el_muerte

hey all, was wondering if i could bug you for a bit of advice...

i've got an LG4 i'm looking to hop up a bit for fairly cheap... and before anyone gives me the typical "spend fifty bucks for a 350" line, i want to note a few things. first, i don't want to pull the engine right now. the rotating assembly is ok for now. second, i do plan to get a bigger engine in the future, right now however i don't have the time and money. now that that's out of the way...

i have an edelbrock 1406 carb (600cfm, electric choke), which i'm not too fond of, and the stock non-cc qjet that i'm rebuilding. i've heard the q-jet is better for tuneability and can flow upwards of 750 cfm with some basic porting. probably jumping the gun a bit to ask which one i should use right now, but at least you know my options.

i was thinking of getting some used vortec L31 heads (and intake to fit 'em) and a new cam. i've got a couple questions here. first off, does anyone know the difference between an edelbrock 2116 and 2716 intakes (or have recommendations for a different one)? i read the descriptions and can't seem to figure it out. second, what sort of cam would you recommend? i don't care too much about manners as the car is not my daily driver, but don't want an excessive amount of cam.

after reading sofakingdom's reply to this thread i'm thinking maybe i should invest in headers and exhaust before cylinder heads... any thoughts? your help is much appreciated.

HawkHunter

first off - just ask your question once - people get mad when you asked it 3 times

You're best off to find a performance package from a company that best fits your description and future use (has to pass emmissions etc...). I also think that you need a good foundation for a motor. Start with headers and catback exaust. Holley or daemon carbs are the best (600-700 cfm should be fine for your motor) but your q-jet will work fine also if you insist. Just bolting on and properly tuning a holley will give you an easy 25+ horsepower over an Edelbrock carb.

You said "fairly cheap" also - you're budget limits what you can do a lot. I mean you need to budget at least $500 in machine work (heads/block/hot-tanking etc...) plus you'll probably need new valve guides ($50+), valves ($100+), springs($100+), retainers($50+), pushrods($150+), gaskets($50+), silicones($25), threadlockers/sealers($20) and im sure im forgetting another $150 worth of miscellaneous crap like disposable gloves , parts cleaners, rags etc...

Not trying to rain on your parade - but figure a budget first, we can help a lot more with a budget in mind

cheers

el_muerte

if ya look closely there are in fact three different questions
i'm not worried about emissions testing (alberta car). if it'll take $500 in machining plus another $300 for parts to get my heads up to snuff, wouldn't i be better off getting new ones? i've already got most of the misc. incidentals (silicones, threadlocker, rags, degreasers, cleaners etc) and am looking to spend about $1000 to $1200. i'm just looking for the biggest bang for my buck right now to make the car a bit more fun until i have the time and money to do it proper. thanks

five7kid

iTrader: (14)

If you haven't done exhaust, don't bother with the rest.

I wouldn't do Vortecs on a 305 for a few reasons:
- 64cc chambers will drop compression unless shaved.
- Unmodified Vortecs are lift-limited.
- '85 LG4 416 heads are pretty decent with do-it-yourself porting, cut guides (for positive-type valve stem seals and improved lift capability), and upgraded springs.
- More expensive intake.

The Vortecs are good for flow and power, and if shaved, even better with proper compression. But, 416's with proper working over (as mentioned above) will do just fine for less money.

The EPS is a slight improvement over the standard Performer. However, the 2716 is square-bore carb only, and I'd recommend getting the q-jet running properly.

Oh, cam - Comp XE268.

el_muerte

thanks for the input. i will keep those points in consideration.

i noticed somehow i made a double post of this thread... must've missed the edit button or something. could a mod perhaps merge the two? thanks

zippy

I'd look into the Comp Cams X4250H (part number 12-231-2). That should work with the stock valve springs on the L31 heads and not have clearance issue's. With that cam and those heads on a 305 you should have a decent powerband with a shift point of around 5500rpm. You may want to look for a set of L30 heads for the compression issue unless you want to mill your L31 heads. For an intake I'd say look into the 2716 Edelbrock. With those parts I'd also look into a 2600 stall and headers.

five7kid

iTrader: (14)

5500 RPMs = oil, stock springs = water.

The two don't mix.

New, upgrade valve springs a must with any aftermarket upgrade-from-stock cam.

Sitting Bull

Read what's in my signature. The 416 heads are very sweet when simply given a home made port and polish

doc221978

The XE 268 cam is a very good one. The performer intake and quadrajet are good choices too. Home porting of the heads is good if you are comfortable with doing it. The exhaust will eat up a good portion of you budget. But with all that it should have enough power to make you happy. Depending on what you pay for the exhaust, you may have enough left for a decent shift kit too.

All them mods will work when you switch to a 350 too. Just make sure off compression with them heads though.... it may be to much.

zippy

5500rpm isn't very high for an L31. If you're staying around the same lift as the stock cam and not turning high rpm the valve springs aren't a big deal. It would be decent to go to an LS6 spring or something similar.

five7kid

iTrader: (14)

5500 RPMs is too much for stock factory springs, regardless of lift.

Eliminating the heavy exhaust rotators while you're at it is a very good idea as well.

jamon8

iTrader: (3)

do it all around the motor and wait for the winter to shut her down for a while

exhaust- not to big

dissy- coil, pick-up, curve kit and module

carb- I sell everything except q-jets(they rock) make the primaries like this- big jets with thick metering rods. secondary rods= thin tips

seconday air fap spring preasure low but not non exsistant

that set-up will smoke holley and edel

pm me if you want the formula I use

rpm intake

I am a broken record- SUBFRAME CONNECTORS

bet the F out of it and park it for the winter and ask about the inside of the motor

zippy

We've had L31's on the dyno to 5800 testing different problems. We've had them to 5500 or so with 10psi of boost without valve float. Valve float didn't show up on it to 5800 when N/A. If I were building something with L31 heads, I'd probably change the valve springs. I wouldn't say it's required though.

el_muerte

well i've gotten my hands on some used long tube headers pretty cheap. passenger side will fit with only slight modification, haven't tried out the driver's side... looks like it's gonna be tight. if it won't fit i'll probably order up some hooker shorties and put the long tubes in my truck

el_muerte

well the driver's side didn't fit... interference with the clutch slave cylinder. so i went ahead and got a set of hooker 2460's. also finished rebuilding the q-jet, i'll let ya all know how it goes when it's all bolted together (hopefully tomorrow night)