https://www.v8buick.com/index.php?threads/a-guide-to-building-the-lil-guy-the-mighty-300.191151/page-23#post-3511499
You could also use this piston with bushed 350 rods in a 300 stroker with 350 crank:
https://dssracing.com/collections/buick-v6/products/1-6230-3800-3800-v6-buick-v6-1-fx-series-6cc-flat-top-buick-v6-3800-forged-piston-set-3-800-inch-bore
I also have a 300 stroker on the stand that's been waiting for the appropriate body. I found a disassembled TR8 with repaired front body damage. The body has come along nicely and is starting to go back together. I'm hoping to start real assembly soon.
Bill, what specs for your motor?
Another neat thing about the LS stroker pistons is you can get a 3.78 bore. Only .030 over. The 1.165 pin height will get around 9.5 compression and the 1.215 pin height will get around 10.5 with the 350 crank and rods in a 300 block.
https://dssracing.com/collections/chevy-57-ls1-ls6/products/1860-3780-4-8-5-3-ls1-ls6-stroker-chevy-ls-sx-series-3cc-flat-top-ls1-ls2-ls3-and-ls7-forged-piston-set-3-780-inch-bore?_pos=1&_fid=148e2be40&_ss=c
"350" rods, Buick or sbc ? Aren;t Buick 350 cast ? Grind down the mains to 2,500" ? Perhaps the Cad 4.9L. crank will prove to be less work ?
Art.
It is a Rover 4,0 block bored 60, 215 rods, ford 255 pistons, slightly worked 1964 Buick 300 heads with larger valves, roller rockers and a woody cam. That's what I remember without digging out the paperwork.
Bill, the 300 stroker that Jim mentions isn't a Rover/Buick aluminum block using a Buick 300 crankshaft. Instead it's an iron Buick 300 block using a Buick 350 crankshaft. If using the a 3.81" bore LS piston, the displacement is 351 cubic inches. Assuming you are using a Buick 300 crankshaft and 3.76" bore pistons, you'll be at 302 cubic inches.
Sorry, yes i failed to mention the Buick 300 crankshaft with a performer intake. It was built 10 years ago.
I also have a complete 64 Buick 300 in storage so the iron 300 build will be of interest.
I cleaned up a 1964 Buick 300 engine block today and popped it on the scale. With main caps and bolts, the clean standard bore comes in at 138 lbs. If I remember, I'll put a similar Buick 215 block and a Rover on the scale tomorrow.
Buick_300_block_138_lbs.JPG
Sounds about right. The 215 should be about 60 lbs, the 3.5 about the same. I suspect the late Rover will be a bit heavier.
Jim
I weighed the Buick 215 block at 68.5 lbs with main caps and bolts. That's for a clean bare block that was bored 0.030" over. Unlike the Buick 300, it does have the main and cam bearings installed, along with the block drains and the two small bolts for the oil pickup. The main caps and bolts accounted for approximately 10 lbs of the total.
Interesting Dan. I shipped two or three 215 blocks out through the USPS and they had a 60 lb weight limit. That was including the caps and the cardboard box they shipped in. I was right at the limit with them, both according to my scales and the post office. Could there have been that much variation in the 215 blocks? I don't see how. Now if the one you weighed was a 3.5L Rover instead that would account for it.
Jim
Jim, it's a semi-die cast Buick 215 block with a smoother finish than the sand cast Rover block. Also, the starter hole is the smaller diameter 2.75" versus the Rover 2.875" and it is stamped with HI 96513 on the deck that indicates it is a 1962 high compression model equipped with a 4 barrel carburetor. I checked the weight on a digital scale which read a bit higher at 69.2 lbs. I checked the USPS site and it states "the maximum mailable weight of any mailpiece is 70 pounds."
Buick_215_block_beam_scale2.JPG
Buick_215_digital_scale_69_lbs_closeup.JPG
For reference: I have a 4,6 Rover block laying around. It measures 35,9 kg which equals to 79,1 lbs. Bare top hat linered block with main caps and cam bearings. Casting dates to 1998.
Good reference info, thanks. If we knew the weight difference between the different heads that would also help.
I have a 340 block I can weigh, it is 2lbs heavier than a 300 block. I was thinking it was right at 140 but it seems my memory is beginning to develop a few holes so better to weigh it on the grain scale and be sure.
Jim
Rover head ERC0216 dated 1990 weighs 9,2 kg (20,3 lb). Head complete with valves and springs, less rocker gear.
300 head in the same configuration is about 17 lbs.
Rover TA head, about 27 lbs.
Jim
In looking for Buick GS350 crankshaft specs, I stumbled onto this nicely detailed spec sheet for the small block buick 350 engine in 1970 (Last hurrah and arguable peak-power of the Muscle Car era)... so I thought I'd drop it in here. It even has minutia such as the 10 gallons-per-minute of the waterpump (at 1000 rpm).
https://www.teambuick.com/reference/350_engine_specs.php
Crank specs are:
Crankshaft specifications:
Material Nodular iron
Bearings 5 replaceable steel backed
Bearing material #1, #2, #3, and #4 M/400 #5 M/100 Durex
Bearing taking thrust load
Connecting rod specifications:
Bearing length .737
Bearing clearance (Limits) .0020-.0023
End play- Total for both rods .006-.014
Crankshaft specifications:
End play at thrust bearing .003-.009
Main bearing journal diameter, 300 2.9995
Crank pin journal diameter 2.0000
Main bearing overall length
#1 .864
#2 .864
#3 1.057
#4 .864
#5 .864
Main bearing to journal clearance .0004-.0015
...and lots more.
Don't know the source of that but if you use those rod bearing clearances you are likely to have oil pressure issues. Factory specs are about half that.
Jim