https://m.youtube.com/watch?v=K8nKXfS6sUA&feature=share


thought this was cool! Tfs heads, comp 268xfi cam i believe even tho vid says 276hr, and a stealth ram. Torque storm blower on 10 psi. Made more than i thought it would

And i beleive stock bottom end. Wonder how long that would last?

kinda confirms my suspicions and estimates of my old turbo 305 tpi motor making closer to 280-300 whp (350-375 crank)

 

That's really cool. I have one of those air/water IC's in the basement too. I looked into torquestorm a few years ago, they basically bought the powerdyne stuff and redesigned it.

-- Joe

 

I actually liked this vid. I was building a similar setup but with a 383, AFR and Stealth Ram. I kinda wished I finished it...

 

would have been a monster with a D1 procharger. Tpi car i did was 383, afr 195’s, 224 degcam made like 535 whp on 8 psi i think. Somewhere near that

 

Oh yeah. I THINK I remember you posting this on here back then. I've been on this board for years. Yeah, 383, AFR 210's, HSR, Holley Commander 950 and D1SC was the plan. She woulda been SICK! I'm doing an LS swap now. Was going to be a LM7 but now I have a LQ4 with Gen 4 rods, LS3 heads, 7875, P59 and harness. I'm gonna try the CX Racing turbo kit and see what she does. I'm very familiar with HPTuners so I will be tuning it myself. Oh... Meth injection and flex fuel sensor. I'm shooting for 700-800 WHP. And a 4L80. The previous setup was gonna be a T56 but I'm done with trying to put power thru a manual.

 

Only issue I see is the uninformed taking the stock dyno numbers and saying they were under-rated. Well, those people will ignore the electric water pump, the headers, the free flowing intake (aka none).

The #'s he is getting are basically Gross ratings like they were in the 60's.

Put all the accessories back on it, and add in the normal exhaust manifolds and full oem exhaust and those#'s would drop hard.

 

Yeah it would be near spot on 230-235 hp likely with accessories and manifold. Maybe less. Most guys doing exhaust mods would pick up 10–15 at most, maybe. 305’s def need induction

wish he would have supercharged the stock motor tho just to see

 

I watch 20 seconds of a video like this, or this video, and I wonder why I'm not making click baity youtube videos with a spec built dyno queen engine. The host's personality and the rapid fire editing of still images turned me off before I really got into the video. Somehow I know the rest that I didn't watch is more of the same grade of crap.

 

I dont mind him and watch alot of his tests. Always something to take away from the vids but he doesnt always draw the right conclusions or give the proper explanations. The tests are just what they are...just combination of parts tested

I dont see anything about this engine being dyno queen only. Its a stock oem longblock lol any of use could do this with these shelf parts. A 305 can make some steam, i feel they are good boost motors

 

I don't see it as a dyno queen. The #'s are inflated from what we expect because the engine is driving nothing but itself so there's no parasitic loss. I think certain people will take these #'s and extol the virtues of a 305 and say a 350 isn't better. But those are the uninformed.

I think the video is a bit long for the actual content though. Instead of constantly talking, it would have been better to show the dyno video's and just display the engine specs and dyno graphs on the screen.

 

hes not click baity imo. he caters to those who are actually interested in the details, and hes more of a true gearhead than a tv personality so i dont mind his delivery. hes not building ls swaps to do burnouts with lol.
i really liked the vid and im looking foward to the ford vid he promised. im so friggin sick of ls stuff. one thing i would have liked to see however was to put the blower on and run it before swapping the heads/intake. also a comparison between tpi and stealth ram would have been neat.

 

eh idk. Most should know that the 350 would make nearly 45 hp more on the difference in cubic inch alone

but for the average street car guy, if you buy a blower kit or want to go turbo and simply want a 10-11 sec car, the 305 is more than adequate lol

 

The thumbnail and title are click baity. The thread's subject title is click baity. Did they put the engine into a car for real world results or was it specifically for dyno testing and the video?

Like I said before, I didn't watch the entire video. The video style of a host barking at me like an ambulance chasing lawyer, promising me results in a commercial, combined with rapid fire 'blink and you miss them' edits, turned me off in the first 20 seconds. Maybe it gets better, but I find the style of the video really annoying.

 

I agree, small bore engines tend to help reduce detonation issues. The Ford 4.6/5.4 mod motors area great example of that.

 

i see what you are saying now, yea i dont know if there is a video creator that everyone is using that makes those "as seen on tv" thumbnails or what, but it seems to be the trend with most youtube channels. most of his videos are him talking to the viewer for a few mins and then an engine running on the dyno followed by him pulling up dyno graphs and talking about the results. its almost boring at times if you arent interested in what hes saying. to me he just seems like the typical die hard automotive nerd.

i watched the ford 302 vid earlier today and it ended about how i expected. there is just so much more you can get for that engine vs the small bore 305. but stock vs stock it looked like the tpi would have been the better engine. i am assuming the foxbody was so much lighter it still made for the faster car. honestly it was just nice to see 80's era stuff even being talked about on a youtube vid vs the thousands of ls vids.

 

Not surprised at the numbers honestly. Boost does good things to engines. If he had the right fuel (corn) he could have probably taken it farther still. 10 PSI isn't a lot. The problem becomes you've stuck good heads on it and actually care about their well being vs being honest about what you have and just cramming 25 PSI in it with E85 running a $125 Summit 214/224 cam and some valve springs with that HSR. That said IMO 276hr is an excellent cam for a 305 too.

In terms of durability, the grenade made significantly more HP on a lot junkier engine than that.

 

If it was one of the later years I'd consider that over rated probably. Just an opinion but it seems like if it was the 230hp version I'd wonder where my HP went to.

 

I don't really agree there. I think 270hp is about right for a LB9 running no accessories, a free flowing intake, long tubes and a 'tune'. I don't think its really making anymore power or is a freak. its just the nature of the way it was tested vs how GM had to rate the engine back in the day.

Don't forget this isn't the OEM GM Bin, this was done on the Holley EFI, so the tune itself didn't have to comply with any emissions standards and can push timing/fuel more. Being that this was purchased as a complete crate engine for a race shop, its probably the non-peanut cam LB9 cam as well.

 

This popped up on my feed, he tests a bone stock LT1 engine and does some mods.

Interesting to compare the power curves for those of us with LT1 swaps.

 

i wonder how many people were shocked when he said the lt1 made more power than a 5.3 lol

the super ram picked up nice torque below 5k. i always wanted one of those intakes especially after seeing the comparisons on the dyno.

 

Lt1 would do best with a proflo or stealth ram type intake. 6” runner vs 3-3.5”. Superram and tpi make good low end torque for trucks or highway cars with low numerically gearing

the lt1 is def stout. Always heard 300 whp or more from full bolt on cars with electric pumps.

 

My Trap speed vs race weight confirms this.

I had at the weaker iron headed LT1 with the peanut b-body cam. With a failing 4L60E that wouldn't shift until 6050rpm the car still went bottom 13's @ 103mph with a 3750lb car. It was a CAI/Tune/Shorty header, full exhaust car. Making probably 330 crank and over 400lb/ft.

 

This is truly a retarded argument. Why stop at a 350? Why would someone that had any brain not put in a 400? Or build a 383, or a 396??? Why would all those ford guys that used to build 5.0's do that if they could just grab a 351 out of a F150? I guess all the LS swap guys doing 4.8 and 5.3 swaps are uninformed, they could have a 6.0. Or if they were going to get a real engine a 6.2... F it all, all of these small blocks can be built to be something in the low 4xx range, and a 454 will technically "bolt in" to any of these chassis/transmissions. They're all uninformed unless they go with a Sonny Leonard 800some cid block... WHAT'S WRONG WITH PEOPLE?

Everyone says that but even back in the day it was rarely done, and when it was done it was done on show trucks that rarely saw any real use.

There's a reason.

TPI has long runners, but they're tuned for a 3500 or so HP peak. GM did that because that's right around where most sports cars started really moving, and in a lot of places it's next to impossible to get past 5000rpm in second stop light to stop light. Most truck owners that really used their trucks like trucks wanted the heavy grunt to start at half that RPM, and usually shifted by around 3000rpm, they never saw the torque peak of the TPI manifold. Yes, TPI engines still made OK torque below 2000rpm because of their tiny runner cross-section, but they felt dead because they were in a trough in their harmonic tuning curve. In addition, TPI engines were detonation prone if they were heavily loaded down in that range. All this made TBI engines and even LT1 engines feel better in larger, heavily loaded vehicles (yes, the LT1 never came in a truck but it did in the land yacht B and D bodies, and they felt quite responsive because the untuned intake of the LT1 gave you an almost flat torque curve wherever you wanted to use it)

LT1 heads were this weird best of most worlds combinations that was only available there and in the aftermarket fastburn heads. Vortec heads were a close second. I REALLY like what I got by combining LT1 heads and my 305, but, well, any real discussion of that pisses people off. Sticking to the LT1 stuff, my '97 WS6 LT1, stock for stock, bolt on for bolt on was as fast or faster than a comparable '98 LS1. Really, the early LS cars were a mess till the 2000's

 

I never liked that stop light to stop light argument lol. That it has to be low rpm. 5000 rpm in first gear in a 700r4 in first is 36 mph with a measely 3.42 gear. 3.73 is 34 mph. In second thats 65 mph with 3.73. 70 with 3.42. Any half decent road stop light separation should be atleast long enough to get near 60-70 mph lol. Thats longer than 330 ft but less than an 1/8 mile. Plenty of space for rpm.

i kinda wish gm made 305/350 blocks from same casting and just bored 350’s out more to get there. That way the 305 block be very strong in the cylinder walls and be great for boost. Small cubes really doesnt matter with turbo cars. For a blower it depends since blower is fixed airflow fixed rpm shaft speed. But then yeah what stops you from just doing 4” bores and 350+ cubes anyway

 

I Fully believe that some of that it up to where you live. Here in the DC Metro area, stop light to stop light you may not even break the speed limit. Where in Utah it may be miles.

Here, the most fun car I've ever owned was my crossfire TA, if you haven't looked inside a crossfire manifold, because of the way they fit it to the cylinder head you really only have about half the cross-section of the intake port to work with. In the end, you truly end up with tiny but long runners making BRUTAL LOW END. I bought my '97 LT1 WS6 while I owned that, and eventually replaced my crossfire TA with an '87 Formula 350 (at one point I owned the crossfire 305, L98 and LT1 at the same time, later I owned a '87 LB9, '87 L98 and '97 LT1 all at the same time). The LT1 could run away and hide from the crossfire car at the dragstrip, the formula 350 was only 1/2s slower stock for stock (LT1- 13.03, L98- 13.53 in the 1/4, BTW, the LB9 ran a 13.622 at a ****** militia event with only cold air and exhaust: ), but the Crossfire car was MUCH more fun on the street than any of them even though it was a 14s car. The messed up thing was that the Crossfire car with some light engine mods was faster on 28" tall tires with stock 3.23 gears than with 3.42's at the dragstrip (I kept blowing up gears in the automatic crossfire car, but I had 3.42's left over from the 6 speed LT1 car when I swapped 4.11's in)

LOL, isn't that how they do it? They use the same crank casting...

Doing some quick math that would make a 305 block about 26lbs heavier than a 350... I have thought about the idea of sleeving a 350 block down to 3.763", I wonder if anyone makes sleeves that size or if I'd have to make my own. Theoretically, if i got REALLY bored I could probably do it with the tools I have on the garage, it would be interesting how close to accurate you could get this on a Bridgeport.


I would argue there are advantages (and disadvantages) to the small-bore on a turbo car. With a supercharger, it depends on the type of supercharger, centrifugal work a lot like turbos, but roots, eaton and whipples airflow is totally dependent on how fast you turn them.

What stops you? I don't know, why am I running heavily modified LT1 heads and a valvetrain worth more than the rest of my drivetrain on my 130K mile LB9 stock bottom end? Heck, it even has what looks like a crack in the #5 cylinder wall, but it's not leaking so I'm sending it.

 

no its not lol else you could bore a 305 to a 350. The cylinder walls are no thicker in a 305. .060 over may be about it just like a 350

i think some early 265/283 sbc could be bored a lot more. I hear the 3.875 283 can go to 4” bore

i think the dart shp block you can get in 4” bore and take it to 4.165”. Also offered in a 4.125” bore but its just been bored more than the 4” version. Same casting. Walls on the 4”
bore version are thiiick

 

as long as the block isnt deflecting, the bigger bore will allow the heads to flow more most of the time. or to put it in different terms, bigger bore will make more power and is the better way to go most of the time unless you are having issues with ring seal or head gaskets. that and for a given cu.in, the big bore would have a smaller stroke than the small bore. which some say is easier on the block with big power.
-at least thats how i see it.