Maybe LS vs Big Block Chevy is a better debate: http://ls1tech.com/forums/racers-lo...g-block-tail-two-builds-drag-strip-video.html :laugh:
Here, contact Cole and tell him Sean sent you... I know he has some 350s. http://www.v8buick.com/member.php?u=1467
Jim, I think this is what most of us have been saying is that the SBB is the best choice for this application. The Ford maybe better than an LS for this application, but that doesn't necessarily make the LS an inferior engine, just not the best choice for an MG.
May be the real answer is the ease of operation of the two motors. With the Chevy engine you have to be up on fuel injection and computer systems that run all of this, especially if you are putting in more performance. Once you start to change the power levels to a higher horsepower level you have to know how to do this. Bigger cams and bigger injectors means you have to know how to tune these systems. Even Turbos can give you trouble if you do not know how to tune it correctly. The Buick engine on the other hand can be worked on very easily by the novice backyard builder and is basically easy to tune. Parts are very cheep compared to computer controlled engines. I bet headers for the Chevy cost a fortune. How about a fuel injection system compared to a Holley double pumper. I think it may boil down to what level you are comfortable with in working on these engines. If you are going to the basic Chevy computer controlled motor and you get everything with it and don't try to modify anything then you probably can't beat it. If you are not familiar with these systems then I would do the Buick motor. Wouldn't you all just like to open the hood and see a nice big carb on top like a Holley or a Q-Jet of maybe a big ole Thermoquad. Talk about a monster carb! How about the sound these carbs make when they are on the floor, nothing like it anywhere. How about the tinkle through the headers with a big cam and quiet exhaust. Maybe just use the Turbo V-6 Buick motor, compact and powerful. I really can't wait for Sean to get his Turbo 350 Buick motor going then we will find out just what kind of power this thing really has.(other than the 1021 horser of Bill Mah) I also seen in another post that Jay 3000 got his turbo motor running and will be running a lot better soon as he gets rid of that Poston intake. I do not know if he has run the full 1/4 mile yet but I am sure he will when he gets that chance.
I can not wait either!!!:TU: From the time Mark Burton showed us pics of his turbo setup, me deciding to have him build a Turbo kit, me changing my mind on what car to use, lots of ups and downs... Two years ago my work was a little slow however the past 2 years the $ have been flowing to get this project done. It takes a lot of time and $ to do it right and that is what Mark and I are doing! 2012 is going to be the year, I will see my dreams come true!!:beers2: Jay has done an AWESOME job getting his car done and keeping it going! GREAT work by him and he is having a blast with a few psi on his 350!:3gears:
Thanks guys, I think we're pretty much done here. I copied the summary over to BritishV8, have yet to see comments on it but some very valuable info there for first time wannabees. Wish I'd had that the first time around. It would have made a really big difference. JB
Nope....there are many styles of intakes to run a carb on an LSx engine. Single, dual quad, tunnel ram, etc. For ignition, either run the Edelbrock/MSD unit, or go with the front mounted dist. (ironically, a ford 302 piece). There are other options (Ford EDIS, etc), but those are the easiest. They clean up pretty good with just a carb too.
Darn, you caught me. I knew that, I was just trying to help out the cause for using the 350 Buick motor. The thing looks nice don't it? Could we use a intake that looks that nice or what. The hose hold downs for the heater hoses look good.
Regardless of what name is on the valve cover, I really like to see a nicely detailed engine compartment. My only real complaint.....is the Chevy orange paint (especially in a red car). For as long as I can remember, I've always preferred a red or black color for an engine. On a side note.....the engine above is an actual LSX block, to the tune of 454" cubes. Some 4.8 or 5.3 emblems would make for quite the sleeper look.:TU:
I will not, however plan a SBF swap for my own car, but continue the 340 swap to completion. hate to be the bearer of bad news, but i think i've got reasons why the 340 may not be the best choice: runners, ports and valve sizes appear to be way down from a Buick 350. it appears that the 340 simply used 300 castings. unless we can find 340 specific parts i think we've found the choke point for power production. i'll be interested to see what kind of dyno numbers you get from your build.
It may not be at all what you might expect Bob. Keep in mind this is a special purpose engine. It was not designed specifically to produce dyno numbers, but was built to give priority to economy and a very wide powerband in a flexible street driven car. Horsepower production is a lesser concern because at about 2400 lbs the power/weight ratio is off the charts regardless. The blower and intercooler will easily offset the breathing deficiencies through the head, but as in my last build I am partially relying on those exact deficiencies to limit top end power production to levels which will be less likely to break the engine, while giving impeccable manners about town. True the 340 heads are a choke point, although the TA heads will fix that. The '64 300 heads (which I am using) are even more so but it's a difference in perspective. Looking down from the 350 you see one view. Looking up from the 215 it is quite another picture, and from the perspective of the 215 Olds, a very rosy picture at that. Bar none, the alloy 300 head is the best breathing head out there for use on the BOPR engines short of the aftermarket. It has much larger ports than the 215, Bigger valves too. So where I was able to go over 300 hp with an Olds 215, upsizing displacement by 135 cu.in, upsizing the blower by 30% and upsizing the intercooler by about 500% in addition to upsizing the heads by a significant margin, it is probably not outside the realm of reasonableness to expect something approaching 500 hp. Which is not at all bad in an engine that was not designed to produce horsepower. What it probably will do, is allow almost any gear in almost any situation (over-revving excepted) to be used comfortably, and hopefully that along with the high compression ratio will produce good mileage. As far as outrunning the other cars, as it is now there's not anybody who will run with me on a tight mountain road so it's not even a point. JB
