I've got an 89 RS 5.0 with a 14x3 K&N open element, soon to have Jet-hot coated Edelbrock TES (TBI ones, I like having torque), Catco cat, and Edelbrock cat-back...what kind of HP and torque will that bring me to? I find it hard to believe our cars are 170 HP from the factory...they make 6-bangers with more than that...perhaps we win out in torque...anyways, anybody know approximately what kind of HP and torque I'll have? Thanks in advance...

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'89 RS LO3- 140,000 miles
14x3 K&N Open Element
Ram Heavy Duty clutch (yes, I think it's great)
Dual .50 caliber machine guns just under ground effects

Coming very soon:
Edelbrock TES (Jet-hot coated)
Catco cat
Edelbrock 3" Cat-back
KYB shocks
Edelbrock Strut Tower Brace
South Side Machine subframe connectors

When your buddy reaches for a 10-pound sledge and says "I think we're gonna have to modify the floor pan, okay?" the answer is NO.

 

Magic 8 ball says "Unsure"

 

Guess ta mation?

open element? 5-10hp?

Full exaust? 20-30hp?

Thats just my guess. But our cars did come with 170hp stock. People have dynoed them and the numbers matched. 145hp to the rear wheels I think.

Why would u say that about the Edelbrock TES Headers?

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Eric Natzke
91 Firebird 305 TBI

ASCD Ram Air Hood-3" custom exaust-Flowmaster 80 Series-No Cat-Edelbrock TES Headers (coated)-March Pulleys-TBI Spacer-K&N Open ELement-TransGo Shift Kit-B&M Supercooler 28,000 GVW-Hypertech Thermomaster-160 Stat-3:42 GM Gears-Auburn Posi Unit-Edlebrock Strut Tower Brace-MSD Superconducters-MSD Cap & Rotor-MSD Blaster Coil-Rapidfire Plugs-265/50/R15 Tires-Emmison's all Gone-Free TBI mods
http://members.aol.com/j007golden/91firebird.html
For info on certain parts or mods go to the site below
http://members.aol.com/j007golden/modeval.html

[This message has been edited by 91Bird305 (edited January 07, 2001).]

 

When it comes to exhaust, the "bigger the better" principle simply does NOT hold true...there needs to be sufficient backpressure. Also, the bigger exhaust is, the more torque is lost...the HP gain from the 1 3/4" primaries is negligible and only happens at extreme RPMS...and a LOT of torque is lost...this topic is discussed in great detail in the "350 headers on a 305 - just read" post in the Exhaust section...this is a commonly held opinion coming from some knowledgeable people...I trust 'em

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'89 RS LO3- 140,000 miles
14x3 K&N Open Element
Ram Heavy Duty clutch (yes, I think it's great)
Dual .50 caliber machine guns just under ground effects

Coming very soon:
Edelbrock TES (Jet-hot coated)
Catco cat
Edelbrock 3" Cat-back
KYB shocks
Edelbrock Strut Tower Brace
South Side Machine subframe connectors

When your buddy reaches for a 10-pound sledge and says "I think we're gonna have to modify the floor pan, okay?" the answer is NO.

 

I called pep boys
bout thier flow techs
they R 1 1/2
andy the y is 3"
well at least I know it is at the cat ..forgot to ask bout the whole Y diameter..

car craf showed the most gain on a mild 350

with the 1 1/2

 

backpressure is always bad

what is decreased with larger diameter pipes is scavenging
with that said, your 305 wont lose any appreciable low end scavenging with 1 5/8 headers, the stories about low backpressure killing torque are false, and if they mean low scavenging, those are greatly exaggerated

I ran L98 TES headers on my car back when it was bone stock with the 3" catback, and no cat
and it lopped .5 off my quarter mile time
I think that speaks for itself

 

I go with what pablo said that backpressure stuff is bull. I just took of the cat and put a piece of pipe in place and didn't notice a loss at all but it made a noticable gain.

With no cat and a muffler is that going to flow more than a a 3 inch cat system with the cat on.

 

the intake and exhaust system work in the same manner. everyone knows that porting heads and intake and getting the biggest part to make power where you want it is key to making power(for example, a 210cc head would not be a very good choice for most street engines simply becouse the dont work very well at low engine speeds). why??,PORT VELOCITY. thats right port velocity(PV). at low engine speeds smaller air passages work better. also, the length of the passage has an affect on PV. i have 1 5/8 headers w/ 3" collectors and a 3" y-pipe and a 3" exhaust. the car is fine on the street and the track. i'm w/ pablo and blue93rs here. backpressure is a no no other wise would autoX'ers and drag racers build the way they do.

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1992 Camaro RS
Mods:
Custom chip, 14x3 Open element w/ K&N filter, MSD 6a, MSD GM blaster Coil ,MSD 8.5 SC wires, AFPR,Fuel Pressure gauge,A/F guage, 3-Row Al rad. , 180* t-stat, Hooker 1 5/8 headers, 3" Catco cat, 3" Hooker Aero Chamber cat-back, "Ultimate TBI" mods, Nitto 555R Drag Radials

Next

454 TB,intake,SLP Posi,3.42 gears,LCA, 350 crate, Al Driveshaft

Best Time: 15.279@89.02MPH
Underdog Racing

 

Okay, fellas, let's have it...what EXACTLY is scavenging? And how much will low-end torque suffer if I get the bigger (1 3/4") primaries vs. the TBI (1 5/8") primaries? I'm about to buy, so I'd really like everything out on the table...I'm probably going to get the 1 3/4"'ers but if there are ANY drawbacks at all I'd like to hear them now...thanks, guys.

------------------
'89 RS LO3- 140,000 miles
14x3 K&N Open Element
Ram Heavy Duty clutch (yes, I think it's great)
Dual .50 caliber machine guns just under ground effects

Coming very soon:
Edelbrock TES (Jet-hot coated)
Catco cat
Edelbrock 3" Cat-back
KYB shocks
Edelbrock Strut Tower Brace
South Side Machine subframe connectors

When your buddy reaches for a 10-pound sledge and says "I think we're gonna have to modify the floor pan, okay?" the answer is NO.