I had a 455 that a guy offered me and after I drove it he decided not to sell. I am wondering if I add a cam and timing set and add # 5 heads if I can get enough power to make it worth doing. I really want the big block but if I upgrade the 350 this way how much extra power can I get. I currently have # 8 heads and I know the # 5's will boost compression and a cam that is made to work with that would help. I currently have an Edelbrock performer intake and dual exhaust. I only want to do this if it is going to make a big difference. I forgot, trans is a turbo 400 and I have a 2:73 rear end. How much lift can I run without machine work? I will replace the valve springs to amtch the cam. Would better rear gears, say 3:73 help performance a lot? After driving the 455 I am not sure the 350 can be close to that. Thanks for any help in advance.

 

I would wait for a 455. Look around they can be found. You can do things to your 350 and make it stronger, but it won't be a 455.

 

I know we're both in Oregon, but there still may be 400 miles between us. If you ever get down this way I've got several 425's and 455's that you could choose from. I'd give you the Classicoldsmobile discount! John

 

I was thinking about you. You want to come catch a steelhead like my avatar? I have a place to crash even. I have never had anyone offer something for sale and then back out. I can't find a running one close to me, all I can find are torn down. I have a 425 block with 455 rotating assembly, it has a broke piston. If it didn't need machine work, which it may not, I could do a cheap rebuild. It has "B" heads that are big valve units. I just know how it always costs more than you think. It really frustrated me to ride in the car with the 455 and feel all that power and have him withdraw the sale. I do desperately want the big bock especially after riding in the '76 Caddy 4 door he has it in. I hate how many people do not honor thier word, and he is a business owner.

 

A vacation to go steelhead fishing! Yes that sounds like fun but I've got so many irons in the fire it may be retirement before I take a vacation and just play!

That would be frustrating to be making a deal then have them back out at the last minute. You might watch Craigslist faithfully for all the cities you'd be willing to drive to. I know up in Portland you can find a lot of Oldsmobile stuff on a regular basis. That would still be a road trip for you, but less so than coming down here.

If you haven't taken the block and heads into your favorite machine shop you might try to just get a price estimate on what it would take to build the one you have. I agree that often it will cost more than the initial estimate, but it may give you a ball part to work with. Maybe I could help you with parts that would be easier to ship than a whole motor!

John

 

Thank you. I could not believe the power that car had and I don't think I can make the 350 even close to that. I may buy some parts from you and just try and build my own. I wish I could measure my own parts, it looks good no ridge and I can still see the hone marks in the cylinders. The engine is eventually going in my 42 Chevy. You would be welcome to come fishing anytime.

 

Mill the #5 heads .020-.030, 3 angle valve job, maybe pocket port and run the .028" Corteco head gaskets. A cam swap is absolutely necessary, your stock cam is useless. The smallest or second smallest Voodoo cam will work well. A quality timing set, like a Cloyes street roller is accurate and durable. You factory timing set may be on it's last legs.

 

IMO gear first, then heads. And yes #5 heads would be a good addition. Install the 2.00 intakes and a mild bowl blend and you're good to go.

I'll say it again, with older style heads that don't flow well a VooDoo or Xtreme isn't the way to go. You need more off the seat time. I know there are alot of guys on here that will argue that but it's not the cats meow.

The generic stuff aint the way to go either. Notice on their stuff two key points, start with the 204/214 cam. That's fine but the next one in line is 214/224, then 224/234. The same lobe that's an intake on one cam is now the exhaust lobe on the next and vice versa and so on. Not the way to go. Plus they're normally all ground on the same lobe sep. How is that right for every application? It's not, it's a compromise at best.

I do custom grinds, Comp does custom grinds and so does just about everyone else. Think outside the box.

 

Thank you. Iam trying to think outside the box. I hope if I go this route I don't wish I still went with the 455. My car isn't slow now but I know the better heads would necessitate a cam that would compliment my package. I am thinking about changing thegear set first because I would do that anyway.

 

I got a good running 455 so that is what I am doing this winter.