I freshened up the 383 in my Chevelle recently, I used a local engine builders advice, who races in the NHRA on selecting a cam and had one ground to his specs, I took the engine to his Dyno a few weeks later. The engine made 476 hp with a set of ported 906 casting Vortec heads, a Edelbrock performer "Vortec" intake, the engine makes 10.3-1 compression on I run 93 octane pump gas. The engine runs great and has good street manners as well as top end power. It runs so strong now, I'm really impressed with it, for what it is
David: Thank you for the presentation for installation of the pistons and rings and Spiro Locks. This information is extremely helpful in my future stroked engine build. God Bless You!
Thank you for these great videos! Extremely educational and I love your stories of the days when you raced in England. I have a decent little 327 ci SBC in a 2400lb British kit called an Ultima that I built 20 years ago. It seems the trend for my kit that I see is that everyone has switched to the LS and the newest builders are dropping in the latest crate LT engines from GM with direct injection. I still love my little 500hp SBC and your videos have given me so much information on how I can improve it. It’s a 2 bolt block from 1967 and I may start with converting it to 4 bolt with the splayed caps. Thank you again!
I love this. Before your channel, you were “just” a legendary race engine builder and book author. Now, we can get to know you and hear the actual delivery from the man! Thank you for all you‘ve done, and for what you continue to do, David! 🏁
1n the 80's I had your book how to modify your mini and put it to good use on my 72 850cc..ended up with a tuned up 1098cc which would pop up to 60mph in 11 seconds..from 26!.... great to see these vidoes even though I dont have a car at all right now. A question what is the reason behind releasing videos almost daily? I ask because most other youtube channels I have been watching for years tend to go with a weekly video published
The almost daily release is due to his previous channel, David Vizard Performance, was managed by Marvin Burke, who suddenly passed away. Marvin had the passwords and such. DV got with Andy Wood, and made this channel. Working with Andy, and some with Uncle Tony's Garage, DV is getting greater exposure. This in turn make DV more money, so he can put out more videos. A win/win for DV and all of us viewers. All of this is explained in one of his videos DV put out about 3 months ago. You can search it under the "videos" header. Hope this helps.
Hi David hay a question when you talking about the engine 383 engine and then you where talking about the 396 the question is this is the 396 the old big block or is there a 396 small block stroker engine. I'm just Curious. Oh thanks for sharing your information with everyone.
Talking about power you’ve gained from stroker 350’s, you said you’ve gotten as much as 585 horsepower from the 396. What about the budget 383 that made 540+- on the restrictor plate and I believe it was 620.9 hp on the super victor intake?
Answer to cabot , you have registerd numbers that are wrong for a 377, those numbers equate to a 372 . 377 numbers are .030 over 400 sbc which are 4.155 times 3.48, Formula is bore times bore times stroke times point .7854 times 8 equals 377.
So the 383 stroker Chev is an impressive engine no denying, the part causing me to wonder is why isn't the 390 Ford FE right there with it? 4.05 x 3.78 with a 6.49 rod and a floating wristpin but even with aftermarket heads, cam, intake and exhaust they still don't throw down like a similarly built 383. Is it just bad architecture, too heavy of a rotating assembly? What am I missing here, would love to have your insight if you have the time. Thanks for the videos and books.
with aftermarket heads, an FE will keep up with a small block stroker chevy, there may be a weight issue since it's a deep-skirt Y block design--the joke was the FE stood not for Ford Engine but the scientific sign for Iron :) but with aluminum heads, intake, water pump and tubular heads you're reducing the difference.
So it looks like I did everything wrong with my 383? It's only 9.6:1 static compression and the cam is a Comp XFI hydraulic roller grind that is 202/212 degrees @ .050" with .550"in. and .546"ex. lift with the called for 1.6:1 rockers on a 113 LSA. Also has Patriot Performance aluminum heads with 2.02"/1.60" valves and flat tappet springs I still need to swap out, a Weiand Airgap style intake, Holley 850 DP carb backed with an 700R4/3,000 stall with lockout and a 3.07:1 rear gear. Seems to work really good though in the land barge 4,200 lb(4,400 lbs with me in it) Impala it's in, 13.0s in the QM @ 101 mph with high 1.8 / 60 ft times. I believe when I swap the springs and dial in the tune it will be in the high to mid 12s with a 1 or 2 more mph at the top end? Here is the kicker with this combo, I get 17mpg city/24mpg highway with the carb tuned more for mpg than performance. Yeah I am very curious what this would be like with a better LSA but unfortunately don't have the funding to do that kind of testing. Do you think I would gain or lose mpg with a tighter LSA? The cam at the time(2005) was the closest grind I could find that would possibly give me the best of both worlds? Would really like to try this combo in a thousand lb lighter car, maybe 20city/27highway and 12.0s or tickling the 11s in the QM?
@@itseithergonnaworkoritaint7852 I'm going to say more torque and horsepower . Depending on the cruising RPM. I bet better MPG. But you have to work on the carb or whatever you have to make it clean the idle up so you have enough vaccum.
DVs 128 formula would put you @ 106 LSA, maybe 105 with your lower compression, and the duration determined by your needed vacuum and rpm range. Of course proper installed angle is a must. JMO
@@dondotterer24 The cam in there now gives me 21 in of vacuum at idle, do you think I would lose vacuum if I had a cam made with the same specs except the LSA at 105 or 106? Remember, this isn't an all out cam, it was chosen to do it all, good performance and good fuel economy.
421 out of 400 is what my old man used to build for late model dirt cars in late 80s early 90s. They made 700hp+ and run 8k+ rpm all night. The last one he built for a buddy still runs to this day.
You can use borg warners match bot program to accurately choose turbos. Just follow the directions and enter good data and it will give you very accurate turbo performance data
I have a late roller block and a 3.75 Scat crank for it also have some vortec heads from a 1 ton with the bigger exhaust guides . Need a high torque engine for my 64 Chevy medium duty tilt cab..Need some advice if this will work and who should I get a cam from . Fat tappet or hydraulic roller? Thanks again for the great videos.
I'm really surprised about your claim of a 383 outperforming a 406. If you were to build both to run on the same fuel, would the 383 perform better? Or is it that most people do a poor job building 406s, so a well built 383 will outperform an average 406?
David, I assume if you have lots of data from the 302,327,350,383 etc. builds of similar compression using 64cc heads you would also see the fuller trend of improved ft-lb per in^3 gained by stroking. How does the 377 3.48” x 4.125” seem to fit the trend, I would assume close to the 383?
I am no engine builder but those Destroked engines have always seemed to be killer in types of racing where traction is a major issue like dirt track racing
@@joshcampbell2503 421 out of 400 is what my old man used to build for late model dirt cars in late 80s early 90s. They made 700hp+ and run 8k+ rpm all night. The last one he built for a buddy still runs to this day.
@@bigboreracing356 That's a great cam for a reasonably light car. He never has said what he is putting the engine in. If it's a 4000lb station wagon with 3.08 gears or a pickup to pull a trailer it's probably not even close. Now, if it's a Nova that is set up for some serious street Action or a bracket car it's a fine choice.
@@bigboreracing356 he didn’t mention a platform meaning that any specific recommendation would be an assumption at best or sheer ignorance. I’ll make an assumption of my own that you’re falling in the first category.
I freshened up the 383 in my Chevelle recently, I used a local engine builders advice, who races in the NHRA on selecting a cam and had one ground to his specs, I took the engine to his Dyno a few weeks later. The engine made 476 hp with a set of ported 906 casting Vortec heads, a Edelbrock performer "Vortec" intake, the engine makes 10.3-1 compression on I run 93 octane pump gas. The engine runs great and has good street manners as well as top end power. It runs so strong now, I'm really impressed with it, for what it is
Nice..What pistons are you using?
Very good numbers man. Can you share your cam specs?
I give no info on my build, gotta love it!
your camshaft specs and rocker ratio would be great as i am buying the stuff now asap with your same heads
What camshaft ??
i put a 383 in my grandmother 66 Chevelle she bought new. 383 are fun in a light car.
David: Thank you for the presentation for installation of the pistons and rings and Spiro Locks. This information is extremely helpful in my future stroked engine build. God Bless You!
Thank you for these great videos! Extremely educational and I love your stories of the days when you raced in England. I have a decent little 327 ci SBC in a 2400lb British kit called an Ultima that I built 20 years ago. It seems the trend for my kit that I see is that everyone has switched to the LS and the newest builders are dropping in the latest crate LT engines from GM with direct injection. I still love my little 500hp SBC and your videos have given me so much information on how I can improve it. It’s a 2 bolt block from 1967 and I may start with converting it to 4 bolt with the splayed caps. Thank you again!
Another great video from professor DV
Sorry to here your locked out of your original youtube account. You are a legend and we all love and appreciate you
I love this. Before your channel, you were “just” a legendary race engine builder and book author. Now, we can get to know you and hear the actual delivery from the man! Thank you for all you‘ve done, and for what you continue to do, David! 🏁
Love all your videos and the knowledge you shared on how to build HP and Torque on a budget on combinations that work with reliability !!!
One of my favorite channels
Straight to the point
Highly informative
I use to have one of the Chevy high performance books that you had alot of stuff in and it is a very good and informative book
will be interesting to have you talking about the 377 sbc
I just bought a 1999 Vortec 350, so I will study and follow your insights on making a stroker.
Thanks!
Great video! I learned a lot, just listening to your presentation.😊
I had a 383 stroker,,in a 81 Z28 camero,,4 speed,,& NOS,,What a screamer😂😢❤❤
I love your logic, it makes common sense.
what we " I " want to see is the cam card , it's the information we need to see thats never ever posted .
DVs previous videos explain his cam formula in detail.
Thank you. David!
Excellent information!
Excellent video. Thank you.
Mervyn ! Great job buddy
A 6" rod will keep you in the sweet spot 1.6 to 1.8 rod stroke ratio.
@@bigboreracing356 I'll take your word for that. I just build na engines.
its definatly the sweet spot for rod pendulum movement.. keeps forged pistons from slapping!!!!
Having been around a very wicked 406 back in late 70' early 80's I'd prefer 406 over 383😊
definatly my new go to guy!!!!
The side thrust decreases yes but it still more on a 5.7" rod and therefore 6" rod is better.
Joe this is a Chrysler not a chevy. The stock 318 rods are much longer.
this guy is a legend. is it possible to get him to answer a motor question. have?
David is no longer with us as God has called him home, I was told.😢
My bad, it is his daughter who passed on. Sorry for the mistake. I Google searched it.
Not likely
1n the 80's I had your book how to modify your mini and put it to good use on my 72 850cc..ended up with a tuned up 1098cc which would pop up to 60mph in 11 seconds..from 26!.... great to see these vidoes even though I dont have a car at all right now. A question what is the reason behind releasing videos almost daily? I ask because most other youtube channels I have been watching for years tend to go with a weekly video published
The almost daily release is due to his previous channel, David Vizard Performance, was managed by Marvin Burke, who suddenly passed away. Marvin had the passwords and such. DV got with Andy Wood, and made this channel. Working with Andy, and some with Uncle Tony's Garage, DV is getting greater exposure. This in turn make DV more money, so he can put out more videos. A win/win for DV and all of us viewers. All of this is explained in one of his videos DV put out about 3 months ago. You can search it under the "videos" header. Hope this helps.
@@jeffwooton7138 cheers for that explanation .
Magic? I like what I see.
Hi David hay a question when you talking about the engine 383 engine and then you where talking about the 396 the question is this is the 396 the old big block or is there a 396 small block stroker engine. I'm just Curious. Oh thanks for sharing your information with everyone.
🔔😎
I still not enthusiastic about the ring groove engaging the pin hole.
Especially for a street engine. Please expound. 🤔
Is there a component list to use when I plan on building my 383?
Talking about power you’ve gained from stroker 350’s, you said you’ve gotten as much as 585 horsepower from the 396. What about the budget 383 that made 540+- on the restrictor plate and I believe it was 620.9 hp on the super victor intake?
Say more
Answer to cabot , you have registerd numbers that are wrong for a 377, those numbers equate to a 372 . 377 numbers are .030 over 400 sbc which are 4.155 times 3.48, Formula is bore times bore times stroke times point .7854 times 8 equals 377.
Do these findings also work for boost? Could you make a video how your information correlates with boosted engines?
What makes the best power NA will make more power boosted.
Big bore racing, I don't think you understood what I was saying. The more power a engine makes the more power it will make under boost.
What could be good increasing the TQ and HP on a 1995 LT1 350 corvette version?????
So the 383 stroker Chev is an impressive engine no denying, the part causing me to wonder is why isn't the 390 Ford FE right there with it? 4.05 x 3.78 with a 6.49 rod and a floating wristpin but even with aftermarket heads, cam, intake and exhaust they still don't throw down like a similarly built 383. Is it just bad architecture, too heavy of a rotating assembly? What am I missing here, would love to have your insight if you have the time. Thanks for the videos and books.
Sounds like you've never been near a properly built Fe my friend. Built right they run, but they are heavyweights.
with aftermarket heads, an FE will keep up with a small block stroker chevy, there may be a weight issue since it's a deep-skirt Y block design--the joke was the FE stood not for Ford Engine but the scientific sign for Iron :) but with aluminum heads, intake, water pump and tubular heads you're reducing the difference.
At what point would you stop using factory type stamped steel rocker arms for a hot street SBC (assuming they are long slot) ?
Previous video DV recommended PRW cast steel ball pivot roller tips.
Hello David. Have you ever Bildt a Rover stroker V8 ?
THANK U DAVID
So it looks like I did everything wrong with my 383? It's only 9.6:1 static compression and the cam is a Comp XFI hydraulic roller grind that is 202/212 degrees @ .050" with .550"in. and .546"ex. lift with the called for 1.6:1 rockers on a 113 LSA. Also has Patriot Performance aluminum heads with 2.02"/1.60" valves and flat tappet springs I still need to swap out, a Weiand Airgap style intake, Holley 850 DP carb backed with an 700R4/3,000 stall with lockout and a 3.07:1 rear gear.
Seems to work really good though in the land barge 4,200 lb(4,400 lbs with me in it) Impala it's in, 13.0s in the QM @ 101 mph with high 1.8 / 60 ft times. I believe when I swap the springs and dial in the tune it will be in the high to mid 12s with a 1 or 2 more mph at the top end?
Here is the kicker with this combo, I get 17mpg city/24mpg highway with the carb tuned more for mpg than performance. Yeah I am very curious what this would be like with a better LSA but unfortunately don't have the funding to do that kind of testing. Do you think I would gain or lose mpg with a tighter LSA?
The cam at the time(2005) was the closest grind I could find that would possibly give me the best of both worlds? Would really like to try this combo in a thousand lb lighter car, maybe 20city/27highway and 12.0s or tickling the 11s in the QM?
Tighter LSA for sure.
@@dondotterer24
For sure what, better mpg or worse but better performance or better both?
@@itseithergonnaworkoritaint7852 I'm going to say more torque and horsepower . Depending on the cruising RPM. I bet better MPG. But you have to work on the carb or whatever you have to make it clean the idle up so you have enough vaccum.
DVs 128 formula would put you @ 106 LSA, maybe 105 with your lower compression, and the duration determined by your needed vacuum and rpm range. Of course proper installed angle is a must. JMO
@@dondotterer24
The cam in there now gives me 21 in of vacuum at idle, do you think I would lose vacuum if I had a cam made with the same specs except the LSA at 105 or 106?
Remember, this isn't an all out cam, it was chosen to do it all, good performance and good fuel economy.
Great stuff. Love the content, but why is everyone been on 383’s since the mid 90’s? Why not sbc 400, 406, 427 etc?
421 out of 400 is what my old man used to build for late model dirt cars in late 80s early 90s. They made 700hp+ and run 8k+ rpm all night. The last one he built for a buddy still runs to this day.
A little off subject but I can't find a formula or any reference on the turbine sizing on a turbo setup
You can use borg warners match bot program to accurately choose turbos. Just follow the directions and enter good data and it will give you very accurate turbo performance data
@@bcbloc02 thank you sir.
I have a late roller block and a 3.75 Scat crank for it also have some vortec heads from a 1 ton with the bigger exhaust guides . Need a high torque engine for my 64 Chevy medium duty tilt cab..Need some advice if this will work and who should I get a cam from . Fat tappet or hydraulic roller? Thanks again for the great videos.
This may sound stupid but have you thought peanut port 454? Love a 383 but you can build a true monster 454.
I'm really surprised about your claim of a 383 outperforming a 406. If you were to build both to run on the same fuel, would the 383 perform better? Or is it that most people do a poor job building 406s, so a well built 383 will outperform an average 406?
David, I assume if you have lots of data from the 302,327,350,383 etc. builds of similar compression using 64cc heads you would also see the fuller trend of improved ft-lb per in^3 gained by stroking. How does the 377 3.48” x 4.125” seem to fit the trend, I would assume close to the 383?
I am no engine builder but those Destroked engines have always seemed to be killer in types of racing where traction is a major issue like dirt track racing
@@joshcampbell2503 421 out of 400 is what my old man used to build for late model dirt cars in late 80s early 90s. They made 700hp+ and run 8k+ rpm all night. The last one he built for a buddy still runs to this day.
I wondered who took my keychain ring off my keys…
Everything being the same except the cam. What about a cam for a marine application
He didn't give any cam specs .and that is what i need
🥝✔️
Instead of saying get that cam right ,why don't you tell us the cam specs that will work.
That is determined by where you want the torque and power at. Your heads, intake, carb, headers and exhaust all play a part in this.
There’s not just one cam that works on every application tons of factors.
@@bigboreracing356 That's a great cam for a reasonably light car. He never has said what he is putting the engine in. If it's a 4000lb station wagon with 3.08 gears or a pickup to pull a trailer it's probably not even close. Now, if it's a Nova that is set up for some serious street Action or a bracket car it's a fine choice.
@@bigboreracing356 technically any cam will work if it’s correct type for platform.
@@bigboreracing356 he didn’t mention a platform meaning that any specific recommendation would be an assumption at best or sheer ignorance. I’ll make an assumption of my own that you’re falling in the first category.
202/212 is not near enough and to much LSA. Should of been higher like 240s 250s and like 108-110 lsa
Oh come on this was a good video until it was reduced to mervin intalling spirolocks and nothing else
Thanks!
Thanks!
Thanks!
Thanks!
Thanks!