Bang for the buck...goodwrench 350

[F-BIRD'88]

If you are going to do DDyno syms. Do this:
The Crane Energizer cams are measured at
004".. (266).. But ehen checked like a Voodoo cam @.006". The Crane 266h cam measures at 258-degrees.
Now compare.
The crane cam can also be moved, as I suggested if maximizing low end torque is desired.
The Crane energizer cams are agressive but without being noisey at idle. About 8 degress shorter when measured @.006" VS @ .004" seat to seat.

[F-BIRD'88]

Yes a L98 TPI induction would be a winner on this for towing.
But needs more CR and a bit more gear too. To get the towing rpm up in the meat and potatoes of the engine torque range.
Even a stock TPI L98 has higher compression.
This could be added later, with headers the Crane cam should work well with TPI.
The TPI runners could even be made LONGER for effect.

[F-BIRD'88]

This modest CR 8.9:1 engine could also be supercharged at a later date, if one comes along....

[JodyB]

F-bird88, here's one for you



Honestly tho, a proper dyno test stacking them up progressively a couple feet might make some interesting data on a 5500Rpm motor
Spacers from dashman.net.

[F-BIRD'88]

Ha ha. . well there ya go , eh....

You could apply the same thinking to the runner length
of a TPI induction with custom long length looping
Runners.
Effectively move the resonant tuning frequency/RPM range down for more "low end torque" for towing.

[F-BIRD'88]

Now picture that tunnel ram with a custom plenum top
That has 2qjets on top. Where the secondaries of each qjet are mounted directly over the 4 (grouped) runners.
Now the primary of the rear carb is in the middle of the plenum. The primary of the front carb is not used. Not exposed to the plenum. (Only 6 of the 8 throttle bores are exposed to the TR plenum)
Drives and idles on the now center located very responsive primaries and 4 (air door controled secondaries come in progressivily as you add throttle... The 2secondary air doors regulate air flow rate and velocity as the engine demands.
Fully adjustable. 6V. "Six Shooter" carburation on a tunnel ram with adjustable intake runner length.

All the idle and off idle and low speed cruise tuning is done on the rear carb primary (pri jets rods, power spring). (Which is now located near the center of the TR plenum) All the open throttle to WOT power tuning is all done by the front and rear secondary metering rods,,Metering hangers. Air door tension setting, air door delay vacuum break pots adjustment. All from on top
1340 cfm @1.5" air flow potential (which is fully user adjustable) All power fuel curve tuning done from the top. Double the fuel bowl fuel inlet flow capacity.
Easy to service using oem QJET parts.
Functional Qjet choke/fast idle system for easy cold weather startup/warmup.
Adding hot water or exhaust temp plenum heating (with control) is possible on a custom (2xQjet 6 venturi) street friendly plenum.

An alternative is to use 3 2bbl carbs with progressive linkage. Say 3 rochester 2GC carbs. Can be equal size or small venturi primary center + 2 big venturi secondary on the ends.
The 2xqjet 6 venturi carb scheme on a custom TR top is MUCH easier to tune. And more powerfull.
With better fuel efficientcy potential too.
The Weiand single 4 bbl carb TR plenum top can be used as a donor to cut the top off, add a flange for a bolt on custom carb top plate.

[travis]

I've been curious why there were no recommendations for a more modern / aggressively ramped cams like the Lunati Voodoo line. With the CR limitations and desire for torque and the low RPM application seemed like it might be useful.

The beauty of this engine... is that he's doing it with mostly used parts and very little money invested. What he has should be a HUGE improvement over what he started with! And THAT is the essence of Hot Rodding!

Spending money on a different cam would have meant taking something else away from the build...either the headers or the heads. I had the 2 energizer cams laying around and threw 1 in for free. I am no fan of the stock cam in these things or any version of the 929 cam for that matter.

Other than the exhaust system drone/reverb (which will be dealt with today with at least some pipes to get the exhaust out from under the truck) I think it turned out very well for the $$$ spent. The throttle response and off idle torque is dramatically stronger than before...so much so that he has trouble not spinning the tires in a gravel driveway just driving it the same way he always has. It accelerates with authority now where before it could best be described as “leisurely” It’s not fast, but it is a night and day difference where it needs to be. Plus, listening to a 65 year old man laughingly “bitching” about tearing up his own driveway was priceless

[econo racer]

A mild 383 would have been perfect-especially when spending someone elses money. GM makes a cheap thin head gasket that would help. 1 5/8ths headers are needed with exhaust all the way out the back. I would change the mufflers to super turbo 2 1/4 size. You need a regular edelbrock performer intake-NOT rpm style. Bone stock vortecs are the cheapest hp you can get when building a motor like this.

[F-BIRD'88]

This truck is all ready for the rear mount/remote mount turbo add on. This will make it quieter too.
The turbo(s) replace the muffler(s) at the back of the truck. Lots of room under the truck for this.
4 to 6psi of turbocharged boost will make a BIG difference in truck towing power and torque.

[Carnut1]

I doubt it, Travis will fix the exhaust and at some point they may change out the intake. That is about it.

[pdq67]

Might consider CC's top of the page cam, their Pure Energy cam.

As for heads, remember that 305HO, -601 heads STOCK can go as small as 53 cc's!

160 cc intake chambers, double quench chambers, and 1.84"/1.50" valves so are a dammed good stock low-po- engine head imho.

I have a set in my garage.

pdq67