So I was sniffing around online and came across this: http://www.taperformance.co...il.asp?prod=TA_V3800

* Available in OFF center or ON center versions
* Six bolt mains, 4 vertical, 2 horizontal (front cap has 2 vertical, 2 horizontal)
* Dual bell housing bolt pattern to fit Chevrolet and B.O.P. type transmissions
* Improved oil passages and grooved main journals for maximum oil delivery
* Thick steel sleeves for strength and overbore options up to 4.000”
* 14 bolt “dry” head pattern allows use of 8 bolt or 14 bolt heads with no additional preparation
* Works with 3.400” (stock) or 3.625” stroke crankshafts
* Dry sump oil feed and return provisions front and rear
* Turbo oil feed and return provisions
* Additional coolant feeds at the front
* Cross braced lifter valley and reinforced lifter bores
* Manual transmission linkage provision - Oil gauge boss
* Knock sensor provision
* Coolant drain bosses
* Steel Billet Main caps included
* 9.540” Deck Height

which is a 3.8 aluminum block for the Buick turbo 231. What other differences are there between this block and our common 3800 blocks? Could this block be used with our cranks, heads, and M90 as it seems to come adapting many features of our modern 3800 blocks?

quote Originally posted by Khaos88GT: So I was sniffing around online and came across this: http://www.taperformance.co...il.asp?prod=TA_V3800 * Available in OFF center or ON center versions * Six bolt mains, 4 vertical, 2 horizontal (front cap has 2 vertical, 2 horizontal) * Dual bell housing bolt pattern to fit Chevrolet and B.O.P. type transmissions * Improved oil passages and grooved main journals for maximum oil delivery * Thick steel sleeves for strength and overbore options up to 4.000” * 14 bolt “dry” head pattern allows use of 8 bolt or 14 bolt heads with no additional preparation * Works with 3.400” (stock) or 3.625” stroke crankshafts * Dry sump oil feed and return provisions front and rear * Turbo oil feed and return provisions * Additional coolant feeds at the front * Cross braced lifter valley and reinforced lifter bores * Manual transmission linkage provision - Oil gauge boss * Knock sensor provision * Coolant drain bosses * Steel Billet Main caps included * 9.540” Deck Height which is a 3.8 aluminum block for the Buick turbo 231. What other differences are there between this block and our common 3800 blocks? Could this block be used with our cranks, heads, and M90 as it seems to come adapting many features of our modern 3800 blocks?

Like the old 3.8 Buick V6, this TA aluminum 3.8 doesn't share many of the same design characteristics with the 3800. The 3800 Series 2/3 internal parts won't work in this engine and neither will the heads. Even if you could get a set of Series 2/3 heads to bolt up to this engine, the taller deck height of the Buick 3.8 / TA alum 3.8 would mean you would need to build a custom lower intake manifold.

Why are you considering this aluminum block anyway? Weight savings? If this is your only reasoning, you may want to reconsider. You will probably only save 50lbs or so going with an aluminum block vs. a cast iron.

-ryan

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6+ years on this same swap -- NO engine or transmission failures...

Custom GM OBD1 & OBD2 Tuning | Engine Conversions & more | www.gmtuners.com

I'm not in any way going to purchase that block I was just curious if it would work. I just think an all aluminum modern technology engine would be nice. The 3900 is actually what I'm realistically looking at next. I want an all aluminum forged 4.2 stroker but it seems the only option in that arena is to go cast block and aluminum rotating assembly. SWAN racing is freakin high if they think I'm going to pay 3900 for their high performance stoker kit. I'm sure SCAT or Crower can make a stroker crank for the 3800 for a lot less, even after I have to pay for rods and pistons separately.

quote Originally posted by Khaos88GT: I'm not in any way going to purchase that block I was just curious if it would work. I just think an all aluminum modern technology engine would be nice. The 3900 is actually what I'm realistically looking at next. I want an all aluminum forged 4.2 stroker but it seems the only option in that arena is to go cast block and aluminum rotating assembly. SWAN racing is freakin high if they think I'm going to pay 3900 for their high performance stoker kit. I'm sure SCAT or Crower can make a stroker crank for the 3800 for a lot less, even after I have to pay for rods and pistons separately.

Unfortunately it won't work. And AFAIK the price tag for these aftermarket blocks (TA 3.8) is expensive also. Not really worth it unless you are building a max-effort racecar, IMHO.

I wouldn't pay close to that kind of money for a stroker kit either when you can far exceed anything a stroker N/A upgrade is going to give you in power gains compared to what boost can produce.

the T/A block has the rear wheel drive bellhousing bolt patern. If you use one you have to have a adapter. GM makes a aulm block 4 ( ecotech ), a alum v6 ( short star-dohc, 3.5 ) and 2 aulm v8's ( north star and Ls chevy v8s ).
I am doing a short star because it was cheap to get a whole car, Darth fiero can reprogram it, and it will get good mpg. I have no need to hotrod the engine for this car. You have to make up your mind about what you want the car to do when you are done with it. And how much time and money to put in it vers the need to have it drive, or race, or show, or autocross.
the 3800 SC 2/3 is the most bang for the buck. you can leave the 3800SC stock and drive it forever, or spend the rest of your life making it better, and making LOTS of power.
but you can't go wrong asking.

What fundamental dimensions are different between the 3.8's and the 3800's?

IE, could the same raw casting be machined differently to be used with 3800 parts?

Obviously the raw casting may not have meat in the right places for the FWD bellhousing pattern (or may have meat in the wrong places for the FWD transmissions).

quote Originally posted by Will: What fundamental dimensions are different between the 3.8's and the 3800's? IE, could the same raw casting be machined differently to be used with 3800 parts? Obviously the raw casting may not have meat in the right places for the FWD bellhousing pattern (or may have meat in the wrong places for the FWD transmissions).

Deck height is the big one. Older 3.8's like the 3800 Series 1's have a 1" taller deck height vs. Series 2/3 engines.

Another major difference is the 3.8 Buick engines had a distributor shaft driven oil pump in the front timing cover which is much different than the crank driven oil pump used in the Series 1/2/3 3800's. I haven't actually tried to see if you could get a 3800 timing cover bolted up to a 3.8 or not, but I imagine it won't - due to this difference in how the oil pump is driven.

This block comes with both bell housing bolt patterns..........

quote Originally posted by Khaos88GT: This block comes with both bell housing bolt patterns..........

It comes with both Chevy and BOP bolt patterns. It does not have the FWD bolt patterns.

T/A Performance also makes these-

http://www.taperformance.co...=TA%5FV3850%5FSI%2DA

Aluminium heads that will work on my 85 3,8 VIN 3 swap, alas, they are not in the budget. 8>(

Mark