which has more hp 305 or 307
- Thread starter 1978 buick regalman
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Well I know everyone hates sbc 305's and olds 307's but the 305 has way more potential for horsepower and torque for a pretty cheap price, just read this articles pretty impressive for a 305
http://www.popularhotrodding.com/en...hrs_305_chevy_engine_blocks/dyno_testing.html
http://www.popularhotrodding.com/en...hrs_305_chevy_engine_blocks/dyno_testing.html
I have a hard time believing that any 305 makes 375 horsepower... and even if it does, why not get another 25-35 HP with the same mods(minimum) for the same price just by going to a 350 and gaining 45 cubic inches.
from wikipedia:
SBO 307
A slightly larger 307-cubic-inch (5.0 L) version was introduced in 1980. It uses a 3.8 in (97 mm) bore (in common with the Buick 231 V6 and 350 V8) with a 3.385 in (86.0 mm) stroke. Some early 307s were painted GM Corporate blue, but most were painted satin black. It was used in most Oldsmobile models, as well as those from Buick, Cadillac, Chevrolet, and Pontiac. Every 307 used a four-barrel carburetor, generally a variant of the Rochester Quadrajet, usually the CCC (Computer Command Control) Quadrajet.
In fact, the 1990 5.0 L Olds V8 was the last carbureted passenger car engine on the market in the United States (excluding the 1991 Ford LTD Crown Victoria Police Interceptor 351-cubic-inch (5.8 L) V8, the 1991 Subaru Justy (base model) and the 1993 Isuzu pick up truck, the very last carbureted road vehicle sold in the U.S.).
The output of the 307-cubic-inch (5.0 L) was not particularly high in terms of horsepower. For example, the stock (non-high-output, VIN "Y") 307-cubic-inch (5.0 L) in the 1983 Oldsmobile 98 was a mere 140 horsepower (100 kW), although in that year a high-output model (VIN "9") was available producing a nominal 180 horsepower (130 kW), at approximately 245 lb·ft (332 N·m) torque. The final 1990 configuration was rated at 140 horsepower (100 kW) at 3200 rpm and 255 lb·ft (346 N·m) of torque at 2000 rpm. The combination of good low-RPM torque, the Quadrajet four-barrel carburetor, and the THM-200-4R three speed plus overdrive automatic transmission having a lockup torque converter allowed for fairly good performance, and fuel economy considered reasonable for the era, even in the larger and heavier model cars.
Applications:
* 1980-1985 Oldsmobile Delta 88
* 1980-1984 Oldsmobile 98
* 1980-1985 Oldsmobile Toronado
* 1980-1990 Oldsmobile Custom Cruiser
* 1980-1985 Buick Lesabre
* 1980-1984 Buick Electra
* 1980-1985 Buick Riviera
* 1980-1990 Buick Estate Wagon
* 1986-1987 Buick Regal
* 1986-1990 Chevrolet Caprice Wagon
* 1986-1987 Cadillac Brougham VIN "9" (Includes Early Model 1988 Broughams made in 1987)
SBC 305
The 305 5.0L variant of the small-block Chevrolet introduced in 1975 had a displacement of 305 cu in (5 L) with a 3.7350-inch (94.869 mm) bore, and 3.4803-inch (88.4 mm) stroke. Many performance enthusiasts shun the 305 because of the availability of 350 engine. Still the 305 has considerable power potential to the high selection of aftermarket parts that are readily interchangeable with the popular 350. Not all cylinder heads apply to this engine due to valves having bore interference or shrouding issues with the narrow bore of the 305 engine, but there are many LO3 setups that can produce over 300 horsepower from the right combination.
Induction systems for the 305 included carburetors (both 2 and 4-barrel), throttle-body injection (TBI), tuned-port fuel injection (TPI), and sequential fuel injection (GM Vortec).
The 305 was used in the following cars:
* 1976–1992 Chevrolet Camaro
* 1980 Chevrolet Corvette (California only)
* 1977–1993 Chevrolet Caprice (includes Impala)
* 1977–1986 Pontiac Parisienne
* 1976–1979 Chevrolet Monza
* 1976–1979 Chevrolet Nova (also GM X-body clones after 1976)
* 1976–1988 Chevrolet Malibu, Chevrolet El Camino, and Chevrolet Monte Carlo
* 1978–1992 Pontiac Firebird
* 1978–1980 Oldsmobile Cutlass (US Market only, Canadian market 1978–1987)
* 1991–1992 Oldsmobile Custom Cruiser
* 1981–1987 Pontiac Grand Prix
* 1975–1979 Buick Skylark
* 1977–2003 Chevrolet/GMC Trucks, SUVs, Vans
* 1991–1992 Cadillac Brougham
* 1978–1987 Buick Regal
After 1996, its usage was limited to light trucks and SUVs until the 2000 model year (vans and commercial vehicles until 2003) as the Vortec 5000. Currently still in production as a marine powerplant for Mercury Marine.
Year hp (kW) lb•ft (N•m)
1976 140 250 w/2bbl.
1977 145 245 w/2bbl.
1978 140 240 w/2bbl.
1978 160 235 w/4bbl.
1979 130 245 w/2bbl.
1979† 125 235 w/2bbl.
1980 155 240 w/4bbl.
1981 150 240 w/4bbl
so they both suck? well what about me? here my engine:
SBC 307
A 307 cu in (5 L) was produced from 1968 through 1973. Engine bore was 3.875 inches (98.4 mm) with a 3.25-inch (82.6 mm) stroke.
The 307—essentially a 283 block with the longer-stroke 327 crankshaft—replaced the 283 in Chevrolet cars in 1968 and produced 200 hp (149 kW) SAE gross at 4600 rpm and 300 lb·ft (407 N·m) of torque at 2400 rpm. Later versions produced just 115 hp (86 kW) SAE net. Chevrolet didn't produce a high-performance version of the engine, but did produce for Outboard Marine Corporation, a high-performance marinized 307, rated at 235 hp (175 kW) and 245 hp (183 kW) SAE gross, depending on year, that shipped with the Corvette/Z-28's cast aluminum valve covers and Rochester QuadraJet carb. Chevy also built other versions of the OMC 307 rated at 210 hp (157 kW), 215 hp (160 kW) and 225 hp (168 kW) SAE gross.
So, yeah they all suck. i was gonna say something snarky here, but im drunk and that brain cell is not here right now, if youd like to leave a message at the tone, ill try and get back to you as soon as possible.....BEEP
oh, wait...
ok well idid the drunk math ahd here it goes:
engine hp tq
sbo 307 180 245
sbc 305 160 245
sbc 307 200 300
i matched the highest hp and tq #'s and posted them. yay drunk math, i win!
....
SBO 307
A slightly larger 307-cubic-inch (5.0 L) version was introduced in 1980. It uses a 3.8 in (97 mm) bore (in common with the Buick 231 V6 and 350 V8) with a 3.385 in (86.0 mm) stroke. Some early 307s were painted GM Corporate blue, but most were painted satin black. It was used in most Oldsmobile models, as well as those from Buick, Cadillac, Chevrolet, and Pontiac. Every 307 used a four-barrel carburetor, generally a variant of the Rochester Quadrajet, usually the CCC (Computer Command Control) Quadrajet.
In fact, the 1990 5.0 L Olds V8 was the last carbureted passenger car engine on the market in the United States (excluding the 1991 Ford LTD Crown Victoria Police Interceptor 351-cubic-inch (5.8 L) V8, the 1991 Subaru Justy (base model) and the 1993 Isuzu pick up truck, the very last carbureted road vehicle sold in the U.S.).
The output of the 307-cubic-inch (5.0 L) was not particularly high in terms of horsepower. For example, the stock (non-high-output, VIN "Y") 307-cubic-inch (5.0 L) in the 1983 Oldsmobile 98 was a mere 140 horsepower (100 kW), although in that year a high-output model (VIN "9") was available producing a nominal 180 horsepower (130 kW), at approximately 245 lb·ft (332 N·m) torque. The final 1990 configuration was rated at 140 horsepower (100 kW) at 3200 rpm and 255 lb·ft (346 N·m) of torque at 2000 rpm. The combination of good low-RPM torque, the Quadrajet four-barrel carburetor, and the THM-200-4R three speed plus overdrive automatic transmission having a lockup torque converter allowed for fairly good performance, and fuel economy considered reasonable for the era, even in the larger and heavier model cars.
Applications:
* 1980-1985 Oldsmobile Delta 88
* 1980-1984 Oldsmobile 98
* 1980-1985 Oldsmobile Toronado
* 1980-1990 Oldsmobile Custom Cruiser
* 1980-1985 Buick Lesabre
* 1980-1984 Buick Electra
* 1980-1985 Buick Riviera
* 1980-1990 Buick Estate Wagon
* 1986-1987 Buick Regal
* 1986-1990 Chevrolet Caprice Wagon
* 1986-1987 Cadillac Brougham VIN "9" (Includes Early Model 1988 Broughams made in 1987)
SBC 305
The 305 5.0L variant of the small-block Chevrolet introduced in 1975 had a displacement of 305 cu in (5 L) with a 3.7350-inch (94.869 mm) bore, and 3.4803-inch (88.4 mm) stroke. Many performance enthusiasts shun the 305 because of the availability of 350 engine. Still the 305 has considerable power potential to the high selection of aftermarket parts that are readily interchangeable with the popular 350. Not all cylinder heads apply to this engine due to valves having bore interference or shrouding issues with the narrow bore of the 305 engine, but there are many LO3 setups that can produce over 300 horsepower from the right combination.
Induction systems for the 305 included carburetors (both 2 and 4-barrel), throttle-body injection (TBI), tuned-port fuel injection (TPI), and sequential fuel injection (GM Vortec).
The 305 was used in the following cars:
* 1976–1992 Chevrolet Camaro
* 1980 Chevrolet Corvette (California only)
* 1977–1993 Chevrolet Caprice (includes Impala)
* 1977–1986 Pontiac Parisienne
* 1976–1979 Chevrolet Monza
* 1976–1979 Chevrolet Nova (also GM X-body clones after 1976)
* 1976–1988 Chevrolet Malibu, Chevrolet El Camino, and Chevrolet Monte Carlo
* 1978–1992 Pontiac Firebird
* 1978–1980 Oldsmobile Cutlass (US Market only, Canadian market 1978–1987)
* 1991–1992 Oldsmobile Custom Cruiser
* 1981–1987 Pontiac Grand Prix
* 1975–1979 Buick Skylark
* 1977–2003 Chevrolet/GMC Trucks, SUVs, Vans
* 1991–1992 Cadillac Brougham
* 1978–1987 Buick Regal
After 1996, its usage was limited to light trucks and SUVs until the 2000 model year (vans and commercial vehicles until 2003) as the Vortec 5000. Currently still in production as a marine powerplant for Mercury Marine.
Year hp (kW) lb•ft (N•m)
1976 140 250 w/2bbl.
1977 145 245 w/2bbl.
1978 140 240 w/2bbl.
1978 160 235 w/4bbl.
1979 130 245 w/2bbl.
1979† 125 235 w/2bbl.
1980 155 240 w/4bbl.
1981 150 240 w/4bbl
so they both suck? well what about me? here my engine:
SBC 307
A 307 cu in (5 L) was produced from 1968 through 1973. Engine bore was 3.875 inches (98.4 mm) with a 3.25-inch (82.6 mm) stroke.
The 307—essentially a 283 block with the longer-stroke 327 crankshaft—replaced the 283 in Chevrolet cars in 1968 and produced 200 hp (149 kW) SAE gross at 4600 rpm and 300 lb·ft (407 N·m) of torque at 2400 rpm. Later versions produced just 115 hp (86 kW) SAE net. Chevrolet didn't produce a high-performance version of the engine, but did produce for Outboard Marine Corporation, a high-performance marinized 307, rated at 235 hp (175 kW) and 245 hp (183 kW) SAE gross, depending on year, that shipped with the Corvette/Z-28's cast aluminum valve covers and Rochester QuadraJet carb. Chevy also built other versions of the OMC 307 rated at 210 hp (157 kW), 215 hp (160 kW) and 225 hp (168 kW) SAE gross.
So, yeah they all suck. i was gonna say something snarky here, but im drunk and that brain cell is not here right now, if youd like to leave a message at the tone, ill try and get back to you as soon as possible.....BEEP
oh, wait...
ok well idid the drunk math ahd here it goes:
engine hp tq
sbo 307 180 245
sbc 305 160 245
sbc 307 200 300
i matched the highest hp and tq #'s and posted them. yay drunk math, i win!
....
Thanks for the info Beermonkey... it all has lead me to ..... well I'm just gonna go grab a beer. 
I think this is a good question. There are a lot of guys STUCK in CAlifornia or states with strict laws that want a daily driver that has not been converted to a Big Block. Sure, you can pull a 307/260 and turn it into a O350, or a 305 and drop a 350, and nobody will be the wiser. Sometimes.
But for a lot of us we need to keep the same engine. Finding a car with a 307 and 305 is easier than a G body with a 350. I think only a few Chevys and a few Cutlasses came with a C or O 350, so we are screwed in that regard.
There are articles on getting max HP and Torque out of a 305 with off the shelf parts. It is not hard and can be very inexpensive. There are also LOTS of ways you can keep all your smog crap on and try hard to keep it legal. One of the best is to put on Vortec heads and the GM manifold with EGR. That way you can keep your EGR, Fuel Evap lines and computer controlled carb. headers and a 50 state legal cam, better exhaust, and serpentine belt system and better valvetrain and smaller head gasket for higher comp ratios. Put on a bigger better cat. carb. and you should still pass smog tests. Of course you will get lower gas mileage with a 305 than a 350.
For the 307 you can go the similar route, but good luck finding the same parts for anywhere near the same price.
What it boils down to is what you want.... are you looking to get the most out of the engine you already have and keep your numbers matching, or are you looking to get the most HP and bang for the buck?
But for a lot of us we need to keep the same engine. Finding a car with a 307 and 305 is easier than a G body with a 350. I think only a few Chevys and a few Cutlasses came with a C or O 350, so we are screwed in that regard.
There are articles on getting max HP and Torque out of a 305 with off the shelf parts. It is not hard and can be very inexpensive. There are also LOTS of ways you can keep all your smog crap on and try hard to keep it legal. One of the best is to put on Vortec heads and the GM manifold with EGR. That way you can keep your EGR, Fuel Evap lines and computer controlled carb. headers and a 50 state legal cam, better exhaust, and serpentine belt system and better valvetrain and smaller head gasket for higher comp ratios. Put on a bigger better cat. carb. and you should still pass smog tests. Of course you will get lower gas mileage with a 305 than a 350.
For the 307 you can go the similar route, but good luck finding the same parts for anywhere near the same price.
What it boils down to is what you want.... are you looking to get the most out of the engine you already have and keep your numbers matching, or are you looking to get the most HP and bang for the buck?
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