Hi Everyone.

I have been reading all the Threads on the V6 to V8 Swap and i have got most of the info i need from just the threads alone... Most of threads on this Forum are a Great source of info and have made the swap alot easier..
but i still have a few problems i was hoping to Find out before getting started.
I have got all V8 springs/shocks/engine mounts/radiator/ soon to be getting a rebuilt 700r4.

ABOUT MY ENGINE BUILD:
I have a 1969-70 350sbc +.40 over Machined with OEM Crank Fitted.
I Not sure on Rods or Pistons yet maybe a Shot peened set or Aftermarket, as we maybe using a set of .150 Dome casts i have, if we can use them, if not a Good Flatop Piston will do the job.
I am using a set of RHS PRO ACTION 180cc runner, 64cc heads with (2.20 in 1.600 ex) mated with a Edelbrook Air-Gap performer RPM & 750cfm carb.
Not sure on Dist yet... i was thinking of Mallory vacuum adv any ideas..?

MY PROBLEMS ARE:
In the V6 to V8 Main Thread it mentioned you can Keep the V6 rearend with a V8 700r4 Box.. is this true as im thinking this 350 will push out around 350bhp+ and will the V6 Diff be up to it even with tougher parts..??
also will i need a V8 or V6 D.shaft..??

I want to use a new chrome alternator with this block.. how would i connect this to my 91 firebird, as i think the connecting wires are Different..?

Most of the things i am pretty ok with but there is always something ive missed along the way... and hopefully i can get some addvice for you Guys..

Hope to hear your ideas..?
Lee

 

The only real differance with the rears is gearing. The v6 should be 3.42, which is much better then 2.73.

Driveshaft from any 700r4 or t5 should work fine.

And last, the alternator should connect the same unless it's a one-wire. If that's the case, just follow the directions.

The carb may be a little big for you, depending on the cam. A 650 will give better response and a broader torque curve at the cost of one or two hp at top end.

 

I'm a bit concerned on your wanting to run domed pistons. Those flat tops you mentioned will get you 10.3:1 if you get your piston-to-head clearance to around 0.040", this is actually plenty of compression for street use, and will require premium fuel.
Also, most V6s did NOT have a posi, and the best rearend for that idea is one from a '90-'92 V6/auto trans car. This'll get you the larger ring gear and the 28-spline axles, then all you need is a conversion-style locker.

 

Hi.
Thanks for the Replys.
The 650cfm was my first choice of carb.. but i was reading this article on the RHS heads i have chosen and they tested a 750cfm Demon carb with a retrofit rollercam... take a look.!!
http://www.popularhotrodding.com/enginemasters/articles/chevrolet/smallblock/0606em_350_chevy_bolt_ons/index.html

As this is my first full rebuild.. i needed some guideline on what combo to run my 350 with as i started off with a set of old 283 heads which where in pretty bad nick, so this setup sounded rather good figures on my Budget... what do you guys think..??

Thanks for the Axle info.. my axle is a 91 firebird model which has the 3.42 gears.
I have read about the conversion-style locker kit.. but i see that it was a exspensive kit to buy, so i ruled it out..??

The .150 Dome pistons where matched with the 283 heads i started with when i got the Block, so ive been checking lot's of info on how i could use them at all... but it might be best to rule them out..
any ideas on what type of Flattop Pistons will be ok to run with this bhp.. will standard cast piston be ok..?

can the piston-to-head clearance be set by which gasket set i use, ie A thicker 1.. is this right..??

Thanks agian.
Lee

 

The cheapest conversion locker that will fit your diff is $350 plus shipping. A conventional posi, new, is more than that, plus with a conventional posi, you then have to re-set your shims. Huge hassle, and if you're off by more than a thousandth with used gears, they'll whine until they fail. If you like the 3.42s, plan on a conversion locker. If you decide 3.42s aren't right for you, then wait and get a conventional posi with your next gear ratio.