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Project 3-Oh-Why?



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There are pros and cons to welding the mufflers and exhaust in place. Obviously, if you ever need to remove the system you'll be stuck. We don't think that's going to happen, so we had the crew at Master Muffler weld the seams for a no-leak system.		http://images.chevyhiperformance.com/techarticles/148_0312_proj_22_s.jpg
We determined that the carb was calibrated a little too lean, so we upped the fuel delivery by changing the primary jets. The Demon carbs use common jets and gaskets, and we stepped up from the original size 58s to 64s.		http://images.chevyhiperformance.com/techarticles/148_0312_proj_23_s.jpg
The condition of the gaskets is important when putting the Road Demon Jr. back together after a jet change, and the double seals on the fuel tube that connects the primary and secondary float bowls are just as important. Be sure to position the accelerator-pump linkage at the bottom of the float bowl.
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After we determined that the lean condition was due to a feeble fuel pump, we stepped up to a six-valve Barry Grant pump. The base can be repositioned to fit your application, something we had to do in order to fit the pump and run the lines.		http://images.chevyhiperformance.com/techarticles/148_0312_proj_25_s.jpg
Just for kicks, we thought we'd see how the 305 would fair with a gulp of giggle juice. The Nitrous Works single-shot plate system bolted right in and let us choose a 75hp, 125hp, or 175hp shot (which more than doubled the factory horsepower rating).		http://images.chevyhiperformance.com/techarticles/148_0312_proj_26_s.jpg
We had to borrow a bottle and line from a friend, but the system was easy to install because the bracket for the solenoids and the tubing were ready to rock.
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