Hello,

I'm Rik Wolf from The Netherlands.
I'm busy with the restauration off a 80 Camaro.
Now I'm busy with my engine.
I'm going to stroke it to a 332cui (0.020 overbore)
I'm putting in a 3.750 crankshaft and pistons for a compression of 11: 1
World Torquer 305 heads
The transmission is going to be a 700R4 or a 200R4
With a 4.11 rear axel
Now I'm having some doubts about the camshaft and the intake manifold. I don't know wich one to choose. I hope you can help me.
Camshafts:
Edelbrock Performer RPM hydraulic roller
296/300 .539"/.548" 1500-6500RPM
Lunati 50162LUN hydraulic roller
300/310 .525"/.540" 2200-6800RPM

Intake manifolds:
Weiand X-celerator 2000-6500RPM
Edelbrock Performer RPM air-gap 1500-6500RPM

Which one to choose.

Is there also anyone who can tell me which torque converter I should use?

ps: I hope this is the right forum

 

I wouldn't use either of those cams, but i would definitly use an Air-gap over every other intake, except in an allout race car.

Try a Comp cams XR270HR cam or XR276HR if your crazy. But XR270HR will have much better results.

 

Thats some steep compression on iron heads. It is going to take some good tuning and good gas to keep from detonating.

 

What sort of RPM range are you thinking of.
And what sort of intake do you advise?

 

I said air-gap intake

RPM range 2000-6000.

 

The stroker 305 is an uncommon combo so there aren't many guys who have firsthand experience with them.
Here's a link to one member who built one.

http://www.cardomain.com/id/tunedport335

If you're going to be using a Qjet carb then stay away from the squarebore intakes, a Performer or Performer airgap would be good.
If you're going to be driving in freezing temperatures, the airgap intakes could cause you problems with slow warmup or even carb icing in extreme situations.
But for mild weather with a squarebore carb the Performer airgap would be good especially for a "built" engine.

 

How hard is it to get ahold of a 350 block where you are? Its a much better platform to start with. Without stroking its a lot better. If you do stroke it, its WAY better.

I have seen a few 335 strokers, and its a lot of work, and a real pain in the ***. A lot of clearancing. There was a member here who built one, and almost threw it in the trash before it was done, it was so bad.

Just a thought

 

It isn't hard to find a 350 at all. But I just want to do something different than a 350, or a 383.
What do you mean with clearancing?

[QUOTE][¡]Originally posted by ME Leigh [/¡]
I said air-gap intake

RPM range 2000-6000.
[QUOTE]

How does it goes when the manifold goes to 6000RPM and the XR276HR goes to 5600RPM. Will this be going good

 

Different is good, but not when you are wasting money. You will have to do lots of clearancing on rods and block to fit the longer stroke in the engine. I think you may be better off with a standard stroke 350 for now. Even a 383 will return a higher yeild for money spent.

 

I'm afraid I would have to agree. 350 parts are cheap, and you could build one of those for less than a 305. (I own a 305 L69 by the way). I would like to build up something different as well but economically, it really doesn't make sense to do a 305.

 

Consider the amount of 305 motors kicking around, and how many more were installed in these cars from 82-92 as compared to the 350's, and then consider how rare the 33x stroker is. Now consider why.

As a side issue, you should also consider cost because of your location. The build you are planning probably exceeds, in terms of parts costs, that of a similar 350 build, even including the 'new' 350 core. If anything happenes and you need new or additional parts, that would likely cost comparitivly more as well.

Notwithstanding the issues of bore diameter with relation to the vales and the increase in volumetric need of the cylinder (hat's a seperate issue in and of itself), you should really look at head selection, as previously stated the iron heads with a projected 11:1 cr will be problematic, almost certainly requiring race gas.

 

I am not very familiar with carb motors so I cant comment on your cam/intake choice but I will say with a cam that large you will want at least a 2800+ stall torque converter. I have approx 3200 stall in my car and I love it.

 

That is a beautifully done Camaro! You must be proud and deserve to be, too! :hail:

 

I've admired that car myself.
Spoiler... T Tops... Cowl hood... Fogged in flames.
I like the shots where it's tinted orange

 

For those of you who keep mentioning the compression ratio issue (and I know exactly where you're coming from), doesn't Europe have a different octane rating system than we do?

I don't know if it's for the better (i.e. less prone to detonate), but maybe?

One more thing. If you want to waste your money on being different, turn your car into FWD. At least it's a conversion that you can say only you were dumb enough to do.

 

We have 100 octane premium gas in Europe, but its rated differenly, it works out to about 95-96 US octanes, which is still not so bad. With good tuning, and a lot of chamber and piston top polishing, he could be OK, but its still a waste of good money to throw at a 305. (IMHO) Instead of being different, I would rather be fast...

 

Your right AJ_92RS, in the Nethelands we can get fuel with 95 octane and 98 octane. I won't change my car to a FWD, I do not want to be that dumb or different
The stall coverter I had in mind, is one between the 3000 and the 3500RPM

 

Thanks guys, makes all the hard work pay off!

 

I'm not an expert on rebuilding engines and trannys. That's why I had mine done by the best around. I waited a long time to do this and I wanted to do it right. Too many of my friends wasted money on thier rebuilds without gaining any real acceleration. Here's what I learned though. The 350 core is the way to go, especially if you want a stroker. The old saying is "the more cubes the better". I even know that. More parts are available for the 350 as stated earlier. Aluminum heads will allow you to run higher compression without predentonation issues with regular gas because they run cooler. (I couldn't afford this option though.)
The choice of tranny is an issue as well. The 700r4 can be built to handle plenty of horsepower- even better if it's post '87. Do a search on this. I actually got one off of a 4wd truck for $50 and switched tail housings because a regular one wasn't available. They seem to be hot items. My '85 tranny would carry over inherent flaws in it's design. Like dropping out of gear- I won't miss that. The 700r4 is very expensive to rebuild. If you can't afford it the go with the turbo 350 but you will lose over drive and a lower 1st gear.
My engine and tranny were built so that they would be effective together. Including tranny mods to handle a specific HP goal. You are right in matching the torque converter to your cam. But I really think the 305 is an expensive way to go especially when you consider other engine/tranny upgrades and the suspension upgrades you may need as well.
Hope I wasn't too harsh- just passing on what i learned.