I know you are exactly right. I would like to get a cam somewhere in between the TA 413 and the TA 510 cams, or get a solid cam. I would really like to redo the whole motor and put it all on.
Yeah, you might as well do the whole thing over. How many years has it been 10 or 15 since build I believe. I'd go custom, not much more $ and you can give all your specs and the fact that your using nitrous and they can design a one off cam!
I have always wanted to build a 350 that I could use turbo regal parts on. Like the dog house and thottle body. It would alittle more stealth.
Not to rain on the excitement of Aluminum small block hardware, but I think a set of 350 headers that fit into a 64-67 A-body would sell like hotcakes. I've looked everywhere for them, and have answered quite a few questions for people as to why they don't fit, or how to make them fit based on past experience, and I'm thinking they'd be quite the hot ticket. Just a suggestion. -Josh
Sonnys best time before the accident was 11.04.He used a chevy dual tunnel ram manifold,he made adapter plates, similar to the KB plates for the big block,so he could run any chevy manifold.Used chevy forged rods and had a one off girdle made for it.Buzzed it to 7000rpms. gary
That is a good point. I have 350s waiting but need headers before I buy a 64-67 to drop it in.... Call ta and express your interest. They have allot on their plate but I have faith they will come through with all the products we need eventually. ta is dedicated to us BUICK FOLK.
howzabout a wish list for the heads? 1. squish area in the combustion chambers 2. cast/machined with Olds 215 6 bolts/cyl pattern for future heavy duty applications 3. change to the pre-68 valve order to better help control hot spots in extreme duty applications ( and yes Mike, i have a simple and 'cheap' suggestion on how to make this work, pm me if interested ). there are other reasons to do this but i'll see if this gets a rise out of anybody. any other suggestions?
Bob, while I agree that there needs to be some "squich" area in the heads I think we should keep it compatible with the headers and intakes that are out now so we should leave the valve order alone. I know Mike has some ideas on this and very interested to hear as the development continues.
I think we should keep it compatible with the headers and intakes that are out now so we should leave the valve order alone. yes, that's the major downside to changing valve order. do you know what the counterbalancing upside is? of course, the problem for TA is that they themselves have sold quite a few of the 350 specific intakes and headers.
if its possible for ta to make a stage2 type head for the 350 they will have to make some new headers anyways, maybe atleast shorty style for engine swaps:TU:
would the new valve order be the same as the turbo 6 and the 300? but yea what would be the advantage of switching?
but yea what would be the advantage of switching? the advantage of switching would be international sales and entire new markets. would the new valve order be the same as the turbo 6 and the 300? err, aside from the missing cylinder? yeah. and the 340 and the 215 ( 1961-63 Buick, Olds & Pontiac ) and all of the British Leyland / Land Rover v8 variants from 1965-2004. http://en.wikipedia.org/wiki/Rover_V8_engine the sorry fact is that it's the 350 that is the oddball engine even if that's normally what we see here in the States/Canada. Buick screwed the pooch for us on that valve order swap. have you seen what Rover Wildcat heads go for in the UK? if its possible for ta to make a stage2 type head for the 350 hah. let's get the SP and regular head before we go BttW, eh? and once we get them, why not go whole hog and just have them done as Track Eliminators? :bla:
Nope, Buick stepped up with a smallblock 350 to replace all previous buick smallblocks. Its simple the 350 is the best motor in the world that never had the support it needs. Any other SBB is too small to make power without boost....
Buick stepped up with a smallblock 350 to replace all previous buick smallblocks. there's no replacement for displacement. that's why i won't put anything less than a 455 in one of my cars.... errr, wait, what? Any other SBB is too small to make power without boost.... funny, there's guys pushing 400+ hp out of the aluminum Rovers NA. and with the shorter stroke you can turn the smaller motors harder. IIRC, the 3.0L F1 motor was turning 9000rpm. in 1966. and if you'll follow my link you'll note that Rover was producing 5.0L factory engines at 340hp / 350lbft. and if you pay attention to the Rover scene you'll have noticed that they have aftermarket blocks that have gone over 6.0L. and you're avoiding my point anyways. on the international market, Buick isn't that big of a deal. you go to England, South Africa, Australia, New Zealand, continental Europe, etc, Land Rover and British Leyland are going to be as or more common. usually far more common. and as i pointed out at the beginning, separating the exhaust runners does a far better job of balancing heat distribution in the head.
Here is something that may be of interest for us sbb guys: Info, The block has been 90% drawn for at least a year. Our pattern maker took on few quick jobs as it was put to me. That started over a year ago. He has now promised to see all TA Perf projects through. Which include 455 block, all new 455 cylinder head, 350 sp-1 intake, 350 Stg1SE alum head. Secondary projects, new 455 single 4 intake for new heads + valve cover, 350 stg1TE, Stg2SE & Stg2TE heads/ will need intake 350 sp-2. We are hopeful to have some blocks by summer "hopeful". I have made the decision not to deep skirt the block. It will have both trans bolt patterns, lifter tray area will look similar to the TA V6 block, motor plate attachment locations, external oil in front and rear. We are also building in the ability to cast a raised cam/tall deck version, up to 11.700". Raised cam will be belt drive only and allow strokes in the 5.500" range. Looks like the first blocks will be machined to except stock dimensioned parts, crank/cam. I was looking at a 3.0" main, but now leaning towards a 2.750". The 2.75" main block will be machined for Chevy starter as well as the crank flange will use a Chevy flywheel. I hope for this version I can come up with a one piece rear seal. Im going to end for now, need to get to work. Hope this helps some of you, and please think of us at TA when you need a part for your Buick, it really does help make projects like this come true. __________________ Mike Tomaszewski TA Performance Products Inc. www.taperformance.com 480-922-6807 Remember guys. Even buying the little parts you need from T/A will help move these things along. Besides, its only money. You can always make more.:laugh:
i take it when he said he's not going to deepskirt the block he was talking about the 445? but yea i'll be buying everything i can from TA, as poston seems to be at a standstill.
