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Originally Posted by AsleepAltima
when it comes to the 305 vs 350 debate - NO ONE in their right mind would pick a 305 over the 350. the slight revability of the 305 over the 350 is not worth the tq loss or the hp difference of the 350. its too easy to find high hp 350's than it is to find a high hp 305, especially if youre looking at carb'd applications. 350's are not all 4 bolt mains either. the 375hp 350 in my truck is a 2 bolt. when i was shopping for an engine to go into my s15, i thought about a 305 but it just doesnt make sense when i could spend about a 100 dollars more and get that much more out of it.
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There is no revability benefit to a 305 over a 350. Both have the same rods and crank; the only difference being that the counterweights are drilled differently ofr the weight variation of the pistons between the two. Most 350's and all 305's are 2 bolt main engines, the 4 bolts are mostly found in the RPO codes LT-1 ( 1970-73), L48 ( 1967-70 350 4 bbl engine rated at 290-300 hp depending on application), L82 ( late 70's Corvette and Z-28 IIRC) and most truck applications. The 4 bolt main block 350 was only used in 1 application in the "2G" engines produced from 1980 (?) to 1986 and that was the L98 in the Corvette. (2G engines are made with a left rather than right hand dipstick, and have double drilled exhaust flanges on the ends of the heads). The 3rd gen engines are made from 1987( some late 1986) until 2000 or so and had the one piece rear main seal, centerbolt valvecovers, most had roller cams and the accompanying valley spider and cam thrust plate, and the bolt angle of the center 2 intake manifold bolts is slightly different than earlier engines. The biggest redesign came in 1992 with the addition of the LT1 ( notice it is not an LT-1). This came with the opti-spark distributor on the crank, timing chain driven water pump and reverse flow cooling. The only variation of this generation to have 4 bolt mains is the Corvette version, all others are 2 bolt. These came only in 265 and 350 CI displacements.
Other interesting trivia: The SBC did not have a oil filter boss until 1957 and earlier versions had a optional canister filter that mounted to the intake manifold! The SBC was the world's 2nd fuel injected engine in 1957 ( the 1954 Mercedes Gullwing was first and the first car with EFI was a 1958 Chrysler); Chevy II blocks had different oil filter bosses than standard SBC's, and all SBC's have the same mounting ears, so a 1997 Camaro LT1 350 ( last passenger car variant) will bolt right in to a 1955. The SBC was produced in production US cars from 1955 through at least 2000 with the fullsize Express vans getting it last. Displacements of the production SBC are as follows: 262.5, 265,267,283, 302,305,307, 327, 350 and 400 CI. The 302,327, 350 and 400 were the only ones available with 4 bolt mains. Sorry if I am a little off on any of this, but I was doing it from memory.
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1998 Nissan Frontier XE/2wd/5spd 1 owner, 264k miles
1985 Olds Cutlass, 350 Chevy, owned for 14 years
WANTED: 1968-1973 Datsun 510 or 1991-1994 Sentra SE-R
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