Before getting down to the meat and potatoes of the finale of this engine build, let me tell ya; you guys that live in states where emission laws are not as strict as California’s have it made. Third-generation Camaros are among the most affordable on the market and have great potential for street or track build-ups. These are the salad days for the ’82-92 F-bodies, as salvage yards have no shortage of these cars laying around full of nice parts for the taking.
Like many 3rd-generation Camaro owners, my ’88 IROC-Z is used as a daily-commuting-back-and-forth-to-work grocery getter.
For the sake of dyno testing and monitoring the numbers, the crew at Westech removed the f
The 305ci throttle body small-block is about as worn as a pair of Wal-Mart underwear, so it has to go. My idea was to replace the 305 with a 383 that can roast the fruity Deutschland road vehicles and the sideways-wearing ball cap owners that drive ’em.
Replacing the antiquated OBD1 system and computer is the new Accel DFI Thruster engine man
Once the engine was at the dyno facility, Westech Performance in Mira Loma, California, our dyno technicians, Ernie Mena and Steve Brule, went through the paces of hooking up the Accel harness, Accel DFI Thruster EFI engine management system, and Accel dual sync distributor. Even though EFI and engine tuning are new to me, Mena made it look easy. The Accel DFI Thruster program is designed for the entry-level and advanced tuner. The Thruster program differs from some of the previous Accel systems by simplifying the tuning process and eliminating many of the unnecessary screens and maps. This should help prevent a novice tuner like me from continually screwing things up.
If your TPI is running only 340 horses like this ’88 Camaro, or over a 1,000, the Thruster
I had boldly speculated this engine would produce around 400 horses at the flywheel. In no uncertain terms…I was wrong. After tuning the engine and a few dyno pulls, the horsepower peaked at 340 @ 4700 rpm and the torque topped out at 462 @ 3,400 rpm. While I was very happy with the torque output, my disappointment over the peak horsepower numbers was hard to deal with. That was until Brule and Mena set me straight. “This engine behaved exactly the way it was supposed too,” said Brule. In order to keep the engine smog-compliant and play by the stringent California smog laws, a C.A.R.B.-approved cam, heads, and intake had to be used.
The Crane Cams bumpstick (Part# 104224, grind 2032), has a duration, at .050-inch lift, of 214/220 with lift of 452/465 and lobe separation of 112-degrees. This was just about as big as we could go and remain smog-legal. Along with the cam, the Edelbrock Performer cylinder heads were the next step in keeping with the smog laws. After looking at these two factors, my view of the engine changed and I was no longer disappointed. At 2,500 rpm the engine torque is already at 430 ft-lbs. This will ensure snappy throttle response and no problems roasting the hydes, should one desire to do so.
- It will run 11 different ignition configurations.
- Configurable to narrow or wide-band O2 sensor operation.
- Offers built-in self diagnostics.
- Will operate the fuel injectors in sequential or batch fire mode.
- Has built-in data-acquisition.
- Individual cylinder fuel control.
- Will support up to 41 psi of boost.
- Will operate high or low impedance injectors in batch or sequential mode.
- 2 high rpm over rev limiters (ignition & fuel)
- Built-in 2-step rev limiter.
- Controls torque converter, A C clutch, radiator fans and knock.
- Has shift light output.
- Can be upgraded to a PRO version.
- Real time programming. All changes made on laptop happen instantly, no re-flashing needed.
- Data Acquisition feature can record up to 6 channels through the ECM and laptop, or up to 16 total
channels when using the DATAMAP part of the wide-band O2.
In this photo Ernie is setting up (phasing) the Accel (part # 77100T) dual-sync distributor (one signal from the cam and the other from the crank). In order to fire the engine in sequential mode, a dual sync distributor is a must.
The Accel harness system replaces the OE harness when used with their DFI program and sens
All the sensors needed to run the system and monitor the engine are included.
Westech uses Lucas oil on all of their dyno runs and engine break-ins.
Once the engine was wired up and properly lubed, Mena jumped onto the laptap and ran a dia
Once the engine was started, Mena switched back and forth between the engine and laptop, f
After a few pulls and re-mapping of the tables, Mena pretty much had the engine dialed in
RPM TORQUE Horsepower
2500 430.5 205
2600 430.1 213
2700 433.4 223
2800 439.4 234
2900 442.5 244
3000 446.4 255
3100 449.2 265
3200 453.5 276
3300 459.0 288
3400 462.3 299
3500 460.8 307
3600 457.2 313
3700 454.2 320
3800 449.4 325
3900 444.3 330
4000 437.4 333
4100 428.5 335
4200 420.6 336
4300 411.1 337
4400 402.4 337
4500 393.5 337
4600 286.2 338
4700 379.9 340
4800 371.5 340
4900 357.3 333
5000 343.5 327
5100 334.5 325
5200 321.3 318
5300 307.1 310
5400 296.0 304
5500 282.4 296
5600 367.5 285