tete 305 ? 14014418 ou 416

comment c'est passé le ménage de ton 305 que tu as commence aujoud'hui Firebuick.
Tu nas pas eu de surprise,ta gear de nylon est tu bien magané.

firebuick a écrit:
salut non a part les tete aucune surprise et non ma timing chaine et gear ces comme neuf donc je nettoie peinture port intake change de cam et je remonte tout sa

<BLOCKQUOTE>Les tête 418 existe
il sont même légal en sprint car
</BLOCKQUOTE>


oui j ai vu sa aussi il liste meme une tete 417 aussi mais ces mystere aucun livre ou site de refference a ces numero peu etre que sprint car prenne pas chance et il inclus tout les numero possible

aussi la mark de casting est la meme que les tete 434 et 450 un genre de U

Tu vas peus etre avoir le cam du 305Ho .

What about the L69 High Output motor? Wasn't it more powerful than the LU5 Cross-Fire Injection motor? Yes and for good reasons. The L69 carb fed small block was more powerful than the LU5 for the simple reason that the L69 received a lot of factory high performance parts whereas the LU5 received none. The 5.0 liter L69 High Output engine differed from the base model 5.0 liter LG4 in several important ways. Starting with a standard LG4 305cid motor, Chevy added an high performance factory aluminum intake manifold. The Rochester 4bbl carb that sat on top had new meters and larger jets for better flow and more power. While the heads were (arguably) the same, the HO motor did receive the larger 1.84 / 1.50 valves compared to the LG4's smaller 1.76 / 1.46 valves (this fact is probably what causes people to argue that the heads were 'different'. It is not that the heads were different, it is the valve sizes that were different!). The flat top pistons in the L69 gave it a 9.5 to 1 compression ratio (high compression for the time) over the LG4's more sedate 8.6:1 CR. The L69 dipped into the Corvette parts bin and took the higher lift and longer duration cam (non-roller hydraulic) from the Vette's larger displacement 350cid power plant. It also borrowed the Corvette's much more efficient monolithic 'wide-mouth' style catalytic converter, placing it in a larger (than the LG4) 2.75" diameter exhaust system that was much more tuned to performance. A lightweight flywheel and an electric cooling fan (which freed up parasitic horsepower loss from the belt driven fan) were also part of the legendary L69 package. The fuel pump was (arguably) of a higher capacity than the stock LG4 model to feed the higher performance engine's needs. The PROM was calibrated for extra performance and a special (much coveted) high flow, large capacity dual snorkel air cleaner gave the L69 HO motor all the appearance mods it would ever need. Anyone who ever popped the hood of a L69 equipped Z-28 and saw those two snorkels knew that no ordinary 305 sat between the fenders of that car...

firebuick a écrit:donc j ai des 416 comme tetes mais il peuve aussi bien avoir 1.72 de valve ou 1.84