Hi all, I am new here and wanted to say high. And sorry I am not working on a third gen camaro. But I am building a TPI motor for my truck. Anyways I just wanted to share what I am building and if you guys want to give some input feel free!
Anyways the engine specs are=

406 cid
9.3-1 compression
vortec heads drilled for standard bolt pattern
mild hydrolic cam with 1.7 ratio rockers
specs are 208 at .050 int 218 exhaust, ground on a 112lc
lift is .476 and .499
The intake will be pretty much stock with a ported base and some cleanup on the plenum, runners will be stock until I can afford some better ones.
The injectors are the 350 injectors.
1 5/8 long tube headers and dual 2.5" exhaust
this will be hooked to a 700r4 and a np208 transfer
and a 1800rpm converter
3/4 ton axles with 4.10 gears and 35" tires.

I am trying to make alot of torque under 4500 rpm and am hoping the tpi will help me with this.

I do have a question though, I am trying to figure out which computer I should run? I like the speed density setup as its simpler, but the mass airflow adjust to the engine, without having to burn chips all the time. What setup would you pick for someting like this?

Have a good one!
Shawn

 

Are you saying you are mating a standard SBC intake to Vortec heads?

 

You will probably need to burn chips either way. I'd go speed density to make air filter plumbing simpler along with the ease of tuning. Are those cam lift specs for 1.5 ratio rockers or 1.7?

And I'm also curious as to how you plan to mate the intake and heads?

 

Hi, Yes the heads have been re drilled for the standard chevy intake bolt pattern. With a little welding and grinding to the manifold it looks like it will work very well (I hope!)
as for the cam specs they are with the 1.7 ratio arms.
Cool I have been leaning that way for the computer.
Thanks

 

Hey Moturbopar,
Sounds like you are looking at setup similar to mine! From what I've read, the Speed density system would work better just because of the simpler wiring and because with that much modification to the engine you'd end up burning a new PROM/.bin even with MAF.
I have yet to put mine all together because I'm trying to find as much information on doing it before I jump in.
I'm running a Blazer powered by a 383 with 9.6 compression(carb. for now), SM465 4-speed manual, a NP205 T-case and 3.73 gears (yeah a little high) on 35" tires.

Do ya think all these thirdgenners will get angry with us for bringing our 4X4's in here?

Russ

 

While I don't have a 4x4, I'm also putting a TPI setup together for a non-thirdgen car -- my '70 Chevelle w/ 406.

My 'FrankenTPI' -- is a mish mash of TPI parts that I've collected from Carlisle, eBay, and the thirdgen classifieds.

I have an '86 Plenum, '89 Runners, a Fuel Rail with the cold start injector, an unknown throttle body, and a base that is at least '87-up (for my pre-87 heads). I suppose it would help to know if it was 87-89 or 90-92?

I will be using a MegaSquirt controller (speed-density type system), so ECM issues should not matter in my case.

1) Can I just plug the cold start line at the rail? Might this be a good spot to try and plumb a fuel pressure gauge?

2) Is there a difference in throttle bodies between MAF systems and MAP systems?

3) Where can I buy an EGR block off plate?

4) For the intake's center bolt holes, can I just elongate them with my die grinder, or am I really better off taking it to a machine shop? (or finding an 85-86 base)

Is my mish-mash of parts going to work properly together? I'm trying to do this project on the cheap, initially, to prove the worth of the Megasquirt.

I'm planning on siamesing the plenumn, and possibly porting/siamesing the base as much as I can. I figure my 406 will need all the help it can get.

Any other advice?

-Dave

 

My 406 makes awesome torque and I know it would be a monster in a pickup as well... I would keep the TPI stock as the 'smaller' runners will make incredible torque below 5000 RPM. Don't forget, increasing the runners will kill torque and in a truck I would build for low speed torque.
You can just plug the cold-start injector fitting or as you stated put the pressure gauge there (that's what I did).
I prefer the speed density myself and if you don't plan on making big changes later on you will be happier with the ease of installation.
There is no difference in the throttle bodies between the SD or MAF (as I stated mine was a 1988 MAF from an F-body and I converted it to a SD)
The only thing I question is the 1.7 ratio (do you mean 1.6?) I don't like high ratio rockers especially in a non-roller cammed motor, it's just too much wear and tear (side loading) on the valve guides. and it's not needed if you choose the right cam.
I used 1.5 full roller Crane rockers with a retro-fit hyd roller cam
Just incase you have a question about some mods here is what I am running:

Car: 1987 Monte Carlo SS.
Block: 1978 400 CID Bored .030” (406 CID) decked .025”.
Connecting rods are stock 350 rods ground for cam clearance.
ARP studs were used on the 2-bolt lower assembly.
Pistons: Sealed Power Hypereutectic Flat Top pistons and ‘Zero-Gap’ Total Seal rings.
Valvetrain: Herbert roller cam with 222/234 @.50 .499/.502 lift.
Luniti hydraulic retro-fit (for pre 1986 blocks) roller lifters.
Trick Flow pushrods.
Crane ‘Energizer” full roller 1.5 ratio rockers.
Heads: Trick Flow centerbolt 1st GEN “Twisted Wedge” aluminum 64 cc combustion chamber with the flat-tops compression ratio is 10.8.1 “pocket ported” by me. (note: I had to use cast aluminum Morriso centerbolt valve covers that I had to modify by 'gutting' the insides and then using all-thread that has been thinned in the center to clear the full-width rockers. I then used stainless steel rubber-backed washers with polished acorn nuts. It worked great and I even impressed the TFS people as you usually have to run special narrow-body rockers with Trick Flows and CB valve covers).
Exhaust: Used Edlebrock Emission legal headers (I had them Jet-Hot coated)stock Monte Carlo SS cat/mufflers/tailpipes.
Induction: Tuned Port Injection from 1988 Z28 5.7 cid, stock runners, ported plenum. Converted to Speed Density. 30lb/ft Accel Injectors.
Electrical system: 140 amp CS altenator
Fuel system: Bosch external high pressure pulling through filter. 5/16” return line. (should be 'pushing thru filter tho)
Ignition: 1988 Camaro distributor with external coil, Accel cap, 8mm Spiral-wound wires. Crane Fireball HI-6S Multi-Spark Capacitor Discharge (with rev limiter) ignition system with MSD external coil.
Computer: 1227730 w/custom PROM
Cooling system: Twin electric cooling fans from a Ford Explorer and 4-row custom built radiator.
Drivetrain: 1993 Camaro T-56 6-speed, Centerforce 36 lb flywheel, “pull-style” LT1 clutch. I had to make a custom electronic speedometer by taking a new VDO and adapting my faceplate to it, then making a new faceplate. Monte SS's are known for their poor dash lights so I pained the inside of the 'case' white then installed blue LED's from SuperBright LED's and now the dash looks like it is lit with blue neon.

I know this is more info then you need but it might help someone that wants to duplicate part of my project.

 

I would use a thinner head gasket and bump up the compression.

You are going to have to have the Pushrod holes elongated on the heads for the 1.7 rockers to work.