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Charles Frink\'s Stroker (was Koni shocks)

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Daniel C Jones

Charles Frink\'s Stroker (was Koni shocks)
« on: February 12, 2016, 05:43:44 PM »
> This motor comes with a bell housing

The Buick 300 bellhousing is the 1964-up Buick/Olds/Pontiac pattern,

not the "dog ear" Rover/Buick 215 pattern.  The Rover LT77

transmission won't bolt up but it will directly mount the GM version

of the Borg Warner T5 5 speed.

> I am under the perhaps erred belief that the deck height on the C/I block 300 is higher than the 215

The Buick 300 deck height is indeed taller at 9.5" versus 8.96" for

the Rover/Buick 215.  The taller deck height requires a wider intake

manifold.  In 1964 only, the Buick 300 intake manifold was made in

aluminum (either 2 or 4 barrel) and matches the 1964 only Buick 300

aluminum heads.  In 1965, the Buick 300 heads and intake were made of

cast iron and the ports are a different size.  If you need one, I have

a 1964 Buick 300 4 barrel aluminum intake manifold.  Nice thing about

the Buick 300 intake is it does not need a valley cover gasket.  The

bottom of the intake seals off the lifter valley.  Alternatively, you

can use a Rover/Buick 215 intake with spacer plates but the Buick 300

intake has larger ports.  BTW, the Huffaker single plane has Buick 300

sized ports.

> Bore on both is 3.75 (?).

The standard bore on the Buick 300 (and 340) is 3.75".

> Current motor dyno'd at 278 RWHP till the liners went south.

So this was a Buick 215 that had the ribbed liners removed and

replaced with larger bore smooth liners, correct?  I have either a

Rover or a Buick 215 here that has had the liners removed for larger

bore liners if you need another block.

> I do not want to assemble the motor and find I have a 7 to 1 compression ratio .

Another problem you'd find is the Buick 215 has 2.3" main bearing

diameter while the Buick 300 is 2.5".  The Buick 300 crank used in the

Buick 215 would have had its main diameter turned down to fit the

Buick 215 block.  You could replace it with the one from the Buick 300

short block but it would likely need re-balancing and you'd still have

the deck height problem.  Do you know what pistons and rods that were

used?  Stroker math is simple :

 rod length + crank stroke/2 + piston pin height = deck height

If we assume your current engine uses narrowed small journal 5.7" long SBC rods:

 5.7        + 3.4/2          + PPH               = 8.96 ==> PPH = 1.56"

Small block Chevy rods are available in various lengths from 5.7" to

6.2" though most are the larger journal.  My cross-bolted high RPM

4.2L uses narrowed small journal 6.2" SBC rods, for instance.  If you

substitute 6.2" long rods for 5.7" rods:

 6.2        +3.4/2           + 1.56              = 9.46

That would put the pistons 0.040" below the deck at TDC.  You might be

able to deck the block or mill the heads to get the desired

compression or maybe offset grind the crank rod journals for a bit

more stroke.

> One other option is to redo a 4.6 but AFIAK they have liner issues also.   The 4.0 is an option

Both the 4.0L and 4.6L have the slipped liner issues.  4.0L and 4.6L

blocks were graded and the 4.6L engines got the ones with a bit more

uniform material around the bores.

> not certain 240hp is going  to get it done.  My other 8 has that at the rear wheels.

How about use the Buick 300 block and install a 3.85" stroke Buick

340/350 crankshaft?  There are several ways the Buick 300 can be bored

and stroked to 349 cubic inches using inexpensive off-the-shelf parts:

 1. Buick 340/350 crank, AMC/Jeep 258 pistons, Buick 300 rods

 2. Buick 340/350 crank, Buick 350 rods, 1998-01 Ford Ranger 2.5L SOHC pistons

 3. Buick 340/350 crank, Buick 300 rods, late 3.8-inch-bore Olds 307 pistons

 4. Buick 340/350 crank, 75-80 Buick 350 capscrew rods (350 bushed to

take 3800 V6 pins), Buick 3800 Supercharged V6 full floater pistons

The March 2011 issue of Hot Rod magazine has a buildup of a 300" Buick

V8 stroked with a 340 crank using Olds 307 pistons.  It made 390HP and

422 lbs-ft.

Dan Jones



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