Dear Ian, Derek, Michael, and V-8 Buick fans of "heavy haulers," . . . . Does THIS answer your question! This Vintage 1972 Airstream Safari is only 23 feet long and should be just within the tow capacity of my trusty wagon. But not with her original 300 cid V-8! Even when it comes to towing something "substantial" - "There is no replacement for displacement!" Cheers, Edouard
Dear Nailhead Ronnie and V-8 Buick fans of MORE!!! Good for you! I would have expected you to have had more trouble finding such a thing, but obviously you have succeeded! I'm sure you'll have to rebuild this engine in the not too distant future, but it might run for a while and give you a lot of kicks! However, don't forget the most important modification necessary to install it in a 1965 Skylark . . . . You've gotta paint the valve covers nailhead green! Cheers, Edouard
Thanks Ed, yesterday I view a post you made on team Buick called epic 430 build or something like that, it was very interesting. I ended up scoring because this motor has the Edelbrock b4b intake. Can you recommend me any literature I can find on the internet that's a downloadable on the Buick 430 whenever you have a chance. I have however stumbled across the oiling mods by Jim Wiese. Will I need a rear oil sump? It appears as if I have a mid. I read yesterday the 455 rear oil sump and pick up will work? Is that right?
Dear Nailhead Ronnie and V-8 Buick fans of More! Unfortunately, I didn't keep up the Team Buick postings and the engine evolved a long way from there. Here is the thread that described the initial build by Jim Weise: http://www.v8buick.com/index.php?threads/new-buildup-448ci-stg-2-se-hyd-roller-an-mpg-motor.252771/ Unfortunately that engine had problems when it got into my wagon and eventually damaged the rear crankshaft bearing. At that point I switch to Mike Tomaszewski and TA-Performance. There were some design issues with the engine given that I was trying to pull a vintage Airstream travel trailer and not drag race. There is still some issues being sorted out as I type. I think I can find which oil pan was used. The oiling modifications used to be on the Buick Performance Group website but they seem to have been lost with a website reorganization. It is late in the day here. I'll have to get back to you on some of these questions. Cheers, Edouard
Dear Nailhead Ronnie and V-8 Buick fans of "more!" Okay, I can confirm that you'll need a rear oil sump. Here is a picture that shows the underside of my wagon's engine and clearly the sump is at the back: Okay, I forgot that there is a posting on V-8 Buick with the oiling modifications. This is probably what you found: http://www.v8buick.com/index.php?threads/400-430-455-block-id-prep-and-oiling-mods.214613/ However, if you considering making these modifications, then you would be crossing the bridge to rebuild the engine. I thought you were trying to simply install a working engine to avoid the expense of a rebuild. If you are going the rebuild route, then you should take the time to consider engine design issues. When I got started on my wagon's engine swap, another board member Ted Nagel make up for me this list of potential issues: 1. Engine mounts. These are readily available. The ones in your car are stamped steel and they are bolted to the frame. The new ones are cast and have to be bolted on too- from inside the frame, so the bolts are hard to start and tighten. On the engine, the metal/rubber mounts have a couple places to bolt to the engine, make sure to get the right location. 2. Transmission. Ted used a ST400; that required moving the crossmember back a couple inches. Now Ted thought it would be OK to use a TH350 built up to handle the power of 455, and retain the existing crossmember mount and cooling lines. Ted thought the cooling lines can be adapted to either TH350 or TH400. Ted used the column shifter with both, P, N, D line up perfect. First gear does work but the pointer bends every time Ted shift s into 1st...then bends back the next time Ted shifts into park. I ended up going with a 200-4R overdrive transmission that is the same length as the TH350 that was there. I also upgraded to a IDidIt steering column so solve the problem of the shift indicators being off and the backup lights not working properly with a 200-4R transmission. 3. Driveshaft. Our automatic driveshafts have a vibration isolating rubber sleeve that may not hold up well to 455 power. If you use a TH350 you do not have to have the length or yoke changed and you could keep the existing driveshaft...Ted thought eventually the rubber sleeve would fail causing problems. If you use a TH400 you will have to get one made with a th400 style yoke. My trusty wagon still has the original driveshaft. Thus far it shows no signs of falling apart. 4. Radiator. The original radiator can be re-cored with new cooling tubes. Ted had a shop that recommended a "D" core, which has the tubes on 5/8 centers (vs 1/2"), basically more cooling surface area. Ted's wagon had a V-6, I had a 3 row "D" core installed with the V-6 radiator and it cools Ted's 455 in all conditions. Ted had no experience with aluminum or aftermarket radiators, as all the radiators I've used have been original / re-cored. I ended up buying an aluminum radiator from TA-Performance. 5. Power steering- the hoses in the car should connect up to the 455 PS pump. If you decide to go with the 350 instead, you can even reuse the 1965 power steering pump for a more original look. 6. Fuel lines/ pickup tube...for a 455 you may need 3/8" (min) fuel lines and pickup tube. Ted thought Inline Tube has the bigger lines for the wagon. the 5/16 line will not provide enough fuel for the 455. Since I switched to electronic fuel injection I don't know if this was needed or not. A 350 would not need larger fuel lines. 7. Exhaust. Ted thought he have seen a system for the wagon w/455 now. When Ted did his, he bought a 2.5" system from TA Performance and modified it for his wagon. At least that is easier now! Ted started my project with headers, but had clearance and fitment problems. Once Ted changed to cast iron manifolds, the engine fit perfectly. The engine in my trusty wagon has Stage-2 heads and matching TA-Performance long-tube competition headers. As Ted mentions, no other header combination really works. I got a dual exhuast system from Pypes, but the TA-Performance exhaust systems are reputed to fit better. 8. Electrical . You may be able to re-use the existing wires like Ted did. The V- 6 wires were a little short, but they are still working! This list may not completely apply to your situation, but it once more should give some potential problem areas to check into. Cheers, Edouard
