Dave1647545494

find the cam specs for your year car an Iroc and a T/A are the same car with different sheetmetal the share engines transmissons rear ends EVERYTHING is the same. a bigger cam will give you les manifold vacum at idle depending on how big you go you may need a custom chip to keep from throwing a low vacum code and running pig rich at idle. a bigger cam may notaffect gas mileage at all or it may decrease it slightly depends on amount of overlap and your driving habits. 86 IROC-Z Trans Am trans A4 engine code LB9 V8 9.5:1 5.0 (305) hp 190@4000 tq 285@2800 TPI thats what your working with in 1986 all v-8's came with a roller cams I would stick with a roller cam you might try to find one out of a 91 or 92 350 tpi car or just get a compu pro cam from jegs

the six speed won't fit in a third gen without some sledgehameer work on the tunnel the 5 speed that does fit is anemic and you can't use one from a mustang becuase you need the torque arm bracket and its cast into the case if your going to build up the auto use the 700 get raybestos clutches and steels corvette servos so it won't kick down out of overdrive at wot a good b&m shift kit and a lockup control so the converter only locks up in overdrive or for about the same money you can get one already done from B&M don't skimp on the drivetrain its the weakestlink in the car

not as long as you have everything removed and capped off correctly air injection is after the o2 and helps the cat stay hotter for emisson purposes only.

http://www.dodge.com/magnum/img/magnum_sub_displacement.jpg can't find a better picture the pushrods on the new hemi are layed in at an angle so they don't affect intake runners

that sucks glad your ok

thanks pete I'll be calling soon

nice purchase but they don't call em disposable speed machines for nothing smile.gif

heres what you need to know is it roller or non-roller (either can be hydrualic) lift and duration specs

I hear B&E is a good business to be in right now

nope I actually called around before I posted this jegs does not carry the right size

I need some wheel spacers in the 5x100 bolt pattern anyone know where i can find something like this

Ford 427 V-8 Engines 427 "W" (4V) 1968 427 SOHC "D" (8V) 427 SOHC "L"(4V) 1964-68 427 "Q" (4V) 1963-64 427 "M" (8V) 1965 427 "R" (8V) 1963-67 427 "W" 1966-67 Engine Type 8 cylinder 90 degree, Overhead Valves (OHV) 8 cylinder 90 degree, Overhead Valves (OHV) 8 cylinder 90 degree, Overhead Valves (OHV) Displacement 427 cu.inches (CID) 427 cu.inches (CID) 427 cu.inches (CID) Maximum torque 460 lbs./ft. @ 3,200 RPM 515 lbs./ft. @ 3,800 RPM (4V) 575 lbs./ft. @ 4,200 RPM (8V) 476 lbs./ft. @ 3,400 RPM (4V) 480 lbs./ft. @ 3,700 RPM (8V) Maximum Horsepower 390 BHP @ 5,600 RPM 616 BHP @ 7,000 RPM (4V) 657 BHP @ 7,500 RPM (8V) 410 BHP @5,600 RPM (4V) 425 BHP @6,000 RPM (8V) Firing Order 1-5-4-2-6-3-7-8 (Number 1 cylinder on right bank, nearest radiator) 1-5-4-2-6-3-7-8 (Number 1 cylinder on right bank, nearest radiator) 1-5-4-2-6-3-7-8 (Number 1 cylinder on right bank, nearest radiator) Bore & Stroke 4.232" X 3.784" (107.59 mm X 96.03 mm) 4.232" X 3.784" (107.59 mm X 96.03 mm) 4.232" X 3.784" (107.59 mm X 96.03 mm) Compression Ratio 10.9:1 12.01:1 11.6:1 (all 1963-64) 10.0:1 (Mercury only) 11.0:1 (most 1965-67) Oil Pressure (hot) 35 to 60 lbf/in2 35 to 60 lbf/in2 35 to 60 lbf/in2 Mains cross bolted cross bolted cross bolted Carburetor Holley 4150 (4V) automatic choke Holley 4150-C (4V) Holley 4160 x2 (8V) Holley 4150 (4V - "Q" series) Holley 4150-C (4V - "W" series) Holley 4160 x2 (8V - "M" & "R" series) all automatic choke Size of Carburetor 710 cfm (4V) 780 cfm x2 (8V) Fuel premium gas super premium super premium Intake Manifold aluminum (thru 12/1968) cast iron after 12/1968 aluminum aluminum Valve train hydraulic lifters solid & adjustable lifters solid & adjustable lifters Intake 2.082"-2.097" 2.235"-2.265" 2.022"-2.037" (low riser intake before 3/15/1963) 2.082"-2.097" (low riser intake 3/1963-64) 2.185"-2.195" (all medium & hi riser intake) Exhaust 1.645"-1.660" 1.938"-1.968" 1.645"-1.660" (all low riser intake) 1.723"-1.733" (all medium & hi riser intake) Distributor single point vacuum advance dual point mechanical advance Transistor ignition option: single point mechanical advance dual point mechanical advance Transistor ignition option: single point mechanical advance Spark Plugs Autolite BF-32 Autolite AG-2 Autolite BF-32 Long Block Weight in lbs. 675 680 590 (4V-1967) 600 (8V-1967) way to compare like engines the cammer has 2 points more compression electronic ignition dual quads solid lifter (bigger) cam put the same induction ignition compression and cam in a regular 427 and it makes the same power

I've got one drive over here in your truck and borrow it then I can fix your truck at the same time

need more info. what is the cam out of? your 305 is a roller motor you can use a non roller cam but you have to take out the spacers and change the lifters. your better of if your going to replace the cam buying one made for a computer controlled 305 or giving the cam specs to a tuner and getting a new prom burned hth

looked better on the 20's

ah good ole retail auto parts I don't know how you still do it everyday Jono. I had to quit becuase the urge to strangle people was becoming hard to control

ah these are 65's thats why they rub

sold I'll come get it this weekend

last time I was over there the shell of your shelby was on the rack the tires I borrowed and put on my car rub a little whats size 15's does that shelby have are they 205 60's or 205 50's

a honda is not a pushrod hemi quote it right or don't waste my time. cam in block is simpler more cost efficent design in a v8 or v6 ohv one cam short timing chain plus pushrods ohc two or more cams plus a long ass chain or belt total reciprocating mass ends up working out about the same. now in a inline style 4'6'8 cylinder ohc is nice all you have to do is pop off the valve cover and the belt to change the cam(s). its all about packaging you have to drop the k-member in a mustang to put headers on it makes it an all day job in an f-body or a gto its tight but you can do the swap in about half the time if you have help. both styles of engines have merits and flaws. and remember with enough money anything can go fast and it cost far more to go fast with a cammer than it does with pushrods. it costs over 1000 dollars to do cams in a ford for thst money you can put a cam AND heads on a pushrod motor. one > than the other probably not OHV cheaper than OHC proven fact.

tinman on here has one don't know if its fc or fd though

I'll be calling you changing tires with a breaker bar sucks

sure ya can narrow the axle cut out the back weld in the tubs and fab a new rear subframe out of tube steel. and scott were just lookin out for ya finish the shelby its a cool car

I don't hate your car I just though tyou were out of town