I would’ve loved to drop a decent small block in there. A 350 with a decent cam, perhaps even a 383 (400 crank striker version). Not too much cam, or the Q-jet would’ve been unhappy. The Q-jet flowed plenty of air, but was a bear to tune because of the plugs on the mixture screws, and other emissions gear.
The real restriction on that engine was the exhaust. Two log style manifolds into a restrictive car and a single exhaust.
Even if I added a cam to the stock 305, that exhaust had it choked off pretty well. The L69, HO 395, was about 190 HP and it was mostly cam and some slight tuning.
But a good flowing exhaust (Edelbrock made a header system, and there were some better cats available by the early 90s), with a cam and/or bigger engine would’ve transformed that car. It was fun to drive, but awfully slow by today’s standards. My Volvo wagons, even the AWD, would smoke the TA.
I had plans to modify the TA. It had Koni adjustable shocks and struts. Better brakes from the 1LE package were going to be next (factory parts, bigger rotors, rear rotors to replace the drum). Then the engine. Roller rocker arms (the factory was 1.5:1 stamped steel), a warmed up cam, perhaps Edlebrock intake, the header system and cat and exhaust had all been planned out.
But then my daughter was born. Car seats and that car just didn’t work.
I sold it and bought a 1985 Volvo turbo wagon. Manual transmission. It had better brakes, better handling, and a ton more room than the TA. With the 165 hp intercooler turbo, and manual, and lighter weight, it was actually quicker than the TA. A better car in every respect.
Except looks…
