If my block is bored .30 over with a higher compression piston and an other than stock performance cam, will the oringinal intake, carb and emissions work as well as the CCC?

 

The stock carb, properly tuned, could easily handle that. A better intake wouldn't hurt but not absolutely necessary. Once you install a cam, the stock exhaust will be your biggest restriction. Don't forget at least some better valve springs and you'll need new lifters at a minimum.

Rick

 

Ok, thanks. I'm not wanting a lot of performance. This is an original restoration that is supposed to look stock, so I'm using the original exhaust. Just want the CCC to function properly if I'm changing the specs a little. An H.O. Kit was recommended by the machine shop to add some performance.

 

Sure if you just want a little more then the stock exhaust will handle it. Same with the carb and intake. You can easily bump it up 75 HP I should think. The LG4 was like 145 HP? The same basic exhaust was used on the TPI cars which are 215 to 235 HP and certainly capable of a bit more.

Rick

 

Ok thanks. this was my car in high school 34 years ago. I always had problems with it but held on to it anyway to restore someday. I never drove any of the other models but I know they improved everything. It will be hard enough keeping the engine light off when it's all back together just want to make sure I don't make too many costly mistakes during this process.

 

First, welcome aboard thirdgen.org.

Nitpick of mine: It's "0.030 inch over". 0.30" over isn't going to leave you much cylinder wall. You can say "30-over", as in 30 mils, but .30 - just plain wrong.

Okay, end of rant...

To your questions: I ran a .030"-over 350 and ZZ4 cam with an '86 CCC carb. I did change the secondary rods & hanger, but I did that while still running the 305. When I put in the 350 shortblock, I just reset the carb to factory specs (after a rebuilt kit). I also had a ZZ4 intake, but the carb really doesn't care about that stuff. About the only issues you might have would be a fairly wild cam confusing the O2 sensor (which takes more cam than you're likely considering), and possibly open loop operation lean condition (but that would take more displacement than a simple rebuild cylinder cleanup of .030" would produce).

As long as you hook everything back up, make all the adjustments to factory specs, and all of the sensors are working, you won't have any problems. The only time my 350 turned on the SES light was when I disconnected the EGR solenoid - hooking it back up turned the light off.

FWIW, I also had an '82 305 w/CCC carb with over 300k miles on the original engine. The previous owner had put a new cat and rebuilt carb on it (interestingly the carb number indicated it was an '87 unit). When all was set to factory specs, it started easily and ran well, and passed the dyno roller sniffer emissions test with flying colors. They didn't really change much with the CCC carb over the 3rd gen years (knock sensor being the primary improvement, first with the L69, later with higher compression in the '85-'87 LG4s). Oh, the previous owner also put an 80-series Flowmaster muffler on it, sounded great (even though with 145 net horsepower, it was pretty gutless).

Curious what this "H.O. Kit" is of which your shop speaks. GM used to have a ZZ4-based "H.O. Camaro Kit", but those have been out of production for years. It's basically what I based my 350 build on, though.

Since exhaust was mentioned, that's a good way to improve performance. The LG4 exhaust was the worst 3rd gen V8 exhaust they made, so it doesn't take much to improve it. The L69 exhaust would be best for factory-like appearance, but you could get by with the higher-rated 305 TPI system from '85-'89, or any of the L98 350 factory exhaust. The only thing you wouldn't have with the TPI exhaust is the EFE valve on the passenger side (often referred to as the "heat riser valve" - I didn't run one when I had headers on the 305 and 350, so you can get by without it). For the record, the 215-235 305 exhaust was NOT the same as the LG4 exhaust system. Which is why going to the TPI exhaust would be an improvement.

 

I ran a Summit K1103 cam in an Lg4 I had years ago it ran pretty well stock springs and all. Id definitely put a lil more cam in the Lg4 if I bothered to replace it and definitely throw every bit of the stock exhaust away and atleast get the TPI manifolds, magnaflow replacement y-pipe and 3in exhaust. You could add 75-100 more HP to that engine and still be ok with your carb.

 

I ran a Crane Compucam 2050 in the 305, with ported World 305 heads, headers, 3" exhaust, and still passed emissions with no problems. The carb was fine. The difference in performance over stock was huge.

The ZZ4 crate motor was rated at 355 gross flywheel horsepower. The HO 350 Camaro kit used your existing factory CCC carb, but gave you new rods/hanger and a chip for the ECM. It also upgraded the entire exhaust. They rated it at 308 net HP. With the same q-jet carb. That's more than double the horsepower over an '82 LG4. With the same carb.

The carb isn't what's holding an LG4 back. It's everything underneath it.

 

I ran a Crane Compucam 2050 in the 305, with ported World 305 heads, headers, 3" exhaust, and still passed emissions with no problems. The carb was fine. The difference in performance over stock was huge.

Same here.

 

Ok Thanks. I will look into all of these areas. A stock look with more horsepower sounds good to me.