is a wealth of information on TBI engines. Also, no EGR passages on Vortec stuff, so you either have to plumb it in externally (if the manifold even has provisions for EGR) or, more commonly, you just turn off the EGR system in the chip. TBI engines don't react well to sudden, large, unexpected increases in airflow. You can't just hook up the timing light and start twisting the distributor.Īgreed with above, it you want a real wolf in sheep's clothing, upgrading to Vortec heads and matching Vortec TBI intake, that's a good way to go. But you MUST do it using the factory procedure. Enginetech ES336 is the cheapest I have found and I have a customer using one in a Camaro TBI 305 with exhaust and air filter upgrades and making 225hp at flywheel. Setting it up to 4-6* BTDC can make for a nice seat-of-the-pants improvement. A few companies now make new LT1 cams so this is the recommended route for 305 TBI engines. I don't know what it is on a factory 350 TBI, but I recall it's something like 0* BTDC (there's a tag under the hood that will tell you). Last is to bump up the base timing about 4-6* over the factory recommended setting. From the manifolds to the tailpipe(s) and do headers with single 3" exhaust all the way back (or dual 2-1/2" pipes) with decent muffler(s). 050 or thereabouts) but it's a flat tappet cam in 95 truck applications, not a roller.īiggest bang for the buck is to ditch the stock exhaust. I believe the specs are very similar to later Vortec 350 engines (196/202*. It got more cam, which it desperately needed, although it's still not big enough for any real performance. The 350 TBI motor isn't quite the wheezing sack of snot that the smaller 305 TBI engine was.
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