I have '87 Camaro with a 350 on single exhaust. It originally came with a V6 5speed but it was changed and is now my project. I want to convert it to maybe a 2.5" or 3" dually. Would this be possible without extensive fabrication being as I am not a welder. Any tips or suggestions to direct me in the right path?

 

What are the specs of your motor. If you are 300hp (240 at the whls) or less I'd stick with a good 3" cat-back. If you are over that then a good dual 2.5 inch system will be good for you. If you can't fab then you might want to check out some of your local muffler shops. There are many pics on f-body dual systems that you can show them as a guide.

 

Sorry about the delay, but the car needed some tending due. But for more info on the motor I'm redoing what the previous owner F'ed up. I'm getting 220cc heads, new cam (haven't figured out which), hooker 2460 headers, a 650 double pumper or the 750 edelbrock carb that came with the block. I'm not sure what horsepower range that would push but I am thinking of going dual to let the engine breath. Do know of any bolt-on duals because I don't wanna spend an excessive amount of money to fabricate a new system.

 

They don't make any bolt up true duals for our cars. Your going to have someone really good custom fab one up. Not to mention you will lose some ground clearance with true duals If it was me I would go with a 3.5 inch single exhaust from mufflex. Much easier and will be cheaper in your situation

 

That sounds good but unless you're going to strk or spin that motor at high rpms the 220cc heads are too big. You want look for the highest flow/swrl with the smallest intake runner. That builds great low/mid range trq good high range hp.
You can go with the mufflex like DJ said or have a dual setup custom made. I've done the true duals on 3rd and 4th gens and the hp dif after a tune is great. The parts for a 2.5" dual setup cost me about $250 with mufflers. The customers go with bullets or magnaflows. You can buy all the things you need and take them to a muffler shop to have them fab it up. A mandrel bent 2.5" dual system with a res box or X pipe will support 550hp.

 

Thanks for the replies, I looked @ the heads that came with the car and it reads:

14014416...80-86...305..........1.84"/1.5" valves, 58cc chambers
What do you think of my set up now? Should I use these, port them out
to feed the larger engine or spend the bucks on a new set of heads.
Also, I'm going to be using this for street use, highway cruiser but
I'm also looking to give it a bite.

 

well my set up is hedman long tubes with s bends,summit h-pipe with dynomax bullets. right now it is in the shop gettin welded up and pipes run over the axles. all 2.5" piping.

in the mist of it all i ended up replacing motor mounts with polly and front struts. it was a while i was there thing. they are a pain in the *** over all to install but for what i have planned it was worth it for me. my goal h/p is goin to be around 350-375 at the wheel. it wasn't hard to do,it was just time consumming.
do i want to doit again? NO. would i? YES. i also used percy 3 layer aluminum gaskets with stage 8 stainless bolts.

so i think my total is 650 and thats with the cost of having it welded with18"x3" stainless tips.

 

Good trque no mid/upper hp.
No don't use those heads. Sell them and go get some vortecs have a mild port job (focus on low lift numbers) and cut for the better valve springs. Also get a RPM airgap intake and you'll be fine. (good power and torque)

 

Personally I think there is too much emphasis on torque production on this site and not enough focus on horsepower. I would suggest looking into a Trick Flow heads and cam combo. Yeah its pretty expensive but the only thing you need is a carb/manifold combo to make some really good power.

Then go with a good set of longtubes with a flowmaster merge collector into a 3 or 4 inch cutout and then a catback of your choice. That setup has been proven to make well over 500rwhp on heads and cam stock displacement ls1 cars and is also proven to be just as effective as a true dual setup with minimal ground clearance loss if done right.

 

The more torque the better, thats what gets us off the line quick. Horsepower is for the top end. They both go hand in hand. You need to find a combo that yields both good torque and horsepower numbers to have a really effective 3rd gen killing machine

 

[quote=1bdbrd;3793885]Personally I think there is too much emphasis on torque production on this site and not enough focus on horsepower. I would suggest looking into a Trick Flow heads and cam combo. Yeah its pretty expensive but the only thing you need is a carb/manifold combo to make some really good power.

Will I have built some cars that made good torque numbers that took out cars that made more peak HP. When building a fast car you want the motor to have high avrg trq and hp vs peak numbers. It's all in the package.

Yeah that works for the Ls1 (better heads and fuel management system) but for the gen 1 and 2 motors to go 12s or high 11s na you really don't need to spend all that money if you pick the right parts for your package.

 

[QUOTE=ws6blackhawk88;3789512]well my set up is hedman long tubes with s bends,summit h-pipe with dynomax bullets. right now it is in the shop gettin welded up and pipes run over the axles. all 2.5" piping.

QUOTE]

Any pics?

 

SkinnyZ.

i am picking her up tomorrow i will have the pics then or the next day. i am also planning on putting up a sound clip. the only mods are the exhaust so all of u will hear a stock L69 with duals.

the assured me that i would have good ground clearence,so we'll see.

 

Hey is anyone running a 3" true dual (over axle) and or long tubes i would love to get both in mine preferable w/o major floor work

 

Check out the dual exhaust picture collection. Lot's of ideas there. Lot's of work too.

 

IMO a properly setup car with more power will run faster than a properly setup car with butt loads of torque. Numbers don't lie. The lt1 makes more higher rpm power and less low end and is as fast or faster than an L98.

What works for the LS1s? A properly built y pipe setup? It will work even better on an L98/SBC because it promotes great exhaust scavaging which makes up for the poor exhaust flow from the 23* heads.

 

here are the pics of my duals.

https://www.thirdgen.org/forums/exha...ml#post3794890

 

Your right about that. HP is a cal of trq over rpm. What I'm saying is if you have more AVG trq/hp between 2500 to what ever your redline is vs a big peak hp number then the car is going to be faster. We race for money so losing can get costly. We beat guys that brag about peak dyno numbers all the time and that's how the dyno guys get your money. They show you peak numbers. I look for the low/mid and overall avg numbers to be high when we tune our cars.

LS1s like rpm (we've builted them too) so they need to flow more cfm (intake and exhaust). They are weak on the low/mid rng and that's where the gen 1 shines. I wouldn't build the gen 1 for max hp unless you spend BIG money on (good 280cfm or better) heads. Two cars, one is modded LS1 other Modded gen1. LS1 made mor PEAK hp gen1 better avg trq/hp. They raced both left tgthr and gen 1 beat LS1 by a fender. If you want I'll post the vid of race. Trust me build that thing for a high AVG numbers and you'll have a strong motor/car.