Ok, before i get started, let me ensure everyone who reads this, I fully understand that i could do more with a Gen 1 SBC, an LTX or an LSX. I also know that i will probably receive several negative comments about the 305, and how it is best suited to be a boat anchor, coffee table, etc... I am, however, determined to prove that the 305 is not the junk motor that most people think it is. I have done some research, and stumbled across an article from the January 2007 issue of Popular Hotrodding on a 305 build they did (here is the link for anyone who wants to read it, http://www.popularho...ks/viewall.html
). I have based my build plans on the same basic setup they were using, with some adjustments. In the article, their final result was a 372 horsepower 305, and that was using off-the-shelf aftermarket parts.
The motor, after it is finished and dyno tested, will be going into my 1984 Recaro Edition Trans Am, backed by a Tremec T56 manual transmission.
-What I'm proposing: A 500-525 horsepower fully built Carb'ed 305. (insert snickering, laughing, and 305 bashing comments here)
-My Plan: It consists of the following parts (subject to change assuming i can find parts better suited to the end goal)
-Block: completely stock 305 iron block from my 92 Camaro.
-Rotating Assembly: New 3.48" stroke crankshaft, new 5.700" connecting rods, new flat-top pistons, all standard size, no overbore, and no upstroke.
-Heads: 185cc intake runner Vortec Heads. Heads will be milled down by approximately .030" to reduce combustion chamber size to 58cc and in conjunction to the pistons, i should be running 10.2:1 compression (roughly). They will be running 1.95" intake valves and 1.5" exhaust valves, Comp Cams Elite Race dual springs.
A word on the heads, the Vortec heads from GM have an intake flow of roughly 233 cfm, this is, proportionately speaking, the equivalent of running a set of 290+ cfm intake flow heads on a 383 small block. running the 1.95/1.5 inch valves will keep shrouding to a minimum, but still allow enough flow into the cylinders for decent power.
-Camshaft: I am going to be running a custom grind cam. 276/282 total duration, 232/238 duration at .050" lift, .492"/.492" valve lift (with 1.6:1 rocker arms the valve lift would jump to .525"/.525") I will be running Hydraulic roller lifters, and 1.5:1 full roller rocker arms.
-Intake Manifold: I will probably run either a Victor Jr. or Super Victor single plane Intake Manifold for the top end power, I have looked into both dual and single plane, and the single plane seems a better fit for the build. I am still torn on this, as I have been looking at both the Victor's and the RPM Air Gap units...
-Carburetor: Holley 770CFM Ultra Street Avenger Carb (with black anodized metering blocks of course... since its going in a black car)... Electric choke, vacuum secondaries.
now, i have a few questions of my own...I have been running scenarios through desktop dyno 2003, and I have a question about BMEP numbers... what is the BMEP range for pump gas... i have a friend who was telling me that if the BMEP was too high, the motor would grenade itself.
If anyone has any questions, comments, or any input at all, please feel free to comment!