wolfmann

:canadaflag
:Has anyone got some recommendations for replacing intake manifold carb and cam
Just looking to improve performance slightly
does anyone recommend a package
Thanks

garygnu

what exhaust system do you have ?I like the elderbrock performer intake ,retain the stock Q-jet .the comp cam extreme 268 hydraulic flat tappet cam is a good fit .you will need new springs and rocker arms for it .get some new weights and springs for your distributor .

wolfmann

Thanks for the feedback
Exhaust is factory original

Snoopysvet

Hello

I am in the same boat. I have a 1978 L-48 with single exhaust.
I bumped up the timing and monkeyed around with the dist weights.

I also installed a test pipe.

I also want to change the intake, cam and valve springs but I have a question.

Everyone recomends the comp cam 268 but I have a question. When I look up that cam on summitracing.com it says...

Basic Operating RPM Range:1,800-5,800

Why not use a cam that starts off idle?
Just curious?

7t9l82

a lower rpm cam is more for pickup trucks and tow vehicles great if you want to lower your 0-30 times not so much overall performance.

for real performance i would recommend,moving.

dochorsepower

If you are going far enough to replace the cam, get rid of those awful original heads. Bite the bullet and spend the money for AFR's and a hydraulic roller cam. Comp Cams makes a 262 that has a stronger lower end.

Kacyc3

Do a search there is alot of these type of threads

DucatiDon

I did an L82 thread that answered a lot of your questions.
Exhaust is your number #1 performance roadblock.
Heads are second.

With new heads and exhaust, with everything else stock you would have a totally different car.

jb78L-82

Free Flowing Dual exhaust, proper tune, 180 operating temp, and proper distributor curve/timing will wake the motor up but it will never be a beast.

Really Good Heads and Roller cam will transform the car..

63mako

x2

Shark Racer

x3

Distributor curve transformed my car and cost a few bucks. HP/$$ very high. Just guessing, 185hp->~195hp, but lots of torque down low added.

Next up is header and dual exhaust, just about the same gains but now you're looking at numbers approaching 1k. I'd guess this took me to the 210, 220 hp range. Again, guessing...

Heads and cam, but a mismatched combo (very low static CR) took me to 243rwhp, 280rwtq, but at the cost of a loss in torque down low. Faster when you punched it, not as much fun just cruising around though. At about $2k outlay...

And Now I've put a *fair bit* of cash into the motor I have now, built right from carb to pan and that's given me all the torque I was missing from before and more power on top... but not cheap at all.

hpxt

I also have a 78, L48. This is the kit I used:
http://www.summitracing.com/parts/sm...-400/overview/
http://www.summitracing.com/parts/EDL-1806



Mike

jb78L-82

I had a VERY similar experience with my totally stock L-82:

I started making changes in 1983 on my 78 L-82 4 speed:

1. First the usual stuff-richened up the carb, timing/distributor, removed all emissions, roller tipped rockers, lowered the operating temp from 225-240 to 175-180. Woke the car up a lot. Stock HP-220 NET HP.

2. Early 2000's-true 2.5 inch duals and free flowing mufflers and later shorty headers. Hit the dyno a couple of years ago with a weak #6 cylinder-233 RWHP which is apprx. 310-325 Gross HP.

3. Spring 2014-Totally rebuilt OEM L-82 block using reconditioned L-82 rods, L-82 crank, L-82 aluminum intake-everything else new including AFR 180 heads and roller cam. Expecting once the car gets on the dyno about 325-335 RWHP which would be about 100 more RWHP than the lightly modified L-82 before the rebuild. Should make about 450 GROSS HP and the Torque of many of the crate 383's since the crate motors generally do not use the best optimized parts for HP/Torque from those motors.

Rebuilding the L-82 with the best parts I could find was not cheap but I wanted an L-82 as much as feasible.