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Old 02-12-2013, 01:57 PM
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i guess i kinda bit off a little more than i can chew here, soo many great ideas that will work for me. you all can get the job done here and all have a different approach to get there. basically i have to take this discusion and think about which approach to take. its either boneyard 305, build up the perfect 305 roller, or use all the junk i got laying around and do the best i can with it which is still going to cost some money.

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Old 02-12-2013, 02:46 PM
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If you are going to try and do something with the 434 heads you are really going to have to get MEAN with a die grinder on them. More is better. It will take serious porting. Get in there and lean on that grinder.
The 434 heads have the same crappy exhaust port roof shape as the 882's around the guide.
It will take serious carving around the ex guide to create flow paths.
You can make any stock head better than OEM but these are not the good 305HO heads. (good: being a relative term)
The 434 chamber is around 64cc +/-. Thats why I don't use them. Wrong chamber and ports as a start point.

Just don't lower the floor of the ports. (it's bad enough already)
Getting the finished cr right is critical. More is better. up to about 10.5:1.

Flow and cr.

Last edited by F-BIRD'88; 02-12-2013 at 03:02 PM.
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Old 02-12-2013, 03:12 PM
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If you want torque (what you really mean is acceleration) out of a 305 you got to rev it up and gear
the crap out of it. Same as a 283 or 302 or 327.

Hot rodding a small motor increases the hi rpm torque. You gear the car way up and rev it up to make use of it.

now you got seat of the pants "torque" ---acceleration--
when it gets to 6500rpm shift it. The more gear, the better it will do that.

You are not going to save gas by hot rodding a motor.
If you want to save gas use a stock fuel efficient motor and drive it like its the last
engine on earth.

Last edited by F-BIRD'88; 02-12-2013 at 03:23 PM.
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Old 02-12-2013, 03:47 PM
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http://www.popularhotrodding.com/eng...s/viewall.html

Here is a example of a 372 HP 305.
Note that it does not even start getting busy till 3000+rpm
I get this kind of head flow from my fully ported 416's but you got to get serious with the grinder.

343hp 305

Here is a 343hp 305 with 416 heads but they *****ed out on them with the porting.
They did not open them up enough. Thus the lower peak HP

Look at the torque curve.
http://image.popularhotrodding.com/f...05_engine+.jpg

needs a serious gear and converter stall and rpm.
You need to buzz it up to as close to 7000rpm on the shift as possible.
Thats why a small street solid flat tappet cam is better.
Reference: Comp cams XS solids 12-675-4 12-676-4 12-677-4

Last edited by F-BIRD'88; 02-12-2013 at 04:03 PM.
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Old 02-12-2013, 04:07 PM
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Find a donor truck in a crash sale or at a impound lot.Junk what you don't use at a steel salvage place and get some of the money back for the conversion to your S10.

5700
Generation I

The Vortec 5700 L31 is a V8 truck engine. Displacement is 5.7 L. It is the last production Generation I small-block from Chevrolet. The cylinder heads feature combustion chambers and intake ports very similar to those of the LT1 V8, but without the reverse-flow cooling. As such, the L31 head is compatible with all older small-blocks, and is a very popular upgrade. It offers the performance of more expensive heads, at a much lower cost. It does, however, require a specific intake manifold (a Vortec head has 8 bolts attaching the intake manifold as opposed to the traditional twelve bolts per head). The L31 was replaced by the 5.3 L 5300 LM7. The 2002 model year was the final year for the L31 5.7 L small block V-8 whose origins date back to 1955. The Vortec 5700 produces 255 hp (190 kW) to 350 hp (261 kW) at 4600 rpm and 330 lbft (447 Nm) to 350 lbft (475 Nm) of torque at 2800 rpm. It is currently being produced as a crate engine for marine applications and automotive hobbyists as the "ramjet 350" with minor modifications.
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Old 02-12-2013, 04:24 PM
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And if your looking for a long term goal after that,given what your describing,a LSx is kind of a cake and eat it too.Gas mileage/and performance.But right now even after 14 yrs of production,to rod a LSx is expensive.Figure from $5,000 to $7,000 grand when it's all said and done.So to hold off on that right now to wait for the aftermarket to get more production/sales so the parts costs go down wouldn't be a bad thing.
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