Is it possible to get 300HP out of a stock head carbed 305? Different cam/intake/carb/headers/Straight 3" Single Pipe No Cat Into A Flowmaster 40 Series Muffler, going to have a cut-out but want to see if its possible with a muffler.

BTW, There's no emmisions to worry about here if that helps.

Appreciate The Help

Chris

 

http://preacherskid.jamaministry.com/gcarpage.html

Hp lvl im unsure of...but the times are quite nice for a 305

 

yes, sitting bull is around that # too. No emissions helps make it cheaper, and easier. (ps, port the heads)

 

estimated 279RWHP and 329FWHP based on mph and weight.

kinda cool, someone posted a link to one of my webpages...

check out the link in my sig to get a better description of what i did to make it run those times.

 

I dunno about stock swirl port heads, but if you swap on factory Vortec 305 heads, 300 HP is very doable

 

wont happen without porting to the stock heads. However with some minor port work, and work to the valvetrain, full exhaust, a good size cam im thinking in the 215/225 range? maybe a hair more duration, and as much lift as you can manage to work out of the stock heads. A well matched carb, i think 280-290 hp to the wheels is not out of the question.

 

If you went to some aluminum LT1 heads i could see it happening.

 

maybe this will be of interest , the main reason 305s have rotten STOCK performance is the combo of low cpr, junk heads that flow like crap and mild cams, THAT CAN BE CHANGED, HEADS CAN BE IMPROVED, OR REPLACED
while youll never match a 383 you might be surprized at what COULD be done

http://www.ws6transam.org/ported.html

http://www.goingfaster.com/spo/325_h...chevrolet.html

http://www.chevyhiperformance.com/projectbuild/48358/

http://www.carcraft.com/howto/854/

http://chevyhiperformance.com/techar...148_0312_proj/

http://www.hioutput.com/tech/400hp/400hp.html

 

Sounds VERY similar to my 312 with the old L82 cam.

The build started with a cheap set of .040" over flattop FORGED TRW pistons for a 305. My 1983 G20 provided the 4-bolt main 305 block, the X-rods, and the forged crank. The pistons were wrapped in Plasma Moly rings. The heads were just standard issue 081 TPI castings that were ported to flow some good numbers. 58 CC chambers, combined with the 4 valve relief flattop pistons at zero deck and steel shim gasket makes roughly 10.3:1 compression. The valve seats were cut for 1.9/1.55 valves. The heads were then cut for .550" lift compatible crane valve springs (in anticipation of a big roller cam). The cam was an old school "CORVETTE" cam, which was used in the 70s Corvette and Z/28. It specs out at 224/224 @ .050, .450/.461 (w/1.5:1 rocker, .480/.492" w 1.6:1), on a 115* lobe center. I used a set of crane self align 1.6:1 roller rockers. Hardened, 3/8 pushrods are standard on all of my builds as is a high volume mellings oil pump and matching HD oil pump drive shaft. I was running a set of Flowtech 11500 truck headers with 1 5/8" primaries approximately 30" long with 3" collectors. The exhaust then ran into 2 1/2 duals w/X-Pipe and 40 series flowmasters. The intake side consisted of a Holley Projection intake for late model GM heads, a G30 454 front pull TBI, 68# hr cop car injectors running at 32 psi. On top was a stock 1992 G20 air cleaner (minus the noise ring) with a functioning auto thermac system. Through the cutouts it was able to make 301 RWHP @ 5,600 and 325 ft/lbs @ 3,450 while spinning all the accessories(A/C off), including a 7 bladed clutch fan with a HD clutch.

 

Stock for stock, the Iron LT1 heads off the B and D bodys flow better than the aluminum ones do.

 

Yeah but the chambers are bigger. Actually i was just referring to all the reverse cooled LTx's