Chevy 305

Transmission slipping could be due to worn clutches, low transmission fluid, or a faulty torque converter. Swapping a transmission from a 350 Chevy onto a 305 engine may require modifications due to differences in torque converter size and internal components. It's recommended to consult with a mechanic or transmission specialist for the best course of action.

Yes, a 350 transmission can mount to a 305 engine as long as they share the same bellhousing bolt pattern. Many Chevy V8 engines share a common bolt pattern for the transmission. It is important to verify compatibility based on the specific year and type of transmission and engine.

yes the heads will bolt right on but if you are putting a 305 in there the flywheel is different in the sense that the 327 has a small hole where the flywheel meets the crank (you need the starter for the 305)

In general, an ammeter needs to be installed between the device providing electricity and the device(s) using electricity. This kind of connection, where you break the wire and install the meter across the break, is called a "series" connection. In an automobile, the ammeter should be installed in the smaller of the two positive (usually red) battery cables, the one that runs from the positive battery terminal to the alternator charging terminal (and also to rest of the non-starter electrical loads). Here is a simple drawing: B+ ------(\)---------- A+ ---------- ACC

ST Where: (\) = The Ammeter

B+ = Positive Battery Terminal

A+ = Alternator Charging Terminal

ST = Starter (large cable)

ACC = To vehicle Accessories (small cable) i.e., ignition, lights, etc.

------ = smaller (typically 10 gauge) red wire

= larger battery/starter cable (typically 4 gauge or larger) Notes: * Do not install the ammeter in the large cable that goes to the starter. * The small cable from the Alternator to the battery may be attached to the battery terminal, or it may be attached to the starter terminal. Electrically these are equivalent. * In order for the ammeter to properly show whether the battery is charging or discharging, the ammeter must be installed between (a) the battery and (b) both the alternator and fuse block/ignition switch. * If the accessory cable is also attached to the starter, it will have to be removed and attached to the alternator side of the ammeter or to the alternator as shown in the drawing. * Make sure you disconnect the negative battery terminal before working on the electrical system. ALWAYS wear safety googles whenever working on or near the vehicle battery.

V-belt driven, clockwise.

To do the job properly, yes. But with experience and a few tricks it can be done without removing the pan.

All other things equal, yes. For several reasons. The biggest one is the extra 45 CID the 350 has. A 305 is basically an underbored 350 and was designed as an economy engine. The small bore of the 305 limits the valve sizes that can be used because of clearance problems with the block itself. If you want to go fast, the 305 is one of the worst small block Chevy engines you can build. Only the 262 and 267 are even worse when it comes to performance potential.

There is no information on the internet about what the special feature of the Chevy 305 engine is, in fact, the Chevy 305 and 350 are interchangeable, one is just an older model.

Yes it will. It will bolt right on... 100% interchangeable.

On the front of the timing chain cover, drivers side towards the top of the harmonic balancer.

Never tried it, but they're both internally balanced, so it should work out fine.

A Chevy 305 TBI engine may backfire when cold outside due to several factors, including a rich fuel mixture, improper ignition timing, or malfunctioning sensors. Cold temperatures can exacerbate fuel atomization issues, leading to incomplete combustion. Additionally, a faulty temperature sensor may not signal the engine to adjust the air-fuel mixture appropriately, further contributing to backfiring. Ensuring proper maintenance and checking for vacuum leaks, worn spark plugs, or issues with the throttle body can help mitigate this problem.

No. Just a standard 305 with a 2 barrel carburetor.

Yes, the only thing that you will have to change is the flexplate to the trans mission. The 305-350 engines are internal balanced engines and the 383 is an external balanced engine. This means the Harmonic Balancer and the flexplate will be weight on them.

all external bolt on parts will work. heads, intake, dist, cam, pan, timing chain, oil pump etc. should all work as well. most internal parts will not work though. such as pistons crank rods and block.

The 305 crank will fit the 350, but will need to be balanced.

i would not use the 305 heads due to small compression chambers.

Absolutely! It bolts to a 305 exactly the same way it bolts to a 350... It's completely interchangeable.

NO The bore and stroke is different.

A 305 chevy engine has a bore diameter of 3.736". Check the diameter of your L2256 piston to see if it is that size.

No. The length is ok, but the journals are different.

It's usually screwed into the intake manifold towards the front, near the thermostat housing.

For the purpose of installing a distributor, remove the coil wire, remove the number one spark plug (drivers side, first one up front), put your finger tightly into the number one spark plug hole, have some one jog the engine over with the key a little at a time until you feel compression coming from the number one spark plug hole, stop at that point and turn the engine by hand clockwise until the mark on the damper lines up with "0" on the timing scale. This will give you TDC for the number one cylinder on the power stroke. This is where you would drop the distributor in with the rotor lined up on the number one position on the distributor cap.

For cam timing,A degree wheel and either a piston tdc spark plug stop or piston stop with head off. remove spark plugs. With degree wheel mounted on the crank,manually turn the engine over until piston 1 is close to TDC, distributor cap/rotor will get u close. put the degree wheel/pointer to 0. Install stop Turn the motorover by hand until the piston touches the stop, mark the degrees. Crank the engine in the (opposite direction 1+ complete turns)until it touches the stop. Marker the degrees down, add the 2 number(degrees before 0 and after 0) divide by 2 and that is the degrees# before/after 0 the piston should touch the stop. An example: if the piston touched 24 degress before 0, and again 20 degrees after 0. You need to adjust the wheel so it 2 degrees, so that the stop touches at 22 degrees before/after 0.

Because of the 305's small bore, you're pretty limited. Large valve heads (2.02/1.60) won't work on a 305 because the valves will hit the block itself. If it's an older 305, your best bet would be the old power pack 283 heads. They flow better than the older 305 heads. Now, if it's a vortec engine, you probably won't do much better than what it had stock. If you are really trying to go fast, the best thing you can do is junk the 305 and replace it with a 350 or a 327.

Depends on the year, but the 305 used the AC Delco R44t for years.

6 deg BTDC