disjaukifa

Hey Guys,

So I've owned my 1984 Chevrolet Camaro for 6 years and it's mostly been a project the entire time. I bought it for $200 bucks with a Carbureted 2.8L 60-degree with a 700R4 transmission. Here is a picture of the Camaro the day I bought it!





My best friend and I worked for about 18 months to get the Camaro going, replaced both front fenders, doors, rear hatch, and did a complete interior swap, and I got to the point where I was driving the Camaro. Shortly after we got it driving I blew something in the 700R4, still never looked into it, though having a ratchet shifter and a shift kit in the transmission, I sure I didn't do it any good going about 6500rpm holding it in first gear.

After that I took the car off the road, went through a long divorce and I just finally have my Camaro back. I don't want to run the 2.8L though that engine would REV like nothing else without ever floating the valves, weirdest thing my best friend and I have ever seen, and I want to swap the transmission out as well.

SO I'm going to go ahead and add several bullet points to this post:

• I don't have a 350
• I don't want to go out and buy a 350 right now
• Yes I realize a 305/350 makes more power
• Yes I realize I can go out and get a 305
• Yes I realize I also own a 305
• Yes I realize the 267 is considered a boat ancher
• Yes I realize 200-4R is an odd pick for a transmission
• Yes I realize there is no replacement for displacement
• The 267 was basically free, runs great and has 89K on it
• I want to run something different and see what happens
• No I'm not expected 300hp out of a 267

OKAY now that that is out of the way let me start off with the what I'm swapping and doing!

The motor of choice for my Camaro is going to be a SBC 267 4.4L 3.500 bore V8 engine with a 3.48 stroke. It runs great, needs valves seals (dirt cheap and easy to replace) and has 89K miles on the motor. Currently it has a Dualjet carburetor with a 2-barrel intake.

The transmission I'm going to be switching to is a Turbo Hydramatic 200-4R that I also found on craigslist. I bought it with a complete TCI rebuild kit, torque converter and it came with a B&M Shift. OR I might go with a Borg Warner T-5 that I have in a parts Camaro I also own.

Mods and goals for this project. I'm looking to put a Summit Racing Camshaft and Lifters into the 267 to get it more lift and duration than the stock cam which is really small. I'm also going to be replacing the Dualjet carburetor and 2-barrel intake with a 4-barrel aluminum intake that I already own and I will be running FiTech's Go Street 400HP EFI. Why? I already own the FiTech unit, and the 400HP is the limit, it will work down to 150HP which I should easily be able to get out of the 267.

I own a parts Camaro that has a B&M Weiand 142 Blower on top of a 305 that has a 4.11 LSD disc brake rear end and a Borg Warner T-5 5 speed manual transmission. Okay I can see EVERYONES confusion, why is this idiot putting a 267 in his Camaro when he has a 305 with a blower that he could just swap into with a 5-speed manual, with that 4.11 LSD rear end with disc brakes?

ANSWER: First and most importantly the 305 is blown and needs a full rebuild, possibly crank and pistons so that is time and money that keeps my Camaro off the road. More than likely though that is the long term goal, though I'm not positive on the 5-speed, I'm still trying to decide between the 200-4R and the 5-speed for the initial swap. Leaning towards 200-4R because it's a quicker swap at the moment than the T-5 even though yes I realize I have all the parts.

Do I expect a crazy amount of horsepower and torque out of the 267? Nope! I honestly just want a V8 in my Camaro so it's on the road again, and with the FiTech EFI, and better over drive in the 200-4R, 0.67 compared to the 700R4's 0.70, I looking to get some decent cruising highway mileage out of the my Camaro as well. Yeah the 4.11 is going to hurt the highway cruising a little bit BUT because of the lower first gear in the 200-4R, and the lower HP/TQ of the 267, the 4.11 will actually help get my off the line and running.

There are more things I'm looking to do in this swap, and I'm hoping to have the Camaro on the road mid summer, so around July hopefully, but I wanted to document everything I'm doing so at least everyone can sit back, crack open a beer and laugh at what I'm doing!

At the very least this will be a unique swap that I don't think many people have done much less ever considered and it should provide some interesting results. The one thing I want to people to remember is that the 267 is SBC, so the headers, mounts, accessories, EFI, will all swap over if/when I get my 305 with the B&M 142 blower built, or go with another SBC entirely.

Long first post, thanks for sticking with me, and I hope everyone enjoys this swap!

-Disjaukifa

NoEmissions84TA

iTrader: (1)

And I thought I was the only one to still have a 267.
Mine has been sitting in the basement for 25+ years.
Completely rebuilt with .030" over pistons, reconditioned rods,
crank ground, new 267 heads, copy of an Edelbrock Performer cam,
1.6 stock type rockers, Weiand 8004 intake, and Carter 500 cfm 4 bbl carb.
It runs great on my engine test stand.
I had plans to put it into a Chevy Monza (got rear-ended), then a Jeep conversion
that never happened. So it sits.....

If this engine makes 190 HP, then 1/4 mi calculates to
16.08 sec @ 83.3 mph (weight = 4000#) (Wallace Calc)
(226) 15.18 @ 88.26, (244) 14.8 @ 90.55
Desktop Dyno 2000 says 244 HP @ 5000, 290 TQ @ 3500
Desktop Dyno 2003 says 226 HP @ 4500, 300 TQ @ 3500

disjaukifa

Woohoo glad to hear someone else has had a similar idea! Sounds like a good motor! Did you ever dyno that motor or just run it on the engine stand? Do you remember what the duration, lift, and lobe separation were on the cam you installed in the motor?

Thanks
Disjaukfia

TTOP350

iTrader: (8)

I have a 89 TTA 200r4 transmission cross member if you need that for your swap.
Has the tq arm mount on it and will make the swap minty factory looking.

NoEmissions84TA

iTrader: (1)

Never dyno'ed.
CAMSHAFT SSI #10309 Hydraulic Edelbrock Performer copy
.420/.442 lift(1.5)
.448/.471(1.6) 204/214 duration at .050
107 117 lobe centers 112 centerline idle - 5500 rpm
REVS to 6400 on stand

3.50 in bore family (1979-1982)
The 267 was introduced in 1979 for GM F-Body (Camaro), G-bodies (Chevrolet Monte Carlo, El Camino, and Malibu Classic) and also used on GM B-body cars (Impala and Caprice models). The 267 cu in (4.4 L) had the 350's crankshaft stroke of 3.48" and the smallest bore of any small-block, 3.500 in. The 3.500" bore was also used on the 200 cu in (3.3 L) V6, which was introduced a year earlier. (The 200 was a Chevrolet V6 engine based on the small block with the #3 and #6 cylinders removed). It was available with a Rochester Dualjet 210 - effectively a Rochester Quadrajet with no rear barrels. After 1980, electronic feedback carburetion was used on the 267. The 267 also saw use in 1980 to 1982 Checker Marathons.
While similar in displacement to the other 4.3-4.4 L V8 engines produced by General Motors (including the Oldsmobile 260 and Pontiac 265, the small bore 267 shared no parts with the other engines and was phased out after the 1982 model year due to inability to conform to emission standards. Chevrolet vehicles eventually used the 305 cu in (5 L) as its base V8 engine.
1979 125@3800 215@2400 8.5 1980 120@3600 215@2000 8.3 81-82 115@4000 200@2400 8.3

This was a low compression engine to begin with. Made back in the odd & even fuel rationing days. The block was never decked, and my rebuilder pistons are .025" in the hole. The replacement head gasket was a Felpro 8670 PT (3.61cc ?, 3.620" bore, .039" thick). So I have a large quench. DCR ends up only a 6.8. All of this happened before anyone knew anything about Dynamic Compression Ratio - DCR. For the camshaft I have in there (278/288 adv duration, .420/.442 lift(1.5), .448/.471(1.6), 204/214 duration at .050", 107 117 lobe centers 112 centerline, idle - 5500 rpm), the seat-to-seat numbers are these: Edelbrock 2102 1500-5500 0.420/0.442 Seat-To-Seat IVO 32.0 IVC 66.0 EVO 81.0 EVC 27.0 112 LSA 5 adv 59 OL 278/288 adv duration.

DCR calculator says 8.54 SCR, 6.80 DCR, and 131.87 Cranking Pressure. I'm worried about that LOW 6.80 DCR. To get it up to around 7.5, the camshaft would have to have an IVC of about 50 degrees.

So if I were to make any future changes to this engine, I might change to a smaller camshaft, and a thinner head gasket that would probably end up being expensive custom-made Cometics. But this thing would run on any pee-water gasoline.

BTW, the valve sizes are only 1.72 Intake, 1.5 Exhaust, but How to HotRod Small Block Chevys says, "the 1.72" intake and 1.38" exhaust valves were carried over from the ill-fated '75-'76 262 cid V8.
.

disjaukifa

Sending you a PM now!

disjaukifa

Fantastic information! Looks like I need to do some reading because I don't know much about DCR so I'll do some more research. My motor is out of a 1980 so it looks like I'm going to be starting with 120HP stock, and my FiTech EFI will need at least 150HP to run right, so I'm looking at an electric water pump (will reuse on another SBC when I swap it out), a better camshaft and lifters, aluminum intake and headers should easily get me over that 150HP number, thinking I'll end up in the 185ish horsepower range.

I could be completely wrong but I'm trying to be conservative but also going with my own past experiences from changing intakes, exhaust and camshafts on engines.

I'm half tempted to find an engine dyno near me, and take my 267 there to see what it is stock once I replace the valve seals so it won't smoke on startup.

-Disjaukifa

NoEmissions84TA

iTrader: (1)

You should be good to go.
Remember, the factory HP ratings were at the rear wheels with all accessories turned on.
If you add 30% for the drivetrain losses to your 120 HP rating, you get 156.
Then, like you said, add a better camshaft and lifters, aluminum intake and headers and you should easily be closer to 200 HP.

Also, the combination of the overdrive with a 4.10 rear is not as bad as some might think.

disjaukifa

Exactly! I called Summit earlier, and the guy I talked to kind of laughed at what I was doing but was very helpful!

So I realized I didn't have the transmission cross-member for the 200-4R, though I can get one, I also don't have a driveshaft as well at the moment, and I'm trying to get my Camaro back on the road as cheaply as possible.

SO I've decided to go with a manual speed manual out of my parts Camaro that I'm currently stripping for all the parts. Here's a picture!



Talked to my best friend for a good hour this afternoon on the phone, and he's in agreement that the doing some basic maintenance to the 267 along with the manual transmission should be a good setup for my Camaro, especially since when I bought her six years ago I told him I wanted to yank the V6 and 700R4 out of it and put in a V8 with a manual transmission! Looks like it's about to happen!

So for freshening up the 267 I'm looking to install a new camshaft, springs, retainers, valve seals, and I'm thinking about seeing how the crankshaft and bearings look, while at the same time replacing the rear crankshaft seal and putting a true double roller timing chain engine all from Summit. That should eliminate any issues I run into down the road. I know the history of the engine so I'm not really concerned with pulling the heads off at this time.

I have two SBC aluminum intakes at the moment in my possession, a Holley Street Dominator Dual Plane intake and a Weiand 7546 single plain intake. Because I'm looking to run FiTech EFI on my Camaro, I'm leaning towards the Weiand intake, the specs sheet says it's designed for 1,500 ~ 5,500 RPM which sounds like a sweet spot for the 267.

Also I realized today I'm going to try to reuse the entire exhaust system off my parts Camaro as well, it's really well built and appears to be in fantastic shape for it's age. I am thinking about cutting it in two places and welding some more connecting plates to it so in the future if I need to easily get access to anything on the under carriage I can just unbolt the center section of the exhaust and have it off the Camaro.

Here is the down pipe the connected to the stock exhaust manifolds:



And here is the catalytic converter to the rest of the exhaust. I will probably cut it right at the rear axle where it's still straight and possibly once more after it comes of the axle to make future exhaust work easier!



I'll try to post updates as I get parts in and this Camaro torn apart! Hopefully I can start tearing my Camaro apart here in about two weeks!

Thanks
Disjaukifa

NoEmissions84TA

iTrader: (1)

Circled is the problem with the factory y-pipe. The pass side bank
tee's into the driver's side bank. The aftermarket y-pipes make this transition
much smoother. But with only 267 ci, the stock exhaust system probably will not hurt you at all, even using the manifolds. And yours is the higher flowing L69 system. That is what I would do also.

Use Holley Street Dominator Dual Plane intake.

disjaukifa

Yeah I can believe that about the Y-Pipe. I'm not going to use the stock manifolds again, I snap all the bolts in half when I went to take the y-pipe out from the Camaro. Still looking to get a dirty cheap set of headers for the engine because I also don't want all those air pump 80's emissions crap in my engine bay.

I'm still trying to do some research on the intakes, I just keep hearing about some weirdness with running Dual Plane intakes with Throttle Body EFI, but maybe I'll try it out first, it's simple enough to change over anyways if it doesn't work out.

-Disjaukifa

five7kid

iTrader: (14)

Not exactly.

The factory net HP ratings were at the crank, with the air intake and exhaust as installed in the car, with all of the emissions systems operating, with the engine powering the water pump and fan (if installed), and the alternator providing electrical power to the engine. But not with AC running, and no power steering required.

disjaukifa

Okay that makes sense but still we all know the emission stuff from the 80s killed power, so my guess is the stock air-pump would be included in that power figure as well.

Seriously debating going with an electric water pump and just running the AC compressor, Power Steering and Alternator from the crankshaft pulley if it will help on power.

-Disjaukifa

five7kid

iTrader: (14)

It was more the poor combustion chambers, cam profiles, and carburetors that killed power. But, yes, the A.I.R. pump would be included in "all emissions equipment" (it hardly takes any power, BTW - I decided to take the belt off the Camaro to improve ETs, the only effect it had was to lock up the pump when I went to put the belt back on for the every-other-year emissions test).

Electric water pump and electric radiator fan will help put more power out to the wheels.

chazman

iTrader: (4)

I'm all for this 267/T5 swap. Watching with interest.

chazman

iTrader: (4)

I think the L69 exhaust manifolds are plenty for you application.

dmccain

iTrader: (2)

Ive seen a cammed up 267or maybe 265 I cant remember in a Monza once and that thing was very reppy. I had a 81 Pontiac Grand Prix with a 265 and it sounded great and wasn't bad on gas either. Cool build definitely something interesting.

disjaukifa

Yeah I have an electric fan with all the mount's that I just pulled off the grey car that I'm parting out for the engine, transmission and rear end. Will also pull the pedals and all the braking system because it has the correct proportioning valves for the rear disc brakes.

Glad to hear it! I'm going to try to update each day I work on the Camaro's, it's a little bit frustrating to be working on a Camaro I'm not building but I need all the parts off of it so it's a process!

Probably but again I don't want all the air lines that are attached to it and I sheared all the studs off when I was trying to break the bolts loose, I might look into plugs all the air lines and reusing it, wouldn't defiantly save some money in the long run and I know the exhaust would bolt directly up to it.

Glad to hear it! I'm very interested to see what the 267 will do with a better cam and EFI along with a CDI box on it. I'm going to be pulling the EFI off a CJ-5 I currently have, it works great but I thought it would be a road Jeep and it's got to much suspension lift to go at high speeds so I'm going to throw the carburetor back on the Jeep and run the FiTech on this 267.

I'm really looking forward to being able to tune the motor and set various rev limits through the EFI. I'm also curious to see what kind of fuel mileage I can pull out of the motor with the EFI. I'm hoping with the right gearing I can be in the low to mid 20s which I think is doable for highway cruising.

-Disjaukifa

disjaukifa

Kind of realized I hadn't posted a current picture of the Camaro I'm actually working on. So here is the most recent picture of my Camaro. This was the day I finally got the Camaro back from my long divorce which was last November. I haven't actually been able to wrench on the Camaro since probably 2012, two moves, three new jobs and a divorce just really wrecked havoc with all my plans for what I wanted to get done with the Camaro.



16" IROC Wheels, tan and black interior I pulled completely from a junkyard, I changed the steering wheel but I can't remember what I pulled it from, I want to say it was a Cavalier but it looks and feels great. I'll try to get more pictures this weekend. I've got some minor surface rust spots I know I have to address on her, and the only thing that is really rusted on the entire car is the front k-member which I think I'm going to replace with a tubular one to save weight and get the easier fitment for the SBC V8.

-Disjaukifa

NoEmissions84TA

iTrader: (1)

Probably but again I don't want all the air lines that are attached to it and I sheared all the studs off when I was trying to break the bolts loose, I might look into plugs all the air lines and reusing it, wouldn't defiantly save some money in the long run and I know the exhaust would bolt directly up to it.

If there is anything left to grab, vise grips and an acetylene torch will easily get them out. Otherwise you are drilling. And then you can do what I do - make new studs from stainless bolts. With some high temp anti seize, the nuts will come loose when you have to remove them.

disjaukifa

Yup that makes perfect sense. SOO I'm on my way out to the shop to lather the manifold with PB Blaster

disjaukifa

So I found a 1985 parts Camaro yesterday, made a deal for it and went to pick it up tonight. My best friend, RDMotors here on thirdgen, and I both need parts off this 1985 for our respective Camaros. Here is a picture of it on my car trailers:




We paid $260 bucks total for a 1985 Camaro Z28, no motor or transmission but several parts we both needed. For me it's a complete Air Conditioning system with brackets, and supposedly it worked before the motor was pulled for the guy's 69 C10. From the condition of the all the AC components, which look like they were serviced/replaced in recent years I'd belief it.

However the gold mine of today's haul is what came with it. I got this beautiful console now for my 1984 Camaro!



The clock works, just the lens needs to be replaced. I'm super stoked about the shift boot and all the plastic being in great shape! The one I'm pulling from my 1983 grey parts Camaro is missing the boot and is really beat up, so this was an unexpected but welcome find! Downside is now have 3 Camaro's on my fianceé's property but my fianceé is being amazing about it, she even rode with me on the 4 hour round trip to get this Camaro this evening!

-Disjaukifa

disjaukifa

So another update, and warning this one is going to be picture heavy! So I got the old 305 and Tremec T5 out of my part's Camaro last weekend. I thought the clutch on it was going to be hydraulic however I was surprised to find out that it's all done with linkage. Here are a few pictures from last weekend's wrenching!







Also last Tuesday I finally picked up my 267 V8. Yes I will admit I started this thread before I actually had the motor in hand, however that was due to a work related issue where I wasn't able to get it earlier. So here is the 267 when I picked it up, with about 10 pounds of grease included!










After a good degreasing and power washing I got the 267 on the engine stand.





And probably my favorite picture is a picture of the 267 V8 block. I only could find one picture online of a 267 block, so it was exciting for me to finally get to see the piston size on this motor! Makes the 305 bore seem huge!



I should have my 84 Camaro in my shop next week. I have to pull the V6 and 700R4.

Also I have a AJE K-Member coming in which will be installed after I pull the 2.8l as well. It will be a good time for me to replace the springs with V8 springs and replace the front shocks while I've got everything taken apart!

I'll post more pictures as I get more stuff done!

-Disjaukifa

NoEmissions84TA

iTrader: (1)

Since you have the heads off, you might want to have them checked for cracks.
You have a better chance of winning the lottery than finding a replacement head, should you need one, or a pair. GM only had 7 left in the country 30 years ago. If you take a grinder to the ports, just remove the roughness. They are about as smooth as a gravel road.

You can put a small cam in it - but watch the IVC point. You are only starting with an 8.5:1 compression ratio, and your DCR will end up really low if you choose poorly and also use a thin head gasket. Add a Performer intake and 500 cfm AFB carb and you will have a nice little engine.

W.E.G.

Kudos to you for keeping the faith through all the delays.

I'm looking forward to reading about your progress!

five7kid

iTrader: (14)

A "nit" for the sake of technical accuracy: 3rd gens were either hydraulic (the majority), or cable. None were "linkage". Linkage in GM vehicles went away in the 70's (thankfully).

dmccain

iTrader: (2)

That blue 267 looks like an early 80s Lg4 I had it was that color blue from the factory.One old guy used to argue wit me it was a Pontiac motor! Lol

L67ss

What year 305 was in the parts car?

NoEmissions84TA

iTrader: (1)

What casting number are your heads? And could you measure and post some pictures of those tiny valves?

disjaukifa

Warning this is going to be a LONG post as I haven't updated in a while! First I'm going to answer some questions and then I'm going to give the updates on where I'm at!

Thanks for the advice! I actually have a lead on a set of heads for a 267 that I'm looking into which is all I'm going to say about that for the moment.

As far as intakes and fueling is concerned, I'm looking into picking up an Edelbrock Aluminum SP2P intake from the 70s this week for dirt cheap. It was a MPG intake with small runners which was mostly designed for the 305 V8s with low compression, but I called Edelbrock and told them what I was putting the intake on, and was told it would actually be a good combination for the motor I'm building at the moment.

As for the fueling, I'm going with a FiTech EFI setup. I have no desire to run a carburetor on this Camaro. I want to make my 1984 my daily driver, so I want something that will start in any weather and give me the best MPG possible. This build isn't about horsepower, more rather reliability and gas mileage!

I'm glad you are enjoying this as much as I am! I was concerned about posting this build because the majority of threads I have found about the 267 was that they were boat anchors and you can't get horsepower out of them! However since that is not my goal, I want reliability and MPG, I really think this will be a unique and fun build to see what happens.

I don't know if this combination is going to work, I'm going into unknown territory, all I know is in the end I will have a Camaro with a SBC V8, and 5 speed manual transmission which is what I wanted in my Camaro from the day I bought the car. The beauty of the SBC is if the 267 really doesn't work out, I'll just build another SBC and swap it one weekend, all my accessories, exhaust, intake, even the EFI will swap perfectly and I won't have to worry about it.

Well then this parts Camaro had a manual transmission setup from the 70's in it! It was mostly certainly not hydraulic, wish it were, and there was no cable. It was a linkage setup. The clutch connected to arm that connected to a pivot arm in the engine bay with one side mounted to the driver side engine bay and the other side to the back of the 305 block, and then from that shaft near the block another arm connected to the transmission.

Yeah I think that is correct. The motor came out of a 1981 Malibu I believe, but I'm not 100% positive on that right now but I would have to double check! Needless to say the block will not be staying blue!

It's 1983 I believe, I'm not positive on that, but I can going look up the casting numbers to double check!

OKAY the casting numbers on the 267 heads are 14014415. Here is a picture of one of the heads with the tiny valves!



And here is a picture of it compared to the 305 heads I have!




UPDATES!

So I've gotten the grey Camaro torn down and took the shell to the scrap yard. Also I managed to finally sell another car on my property so I managed to get two cars off the property this past weekend which made the wife very happy!

I've got the blue parts Camaro I had bought almost torn down in the shop right now. I just have to take off the a-arms and cut some of the floor pans out of it and I will be good to go.

I discovered over the weekend that my Camaro had gotten a little bit a rust problem from sitting for 3 years at my old house while I was going through a divorce, which I wasn't able to get until last fall. It's nothing terrible, I think it will clean up really well, however I want to go ahead and use my plasma cutter to cut out sections of the floor pans out of the blue Camaro just incase I need them, better safe then sorry! Here is a picture of the blue camaro almost torn down!



I've yanked the complete AC system out of the Camaro with the help of RDMotors this past weekend, and while doing so we find the rest of the mounting brackets in the engine bay which was a nice surprise!

Also this past weekend I finally have my Camaro on my property again! My In-laws have very graciously been storing my overflow of vehicles for the past couple of months and have never complain, I wouldn't be able to do any of this without them or my wife! That being said it's going to have it back on the property where I live!



The goal is to get the blue Camaro finished up and to finally have my Camaro in the shop so I can start working on rust repair, and paint! I'm going to be cutting out the ENTIRE wiring harness and running a new one so that I don't have to fight electrical gremlins in the future. I had just installed a EZ-Wiring harness on my CJ-5, and I'm going to be doing the small thing on this Camaro.

Thanks for taking the time to read this post and I'll try to get another update on it this week!

Thanks
Disjaukifa

NoEmissions84TA

iTrader: (1)

This build isn't about horsepower, more rather reliability and gas mileage!

I'm glad you are enjoying this as much as I am! I was concerned about posting this build because the majority of threads I have found about the 267 was that they were boat anchors and you can't get horsepower out of them! However since that is not my goal, I want reliability and MPG, I really think this will be a unique and fun build to see what happens.

I don't know if this combination is going to work, I'm going into unknown territory, all I know is in the end I will have a Camaro with a SBC V8, and 5 speed manual transmission which is what I wanted in my Camaro from the day I bought the car. The beauty of the SBC is if the 267 really doesn't work out, I'll just build another SBC and swap it one weekend, all my accessories, exhaust, intake, even the EFI will swap perfectly and I won't have to worry about it.

If anyone were to be bashed, it should be GM. They are the ones that stuffed 6 cylinders - and even 4 bangers into these very nice body styles. Even though it's only a 267, at least you are keeping a SBC V8 in there, the way it is supposed to be.
SHAME ON YOU GM!

JA411

To TTOP350
Is the 200r4 cross member still availible?
Joe

five7kid

iTrader: (14)

Time for some tasty crow. I should admit I haven't had a manual tranny 3rd gen, so all of my info is 2nd hand. You are correct, it was a mechanical linkage, not cable.

NoEmissions84TA

iTrader: (1)

I was cleaning off my shelf of SBC intake manifolds today. One of them was an old-school Edelbrock #3225 Streetmaster single plane intake. I was thinking that this might be a good choice for your 267 with FiTech's Go Street 400HP EFI build. It has an rpm range of 1000-4500.
Which intake do you plan to use?

NoEmissions84TA

iTrader: (1)

I'm leaning towards the Weiand intake, the specs sheet says it's designed for 1,500 ~ 5,500 RPM which sounds like a sweet spot for the 267.

Attached is the info I have on the 7546. 2000-6800 rpm.

NoEmissions84TA

iTrader: (1)

Maybe you could find one of these on ebay.

disjaukifa

Wow that looks amazing honestly! I'll check out my shop later today, it was an Edelbrock but I can't remember the part number but it's a tiny dual plan intake, would like to consider a single plane intake as well!

Thanks!
Grant

NoEmissions84TA

iTrader: (1)

The tiny Edelbrock dual plane is probably this first one. An SP2P.
Weiand's version is #3000. Some other info here: http://www.hotrodders.com/forum/edel...p2p-63767.html
Holley also had a few. Part #s are 300-35 and 300-28.
The last pic was called the Z series #300-19.
The Holley Z" Series manifold made in the late 70's/early 80's, a short single plane with EGR ports that looks just like the one posted but had a weird crossover port that snaked around the back section of it connecting the two rear runners, 7 and 8 together, along with a cast in plenum divider. Supposedly had design help from Zora Arkus-Duntov(Hence the 'Z' designation). It was Firing Order numbered and numbered for each cylinder just above the port outlet to the heads.

BovineZro

iTrader: (11)

Subbed, this looks like an interesting swap (even though I'm already having trouble keeping track of all the third gens you have floating around). Especially interested to see how things go with the FiTech Go Street 400HP EFI - planning on using the same hardware on my 305.

Best of luck! Definitely interested to see how it goes.

NoEmissions84TA

iTrader: (1)

Disjaukifa, did you ever get anywhere with this?

Michols53

Hey, I found this thread, I'm trying to swap my v6 for v8, I thought I had v8 305 until, I checked the number on block (I got the engine at junkyard almost for free, I live in Europe so it's not very common to find sbc at junkyard) latter found out it is 267, I'm not looking for performance I just want good sounding cruiser, engine is looking very good, I bought new rings, bearing etc.., but I need new camshaft, what would you guys recommend? I'm planning on using stock 2bbl maybe in future swap for qjet, will stock 350 cam work? Or is it too big? Thanks in advance