Best setup for low-midrange torque on a stock 2 bolt main L05 88 350, with stock trans and converter?

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95burban

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Keep things simple, gears are your best friend. You don’t need the best of everything to go fast. Cheap fun is the best fun.

Stock bottom end, vortec heads, solid flat tappet cam, off brand intake, off brand roller rockers. Rings gapped at .030, runs 6.50s on a 250shot. It has hundreds of passes, hard street miles, a lot of blow by and runs hard. No afraid to blow it up.
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547bbc alky motor, best of everything, custom cam etc. scared to death to hurt it, couldn’t afford to fix it.
 

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L31MaxExpress

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www.airflowresearch.com/cylinder-heads/enforcer-as-cast/



Are these AFR's Chinese castings?

and


But that's OK, 195cc intake ports aren't what you want for low- and midrange torque anyway.
They ARE the chinese casting AFRs. They are the same casting as a dozen different heads. I put a pair on the 350 in my Express and ran them for over a year with a GM SPO 357 hp crate engine cam. There was not a single point in the powerband the Vortecs made more torque or power. With a good valve job and a little bowl work the chinese heads flow 265ish CFM. My 383 has a set of those heads ported by Lloyd Elliot. The Lloyd Elliot ported ones are around 210cc but outflow the AFR 190 Vortecs by a decent margin. I have seen multiple dyno tests of large port heads making more torque at low rpm then smaller ports but slightly less midrange around 3,500. Average torque is generally highest with a 190-210cc port on a 350. The larger port flattens the torque curve by making it higher on both ends.
 

Schurkey

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I see the makings of a flatbottom V-drive. Very jealous.

Mine needs help. Too lazy to work on it. This is a very old photo, seats, engine, exhaust are all different now. The Sanger hull looks about the same, as does the high-rise ski-tow.
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I've got some stringer rot I've been ignoring. I hate working with fiberglass/resin.
 

Slade88

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First step is to look in the glove box, at the option code sticker.

GU6 = 3.42
GT4 = 3.73
G80 = locking differential

Point being, look at the "G" codes and see what's listed. Of course, the axle or the gears could have been changed since the vehicle was built. Removing the axle cover and actually inspecting the gears is the only foolproof way to know.
I’ve got GU2 that’s a 2.73 gear ratio, good or bad?
 

kennythewelder

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I’ve got GU2 that’s a 2.73 gear ratio, good or bad?
273, grate for the highway, sucks for pulling anything. 373 with OE hight tires, is a grate combo on these trucks for average pulling. A bigger tire, or a bigger load, will need lower gears. The bigger the gear ration number, the lower the gear, the better the pulling power, but the worse the MPGs will be.
 

stutaeng

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I just figured they used those numerically lower gears to get their MPGs higher?

I should have clarified: those 3 trucks are all C1500s. 2 are RCSB and 1 an ECSB. I believe the ECSB had the F44 RPO code too.
 

GrimsterGMC

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They must have had really small diameter tires or they'd be downshifting all day due to the low RPMs in overdrive.
 
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