put 300 heads onto the 350 block and use my turbo cam in the 350 block with the 300 heads and all of my intake and exhaust manifolds.
okay, so you're trying to do the top end swap on the cheap. they are MUCH more rare ( but also have practically zero demand, so cheap when found ), but the Buick 340 ( .050" smaller bore ) would be exactly what you were looking for.
if you've got your heart set on the 350, i would suggest being very careful.
we've had guys mock this swap up before, there is interference on the pushrods where they pass through the hole in the block. because the Rover intake runners are siamesed, the drive train ( cam lobes, pushrods, rockers ) is slightly spread out so the geometry can get around the outside of the center intake runners. you will fix the rocker / cam lobe misalignment because you're going to be using the cam / head from the proper engine. but this will also maximize the interference you're going to see on the push rod in that pass through area.
i suppose you could take a die grinder to the block and just keep grinding til you get clearance or water?
the other option would be to swap a Buick 340/350 crank into a Rover 4.0/4.6 block. Buick 300 crank ( 3.400" ) swaps are quite common. the Buick 340/350 have the same throw so there's no real difference in them. but there is judicious grinding necessary to fit these in. the Rover block was never intended to take a 3.850" swing. final displacement with stock 4.0 pistons and the 350 crank is 331.34 cubic inches.
a Rover 4/4.6 does have a bit smaller bore than a 350 so you wouldn't be maximizing your displacement BUT you would reduce package weight vs the cast iron 350 and the lower deck height also helps keep c/g lower and intake weight down ( which also helps lower c/g ).
oh yeah, you'll also be fabbing spacer plates for your Rover intake to fit into the 350 valley.
The way to crush the bourgeoisie is to grind them between the millstones of taxation and inflation.
Vladimir Lenin
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H.H. Goddard, Human Efficiency (1920)
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