Tiny N/A 306 generates 401 RWHP and 382 RWTQ

[Pure Stock]

I had this saved in my favorites for some time. Great reference material! This is the greatest peak torque production I've ever come across for a 306c.i.d. Also note worthy is the cc of the intake runners. at 205 cc this example has no problem with torque production in the lower rpm ranges (300 lbs. RWTQ from 2,800 to 6,800 rpm.



Dyno results:

401 rwhp @ 6000(-6200)rpm, and 382 tq @ 5000. The hp is above 300 from 4400 up, and 390+ from 5800 to 6800(where I cut it off). The tq is above 300 from 2800 to 6800, and over 350 from 4400 to 6000. This is on 93 octane pump gas, with a cr of around 11.0:1.

Combination:

I am using the factory '93 block with a DSS girdle, an Eagle crank and H-beam rods, and Ross pistons(shelf stock, not custom). The machining was just the standard cleanup, nothing exotic was done(vibration, coatings, thermal treatment, etc.). The rotating assembly was balanced using a 28oz imbalance(wrong crank was shipped and he made it work) I hand fitted my JE rings.

Hardware throughout is ARP, main studs, rod bolts, head studs, intake bolts, and valve cover studs. I use Mr. Gasket header studs, because the ARP price on those is insane.

The cam is an FTI custom, and the specs are .601"/.576" lift; 288*/289* advertized duration; 234*/240* duration @ .050 lift, and 110* lobe seperation

The heads are TEA Stage III Renegade Twisted Wedges with 205cc intake volume, 50cc chambers, and the spring pressures are somewhere around 145 on the seat at a 1.80" installed height. I use CompCams Titanuim retainers, and Pro Magnum 1.6:1 roller rockers(7/16" stud mount).

The Holley intake is also TEA's full Renegade port job, with #s 1 and 5 welded to straighten them out, and a 3/8" phenolic spacer to straighten the transition between upper and lower intakes. I use an Accufab 75mm t/b, a Pro-M 77 meter, and a homemade inlet tube. I have #30 FMS injectors and a Paxton regulator. I use the factory distributor and an MSD 6A. The battery is still mounted under the hood, and I use a 3 core copper/brass radiator.

The exhaust is Bassani 1 3/4"to 1 7/8" stepped headers with 3" collectors, a Dr. Gas X-pipe, and Dynomax Race Magnum Welded mufflers exiting under the car.

I am using a steel Centerforce flywheel, a FMS pressure plate, and a Centerforce D/F disk. The factory T-5 still lives under there, and I have a FMS aluminum driveshaft linked to a FMS 31 spline differential and 4.30 gears, driving 31 spline Strange axles and C-clip eliminators.

I tune with a PMS.

[yeahloh95]

nice numbers but what does it run?

[Pure Stock]

11.19 @ 121 at the track, and afterwards dynoed @ 376 hp / 360 tq.

It had 373.'s in it.

[mlowry1260]

Joe,

what do you think you could run with this kind of power. I know Joe Correa didn't spend any time working on the chassis with that motor. A friend of mine raced him at a local NE series and the car was always loose.

[Pure Stock]

Joe,

what do you think you could run with this kind of power. I know Joe Correa didn't spend any time working on the chassis with that motor. A friend of mine raced him at a local NE series and the car was always loose.

Hey Mark. If I were to calculate it based upon peak RWHP converted into FWHP, I'm saying it would be *around* 470-ish FWHP. That should propel a 2,830 lbs. fox to approximately 128 mph. Figure ideal e.t. is 10.57 for the said mph. Bottom .40's may be a reality *if* avg. power output keeps the thing pulling when shifted. Perhaps extending 1st gear shift to around 7,000 rpm would get second gear set-up @ around 4,300 rpm. 350 RWTQ @ 4,400 rpm, according to Joe. I would have liked to see a dyno graph. If the efficiency could be replicated with that 306 in the chassis I have figure on knocking two-tenths off ideal, so can I dare say, 10.37x?????

T.E.A. prepped the T.W.'s and he states that the combustion chambers were decreased to 50cc. I believe the 205 T.W.'s are 65cc in that form. It's an awesome combo that has some pretty big stuff going on with it, from the cylinder heads themselves, to the header primary diameters, and last but not least big peaks and an impressive mid-range.

I wonder if the numbers posted were in SAE or STD?