HOW TO MAKE MORE 383 STROKER POWER. HOW MUCH POWER ARE PORTED HEADS, CAMS OR INTAKES WORTH? RESULTS
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- Опубликовано: 28 сен 2024
- HOW MUCH ARE CHEAP HEADS WORTH ON A 383 STROKER? WHAT HEADS SHOULD I RUN ON MY 383 SBC STROKER? WHAT CAM SHOULD I RUN ON MY 383 SBC STROKER? DOES A 383 STROKER NEED A SINGLE-PLANE INTAKE? HOW MUCH POWER CAN I MAKE WITH A 383 SBC STROKER? HOW MUCH POWER ARE CNC-PORTED AFR HEADS WORTH COMPARED TO AS-CAST, SPEEDMASTER HEADS? WHAT INTAKE IS BETTER, A SINGLE PLANE OR A DUAL PLANE? WHAT SIZE CARB SHOULD I RUN ON MY STROKER 383? CHECK OUT THIS VIDEO WHERE I RAN A 383 STROKER CHEVY, THEY COMPARED TWO DIFFERENT CAMS, TWO DIFFERENT HEADS (AS CAST VS PORTED) AND TWO DIFFERENT INTAKES (SINGLE VS DUAL PLANE).
I was a die-hard budget SBC guy. Nowdays SBC fans are beginning to to understand what flathead ford enthusiasts felt when the SBC arrived in 1955.
Honestly, say you have a C4 Corvette (3200 pounds) with a 500 horse 383. Is a Scat Pack (4200 pounds), Mustang GT (3700 pounds, or Camaro SS (3600 pounds) going to beat you? Do you really NEED anything faster? Supercharge it, now Demons are your victim.
@@sebbonxxsebbon6824 Depends on a lot of things. Torque curve gearing etc . If todays pony cars were stuck with 3 spd autos or a 4 spd manual they would be noticeably slower.
500chp is more than enough for almost any st car out there esp our older stuff which most are well under 3500 lbs.
Never got obsessed with peak dyno numbers, cant use it.
@@gordocarbo 480 hp in a 4300 pound car is not as fast as a 3000 pound car making 400 hp.
Richie I’d love to pick your brain on a 383 build. I’ve been a mechanic and have done welding, fab, body & fender, auto restoration 25+ years. I recently inherited a fully restored 327 powered 31 Chevy Vicky street rod. A fresh sbc 383. Tons of speed parts including, Brodix spread port heads “off on a friends 360 sprint”, a vintage Dyer’s 6/71 street charger, Mallory distributor and ignition box, 15x3.5 Fenton gyro mags, vintage 15x10 American mags. I want to build the Vicky into a Rowdy Gasser. The 383 currently has 180cc flotec heads with steel roller tipped rockers, and a roller cam from Engle unknown specs and what I believe to be a Lunati crank. The supercharger has a vintage Crager BBC intake. I just ordered a speedmaster polished 6/71 SBC intake. I have so many questions for you. What rods would you run, pistons, rings, ring gap, compression ratio, cam & grind? Is it worth getting the Brodix head’s freshened up or should I run the cheapo flotec 180cc heads since it’s forced induction. I’m not afraid to spend some money on it. Also I have a really odd vintage Creitz 2x4 intake for a sbc. The Siamese runners have no divider. Just one big rectangle port straight to the head. I’m sure the velocity would “suck”. I’d love to see you test it. Also my name is Jerry. Nessie is my better half.
WOuldnt run that intake but interesting conversation piece to hang on the garage wall .Bring the heads into a machine shop have them evaluate
Wit a 6-71 Id suspect it would make more power with the larger head.
Make sure it isnt tooo big
I have a low speed marine 383 that's 10:1. It lives below 5000 rpm. It has small runner, small valve Dart Iron Eagle heads. We got the mid range rpm is to 13.2 by using more primary jet. It didn't go under 13 afr til it passed 3700 rpm. It has a Quick Fuel marine 750 carburetor. The throttle linkage starts to use the secondaries at I think 40% throttle.
If I open up the throttle it's very responsive. It surprises the other boats around. I get a lot of what's in that thing questions. Keeps me smiling.
I'm so tempted to buy it some aluminum heads, but I just bought an old muscle-ish car that's got my attention these days. Real heads can run into much dinero.
Sounds like a good application for a sbc 383. Aluminum heads would be nice but more due to being lighter rather than a sub-5,000rpm performance upgrade imo.
Keep having fun with it and best of luck with your car too 👍
if it really lives below 5000 tpm, put a tpi intake on it. big block like torque. probably better fuel economy too.
@@b.c4066 Yes, a TPI would probably add 60 foot pounds of torque.
Honestly, I don't understand how this channel is not bigger. The consistancy and quality of these videos is impressive. This channel is crack for my engineer and gear head brain. The well thought out tests and detailed explanations are next level. Keep up the amazing work!
Google/RUclips does not promote him. Watching, liking, and commenting to bump the algorithm is how we spread his videos.
Correct. Can't believe all this great information from a real pro with years of experience is free. Awesome what Richard does for us.
@@iketurner1124 Agree. Pros almost never share info or speed secrets they die with them. Lucky to have Richard and Brule putting this out there.
Best engine techy channel period!
Richard is an engine engineer he brings us some awesome test the average person don’t have access to !!!!
wow....thats a real hit in power with the single plane on that combo.....DEFINATELY better with the dual plane!!!!!
Not a fan of that brand of intake, not the first time I seen lackluster results with their single plane.
Id use a much smaller single plane if I couldnt use a dual.
I’ve seen some of your vortec 350 videos have 400hp with a similar cam to the first one on here. Surprised that a 383 with aluminum heads didn’t have more
Dude. Thank you. This is such amazing content!!!!
Hi Richard, what an interesting comparison! I wonder how would the engine have produced torque with the XE274 cam and the AFR's?
Love my 383. I was inspired to build it after seeing Super Richie (trademark) combinations. It moves my 68 impala so much better than the 327 did! 😁✌️
Don't tell those 327 guys that😅😅😅😅
@@demarques1911 they’ll be even more miffed to know I used the original 327 block with 30k miles on it to do it 😆
@@SpecialAgentJamesAki lmao they gonna be like "BLASPHEMY!!" 😅😅😅😅😅
@@demarques1911 😆😆😆
@@SpecialAgentJamesAki Gotta know what youre doing not to hit water on those blocks. Friend did that...believe he also built a 396 sb for his 62 corvette out of one. One hell of a sleeper for sure!
Wow what a pile, my 383 AFR heads , scatt crank ,11 .1 with flat tops ,zero deck, small chamber. And a 670 lift, an it was streetable,with a 108 separation 600hp an we did not squeeze the all out of it
600? What were the rest of the cam specs, intake carb etc?
Solid or hyd? Thats a lot to squeeze out of a flat top 383
Hi Rich, I'd try power valves, I don't know if low speed air bleeds would be in play. I never had a carb where I could change them, had to restrict them or drill em, but I would try as not to burn it down. Nice test Rich!
Power valves do nothing at full throttle 0.0 inches
First off you would need to pull the plugs and inspect to see if engine is on the lean side before you make the jet change and the way graph looks could be good on high side might could change jets on front of carb and also definitely play with the timing I know you have it set to 35 degrees sometimes 36 to 38 could be a sweet spot or heck might have to drop timing back to 33 degrees
we have an AF meter that shows us the AF through the entire rev range, and we do timing sweeps to see what the motor wants
@@richardholdener1727 Have an AED 850 H) solid roller 383.
Never was clear on high speed air bleeds. When to change or not vs changing jetting. Go up or down?
Loss of torque on this test was WAY more than id have guessed. Thats laughable! Opinion on a smaller, say 7530 Weiand as a happy medium?
On plenums (Team G) would swapping from a 1" open spacer to a super sucker make a noticeabe improvement?
Love to see some SBC stuff. My 383 is sitting in the corner waiting to finish my Camaro. 11:1 AFR 195 Eliminator, tall single plane, 1000cfm TB with Holley EFI. I'm thinking it should be north of 525
I would have liked to see what the 383 would have done with vortec heads, duel plane air gap intake, and the XE284h cam. I believe that would have been a nice combo.
Wouldnt even been close to the AFR heads.
@@cuzz63of course not lol. I was interested in seeing what they would do against the first set of heads. You could pick up a set of usable Vortecs for $100 give or take a little. Those cnc AFR heads are $2,000 now. Hardly a comparison.
@@thabiznizz didnt see your rely until today.. Fair enough i wasnt thinking about a budget build. If you want to make power on a budget look up "Cattledog Garage & Racing" and his 383 build.
@@cuzz63 yes I’ve checked his channel out before it was pretty interesting. He has a well thought out build.
@@thabiznizz Yeah but most are cracked and need valve jobs machining etc. Little better than camel humps but not as great as a lot of posters would lead you to think. Id use the Isky 280 mega cam over either in the vid.
I convinced my coworker to buy a Weiand single plane for his 383 3rd gen. Now I feel like a bad guy lol. He's running a roller cam and turns it pretty high I guess but 60+ ft lbs is pretty noticable!
Yeh I think the the dyno butt would notice it !
I never seen drop off like that.Must have been an issue in there somewhere.Those speedmaster intakes are not worth a shit.Single plane Victor jr or dual plane edelbrook air gap.Choose from those and nothing else.
@@joshuagarvey9362 it's runner length
@@joshuagarvey9362 if you were trying to make power up in the revs, it would be a decent choice but at the rpms this 383 runs, it just doesn't seem that ideal
@@madmod That’s basic talk.
I'm very interested in the classic 350 cubic inch chevy was something like AL98 aluminum cylinder head mild super charger cam and a torque storm
It will smoke tires and be hard on that 700r.
Like the 180 afr on tpi 350s. L98 heads are notorious for blowing head gaskets
Here i am chiming in on the tighter lsa argument....
Would you ever consider testing the capability of the 6.7 power stroke? I’ve learned so much from your videos, specifically ring gap. Wondering if ring gap would work on a diesel due to the already high compression.
No diesels
@@richardholdener1727Thank you
Like to see you do some testing on a la 318 Mopar!! Everyone does stories on the 360 but there's 20 318s for every 1 360 in existance so please give a 318 some love!😊
Check out Gale Banks for diesel information, although he is into Duramax engines.
@@richardholdener1727 Good!! No interest in those smelly things
Thanks for showing that hero secret. Not sure why but honestly thought even stock heads and a pretty mild cam would be closer to 500
Stock SBC heads, even the stock Hi performance heads wont support 500 hp.
I built one a while back vortec heads i ported and polished myself pretty wild cam. Never actually dynoed that motor but built a 350 using pretty much all the same parts and it was showing 405 hoarse on a dyno i guess i just assumed it be closer to 500
Wrong.You need some good aftermarket heads,cam,carb,headers,ex,ex,ex to get you that power.Stock motor push you at 500?plz send me the video that does this?
500 takes a lot more than youd think from reading .
Even 400..most online quote power numbers from guessing.
Never had it on the rollers or down a track. 383 stock heads mild cam should make over 400 lbs tq but hp number wont be impressive
@@keithsmith9889 400 with a ratty cam isnt bad for vortec heads.
Some old school porting methods dont always work on the vortecs, easy to go backwards on those.
So this is roughly a 9:1 383 @ almost 500hp?
Flatten those AFR dips and peaks with efi.
Honestly, with fuel injection pricing starting at $2k.... I think I'm switching to EFI. Just not sure if I will cobble together my own or a kit. Kinda like the idea of running an LS1 computer and coil near spark...
That big rich spot right were you have the big torque drop.... coincidence? I think not.
The thing that's keeping me from going EFI is the hassle/cost of rejigging for a high pressure fuel system. I'd just procrastinate until... My c3 corvette is not fun to work on without a lift and I have no room for a lift. Gotta practically pull the engine in that car to get the spark plugs out.😎
@@100amps Yep!! Those kits try and draw you in with a low entry price. THey dont tell you all the extra $ youll be spending trying to make it work tune etc.
Id call Jeff over at AED Carb, have him build one calibrated for your car, engine gearing etc. Electric choke. AFR is already tested, just bolt it on no need to mess with it. Lot less money will be reliable run well and can use a cheap mechanical pump. Try wrenching on a C4...even worse than a C3
My mild 113 LSA cam 388 SBC with old Victor jr heads, performer RPM with 1206 gaskets.. 10.6 CR. Makes 475/475 at 5000. Tighter LSA would probably wake it up. Definitely not optimal running 220cc heads..
230s on my 383. Has gears, larger solid roller and dont want too much tq where I would be spinning tires
Same area (3k to 5k rpm) where the single plane fell on its face the afr went fat af. Was the loss of tork a mechanic of flow / pulse or terrible afr?
chicken/egg-the lack of torque production reduced the signal to the carb-which supplied less fuel. The less fuel didn't cause the lack of torque (that is inherent in a single plane)
Hi Rich, thanks for all the great videos. Would you ever consider doing a test on a 383 SBC Gen 1 Procharger/Vortech and keep the timing curve the same? Meaning (for example) at max boost/HP, if its at 20 degrees of timing and then run it at 20 degrees of timing with no boost. Of course adjust the AFR's but leave the timing the same. This would IMHO give a good before and after with boost. Not a good comparison if N/A is at 32 degrees of timing and boosted is 20 degrees of timing. Not sure if you did this already. Happy Thanksgiving.
that only shows what happens when you detune the na power output-each is tune to the max timing they can run safely
Stagger jetting . Smaller primary jets say 80’s and then possibly 84’s in the secondary.
Getting ready to pull the 350 in a 69 Camaro which desperately needs more umph. Can’t swing a bbc but a 500+hp sbc would be nice with fi for the track and strip.
Do a 383 or 396 sbc. The amount of torque is amazing youll love it
Does Holley have different "shaped" emulsion tubes, like Weber ?
I'd be interested in seeing a comparison of the 383 SBC vs the Dodge 383
Engine masters made that comparison a few years ago
@@peterolson8350 So what was the result, cant find that vid
In street applications, would a 750 vac secondary allow better control of low speed mixtures?
I've been looking at ways to increase the power of my blueprint 383. I'd like to get it over 500hp though.
I Have the same engine. Get the heads hogged out and put a .550-570 lift cam. Instead of the .528 .536 cam.
It’ll make 500+
@@koltoncatchings2706 Would you recommend "hogging" out the heads over purchasing new heads? Will that combination still be 93 pump gas eligible?
Hey Richard I don't know if you'll see this but Im preping a 383 for my truck. I wanted to ask the size of the rods in this engine, were they 6inch or 5'7 inch rods? Went to an engine builder today and got humbled buy pricing and was wondering where i should go from here. I don't mind spending the money where it counts but i need to make sure I do it right. My biggest problem is I have to have enough vacumn to run power breaks and air, would a roller cam with similar specs work for my application or should I aim for 112 lsa for a street truck?
the rod length won't change power-but most 383 strokers come with 6.0 inch rods. The lsa isn't the thing that determines vacuum-duration plays a major part
@richardholdener1727 alright thank you for the input, The engine builder wanted to do the 5'7 rods cause he's worried about blowbye through the pins on the cylinder, cause with the 6 inch rod the ring overlaps with that groove, which I actually do see the concern so that doesn't bother me too much. I am doing a hydraulic roller cam and I'm going to spec it similar to the 274 to keep it on the streetable side. I know rollers are a bit more efficient, but you didn't run the 274 in this video with the 195 eliminator heads, my guess for horsepower considering the gains from the base heads is about the 465 range, is that a safe assumption considering those specs?
5.7 rod is fine no need for longer ones. Cast rotating assembly
@gordocarbo thanks for the input! I actually had an entire engine donated to me. Unfortunately I opened it up and everything minus the block was junk. The guy I was having build it had a fully built short block with forged internals and I decided to say "fuck it" and send it. I'm gonna do this one time so may as well go big or go home. I'll be shelving the short block for a bit cause it's pricier than I was expecting but I'll have it buttoned up by the end of the year! Depending on how serious I get I may hit it with a small shot of nitrous to really hurt some feelings and keep the engine currently in the truck as a backup.
I can help you with all you need to make a 383-work truck engine as I did one for my Chev truck for pulling boats from 19 foot to 30 feet.
the 383 works so well I am doing for my 1991 1/2 ton Chevrolet a 385.
I am using the 6-inch rod for added torque and adding longevity that 5.7 rod won't give you.
Contact me for parts details
Everyone else is making racing motors.
Thank you for this video, I just installed my first 383 build into my truck a couple days ago and it runs great. Probably similar power wise to your first combination. Is there a particular connecting rod that you like to use for greater camshaft clearance?
Scat makes a nice Ibeam that clears. Are you using a small base circlecam?
@@gordocarbo I ended up using the Scat rods with minimal clearancing. I was using a standard base circle cam, which I would not do next time. Thanks!
Can you do a video on stroke and bore reliability is it worth to do a big cube motor when boosted when you can be more reliable with a smaller cube motor? Thicker sleeve more reliable less stroke more reliable and explain it for us etc? Should be a good video
I can't test reliability on the dyno
Thanks Richard, can you please explain why is it that the larger stroker engines seem to produce so much more torque than the proportional increase in capacity?
2:58
@@johnsheetz6639 that was just the mild 383, he didn’t explain anything
@@johndair2116 something's going on with my phone because I tried to erase it. Lol. I had some beers and all that came out was 2:18! Half the time it won't even let me me comment. Like the algorithm knows I've been drinking.🤔
@@johnsheetz6639 all good
@@johndair2116 yeah there was something wrong with my comments it just said to 2: 18🤣 I was confused about that myself! I saw your comment and went and looked back yeah I smoked a little but it wasn't that much.
I have an idea. Run fuel injection and adjust to cure the rich or lean condition.
see the carb vs injection (batch) vs injection (sequential) vs injection (individual cylinder tuning) video
Normally aspirate it is pretty much out of the window nowadays I believe Richard please step up the old motors with new power adders
LOTS OF SBC BLOWER VIDS UP
Could the rich condition at the 3300 be from the squirters from the tip in to full throttle?
No
Run a 3 circuit carb...
Yep lost a lot of meat downstairs, I like the duel plane
Same...id keep the 280 cam and use a better dual plane.
Would be a lot of fun wether its Fri night fun or daily driving.
I built a 383 11 to one Mahle pistons solid roller super Vic and a 850 on pump gas with Lucas fuel additive and made 620 horse at 7100 and 545 torque at 4500with a afr head 230cc intake runners 2.10 valve and daily it in a nova all the time come on let’s see some real numbers
You missed the point of the test
Any testing 25% underdrive harmonic balancers? Aparently gains of 10-15hp on mostly stock (intake/exhaust) ls1’s
i know what you can do..... EFI LMAO
It'd be a good lawyer cuz he talks too damn much get on with the program and quit talking about bulshit
My cousin had one of those. He supercharged it with 7 hair dryers and he was on his way to a solid 11 second quarter mile. Unfortunately, no one sells a 1/4 mile extension cords, but he did get into the 7s in the 1/8th.
A hydraulic roller camshaft with more lift and add more compression and this can easily be a 550+ horsepower engine
Thanks Richard, your hard work is much appreciated.
Do you have any old data testing factory style intake ducting with paper panel filter restriction on stock LS and/or Heads cam intake? Is it restrictive? At what HP level does it become an issue? Does an OTR CAI gain anything other than cool noise?
Even in 62 with the 413 wedge every run was a hero run
Simple afr solution.
Get a tunnel ram!
Nice job richard.i built my 383 stroker with those afr heads and a 288 cam with 1.6 on intake and 1.5 on exhaust with a afr dual plane intake and made well over 500bhp and torque.great video
I have the same setup but haven't got it fired up yet. How do you like the setup if you have driven it?
Might be able to use the power valve to correct that dip.
Run a meth kit in closed loop :😂
Tune with power valve and power valve restriction holes, they make little jets for them, if vacuum comes back at high rpm, that means there is a restriction some where possibly too small a carb ,?
GM Performance has a new aluminum fast burn, 210 cc, SBC head, part number 19417592. I wish you could put a pair on your 383 and tell us how good or how mediocre they are. I hear they are good!
Buddy I bought a set of Afr 195 street Eliminators a few years back and trust me thier all thier cracked up to be and waaaay more
@@scottbrooklyn2995 Seen this over and over. AFR vs ported gm irons...or larger xxxx brand head with impressive flow numbers, big runners
Well designed head for sure, flow #s arent everything
Their a guy on RUclips who developed an device that automatically ajust the A/F while driving
Would smaller air bleeds richen low speed fuel?
Or bigger jets and bigger air bleeds?
Unless you have a 400 crank why would you build a 383 instead of a 4 x 4
4x4?Unclear what youre asking
@@gordocarbo Build a 4x4 400 is about the same $$$ if you have to buy a crank now if you have a 400 block and crank then just do long rods and new pistons 400 blook is not strong enough to go nuts with, neither is a 350 block but better than 400 we used 6" rods with 4x4 but today and todays rings and pistons you can go longer
@@jmflournoy386 Seems that not just me we don't understand what you mean 4x4 ?
Long rods also mean the pistons to match the long rod length.
Finding the 400 SB block these days I would have near better chance in seeing big foot than find a old 400 SB for building.
Or go spend Hugh dollars to buy a 400 SB after market block
@@gordocarbo inch bore 4 inch stroke we used to have to buy Moldex billets back when building 283s to 400 now inexpensive cast are available and tghey work fine
@@lurebenson7722 4 inch bore with 4 inch stroke whay 3 3/4? if buying a crank kit
If you debunked the power limit of an OBS 7.3 powerstroke it would stop ALOT of myth around them.
NO DIESELS
@@richardholdener1727 🥲
@@richardholdener1727Thank you
@@richardholdener1727 Not sure where these diesel comments come from but thanks for "Just saying no". lol
How much of a difference would a bump up in compression to 10 or 10.5- 1 make with everything else being the same. Thanks
every point adds 3-4%
Hi Richard,
Wondering if the single plane manifold has the same effect when it is multi port efi as opposed to using a carburetor?
Awesome videos BTW
Cheers
the intake does the same whether carb or EFI (but port efi usually makes less), but can tune the AF better
How would I fix it? MP EFI
Yo
Richard if you would have put a 4 hole tapered spacer it would have helped low speed power tremendously as it helps with cross sectional aiflow. It will clean up the air/fuel some and there for help the low speed somewhat. I think it would be interesting to see the spacer on both intakes
cross sectional airflow?
@richardholdener1727 yes. Certainly thought you knew what it is. In the plenum being open like it is, the air flow gets disrupted going from one side to the other during the stroke. The HVH 1.5 to 2in 4 hole tapered spacer helps a lot and is dyno proven
@@zachniverson8816 Are you trying to say it may pull a little harder on the carb with the spacer vs without one?
Never heard the term Cross sectional airflow. Cross section or CSA is usually a measurement
I would leave the A/F alone.
AFR heads forever!
That's a great case of a dual-plane outperforming a single-plane in the band where most people drive: 3500-5700 rpm. Can you post the average power over that range for both manifolds? The single-plane gained 13 hp at the top, but lost 40 hp at the bottom. It's just not a worthwhile tradeoff.
Agree that is a HUGE drop. Seen a few tests with that single plane similar results. Not all that great. Number of chinese dual planes out there underperform due to internal runner size not being what its supposed to.
Love the Holley 300-36 dual plane, out of production
Nice job, 383 is better than a 350 for sure.
Absolutely. Id never go back to a 350, always build bigger.
Seems with a 350 if the 280 type cams arent enough, better to put a bigger crank in rather than a bigger cam. 280 was the sweet spot imo. DIdnt care for the 284. Extended power band...but where it counted I wasnt impressed.
The same for me never again I would do a 350 when the 383 I did come to the same price to rebuild as a 350 rebuild then the 383 far outdid then 350 in torque for my work truck that pulls trailers and boats from 19 feet to 30 feet that if this was the 350, I would have been stomping on the gas constantly to keep the speed up.
from my own experiences driving the Alcan Highway to Alaska using 350 engines then pulling trailers fully loaded this kind of long haul on massive 7 and 8 % grades for some 25 miles just kills 350 engines and by the time a full round trip to Alaska and back to Oregon pulling a trailer the 350 is done for and needs a rebuild from over working the engine hard with the heat range going up and down and foot into the gas to do 25 miles of 7 to 8 % mountain grades.
When I ran the Alcan Highway with 454 and a Big block 402 never was there a problem with engine heat or struggling to do long maintain passes and now seem the 383 has the same ease of towing as the large 454 or 402 Big bocks.
The 383 works so well I am doing another one for my 1991 1/2 ton Chevrolet truck that will be a 385 and both engines have the 6 inch connecting rods.
The 383 has the aluminum heads 68 cc chambers with 202 & 160 values and using comp cam roller cam for low end power torque - Holly 675 carb./ Eagle 350/383 crank and Eagle 6-inch rods - Keth black flat top pistons
The 385 will be TBI injected so I am staying with the TBI heads 65.3 combustion chambers and 194 - 160 values - comp roller cam for TBI for low end torque power
I am the different guy here that just needs a work truck engine where reading the other comments everyone is talking racing engine 383 engines
I would suggest advancing the camshaft two or three degrees 👍🚩
I think its good to have the AFR included with TQ
Smaller air bleeds makes it leaner and larger air bleeds make it richer on idle air bleeds...
With a Vega, the oil pan will not clear a 3.75 inch stroke
thats really hard to believe. most stock sbc pans will clear a 3.750 stroke and big 5.7 rods with only minor dimpling with a ball peen hammer. no cutting or welding required. from 3.48 to 3.750 your talking about .027" longer stroke. someone has been feeding you a bunch of bullsheet. its very doable. In fact Grumpy jenkens was campaigning 400 based vegas in the 1970's
For years I heard how great the 383 has then come then the time to swap out the 454 in my 1 ton Chevrolet for a 383.
The 383 sure isn't the 454 but awful close to it for towing my boat the 383 does very well and the 350 has no comparison in torque to the 383.
So, the 383 worked so well now my 1991 1/2-ton truck is getting a 385 and say goodbye to the 350.
These engines are built for driving and towing my boats and no race at all.
Musta been hard going from a 454 to a 383 far as low end torque.
Both can make good towing or race engines with parts out today
@@gordocarbo My 1988 Chev 1 ton with the 454 then I swapped to 383.
I found on Craigslist auto parts a person selling a full 1989 Chevrolet engine all together with pulleys and all together for $100 dollars.
The engine had a rod stuck through the pan and we didn't know if the block was useable but it was and it is now the 383 in the 1 ton truck.
I had to have the total SB from to change from 454 to 383 SB .
The 383 does absolute find towing a 19 foot Dory boat.
I have right now a 385 stroker in progress for my 1991 1/2 ton Chev truck and going the near same using 6-inch rods but this will be TBI injected and the TBI heads with 65.3 combustion chambers.
Today I call comp cams then placed the TBI roller cam order .
The 1991 350 tuck engine I am getting ahead of it wearing out for the change to 385 stroker.
This 350 block going to be the 385 is the new model 1-piece main seal and a roller cam block and was found in the woods in Ketchikan Alaska.