Let's hear it for the CHP staff and my generation camaro.

Seriously, they corrected the ET down to 13.7's WITH A 175 SHOT. What is wrong with that car? I am going to use this information to fuel my hatred for 305's.

------------------
355 c.i.
Dart 180 Heads
Lunati 224/224 cam
Harland Sharp 1.5 rockers
Performer RPM Manifold
Holley 600 cfm double pumper
Hooker Super Competition Headers
Flowmaster Exhaust
Competition Engineering Sub-frame connectors
Tremec TKO
Pro 5.0 Shifter
GM posi 3.42 rear
Hurst Roll Control
13.9@102

 

One word : Elgeephour

 

It took $5500 to go 13.82@100. That includes the price of the car ... come on. How much did they spend on the car? They would have gone faster with this for less money:

http://www.sdpc2000.com/cart.asp?act...id=120&pid=117

I hope all the 305 die hards out there are paying attention to this article.

 

I'm not a big fan of this article either. They DID have to meet emissions requirements for CA so the ZZ4 wouldn't work supposedly. Another reason why I'll never live in CA. If you want to hop up a 305 start with the HO option and you can quickly get to mid 14's or better. Currently working on a 355!
later,
Craig

------------------
84 Z28 305HO, 5spd, 222,000 miles, Edelbrock intake, Hedman headers, low restriction exh(w/cat), K&N air filter, 14.630 at 93.17mph
Del-A-lum front control arm bushings, Moog ball-joints, Energy suspension front sway bar end links, Moog rear sway bar end links, Eibach pro-kit springs, tokico shocks/struts, AU secondary rods
www.indycamaro.com

 

The ZZ4 would have worked, and since they only used $500 for the price of the car (it actually cost less), they could have gotten the conversion kit, done their gears, AND been faster. The kit has a CARB exemption, so that's not the issue, either.

The main mistake they made with what they did do (assuming the 305 stays in the car) is the cam. They could have gone a lot bigger, gotten a higher stall converter, stayed emissions legal, and gone faster. Can't say much about their choice of headers, either.

Remember, these articles are done to plug their advertisers' products. They don't necessarily pick the best pieces available.

------------------
82 Berlinetta, orig V-6 car, now w/86 LG4/TH700R4 (restalled TC). Ported World 305 heads, Crane PowerMax cam. ZZ4 intake, oil pump, pan & baffle. Accel HEI SuperCoil & module. Hooker 2055 headers, 3" Catco cat & 3" catback w/dual-opposite Flowmaster. 2.93 limited slip, Spohn SFCs. AMSOIL syn lubes bumper-to-bumper. Daily year-round driver. Best ET, speed TBD...
57 Bel Air, my 1st car. '66 396, 9.7:1 forged TRWs, Weiand Action+, Holley 750VS w/4150 conversion, GK 270 cam, Magnum rockers, Jacobs Omnipack, 1-3/4" Hedders & 3" Warlocks, TH400 w/TCI Sat Night Special conv & Trans-Scat shift kit, MegaShifter, 3.08 8.2" 10-bolt w/Powertrax, AMSOIL syn lubes bumper-to-bumper. Idles smooth @ 700 RPM in D. Best 15.02/95.06 @ 5800' Bandimere (corrected 13.93/102.4 @ sea level).

 

They could have used a Comp High Energy 268H, it's 268/268 adv, 218/218 @ .050, .454/.454, 110 LSA and it still has a CARB EO. I don't think there'd be any problems using it with the Torquer 305's. Or a Crane PowerMax 2040, 270/276 adv, 210/216 @ .050, .440/.454, 114 LSA.

Compare those with the Crane Powermax 2020 194/204 adv, 254/264 @ .050, .402/.423, 104 LSA cam they used.

 

One thing that you have to keep in mind is that all of the mags in So Cal use LACR. They can correct for altitude, but they can't correct for high ambient temps in the desert (typically 100-120 degrees). In the winter the temps may be 80*. If they wait until night to get cooler temps they always have to deal with a 20-40mph head wind.
I watched a blown alcohol rail run 9's up there if my memory is correct! I watched big block Chevelles with tunnel rams run 11's or even 12's.

 

A bigger cam would only make the car slower. The 305 wouldn't be able to get the air in and out quick enough with a big cam. The Crane PowerMax might be OK, but it depends on the heads. I'm sure that they dynoed the motor, and bench flowed the heads, so that's probably the biggest that they could go with keeping it smog legal.

------------------
'82 Firebird, dead stock, 9 bolt disc rear, over 200,000 miles and still going strong, more to come...
http://www.spinfrenzy.com/stingerssx...easures.html#4

 

I can't agree with that. First, they didn't dyno the motor; second, they didn't flow bench the heads. They were trying to duplicate what the "typical" shade tree could do to his car, so they didn't get fancy with anything.

Third, I know a little about altitude and air density, living and running where I do. That isn't their problem.

Fourth, their cam choice was based purely on the recommendation from the Crane tech line. The heads can handle a lot more flow than the cam they used will ask of them, even with just the minor pocket porting they did on them. And, if I can follow Standard Abrasives guidelines to port a set of heads, most any shade tree with a compressor can, too.

They just blew it with the cam choice. A Powermax 2050 (what I've got) with a higher stall torque converter would have done wonders for them and maintained their original emissions-legal goal.

Like I said in an earlier post on this topic, my uncorrected times with similar mods were as good as their corrected times, and I'm at 5800 feet! They really aren't getting what they should out of that car.

------------------
82 Berlinetta, orig V-6 car, now w/86 LG4/TH700R4, 2200 stall TC. Ported World 305 heads, Crane PowerMax cam. ZZ4 intake, oil pump, pan & baffle. Accel HEI SuperCoil & module. Hooker 2055 headers, 3" Catco cat & 3" catback w/dual-opposite Flowmaster. 2.93 limited slip, Spohn SFCs. AMSOIL syn lubes bumper-to-bumper. Daily year-round driver. Best ET, speed TBD...
57 Bel Air, my 1st car. '66 396, 9.7:1 forged TRWs, Weiand Action+, Holley 750VS w/4150 conversion, GK 270 cam, Magnum rockers, Jacobs Omnipack, 1-3/4" Hedders & 3" Warlocks, TH400 w/TCI Sat Night Special conv & Trans-Scat shift kit, MegaShifter, 3.08 8.2" 10-bolt w/Powertrax, AMSOIL syn lubes bumper-to-bumper. Idles smooth @ 700 RPM in D. Best 15.02/95.06 @ 5800' Bandimere (corrected 13.93/102.4 @ sea level).

 

Feed your hatred TPI Guy, I can't wait to post my results from a cam swap in a few weeks to shut you up. =) All in fun.(just ordered the little parts today) The cam being spoken about is smaller than the cam in my car stock from the factory 89 L98 cam is advertised as 207/213 and low .400's lift. Come on now, that ruins the entire test right there. The guy that said the stock heads can't handle some more cam is sadly mistaken. Almost every test or personal results I've heard of gain 25-40+hp from a cam swap and tuning on a stock engine, be it a 305 or 350.

------------------
14.62@96mph headers, muffler, chip, ghetto stuff, duct tape
89 GTA 305 TPI 5 speed 3.42 gears

 

The magazine said they were NOT happy with their results. I think that the cam is a little too small. A little bit larger cam would probably help.

The point about the heat is well taken. I live in southern Arizona. When it is cool, in the 80's, wow, what a difference.

Keep in mind that they do have all of the "junk" on the engine. I removed my air pump and computer off of my '84 Z, then tuned it up with an old HEI installed. WOW what a difference that made.

Maybe they will take the car somewhere a little horsepower friendly and take a few more funs. THey also said that thier run has some tire slippage!!

Who knows, but at least they are honest!!!



------------------
http://www.gruveb.com/z28

 

This is true! The stock heads can hadle alot more than people think, so can the stock springs if they are in good condition.

As far as thier times are concerned, they suck! My uncorrected times "305" 1000ft less than 5.7's are close to what CHP got with thier higher modified engine and thats without a N20 shot. Granted I have no emmisions eqquiptment and ran at the time with a non cc qjet and a 270H cam.

Just sad

SSC

------------------
85 Camaro, 355/400 "drag car" current DD 13.1@ 101mph on its last season run.
Plans: Possibly add N20 for next season.
82 Firbird, rebuilt 355 for it and slaped a 700r4 in. The 700r4 crapped out so back to the tb350