I have all my parts for the car ex. the cam. Ive been bouncing from using my 601 or 113 heads and intake wise posting the tpi or running the HSR.
Heres were Im at for the cam selection,,, rebuilt 305, 113 57cc heads accepting 5.60 lift, 1.6 gmpp full RR, HSR w/adj fpr, fresh 19lb fuel injectors matched to 2%, hedmann shorties n ypipe, 6al and coil, 2400 stall in rebuilt 700r4 and 3.42 10bolt. I was going to use a 258hr but I was thinking if I run the hsr with the 2400 stall I can go with a bigger cam thatll give me a bit more on the top end. Its a sunday driver but I dont mind a rough choppy idle if it pays off in the 2500-6000rpm range.

 

Personally, I wouldn't put the HSR on a 305, I wouldn't put it on a 350. Save the HSR for the 383/406 guys. It gives up too much from off-idle through the mid-range on even a L98. Siamese ported TPI base with aftermarket runners would be awesome on a 305.

 

Well I have a second tpi I started porting, but the runners are stock. Can I go with a bigger cam using the stock tpi?

 

I think the HSR would work out well with 2400 stall. It doesnt drop off too much low end like everyone thinks it does. It creates a very flat torque curve and it drives nicely. I put one on my L98 350 with nothing else but bolt ons and it had better 60 foot times than TPI did. Ran faster too, alot faster. With a converter you dont care whats below 2000-2400 rpm. It will be making plenty of power by then.

SLP siamesed TPI with 113 heads is another good idea tho. With that you can run a hotcam sized cam, same as the HSR. The power band will be the same just about. May make more torque in the mid range but less at higher rpms. Depends on how much they are siamesed.

I want to get a 305 5spd car on the side to daily drive/play with for a year or two and what i'd run is a setup like the 113 heads, maybe even shave them down for more compression, HSR and a cam like XFI268 or similar. LT4 hotcam area. Let that car rev to 6K and shift. It will make some nice power and have a very nice lope idle but not a race car lope.

 

The HSR loses ALOT of torque from off-idle through about 4,000 rpm. Its a HEAVY hit. Improved traction is likely why you 60' better. I have tuned both on the dyno. I know it will be even worse on a 305 since the intake port velocity will be lower. You will feel the loss of torque everytime you accelerate froma stop or slow speed and do not go WOT.

I personally like the 059 casting 305 vortec heads. They flow much better than the 113s in stock form.

 

Nope, same tires/same suspension, same everything. Just intake swap. I went faster.

How much of a hit are you seeing?

I didnt really notice anything with the converter since all rpm below stall speed you cant feel. With a stick shift, you may feel a loss, but with converter you wont notice it as much. My 400whp 383 didnt feel much different than my HSR L98 250whp car from a stop on the street since BOTH are capable of roasting the tires off with a converter with decent stall speed.

My L98 with HSR still made 315tq and 254whp. That curve was flatter than TPI and thats why acceleration improved. My stock TPI made abit more peak torque, closer to 330wtq, but didnt make crap after it peaked.

 

Well that was my point, your traction did improve because you were putting less torque to the wheels through the converter. A healthy L98 can put down more than 330 ft/lbs.

No doubt it will pull better upstairs.

With the torque converter locked, 2nd gear pull (4L60E), I have seen nearly 40 ft/lbs disappear at 2,800 rpm. I saw as much as 50 HP @ 6,500 rpm though with the HSR. So it all depends on where you want your torque. IMO, the little 305 needs to keep all the low-midrange it can. That will keep you from having to program it to unlock the converter on every little mild acceleration.

 

I didnt slip on either run. With my ET streets these tires hooked my nitrous 383 that ran mid 10's. A low 13 second will have no problems hooking with them. The converter puts the car in the power band and the flat curve keeps the pull strong thru the mid range.

The only thing i can say is I have no idea how a full bolt on TPI setup would have done, say AS&M runners/Superam base like i was going to run but sold. Who knows, it may have 60 footed better then with extra torque.

My converter would never stay locked with any mild acceleration. If you tipped in throttle with it locked in OD or D, it would lock but any throttle input of more than a 1/4 or so, it would open up and the rpms would come up. I guess its all in how you program it

With decent heads on that 305 like those vortecs and a fairly healthy cam, i think the HSR could work out well since the gains above 3500-4000 rpm would be totally worth it.

 

I havent cc'ed the 113s but I was told they were shaved to about 57cc but those 601s I have are 53cc stock and they were machined down also. Would you guys run the 113s or the 601s ? I started porting the 601s, man cast iron is a joy to port....

 

I made a TON of power with 601s on a 305. Well over 350 HP at the flywheel and my cam was TINY. I was running 10.5:1 compression on a flattop piston 305. Pistons had 4 valve reliefs totaling 6cc and I ran .041" quench. 601 heads were milled .020" and about 50cc a chamber. It would RUN. I ran 1.94/1.60 valves in my heads. This is a 350 chamber on a 305 (courtesy of another TGO member whose screen name escapes me) and the reason I do not recomeend running 350 heads on a 305. I need to take a new picture with a 305 head on a 305 bore. But you can easily see how the 350s chamber overhangs the 305s bore.





305 was putting out great power in my Van