Interested in taking one with a blown motor (one with the TR-3650), and doing the following mods to help with losing weight and cornering:
Not sure about the CARB legality of a carburetor conversion on a 2000-and-up car lol
Could all this be done for less than a decent 4th gen F-body?
Did a pm3l with a watts and I liked it.
If you up the compression/ cylinder pressure much at all with the new head install you'll most likely need to address the ignition. There's not much extra energy available with the stock coils and adding cylinder pressure makes them unhappy.
Two valve SN95s make a decent starting platform but why carburetor? Doesn't help with power or cornering and will make you fail CARB.
If you're worried about CARB legality, the Trick Flow heads could be a problem, too. Granted, they're not quite as obvious as a carburetor conversion, but the heads themselves won't be legal.
The heads, the carburetor, and even the block are all disallowed under CA smog rules.
carb fail CARB. Every time
PM3L seems questionable. 4th-gen F-body seems better out of the gate in most ways. Truck block may cause a CARB failure as well, right?
Will said:If you're worried about CARB legality, the Trick Flow heads could be a problem, too. Granted, they're not quite as obvious as a carburetor conversion, but the heads themselves won't be legal.
If you paint the heads, no one will know.... but the sniffer might pick up on the NOx.
TFS heads on an LT1 I built weren't legal, but I painted them black right along with the block. Careful tuning get it to pass the sniffer, but that car was running a pretty lumpy cam and made nearly 500hp. Max allowable HC was 45ppm. Passed at 43ppm. Max NOx allowed was 393ppm. Passed at 387ppm. That was after about 4 days of hardcore fuel curve and timing curve tuning while simulating a sniffer test. With a carb, not only will it fail visual, it would probably bump that HC number up to about 250ppm
Carburetor won't pass.
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