Edelbrock Performance Package Question
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Edelbrock Performance Package Question
PLEASE REFER TO MY NEW THREAD: Edelbrock Performance Top End Kits-Getting More Horsepower!!!
I have been thinking about buying the Edelbrock Performance Package Top End Kit #2098. I have a 75 Vette with the L-48 engine Fred Flintstone Pedal Powered 165 hp 8.5:1 compression V8. Have any of you used this package on your L-48 and are you happy with it. Here is the link for the Edelbrock site for the kit:
http://www.edelbrock.com/automotive_...ek_chevy.shtml
Thanks, Ken
I have been thinking about buying the Edelbrock Performance Package Top End Kit #2098. I have a 75 Vette with the L-48 engine Fred Flintstone Pedal Powered 165 hp 8.5:1 compression V8. Have any of you used this package on your L-48 and are you happy with it. Here is the link for the Edelbrock site for the kit:
http://www.edelbrock.com/automotive_...ek_chevy.shtml
Thanks, Ken
Last edited by 75 Vette; Oct 16, 2011 at 01:40 PM.
Burning Brakes
Joined: Aug 2001
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From: dudley ma
I just installed that package this past spring. Only I added it to a GM 350/330hp crate motor I had in the car. Haven't taken it to the dyno yet but certainly an increase in power. Just trying to figure out now what size stall to add to the tranny. 
Le Mans Master
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From: Seattle WA
St. Jude Donor '14
Overall, it looks like a decent package - the cam is well-matched to the heads, and the heads are decent with claimed flow in the 240/165 I/E range @.500 lift.
I don't believe the Performer RPM will fit under the stock hood...? And I'd expect a torque converter upgrade would be worthwhile considering the RPM range of the cam.
FYI, looks like .100 longer pushrods are required but not included in the kit.
By comparison, A Vortec top would probably be in the same power range for less money - and there are better Edelbrock heads to be had around the same price range.
I don't believe the Performer RPM will fit under the stock hood...? And I'd expect a torque converter upgrade would be worthwhile considering the RPM range of the cam.
FYI, looks like .100 longer pushrods are required but not included in the kit.
By comparison, A Vortec top would probably be in the same power range for less money - and there are better Edelbrock heads to be had around the same price range.
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The problem I'm told is that, due to the dish pan pistons that the compression will not be high enough to get the results I'm looking for. It is supposed to impact the vacuum and the power brakes. The RPM intake maifold will work from what I've been reading but will require a low profile air cleaner leaving about 3/4" gap between the hood. My goal is to get the horsepower up to 325 +/-.
I love the concept that the performance package is a matched set ready to install. I realize that I need new pushrods and possibly timing gears.
I What I'm really looking for, is someone that has the L-48 and has used the #2098 package to see what their experience was/is.
I love the concept that the performance package is a matched set ready to install. I realize that I need new pushrods and possibly timing gears.
I What I'm really looking for, is someone that has the L-48 and has used the #2098 package to see what their experience was/is.
Last edited by 75 Vette; Oct 15, 2011 at 12:09 PM.
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What type pistons (flat top vs dish) did the crate motor have?
Le Mans Master
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From: Seattle WA
St. Jude Donor '14
Compression has a minimal impact on power until the engine is making around 1.2 FWHP/CID or better. I believe the stock heads are #333881 with 76cc chambers...so by dropping to a 64cc chamber you're bumping CR to around 9:1...which will absolutely allow you to hit your power targets with the right combo. You can also tweak your CR and achieve better quench with the right head gasket. Certainly that level of cam is going to have a vacuum impact.
A low-profile (2" or less) cleaner can *kill* intake flow...
The specs tell you what you'll get, but I'll back out so you can see if someone's used it in your application
A low-profile (2" or less) cleaner can *kill* intake flow...
The specs tell you what you'll get, but I'll back out so you can see if someone's used it in your application
Last edited by billla; Oct 15, 2011 at 01:12 PM.
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Race Director
Joined: Jan 2000
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From: San Jose CA
Compression has a minimal impact on power until the engine is making around 1.2 HP/CID or better. I believe the stock heads are #333881 with 76cc chambers...so by dropping to a 64cc chamber you're bumping CR to around 9:1...which will absolutely allow you to hit your power targets with the right combo. Certainly that level of cam is going to have a vacuum impact.
A low-profile (2" or less) cleaner can *kill* intake flow...
The specs tell you what you'll get, but I'll back out so you can see if someone's used it in your application
A low-profile (2" or less) cleaner can *kill* intake flow...
The specs tell you what you'll get, but I'll back out so you can see if someone's used it in your application
I wouldn't be surprised if just about any small block with modern heads and a cam with a profile about as aggressive as an L82 was making at least 1hp/Ci on an engine dyno with no acessories.
Le Mans Master
Joined: Feb 2011
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From: Southern NH
I had the RPM cam on my old Camaro and a high stall converter is definitely needed. I also got really poor vacuum, so bad that I was going to install a hydrobooster for the brakes.
The car went really good at high RPMs though.
The car went really good at high RPMs though.
Race Director
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From: San Jose CA
I'm fairly confident a stock L-82,with 1 5/8 LT headers and full dual exhaust would be pretty close to the 1:1. Throw better heads on and undoubtedly it'll be beyond. This is of course on an engine dyno with no accessories, like the "good old days".
Burning Brakes
Joined: Aug 2001
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From: dudley ma
The pistons are dish top. And it was +.1 on the push rods. Rockers I used are comp cam roller tips 1.6.................I have a 2400-2800 and a 3600 stall not sure which one to use
Last edited by 78pace; Oct 15, 2011 at 02:43 PM.
Le Mans Master
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From: Seattle WA
St. Jude Donor '14
As noted on other threads, I don't see a stock L-82 + exhaust making anywhere near 1 FWHP/CID...but we don't need to re-open that discussion here 
I build about 10 engines a year and do a bunch of "tops"...that level isn't as easy to attain as many think. It's not difficult or expensive, but it takes more than just exahust.
Race Director
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From: San Jose CA
Post the dyno sheet when you get one As noted on other threads, I don't see a stock L-82 + exhaust making anywhere near 1 FWHP/CID...but we don't need to re-open that discussion here
I build about 10 engines a year and do a bunch of "tops"...that level isn't as easy to attain as many think. It's not difficult or expensive, but it takes more than just exahust.
As noted on other threads, I don't see a stock L-82 + exhaust making anywhere near 1 FWHP/CID...but we don't need to re-open that discussion here I build about 10 engines a year and do a bunch of "tops"...that level isn't as easy to attain as many think. It's not difficult or expensive, but it takes more than just exahust.
I'm still confident you could hit about 0.9-0.95hp/CID with an L-82, headers, no exhaust system, no accessories, and a good solid carb/ignition tune on 91 octane.
Take the L-82 heads off and put on modern heads (think AFR 195), a cam that's "about as aggressive" as an L-82 cam (216-ish) with a modern profile, 10:1 compression and a performer RPM intake, I have no doubt you'll be beyond the 1.0 HP/cu in.
Regardless, you never answered my original question about compression ratio's impact on power: is the 1.2HP/cid number based on a flywheel rating with no engine load (other than the dyno), or as-installed in the vehicle?
Le Mans Master
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From: Seattle WA
St. Jude Donor '14
I'm not trying to "win" anything - but I'm also not the one making a claim of 1HP/CID with exhaust only on an otherwise stock L-82
If you can't make more than 1 HP/CID with AFR 195s...then you've done something horribly, horribly wrong.
Regardless, no more OT on this thread for me - sorry, OP
If you can't make more than 1 HP/CID with AFR 195s...then you've done something horribly, horribly wrong.
Regardless, no more OT on this thread for me - sorry, OP
Race Director
Joined: Jan 2000
Posts: 12,399
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From: San Jose CA
I'm not trying to "win" anything - but I'm also not the one making a claim of 1HP/CID with exhaust only on an otherwise stock L-82
If you can't make more than 1 HP/CID with AFR 195s...then you've done something horribly, horribly wrong.
Regardless, no more OT on this thread for me - sorry, OP
If you can't make more than 1 HP/CID with AFR 195s...then you've done something horribly, horribly wrong.
Regardless, no more OT on this thread for me - sorry, OP
But at any rate - I'm still curious about the answer to my question.
Safety Car
Joined: Oct 2000
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From: Southern Indiana
You'll win this argument easily if providing a dyno sheet is what's necessary to counter you.
Does it mean unless you have a dyno sheet its hands off the engine because you can't possibly have done anything positive unless you prove it on paper?
How about the old way like physically going down a race track for a change?
It doesn't matter how much HP a persons has unless they know how to use it anyway, or maybe a person just likes to add go fast goodies just for the "because factor"?
I just added a high rise intake to my engine but im not going to rev it up to 6500rpms 3xs to prove it was worth it.
