Dabesiv

iTrader: (1)

In my more ignorant past as a dumb kid, I killed my stock 305 trying to race it

I had a guy put in a Goodwrench 350 thinking that I would have all the power in the world with a bigger engine. I wasn't entirely wrong as I did have more than the 305, but the GW 350 is a very basic engine as I now know.

In my attempts to get this car in far better shape as an aggressive street car that will have a little track time. I am now looking at this engine and trying to decide what to do.

I read through the entire article from 1999 where they built up a GW 350 into a decent powerhouse through trial and error. It has motivated me to want to get more from my car.

I was already planning to swap over to a serpentine system, and now am looking at new heads, intake, cam, rockers etc. basically a whole engine overhaul. I have a few snags in in the process though. I like the idea of Vortec l-31 heads and a port matched intake manifold, but I wont be able to keep the E4ME Quad or dizzy to go with it. That's gonna render my cars comp fairly useless( im not gonna cry over that too much), I'll also have to get a lockup controller for the trans.

I have never done engine work as in depth as this but am learning quickly how to do it and will have plenty of help from some mechanic friends.

So my big question for you guys with far more experience and knowledge than me is; am I better off trying to build up this engine and milk it for power, or just buy a bare block and build it piece by piece with what I want?

and please feel free to correct me on anything I have wrong!

Dabesiv

iTrader: (1)

just to add more info about my car and possible plans to do to it.

engine was swapped in 2010, has around 100,000 miles on it, still has the stock 305 intake manifold though.
700-r4 was built and installed last year has almost 15,000 miles on it.

headers are #1 on my to do list

If you guys are familure with the build read I am talking about I would love to do the same heads, intake, carb, cam kit etc. as they did. I am happy to take my time over a few months to get everything in order to do this build up.

danryanm

It would behoove you to know more about the engine you have in order to determine what you need to attain your goal. Fancy heads and a trick cam will be for naught if your piston/head combination creates lousy compression. Find out what pistons you have (and their net effect on combustion chamber size). If they won't work with the heads you want, then you'll have to decide if you're comfortable with rebuilding the short block or not.

Dabesiv

iTrader: (1)

As far as the write up I read went they had stuck with the engines original pistons. They did talk about how terrible a design the pistons were and how they made for lousy compression. Chevy has the specs at around 8.1:1 but IIRC they found the compression to be below 8.0:1 with stock parts. Once they upgraded to a 64cc chamber compression went up to 9.0:1.

I'm trying to stick as much to their write up as I can because it proved to be a good build on a budget.

sofakingdom

iTrader: (1)

"Port matched intake manifold" is about a total waste of time. "Port matching" isn't where the power is.

Just get the heads and a suitable new intake.

Why won't you be able to keep the E4ME or distributor?

Dabesiv

iTrader: (1)

A lot of people have been mentioning it as being very helpful thats why I figured it would be good to do.

If I did the Vortec heads I need the matching intake manifold and from what I have seen the Vortec manifolds wouldnt fit the E4ME. If I did a different setup for heads and intake I can keep my Roch no problem.

sofakingdom

iTrader: (1)

https://www.summitracing.com/search/...rder=Ascending for example; but an adapter could also be used on ones not already so equipped

What do you think the problem with the distributor is?

danryanm

My original Quadrajet fit the Edelbrock Vortec intake just fine. If your distributor and carburetor are still working fine, it would simplify things greatly for you to reuse them. I scrapped my computer controlled stuff only because it wasn't working...and my carb caught fire.

Back to the pistons. Goodwrench has built MILLIONS of engines of HUNDREDS of varieties. It is unwise to assume you have a certain type piston. Your compression ratio is not determined only by the size of the combustion chamber in the head, but also the piston profile (domed, flat, dished [don't assume anything here, either, as even "flat" pistons can have a negative effect on compression if the valve reliefs are too large]) and the compressed thickness of the head gaskets.

All of this is to say: no one can give a fair answer to your original question (to rebuild or start over) without first knowing more about what you have to begin with.

Dabesiv

iTrader: (1)

Wow, I feel like an idiot... when I was searching for manifolds I only found ones that wouldn't fit the Roch without modifications. This is why I love this group!

Dabesiv

iTrader: (1)

The carb/dizy work but the carb needs some work for sure, I was only going to ditch it if I had to.

http://www.jegs.com/i/Chevrolet-Perf...67353/10002/-1

thats the engine in my car currently.

danryanm

That engine SHOULD have dished pistons, most likely around +12cc's, if it really has 8.5:1 compression and 76cc heads. A 64cc head will bring the compression ratio up to 9.5:1, which isn't bad at all for a Vortec build. The next vital consideration will be your cam. Factory Vortec heads flow best at mid-lift, so a cam that takes advantage of that (i.e. opens the valves quickly) will be best. However, make sure your heads can handle the increased lift (factory heads can't take much without either machine work or expensive valve springs.)

Dabesiv

iTrader: (1)

appreciate the tips. My hopeful plan is to get the intake, heads, and while everything is off put in a new cam, better valve train, and do the serpentine system and headers with the new heads.