October 7, 2000
The goal has been reached. The 305 H.O. turned in a best of 14.049 at 100.82 MPH at Stanton Dragway. If it wasn't for the 2.08 second 60-foot time, the car would probably be in the 13's. This engine is probably right on target for 300 horsepower.
 

	Here's the newly refurbished intake manifold, all bolted into place. I modified the center holes with the grinder to accept centerbolt heads, then degreased it, and soaked it in BIX stripper to clean off the old aluminum paint. I then spent a $1 at the local powerwash, and high-pressure washed it. Afterwards, it was clean enough to paint. I sprayed it a good quality automotive primer, then painted it gold with Rustoleum. I the top-coated it with VHT ultra-high temperature clearcoat. I then baked it for an hour at 200 degrees, followed with another hour at 400 degrees. The finish is now as hard as a diamond.
	The 1988 centerbolt heads, which are ported and polished, now have roller-tipped Comp Cams magnum rockers installed. The springs are Comp Cams 981-16, and the camshaft is the flat-tappet version of the Comp Cams Extreme Energy-series XE262H. This cam is installed on a 104 degree intake centerline, rather than the Comp recommended 106 degree centerline.
	I will be starting out with the original Quadrajet carburator. I think that the ability to tune with secondary metering rods is a big advantage to the Qjet. I can tune the carb without ever removing a float bowl, by just swapping hangers and metering rods. Time for a swap: sixty seconds. I have three or four sets of metering rods, but I need to purchase some hangers. I'll start out with the "DR" rod, which is stock for the L69, and move into a modified rod from JET performance.
	There may be a height problem with the Edelbrock Performer manifold. It is taller than the original factory aluminum intake, so I may have to use a modified air cleaner, or perhaps even a different hood! If I were rich and had unlimited funds, I'd use an ACSD ram-air hood for an extra two inches of clearance. I'll cross that bridge when I get there.
	I'm using the Edelbrock 6872 TES headers with my engine. As purchased, they fit nice, but there is some rework that could be done. First off, the AIR recirc ports stick up into the exhaust stream. Some are sticking out over 7/16". I ground these flush. In addition, there is a welding bead that occludes the port. It's not bad, but a good .2" diameter increase can be achieved.
	Before mounting, I chased the threads in the cylinder heads with a tap. There was a buildup of old rusty scale from the original manifold bolts.
	The headers are painted with some ordinary black paint, and Edelbrock recommends having them sandblasted and painted with high-temperature paint. Hi-temp paint requires heat to properly cure, and I bought this lab oven at MSU salvage for five bucks. It is just large enough to heat-cure everything but the Y-pipe. It takes two cans of VHT to paint everything.
	Here is the driver's side header in VHT 1600 degree aluminum. Be careful when painting: Use a good painters mask as these chemicals are very toxic. Even though you are spraying from a can, this stuff will coat your lungs and leave you coughing for days. I speak from experience, although I did whip out my mask and use it for the second can.
	I chose to not use the AIR pump bits, although I can reinstall it in the future. I converted the ports to thermocouple access ports with some 3/8 inch compression fittings. Once I get my fuel injection project back on track I will be able to measure cylinder to cylinder temperatures and adjust the trim on each injector to equalize combustion. This will require an EFI system like the Motech, or the FP Performance. For now, they simply look neat.