: 1993 fleetwood performance

12-23-06, 04:07 PM
been gone awhile (deployment), but now that im back, im curious. what are my options to pep my caddy up? i know im one year short on haveing an LT1. but surely the 5.7 cant be useless. any ideas, (gear,exhaust, etc.) would be greatly appreaciated. thanks

12-23-06, 04:15 PM
Follow the standard rules of thumb.
1. Intake. (Under $100)
2. Exhaust. Flowmaster, Dynomax, etc are the most common. (300-600 depending on how you choose)
3. Gears. 3.73 -4.10 are common for racers, I like 3.42, it's a very solid, all around performer. (800 or so for a posi build)
4. Shift kit and stall converter. It allows some tranny slip to keep the engine more in its rev band. (800 or so as well, might be more)
5. Cam/Heads teardown and buildup. Depends

12-23-06, 04:18 PM
Well if you have the tow package then you're all set on gears :). If you don't, something like 3.73's are a good start or whatever they were.

The engine is a standard L05 Chevy 350. Lots and lots of aftermarket stuff for them and plenty of room in the engine bay to use it. I always wanted to do a Vortec head conversion on mine. You can buy the COMPLETE kit for $1300.

Headers, cam to match the Vortec heads and intake. You could easily get 350HP out of that engine. Easily.

We were posting at the same time LOL

I personally think you'll get a lot more for a lot less money than with an LT1.

12-23-06, 06:23 PM
The LO5's weak point is the heads. They can be ported to flow about as well as stock vortecs, but only if you're good with headwork. However, a simple cam swap even with the stock heads can net another 60 ft. lbs. easily; the factory cam is a broomstick. Summit sells full-length headers for the Fleetwood, and for not too much money. Be weary of changing the rear gears to too high a ratio, the LO5 does not like to rev, peak torque is at 2000 rpms and by 4000 rpm the engine is out of breath. However, with the right gears, that 2000 rpm band is great! If you want to start cheap, I would advance your timing about 10-12 degrees, because the factory TBI timing is very conservative. Next, I would find exhuast, because exhuast is an upgrade that allows the other upgrades that follow it to work more effectively. After exhuast I would swap the cam, then the heads, and eventually the rear-end.

12-23-06, 09:26 PM
so with the timing how do i know if i have gone to far or not enough?

12-25-06, 10:52 AM
Well, the knock sensor will take care of any detonation if the timing is too far advanced. Since the timing curve is already programmed into the computer, all advancing the timing does is shift the entire curve. This means total advance hits sooner. I notice the most difference in power during mid-throttle acceleration. I suppose you could advance the timing maybe 2 degrees at a time, and make a 0-60 run, then change the timing again, re-run, till you get what works best.

12-27-06, 11:25 AM
How are things going for the original poster? Pick up any seat of the pants power?

12-27-06, 01:59 PM
I recently bought a 1992 Caprice wagon with the same L05 motor. Here is a post in which I received some good links for power/economy upgrades on the L05:


Intake and exhaust are the best upgrades. Then later a TBI upgrade chip.
The stock LT1 cam seems to be a popular choice if you want to do some engine surgery.
Be sure to research the Ultimate TBI mod on the thirdgen.org site also.