Ok, I want to buy the cam and heads soon and match them to an intake to get down the road. I have never done this and have no idea even how to. I have pretty much decided to copy someone who has a good setup. So....what have you got and how did it work? Numbers are good. ------------------ Tim Currie 1988 Iroc-Z -350 -T-Tops -'Free' Mods The Score 12/1 and 1 Tie 14.76 @ 91 mph (you figure it out?) AIM TCurrie1 ICQ 67616089 "Steer with the rear wheels"

LPE 219/219 cam, AFR 190's, and Superram. I wish I had some times for you, but I don't yet. I can say it is a very strong combo. It also drives very close to stock, only exception is a slightly higher and lumpier idle which is very nice I've seen (on websites, mags, etc.) cars running mid 12's with the setup and there are Vette guys running high 11's w/ this combo on 383's. As far as gear I have 3.42's and stock TQ converter until I get my new tranny and put in the Vigilante 2200 stall (might go up to 3000 stall later). I can also say this, with the stock tranny and TC, I spin the tires up to 45 MPH (top of 1st gear).

------------------
89 IROC-SuperRammed 355 w/ AFR 190's and LPE 219/219 cam-http://www.geocities.com/buckeyeroc

Well it really all depends on what you want. There is no "best" setup. When I am done with the 350 in my car, I will have the LT4 HOT cam, Accel intake base, SLP runners, ported plenum and Trick Flow 23* heads. This will be a very streetable set-up with good power from 3000 to 6000 RPM. By keeping the long runner set-up, I keep a flatter torque curve and a great amount of higher RPM power. I do think that the set-up that Buckey suggested would be great too. Although the SR does tend to take a tad bit more power away down low as opposed to the long runner set-up, it does make a lot more power up high. If you ant to build a car that really has some high RPM power, look into using a Mini Ram intake, AFR 195s and a cam with about 230* of duration @.050. Its really all up to you like I said before, just be sure you make the right choice and don't hesitate to ask anyone anything, good luck!!!

------------------
1987 Chevy Camaro IROC-Z
L98 TPI 350 (5.7L)
TH 700R-4 Transmission
Borg Warner 7.75" 9 Bolt Rear End with 2.77:1 Gears.

Current Mods: LT4 HOT Cam, Comp Cams 1.52:1 Roller Rocker Arms, Accel High Flow TPI Baseplate, Edelbrock TES 1 5/8" Headers, Catco 3" High-Flow Catalytic Converter, Hooker 3" Aerochamber Cat-Back System, Transgo Shift Kit, Performance Resource Chip, Accel Ignition, K&N Filters, Jet TPI Air Foil, All Free Mods, Falken ZIEX Z-Rated Tires.

Best ET: 14.32 @ 97.7mph
(corrected for elevation)

Thanks guys, sounds good so far.

Keep them coming!

cam - SLP .536/.544 with 1.6 rockers and 224/232 duration @.50 and 112 LSA.

heads - GM aluminum Fast Burn Heads

intake - scoggin-dickey vortec/fast burn TPI base, SLP siamesed runners, ported upper plenum, 58mm Throttle body

bottom end - all forged 10.5 to 1 compression

This combo with the "proper" chip and tuning should make 450hp / 485ft lbs at the flywheel.

Then spray your way into the 10's
This is my combo.

What times are you running like that?

top

I running a combo similar to Dan's I got TF 23* 's , Edelbrock Intake , AS&M Runners , 52mm TB , and a Comp Xtreme Energy cam ( 218/224 496/502 112 LSA) with Comp Pro mag 1.6RR's All the parts are under my bed at the moment and I'll be installing htem over the winter.

I have a question for the guy above that has the LPE 219 cam, AFR 190's, and Superram. I have all these items awaiting assembly. i just noticed that the 219 with 1.6 RR has .560" lift. The AFR 190's springs are only for .550 lift!!!!! This could comprimise quite a bit of performance. I have just brought this up on the corvetteforum and it is under debate now. my question is did you alter your springs at all with your setup. This is something that could very easily be overlooked when ordering the items. I am personnaly kinda upset that no one at AFR pointed this out to me when I explained my setup. Perhaps there is a safety factor they know about as far as lift is concerned with the springs. I intend to find the answer. Thanks for the input. PS how much improvement in ET's and SOTP did you realize with the setup?

------------------



http://www.corvetteforum.net/c4/ski_dwn_it/
67 Chevelle
509 Merlin Crate Engine
585 Hp 637 Ft/Lbs
*************************
1989 White coupe
Open air box, Modified mass air, TB bypass,160 Stat, manual fan switch and lower temp switch, MAT sensor relocated, Air foil, gutted cats, flowmaster mufflers.

Soon to have Roller rockers.

When I die, I want to die quietly in my sleep like my grandfather did,
not screaming in terror like his passengers

Timmy - I havent finished assembling the motor, waiting on a little more money, but this is the combo I'm using.

ski_dwn_it, you have 2 options:

1) replace your 1.6:1 RRs with 1.5:1

2) replace your valve springs with ones that will handle the higher lift. You risk serious engine damage if you assemble it as-is.

That said, I ordered the .600" lift upgrade from AFR when I got my 190s, which includes longer-stem valves and different springs which will accomodate lifts up to .600". I think it was about $180.

I like the first idea best, although I don't know anything about cams really. But with the 350, IMO, you might want to use the AFR195's. A little low end torque won't kill the performance of the 350 too much. At least it doesn't seem like it. My "plans" are going to be a built 396 stroker with the AFR 195's, SuperRam, and whatever cam works best with that combo. But that's years down the road.

Afgun,
Did you have any problems with the length of the pushrods? I mean did the stock length work or did you have to go with a longer one. If you used a different length, what size satified the condition. Thanks a million. PS how to you determine the correct pushrod length. Id there a formula or something? Thanks all

------------------



http://www.corvetteforum.net/c4/ski_dwn_it/
67 Chevelle
509 Merlin Crate Engine
585 Hp 637 Ft/Lbs
*************************
1989 White coupe
Open air box, Modified mass air, TB bypass,160 Stat, manual fan switch and lower temp switch, MAT sensor relocated, Air foil, gutted cats, flowmaster mufflers.

Soon to have Roller rockers.

When I die, I want to die quietly in my sleep like my grandfather did,
not screaming in terror like his passengers

get the systemax II kit. aluminum intake manifold, aluminum systemax heads and dyno matched cam and lifters. supposed to make something like 400+ horsepower on a 350.

Well I looked at that but that is for a carbed car. And I was advised NOT to get Holly heads. So I am going to buy everything seperately and get the good stuff.

TOP

Timmy, trust me, go with GM fast burn heads! Read the topic that I posted on Fast Burn Heads, there is a link I posted from Salley Chevrolet I think, that has all the info you need and there only $1,139 as set fully assembled, ready to bolt on!!!

Like ski_dwn_it asked, I would also like to know how to determine pushrod lenght? Thanks

Just ask your machinist, he should be able to tell you what size push rods you need and or pick them up when it's time for assembly.

Timmy, go with the AFR's! I can get them for about 1300 and they are the Best on the market! email me if ya are interested.

Craiger,
I hate to rain on your parade. I ordered them through Bill at Thunderbolt-Motorsports. Yes, he is a tad bit cheaper than AFR but I have nearly 1800 in the heads now!!!! yes there was the issue of having the heads milled down to maintain the stock 58cc's (this is very important) otherwise your compression goes WAY down and so will performance. Second was the LPE 219 cam with 1.6RR. This has a total lift of .560 were the AFR 190 heads only have springs rated to .550. This is another significant item that need to be addressed, otherwise performance and reliability will deminish expodentially. I am SURE that others that are running the before mentioned setup with the 219 cam, 1.6RR, and AFR 190 heads have definately overlooked the later mentioned hurtle I had to overcome. I don't remember what your combo was going to be, but if it is the combo I will be running you DEFINITLY need to have this corrected. I just don't want someone to do what I was about to do. This would be horrible for someone to spend that much money on heads and have a stupid thing like that interfere. I hope some people take note of my almost catastrofic mistake and have their setups corrected. The upgrade to better/stiffer springs also included the larger/taller competition valves. I will be good till 6500 RPM and .600 lift cam now. If the lift on your cam is only gonna be .4XX you don't have to worry. I do appreciate your help with the heads though Craig. Bill was able to save me a couple of bucks. I would still order direct from AFR though because they know what they are doing as far as past setups and what will and will not work. Thanks again. And I hope this saves someone some time and money. Here are some real good diagrams to show correct pushrod length..........

http://www.compcams.com/catalog/278.html
http://www.compcams.com/catalog/279.html

Craiger,
I hate to rain on your parade. I ordered them through Bill at Thunderbolt-Motorsports. Yes, he is a tad bit cheaper than AFR but I have nearly 1800 in the heads now!!!! yes there was the issue of having the heads milled down to maintain the stock 58cc's (this is very important) otherwise your compression goes WAY down and so will performance. Second was the LPE 219 cam with 1.6RR. This has a total lift of .560 were the AFR 190 heads only have springs rated to .550. This is another significant item that need to be addressed, otherwise performance and reliability will deminish expodentially. I am SURE that others that are running the before mentioned setup with the 219 cam, 1.6RR, and AFR 190 heads have definately overlooked the later mentioned hurtle I had to overcome. I don't remember what your combo was going to be, but if it is the combo I will be running you DEFINITLY need to have this corrected. I just don't want someone to do what I was about to do. This would be horrible for someone to spend that much money on heads and have a stupid thing like that interfere. I hope some people take note of my almost catastrofic mistake and have their setups corrected. The upgrade to better/stiffer springs also included the larger/taller competition valves. I will be good till 6500 RPM and .600 lift cam now. If the lift on your cam is only gonna be .4XX you don't have to worry. I do appreciate your help with the heads though Craig. Bill was able to save me a couple of bucks. I would still order direct from AFR though because they know what they are doing as far as past setups and what will and will not work. Thanks again. And I hope this saves someone some time and money. Here are some real good diagrams to show correct pushrod length..........

http://www.compcams.com/catalog/278.html
http://www.compcams.com/catalog/279.html

------------------



http://www.corvetteforum.net/c4/ski_dwn_it/
67 Chevelle
509 Merlin Crate Engine
585 Hp 637 Ft/Lbs
*************************
1989 White coupe
Open air box, Modified mass air, TB bypass,160 Stat, manual fan switch and lower temp switch, MAT sensor relocated, Air foil, gutted cats, flowmaster mufflers.

Soon to have Roller rockers.

When I die, I want to die quietly in my sleep like my grandfather did,
not screaming in terror like his passengers

Ski,

I have looked every place possible and Bill gave me by far the best price. If i ordered directly from afr, I would have spent 1500 for the heads. My set up is AFR heads, 9.3/1 compression (68cc heads), ZZ3 cam with 505/535 lift, paxton sn2000 blower and tpi intake with slp runners. What did you find out about the pushrod length? are you going to have to go longer? I was wondering the same thing? Sorry If i did not mention that the milling was going to be extra? Also, there is a machine shop around here were i can get a set of .600 lift springs for about 40 bucks. good luck

Craiger,
Hey that is no problem. Oh, I see your running at supercharger. That is why you want the larger cc. Now it all makes sense. That is correct with the statement of Bill being the cheapest. He still under bid AFR on everything. Only a couple of bucks but he was still cheaper. The upgrade for the springs also included the better valves. So I think I am gonna have one hell of a setup when completed. I should be able to run 12's all day long. If not I am gonna be pi$$ed. I am going to get an adjustable pushrod when I have the heads on and am going to check to see what the optimum length will be. I can't even begin to guess what it will be now with all the variables. This is something else, few people realize and it can really affect performance. I believe it is the small things that make one car faster than another. You should also keep in mind that you want to have .040 between the top of your piston and the deck of your heads. Example: if your piston at TDC is .025 down in the cylinder bore and you put .026 gaskets you will have .051 distance. Optimum for a street car is .040. You should try to get as close to that as possible. I'm not sure if that rule still applies with SC cars. Later.

Jesse

------------------



http://www.corvetteforum.net/c4/ski_dwn_it/
67 Chevelle
509 Merlin Crate Engine
585 Hp 637 Ft/Lbs
*************************
1989 White coupe
Open air box, Modified mass air, TB bypass,160 Stat, manual fan switch and lower temp switch, MAT sensor relocated, Air foil, gutted cats, flowmaster mufflers.

Soon to have Roller rockers.

When I die, I want to die quietly in my sleep like my grandfather did,
not screaming in terror like his passengers

Hey guys, I'm not biased by any means as far as AFR or any other decent aluminum heads, but I think you guys are making a mistake by choosing AFR or TFS (I just sold my never been used brand new TFS 23 degree heads). I have done "extensive research" on clylinder heads for the last few months. I've talked to NUMEROUS machinists and head porters. Only 1 out of 8 or 9 different machinists prefered AFR heads, 2 prefered the TFS G2 twisted wedge, and the rest recommended GM Fast Burn Heads. Also keep in mind that 235 CFM from a head is capable of building 400HP!! A friend of mine prooved it by his motor. He has a 355ci .510 lift cam with Iron Vortec heads that have been mildly ported and flow benched at 235cfm @ .500 lift. His motor engine dynoed at 407HP and 396ft lbs. "Most" after market aluminum heads flow more than 235cfm @ .500 lift. All of the machinists mentioned the Fast burn heads for the increased cooling capacity and exceptional flow numbers. The only negative thing that 2 people mentioned was they recommended smoothing out the ports (polishing casting roughness in the ports, not porting) and maybe a 3 angle valve job, but at a .500 lift, the Fast Burns flow 266cfm and at a .600 lift, they flow 275 cfm Making these heads capable of making 500+HP all motor very easily!! I just thought I'd pass this info on.

I noticed you're from good ol' California. Don't forget to consider emissions when choosing your combination. If you don't have to worry about it, I'm jealous big time!

------------------
Red '85 MPFI V-6 T-5 Sport Coupe (original owner),now an IROC in sheeps clothing.
Rebuilt and installed '88 IROC L-98 TPI,700-R4,3.27 posi/disk rear,instrumentation, steering gear, and all suspension parts (even the wonder bar)
Mods:
IROC wheels, Hi-perf. rebuild on 700-R4,TCI sizzler torque conv.,B&M megashifter, L-98 .030 over,balanced,decked,blueprinted, SR Torquers, KB pistons,9.1:1 CR, port matched stock TPI, comp cams .450/480 206/210 cam, all free mods, subframe connectors, Edelbrock TES/jet hot coated, CATCO cat, Hooker catback, MSD 6A, airfoil, AFPR, K&Ns, polygraphite bushings all around, and modified ARAP bin.

Yeah...I dont really know much about it. But as long as I can pass the sniffer test, I dont care whats inside my engine, legal or not.

Jesse,

to respond to your last post, I have .030 clearance @TDC between piston/Deck clearance and I am using the Corvette 1010 felpro gasket = .039 thickness. Since i am running a supercharger, the lower compression is welcomed. My compression should be about 9.2/1 which is plenty for my setup. And I would bet you will be in the 12's! Keep me posted with your times and let me know what size push rod you end up using.

Craiger,
The compression on my engine will only be around 10.3 or so. I have not changed it that much! That would be really high. A guy that I have been consulting with is running the same exact thing and he is around 10.3 and running in the mid 11's in an 86 vette. I would jump up and down and buy everyone beer that night if I ran 11's.
Jesse

------------------



http://www.corvetteforum.net/c4/ski_dwn_it/
67 Chevelle
509 Merlin Crate Engine
585 Hp 637 Ft/Lbs
*************************
1989 White coupe
Open air box, Modified mass air, TB bypass,160 Stat, manual fan switch and lower temp switch, MAT sensor relocated, Air foil, gutted cats, flowmaster mufflers.

Soon to have Roller rockers.

When I die, I want to die quietly in my sleep like my grandfather did,
not screaming in terror like his passengers

Jesse,

let me know what you end up running! I am worried that my 700R4 will not be able to handle the power of the new motor and blower? So I'm gonna save my cash up for the rebuild! Also, If you are putting your new engine in a third gen, get a set of subframe connectors! I had a early 70's nova that had a 454 (not stock) and it twisted the frame, cracked the windshiled and put a huge warp in the roof! I have purchase a set for my 91Z....learn by exp! anyway, hope to hear the 11's are yours!

Craiger,
Hey I think I had my head up my A$$ before. I thought you were taking about my compression being in the 12's. That is why I went on about the compression ratio ect. LOL. Oh well I guess it was a long day. My engine will be going into my vette. Do you think I will have any problems with twisting? I have not heard of anyone with those problems and vettes. You probably only have that if your really hooking up. I bet I am spinning like a top. Till I get the stickeys out! Then look out. Maybe I should just put the merlin 509 in the vette!!! Then you will see twisting!! That thing would probably never quite spinning. Even with the slicks on the chevelle it will spin them at will. I have almost lost it at 65MPH going in a straight line because it just breaks loose! They build unbeleivable engines. Good luck with your setup. I will not be able to test mine till spring It gonna be a LONG winter. Thank *** hunting seasons are here! My brother guided a hunt today for the first Elk hunt here in PA. They got a 7 by 8 bull. That thing is huge. I will post some pics soon. See you guys.
Jesse

------------------



http://www.corvetteforum.net/c4/ski_dwn_it/
67 Chevelle
509 Merlin Crate Engine
585 Hp 637 Ft/Lbs
*************************
1989 White coupe
Open air box, Modified mass air, TB bypass,160 Stat, manual fan switch and lower temp switch, MAT sensor relocated, Air foil, gutted cats, flowmaster mufflers.

Soon to have Roller rockers.

When I die, I want to die quietly in my sleep like my grandfather did,
not screaming in terror like his passengers

Here is what I am planning for my 11.0:1 C/R, 396:

TPIS MiniRam II, AFR 195 heads milled down to get the 11.0:1 C/R, and CC 08-503-8 cam - 224/230 @ .050", .503/.510 with 1.5 rockers (going to run 1.6 ProMagnum roller rockers) and 112 LSA.

Should get me in the 11's on the motor alone. Still running the stock T-5 and planning on 3.73 or 4.10 gears. Also planning on eventually upgrading the T-5 to a Tremec TKO or T-56.

------------------
Eric Mann
eric91z@home.com
1991 Camaro Z28 305/M5
Ram Air, Borla adjustable cat-back, Fastchips chip and that's it with 165,000 miles on it.

Here is what I am planning for my 11.0:1 C/R, 396:

TPIS MiniRam II, AFR 195 heads milled down to get the 11.0:1 C/R, and CC 08-503-8 cam - 224/230 @ .050", .503/.510 with 1.5 rockers (going to run 1.6 ProMagnum roller rockers) and 112 LSA.

Should get me in the 11's on the motor alone. Still running the stock T-5 and planning on 3.73 or 4.10 gears. Also planning on eventually upgrading the T-5 to a Tremec TKO or T-56.

------------------
Eric Mann
eric91z@home.com
1991 Camaro Z28 305/M5
Ram Air, Borla adjustable cat-back, Fastchips chip and that's it with 165,000 miles on it.

Unfortunately, my AFRs are sitting in a box in my basement along with my superram, LPE cam, stud girdle, Vortech, and a host of other parts.

I'll be using the checking pushrod method of ordering pushrods though, since the stock pushrods in my motor right now aren't hardened.

ski,

I had an 87 vett with a built 355, super ram, tws heads fully ported, custom cam chip, hooker supercomps with a custom 3" exhaust, vortec s trim pushing 8-10 lbs of boost, very fast! Long story but i had to sell it for the need of a back seat via baby on the way syndome. the person who bought it ran a low 10. I never took it to the track anyway, I never noticed the frame twisting although when i jumped on it, the front end would jump up a lot

That is what I call a controlled twist And then the twisting of everyones heads to keep up with you as you whip by. That sounded like quite the machine. Perhaps someday I will have a SC. But for now this should be fine. Thanks for the comments.

hey i need to know what can i do with my 305 tpi motor. i was thinking of gettin a 350 crate and then buyin a 350 tpi manifold runners and intake. or i was going to put in cam, heads, headers, runners, injedtors, and throttle body. someone please help me.. thanks yall

Tim, shoot me an e-mail when you get a chance at irocfast@yahoo.com I am in your local area and can help you out.

------------------
Black 89 IROC...355, Solid Crower Cam, TFS heads.
12.0 @ 120.7mph with a 2.0 60ft...all motor...no traction