I have read and read, what a great site!!! Problem is I am mechanically stumped I have a 92 350TBI, bone stock except for headers, cat delete, air delete and a full 2.5"exhaust.

The next things I'd like to do are intake, cam and the heads. I was looking at the Edelbrock 3704 intake and the 3702 cam/lifter set. What do you guys think? Is there a better way or are these a good route to go? Also, what kind of head work should I have done? Or what heads should I get that would help me the most? Exact specs would be great as I am just going to drop them off at the machine shop and bolt them back on myself. Also, any idea on performance and HP if I go this route?I'd appreciate ANY help.

DJ

 

That intake/cam combo is pretty mild, what are you looking to do quarter mile wise?

 

You are already at the point where your stock EPROM (the chip) is inadequate for the modifications you have. So you will need a custom tuned chip, either DIY or having someone else do it for you. The stickies at the top of the TBI forum should explain why mods on a speed density car require ECM chip work. If you don't know what "speed density" is, then you need to search and do a lot of reading.

IMO on the other mods, you should search for Fast355 and his posts on what he did to a TBI 350 he was using in a G20 fullsize van (which weighs more than your wagon). It's a great model for what you should aim for.

IIRC he installed a used Fcar LT1 roller cam, he ported his 193 casting (swirl port) iron heads (same as the ones on your Caprice), and did a mild cleanup port job on the factory TBI intake manifold. You really need to keep the Caprice TBI intake manifold you have because it uses an oversize hole for the distributor to allow removal/install near the Caprice firewall cowl overhang. Fcar and truck TBI cars use a different intake manifold with a smaller dist hole because they don't have the clearance problem, and the aftermarket TBI intakes are designed with the small dist hole -- so they won't easily work in your application.

Fast355 got 279 hp and approx 340 ftlbs both at the rear wheels(roughly 340 and 380 hp and ftlbs at the crankshaft) and ran 15.7 @ 87 mph IIRC at 5300+ lbs weight. A 4400 lb Caprice wagon with the same engine ought to run mid 14s. I believe he also used headers, dual cats, and dual exhaust.

So he obtained excellent performance using mostly GM parts, but he did do a careful job retuning his ECM chip. You will need to do the same thing, or have it done for you.

There are more expensive ways to get the same overall results (other heads, aftermarket intakes, other cams), but not all of what you read here on TGO is as applicable to a 4400+ lb car as it is for a 3200 lb Camaro/Firebird, so my $0.02 is to use Fast355's work as you guide for what to do.

Also search here, and on the two Impala SS forums, for the several different DIY air cleaner options used on the 91-93 B cars: Caddy elbow + sewerpipe + cone filter, or dual snorkle type using the factory toaster plastic airbox. HTH.

 

I'm not really looking for quarter mile times. I just play around on the street. My oldest son is hitting the teen years and I'd like to give him the car sooner or later. But I want it to run as strong as I can!

I'll look up the posts from Fast 355. I greatly appreciate your help. Hopefully I can get this car to be a runner. No one will expect a wagon to walk right by them Thanks again.

DJ

 

Good luck brother. It is a lot of fun tuning these cars and engines.

 

I'm having a blast just seeing what gains I get from it already I just wish I was more of a mechanic

DJ

 

You could make that TBI engine down right scarry if you wanted. My 355 was a good engine, but my quest for power continues. 15.6s @ 88 are not enough for me. My next engine for the G20 is a 383 with dart iron eagle 230s on it and a mild roller cam.

Nothing like passing by in a van. I bet the wagon would get similar looks though.

 

So do all of us brother.

Bill

 

how much does something like this cost?

 

Ok I have read all the TBI sticky's and a bunch of posts on the LT1 cam option. I have some questions.
It seems like the LT1 cam benifits the LO3 motor,305, better than it does the LO5 motor,350, which is what I have. Is that correct?? If so, I guess my next option would be to buy a came with the max. lift of .450 to .480. Seem right? I also understand that I have the 193 heads and the pros/cons of those. Is there any benifit of starting with the cam and intake swap, and than doing a head swap later?
Also, once I figure a cam out how do I determine what intake matches it ? I also would like to go to rollers at this time. Do I go 1.6 or 1.7? Thanks again!!

DJ

 

Like people said ... chip burning .. that would be no.1


I'm still a newbie to tons of this .. but from what I've gathered I guess it works like this .... port heads.. add cam.. different intake .. and your engine may just barely .. really.. barely ... run at all .... without the chip adjustments


I myself let go of any immediate porting/camshaft swap plans .. until I get the equipment to burn chips.. and learn it

 

Actually I started that today also. For now I ordered a ADLD 12 pin cable and am going to start there. I figure I'll get the info off my computer that way and send that info to PCM or TBIchips and get a chip burnt.

 

Anyone???? Also I have a friend that has a set of S/R Torquer heads, #043600's,76CC's complete. Is this a step up from what I have or is there something better? Sorry again for all the questions and thanks again for your help.

DJ