Looking to pull the engine the engine and give it an overhaul. In the mean time, I am considering adding a new cam. Everything I have now is bone stock 305 ho L69.

I will plan on getting an edlebrock performer manifold and eventually a set of short tube headers with the air.

I plan to just polish the cylinder heads at this time, but may upgrade to trick flows or port'em later...budgetary constraints...


Questions:

I have the 5 speed manual so is that a good thing when it comes to cam selection since I do not need a torque converter?


Given the L69/5 speed/edlebrock performer manifold..

Which cam gives the most power without computer issues?

Which cam gives the best drive ability and performance combined? I understand somewhat that there is a balance to this...

Thanks

Chuck

 

brother u crazy. they ain't got many cars like that bone stock. if i was you id keep that original

 

Yeah, that's the "dilemma" with having a rare bird like this....It's not like ill throw out the old cam....just want a little more power.

 

I like Comp Cam's extreme energy line. For your motor, the xe256 would be a good bump while retaining very good drive-ability. But if it were me, I would go one step further with the xe262. Look around but the one thing that you want to keep in mind is to get a modern grind cam for optimal results. There's no point in cheaping out on something like a Summit or Jegs brand cam.

 

If I went with the xe262 what kind of tuning and overall "babysitting" do I need to consider? I thought I read somewhere that the hotter the cam, the more upkeep, tuning or adjustments are necessary?

What am I giving up by going with the xe262 in terms of drive ability?

 

Just to add some background. My car is not nor will it be used as a daily driver but I would like a smooth idle and strong torque .... If I can't get that with the xe262 then I'd probably go a little milder, but I am willing to give up gas mileage for a good bump in performance .

 

What kind of performance numbers for hp/tq for the xe256 and xe262?

 

I have no idea on actual numbers as it will vary per application but you can expect a noticeable amount of power if done correctly. Upgrading the cam without upgrading the bottleneck of an exhaust system that our cars suffer from would be a waste of time. From what you want to achieve, the xe256 and a good flowing set of shorty headers (Dyno Don's, Hooker, or even Hedman) with the matching y pipe, and a 3 inch cat back exhaust will give you that boost in noticeable performance while still keeping your l69 very tame. As far as gas mileage goes, the only way that you will get a decline in gas mileage from upgrading these is if you get a heavier foot afterwards which tends to happen when you can hear and feel your car a lot better

Just to clarify, when I say a noticeable amount of power I don't mean you will be gaining TONS of HP/TQ. I mean that you will be gaining more than like 5HP for all of your efforts. I just wanted to point this out because if you go into this thinking that you are going to gain 100 hp out of this then you will be disappointed with the end result. A 50 hp gain is even too high.

 

I have the magnaflow 3 inch car-back and hiflo cat installed. So that hold help a little.

I understand the bottleneck at the headers, just don't know if I can get to them for another year .... I feel I need to address the engine internals this year and see where that takes me ith the play money I have set aside...

 

As far as performance is concerned, I have in mind with my new magnaflow with stock headers, for now...
1)Adding a dual plane edlebrock intake. Add 15 hp?

2) camshaft & rollers. Add 15 hp?

3) performance rocker arms. Add 5 hp?

Would 30-40 hp be feasible with this situation ? Or is that too optimistic?

 

Doesn't work that way. Not even for the import people, who know nothing at all about how cars work, but love to talk that way.

The way it REALLY works is, you find THE ONE PART that's the CAR'S main "bottleneck" to its performance, and select an upgrade that's consistent with the rest of the car around it THAT'S THERE - not "I'm gunna do this that and the other and later maybe throw a turbo and a 250 shot on it so what cam do I get so it'll be ready for all that" - and then the degree of improvement that it makes, well, THAT'S what you "add". In point of fact though, it usually works as more of a multiplier; you multiply the HP by 1.02 or some such.

In the case of the L69, the intake isn't the bottleneck, so you'll "add" very little by changing it out.

Not sure what you mean by "camshaft and rollers"... I know about the camshaft part but the other is not so clear.

The "bottleneck" in the L69 is the exhaust manifolds. If there's ANY ONE PART you can reach in and change FIRST, it would be to get rid of those, and put a good, high-quality set of chassis-specific headers on there. Not just the cheeeeeeeeepest thing you can find that the FTC allows the word "headers" to be printed on the box. I'd suggest digging up a set of used SLPs in the 1¾" size. (which is what I have on my L69 5-speed) Get them ceramic coated. Get a new cat and a cat-back from the mfr or your choice (I have the 3" Hooker setup on mine).

For a cam, the XE262 is well and widely known to be a kick-butt choice in that motor. I have a XR264 in mine but I doubt you would want to spend $700 on a cam & lifters to duplicate that, although you might, I don't know. I have the Comp 1300 series STEEL roller rockers, 1.6 ratio. Of course the valve springs aren't stock to go with all that, they can barely control the valve on top of the weenie stock cam, let alone a super aggressive aftermarket one like the XEs.

With that valve train, a ZZ4 intake (basically identical to the Performer), the stock carb, stock dist, stock air cleaner, stock cooling system, and the headers & exhaust as described, the car put 237 HP to the wheels; about 280 some-odd at the crank. About 80 - 90 over stock. Passed California inspection in EXACTLY that trim except with Edelbrock TES at that time.

Suspension upgrades were necessary... the car also has LCARBs to get rid of the wheel hop.

And of course the transmission... after destroying no telling how many T-5s with the 400 that had been in the car for the prior decade, I finally wised up and put a T-56 in it.