350 Goodwrench Crate, what goes first?
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Joined: May 2004
Posts: 32
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Car: 1985 IROC-Z Z/28
Engine: Brand new GM 350
Transmission: Stock (for now)
350 Goodwrench Crate, what goes first?
Now that I have some time to look at my car I was wondering where I should start with my new Goodwrench 350 crate:
Engine Name: 350 LM1
Horsepower: 249 HP @ 5,000 RPM RPM
Torque: 304 Ft/Lbs @ 3,500 RPM
Compression Ratio: 8.50 to 1
Block: 4 – Bolt, 2 Piece Rear Seal, 4.000” Bore
Crankshaft: Cast Nodular 3.480” Stroke
Heads: Cast Iron, 72cc
Valves: 1.940” / 1.600”
Camshaft lift: 0.390” / 0.410” Hydraulic
Duration @ 0.050”: 195° / 202°
Intake: TPI
rebuilt a4 tranny
torque converter
What IYO is the most restrictive thing in this particular setup besides the TPI of course. I'm thinking of a HSR or SuperRam or anything thats >TPI and california (
) smog legal. After that Im at an indecision as to what to gut out first.
Lemme know what you all think.
My goal is a reliable 12 second car.
Engine Name: 350 LM1
Horsepower: 249 HP @ 5,000 RPM RPM
Torque: 304 Ft/Lbs @ 3,500 RPM
Compression Ratio: 8.50 to 1
Block: 4 – Bolt, 2 Piece Rear Seal, 4.000” Bore
Crankshaft: Cast Nodular 3.480” Stroke
Heads: Cast Iron, 72cc
Valves: 1.940” / 1.600”
Camshaft lift: 0.390” / 0.410” Hydraulic
Duration @ 0.050”: 195° / 202°
Intake: TPI
rebuilt a4 tranny
torque converter
What IYO is the most restrictive thing in this particular setup besides the TPI of course. I'm thinking of a HSR or SuperRam or anything thats >TPI and california (
) smog legal. After that Im at an indecision as to what to gut out first. Lemme know what you all think.
My goal is a reliable 12 second car.
Junior Member
Joined: Oct 2001
Posts: 44
Likes: 0
From: San Diego, CA, USA
I have that engine in my Fiero. Goodwrench LM1 and TPI, but I think the combustion chambers were 76cc.
I have been tuning by burning chips, and data logging to check results. My DataMaster logging program has a rear wheel horsepower feature. My RWHP had been around 200, which translates (depending on how much loss one assumes) to about 240-250 FWHP. Since the LM1 seems to be rated at 249HP, the DataMaster number seems okay.
Recently, I installed Vortec heads, Scoggin-Dickey Vortec TPI base, and 1.6 rockers. The difference is great. While I am still refining the tune, the DM logging indicates 250 RWHP, perhaps about 300 FWHP. This is with the stock (929) cam, as I did not want to go with aggressive lift ramps that modern grinds use. So I was able to use the stock Vortec valve spring setup. I have not revved it higher than 5300rpm.
Now, this build-up was much more expensive than a cam change, but I wanted to say that there are many paths to performance increases. Hot rodders always do it their own way. Long live that!
I have been tuning by burning chips, and data logging to check results. My DataMaster logging program has a rear wheel horsepower feature. My RWHP had been around 200, which translates (depending on how much loss one assumes) to about 240-250 FWHP. Since the LM1 seems to be rated at 249HP, the DataMaster number seems okay.
Recently, I installed Vortec heads, Scoggin-Dickey Vortec TPI base, and 1.6 rockers. The difference is great. While I am still refining the tune, the DM logging indicates 250 RWHP, perhaps about 300 FWHP. This is with the stock (929) cam, as I did not want to go with aggressive lift ramps that modern grinds use. So I was able to use the stock Vortec valve spring setup. I have not revved it higher than 5300rpm.
Now, this build-up was much more expensive than a cam change, but I wanted to say that there are many paths to performance increases. Hot rodders always do it their own way. Long live that!
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