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Rusty355 Offline
#1 Posted : Sunday, 27 May 2018 4:42:46 PM(UTC)
Rusty355

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Hi All,

Just after some experienced advice / feedback on Holden Stroker cranks / kits and performance engine builders in Sydney for an upgrade on my 308. It goes without saying that this will be the first and last time I go down this path so I want to get it right.

Our objectives are 400-450Hp, drivability, affordability, weekend Cruises and occasional open road trips.

Would like to know a good Cam grind, manifold, Valves etc.

Preference is to reuse HQ style heads, and Quadrajet.

Running through T400 and Salisbury 10 Bolt 3:0:8. Diff.

Any suggestions including estimates would be appreciated.

Cheers.
HK1837 Offline
#2 Posted : Sunday, 27 May 2018 8:08:09 PM(UTC)
HK1837

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I'd go straight to talk to the likes of COME. They will point you in the right direction.

My initial instinct would be a 350ci stroker though as the Salisbury won't like much more ci that that. And if you go up to a 3.75" stroke (377ci or bigger) you may run into limitation with the HQ heads. When you are talking over 400hp up to 450hp that might also be a limitation for street use for the Quadrajet. GM used Quadrajets up to about 350hp on a small block (350hp 350 Corvette in 1969) and about 390hp on a big block. Most of the higher performance engines (like Z28 302 and 350 or big blocks 400hp and above) used Holleys, in most cases an 850cfm vacuum secondary.
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Rusty355 Offline
#3 Posted : Tuesday, 29 May 2018 8:16:31 PM(UTC)
Rusty355

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Thanks for the feedback, will get in contact with COME and consider all of my options based on your comments. I wasn't sure how much HP a Salisbury 10 bolt would handle. Thanks again.
HK1837 Offline
#4 Posted : Tuesday, 29 May 2018 8:53:07 PM(UTC)
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COME have some specials on their website, looks like you can do a 3.75” stroker for a decent price.

Believe it or not the HQ with 350 got the gearboxes that were standard fitment for that exact engine in other GM vehicles of similar size, ie TH400 and M20 Muncie. Whilst it was down on power it wasn’t down on torque and that is what dictates what gearbox and diff were fitted. In the USA this engine in Camaro and Chevelle got a 12 bolt though. The HQ Salisbury should in theory be good for the torque of the 1971 L48 (365 ftlb from memory) but remember GMH weren’t above cost cutting on diffs and transmissions, for example the HT-HG L48 should have got a Muncie and 12 bolt, and no 307 or 308 HT-HG or LH-LX should have been fitted with a banjo. The HQ should have got a 12 bolt but all GMH did for the HQ Salisbury was to fit the cab-chassis (or TH400) uni. I think the auto cars also lost LSD.

You can help the Salisbury live by stopping the engine from producing massive off-idle torque by using a bigger cam. Places like COME will be best to guide you. If you have to keep the 10 bolt i’d also be using cab-chassis axles and bearings and sticking to non-LSD and skinny tyres.

Edited by user Tuesday, 29 May 2018 8:56:29 PM(UTC)  | Reason: Not specified

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If we all had the same (good) taste, who would buy all the Fords?
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