get my parts up to Minnesota at least the roller cam and exhaust part can be tested.
  14. Gary Farmer

    Gary Farmer "The Paradigm Shifter"

    Another point of interest that I failed to mention previously was the size of the carburetor.

    Most here would probably say that 600 cfm isn't even enough for a bone stock engine, much less one capable of 320 hp, at least not on a Buick 350.

    Comments? (my initial thoughts are that the carb is starving it on the top end, where it should pull closer to 5000 RPM, but the powerband might be a little more peaky with a larger carb)
    Last edited: May 9, 2017

    DEADMANSCURVE my first word : truck

    Well going by there other part choices I'd say they felt that the basic 600 cfm small block choice was a way of giving a fair comparison . It's maybe too bad they didn't do a quick dyno check with a 750 cfm version of same carb . Interesting article no matter .
  16. Fox's Den

    Fox's Den 27 years of racing the same 355 Buick motor

    I think a Double Pumper Holley 650 would have done it good justice. The 600 was probably taking some from the top end.
  17. alec296

    alec296 i need another buick

    I think a few things robbed that build of potential
  18. Gary Farmer

    Gary Farmer "The Paradigm Shifter"

    A couple more things to chew on while we're at it:

    I think the evidence has shown that the Buick 350's head design (especially when left with its original contouring mostly in-tact) will respond best with camshaft profiles that have more exhaust emphasis, so the difference between manifolds and headers might not be quite as drastic when considering a mild setup using a camshaft with more exhaust emphasis, compared to what we see in the article's engine example using a straight pattern cam which is hindered by exhaust manifolds (and indeed the head itself) much more so than, say, the TA 212-350 cam that has 12* exhaust emphasis @.050. (no debate intended, though contrary comments will be treated with respect)

    That said, headers have always been shown to give improved results, even if the peak numbers aren't that much more, the overall powerband effect below and above the peaks is improved. (no debate intended, though contrary comments will be treated with respect)

    The above statements regarding camshaft design and manifold/header usage is just my own personal opinion, based on what I've seen, read, and experienced.

    Individual results and experiences may vary.

    The other thing I wanted to bring up was the discrepancy in engine weight. I've read elsewhere that the Buick 350 was only 450 lbs., but that was without all the accessories or dress (maybe without exhaust manifolds/headers or carb too?).

    I'm pretty confident the entire engine package will tip the scales at considerably more than 450 lbs. when everything's installed and operating inside the car.

    But hey I might be wrong?

    It would be nice to get an official figure.
    Reidk likes this.
  19. MrSony

    MrSony Well-Known Member

    I have a disassembled '76 350, with the capscrew rods. I could weigh everything individually. Everything to make the engine run, aside from fluids and stuff like the battery, radiator, etc. Complete assembly, ready to drop in. Fan to flexplate, air cleaner to drain plug, motor mount to motor mount. Unless of course, one of you fine gents has one ready to go... :p On my end only deviation from stock is a ta balancer (stock replacement), SS engine bolt kit, and a wear plate, plus a TA HEI.
  20. UNDERDOG350

    UNDERDOG350 350 Buick purestock racer

    I should put headers on mine. I'd have close to 400HP.
    Gary Farmer and alec296 like this.

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