a couple known effective SBC engine combos

grumpyvette

Administrator
Staff member
383 chevy, hot street or race combos
youll want a decent baffled 7-8 quart oil pan and a windage screen and a top quality ignition, on any engine you build but obviously the chassis and headers , etc. selected must match the application and Id want a 3" full length exhaust with an (X) pipe to lower exhaust restrictions, and a decent cooling system to keep oil temps in the 190F-220F range, if you do a bit of looking on the site theres lots of related info on all these
READ THIS LINK OVER CAREFULLY TWICE
http://garage.grumpysperformance.com/index.php?threads/finding-a-machine-shop.321/#post-55314
10:1 cpr
scat forged rotating assembly
http://www.summitracing.com/parts/SCA-1-41760BIE/

trickflow 23 degree 195cc heads,

http://www.summitracing.com/parts/TFS-30400013-M72/

or the brodix 200cc
http://www.jegs.com/i/Brodix/158/1021007/10002/-1

wieand keith darton intake
http://www.summitracing.com/parts/HLY-300-110/

holley 750 cfm carb
http://www.summitracing.com/parts/HLY-0-4779C/

1.6:1 roller rockers
http://www.summitracing.com/parts/CCA-1602-16/

hydraulic roller lifters
http://www.summitracing.com/parts/CRN-11532-16/



crane 119591 roller cam
http://www.summitracing.com/parts/CRN-119591/
or
crane 119711 roller cam (use 11:1 compression)
http://www.summitracing.com/parts/CRN-119711/


low restriction exhaust and full length 1 5/8" headers required

results vary, due to care taken during assembly, but generally your flywheel hp will reach or exceed near 460ft lbs and 465hp,if you build a 383, if you build a very similar 406 SBC the results in flywheel power will reach or exceed near 495ft lbs and 500hp either cam choice will REQUIRE a 3200-3400rpm stall converter and a 3.73:1-4.11:1 rear gear ratio


crane119591.jpg

heres what DD2000 predicts with a 383 having 10:1 cpr and the milder cam
383crane119591.jpg



crane119711.jpg

heres what DD2000 predicts with a 406 having 11:1 cpr and the wilder cam
406crane119711.jpg


viewtopic.php?f=53&t=8310&p=28891#p28891
 
posted below is a similar combo to the 383 posted above that uses most of the same components but a dual plane intake and a milder roller cam, the result is almost instant off idle torque and a really fun to drive street combo that you don,t need to gear excessively, or reve to have fun and one that allows you to cruise on the interstates and pass cars without bothering to change gears

00471.jpg


BTW if you want a nice street drivable combo a 383 or 406 built with the milder crower cam, a dual plane intake like the edelbrock air gap,similar to the engine combo listed above, makes for a very effective street strip engine thats far easier to drive, notice the torque curve is almost instantly available and a 3000 stall converter and a 3.73:1 rear gear makes it run great, and its long term durability's good also, as its easy on the valve train.

383crower00471.jpg

keep in mind theres no real replacement for added displacement
the increase from 350-383 in a sbc generally benefits you in two ways, it obviously adds the 33 extra cubic inches of displacement
and youll generally find your N/A engine makes about 1-1.3 hp and ft lb of torque per cubic inch, it also tends to effectively increase compression if the similar piston design is used simply because you compressing an increased volume per cylinder into the same size combustion chamber.
one other factor often over looked is the longer stroke of the 383 increase's mid and lower rpm port speeds this generally increases cylinder fill efficiency, in the lower and mid rpm ranges.
obviously if your going to supercharge or use turbos the piston and rods and crank assembly should be made to withstand the stress levels so a 4340 forged steel crank, forged pistons and after market forged connecting rods with the significantly stronger 7/16" ARP rod bolts are strongly suggested as is dropping the static compression to the 8:1 range to increase the potential volume of compressed fuel/air mix to be stuffed into and burnt above the piston
related info
http://www.airflowresearch.com/super-chevy-apr-2010-210cc-sbc.php

viewtopic.php?f=44&t=38

viewtopic.php?f=52&t=5078

viewtopic.php?f=50&t=428

AND YEAH! ID PREFER A 200ccc-210cc HEAD ON ANY MORE RADICAL 406SBC engine with that single plane intake, 11:1 compression combo with the bigger cam, if the cars to be raced
http://www.jegs.com/i/JEGS+Performance+ ... 0/10002/-1

http://www.profilerperformance.com/raci ... -23-degree

http://www.dartheads.com/products/aitdo ... le_id/105/

http://www.brodix.com/heads/ik.php
 
Last edited by a moderator:
Trick Flow's All-Purpose, 565 Horsepower Small Block

Allow us to make a big giant generalization: building a dedicated drag race engine is pretty cut and dry. Since the aim is to cover a quarter-mile of straight asphalt in the quickest amount of time, you want an engine that makes its power at wide open throttle, all the time.

But build a multi-purpose engine using that formula and you'll be building yourself a dog. When you build an engine that will see street or autocross duty as well as quarter-mile use, you want it to have a broad, flexible power curve, not one that comes alive only when the go pedal is on the floor.

That was the situation faced by Al Noe, head honcho at cylinder head manufacturer Trick Flow Specialties. Al's 1967 Chevy Camaro is a fair-weather daily driver that also spends time on the autocross circuit and the drag strip. The F-body has a 388 cubic inch stroker small block that specs out as follows:

350 four-bolt block bored .060 over
3.75 inch stroke Summit Racing forged crank, 5.7 inch Summit Racing H-beam rods
10.4:1 Wiseco flat top pistons
COMP Cams Xtreme Energy hydraulic roller cam (230°/236° duration @ .050, .510/.520 inch lift)
Trick Flow Super 23™ Street/Strip aluminum heads (72cc chambers milled to 70cc, 195cc intake/72cc exhaust runners, 1.460 inch dual valve springs)
Holley Stealth Ram manifold with 1,000 cfm ACCEL throttle body, DFI Gen7 controller, and owner-fabricated cold air intake
Mallory 81 Series dual-magnetic pickup distributor, ACCEL 300+ digital ignition box

On Trick Flow's Superflow dyno, the 388 made a respectable 484 horsepower at 6,000 rpm and 464 foot-pounds of torque at 4,800 rpm. Those are nice numbers for a dual-use small block…but not enough for Mr. Noe.

The Plan

Al wanted to update the 388 to be more competitive on the autocross circuit while staying as streetable as possible. He came up with three specific goals:

Add approximately 50 to 60 peak horsepower
Ability to rev up to 6,800-7000 rpm to allow autocrossing in second gear (few to no upshifts to third gear)
Reduce low end torque for better low-speed exits from the corners

The basic short block was updated with a Trick Flow Track Max™ hydraulic roller cam (246°/254° duration @ .050, .588 inch lift). The idea of the bigger cam was to build more high-rpm power and bleed off some low-end torque. The Holley/ACCEL EFI system would remain as well (though its limitations would be revealed in testing, as you will soon see).

The big star in the makeover is Trick Flow's newest Gen 1 small block Chevy cylinder head, the Super 23 Race CNC. Here are the specifications:

CNC-ported 230cc intake/78cc exhaust runners
CNC profiled 70cc combustion chambers
2.080/1.600 inch stainless steel valves
1.530 inch dual valve springs rated to .680 inches of valve lift
Assembled with 10 degree locks and titanium retainers, ARP 7/16 inch rocker arm studs, and guideplates

At first glance, the Super 23 Race CNCs look like overkill for the 388. In fact, Trick Flow recommends the heads for engines over 400 cubic inches and pushing 600 horsepower. But remember the plan-more power upstairs, less low-speed torque. The combination of fewer cubic inches, a big cam, and high-flow cylinder heads should meet the criteria quite well.

Test One: Holley Stealth Ram/ACCEL EFI

The 388 was assembled at Trick Flow world headquarters in Tallmadge, Ohio, then strapped to one of the company's Superflow dynos for testing. The engine cranked out 533 horsepower at 6,500 RPM; torque was up by 12 to 476 foot-pounds at 5,200 RPM. Peak power levels shifted upwards by about 500 rpm as well.

Even before the test, Trick Flow engineers knew they were leaving horsepower on the table. The Holley Stealth Ram was restricting airflow-its port openings are shorter than the ports on the Super 23 Race CNC heads. “The height of the (Stealth Ram's) port is limited because of how Holley cast the fuel injector bung into the port," explained Trick Flow's Todd Hodges. “We attempted to port-match the intake manifold to the heads by making the intake's ports as tall as possible, but they still hung down over the cylinder head ports by about 3/16 of an inch. That is not optimal for making maximum power."

Test Two: Edelbrock Super Victor Intake/Holley HP 750 Carburetor

To help the 388 breathe better, Trick Flow replaced the fuel injection with an Edelbrock Super Victor single plane intake and a Holley HP Series 750 cfm carburetor. Designed to build power through 8,500 rpm, the Super Victor's runners extend into the plenum area, increasing the manifold's total volume. That means the Super Victor can handle lots of airflow. Trick Flow port-matched the manifold to the 2.110 x 1.25 inch intake openings on the Super 23 Race CNC cylinder heads.

After completing the intake swap, Trick Flow put the hammer down on the 388. The reward was even more power-565 horsepower at 6,800 rpm, a gain of over 5 percent with a simple induction change. Torque was up a tick to 485 foot-pounds at 5,200 rpm, with a flatter curve overall. Low rpm torque dropped as expected; it was down roughly 18 foot-pounds from 3,500 to 4,000 rpm.

So the 388 works on the dyno-how does it perform in the car? Even with the Holley/ACCEL EFI reinstalled, Al says the engine “pulls like a freight train!" While he hasn't taken the car to the track since the upgrade, Al expects the reborn stroker to shave ETs around 3/10s to a half-second and boost top speed by approximately four to five miles per hour. That extra top end power will come in handy in the twisty stuff as well.

Before you get all worked up about Al leaving horsepower on the table, be assured that he will be replacing the restrictive induction system with the Edelbrock Super Victor manifold and a four-barrel style throttle body EFI setup. 32 extra horsepower will sure help if someone ever gives Al a triple-dog dare.

TFS-3240T002-C03
Trick Flow Super 23 Race CNC Cylinder Heads
pair

TFS-31402002
Trick Flow Track Max Hydraulic Roller Camshaft
.558" lift, each

EDL-2925
Edelbrock Super Victor Intake Manifold for Small Chevy
each

HLY-0-80528-1
Holley 4150 HP Carburetor
750 cfm, each
 

ok, first some experience in building similar engines might help, so let me assure you that after building a good many 302-327-350 displacement engines and having looked over a few of those cheap import heads heres what ID suggest, assuming your building a 350 for high rpm use on a limited budget, keeping in mind both a limited budget and wanting decent power, get the quench distance in the .040-.044 range, Id suggest erson 1.6 roller rocker and a rocker stud girdle with tall valve covers
id strongly suggest a 7-8 quart baffled oil pan
youll want a manual transmission with a 3.54:1-4.11:1 rear gear ratio or a 3500 stall converter with a similar rear gear ratio

select pistons that get you in the 10.3-10.5:1 compression range with the heads selected
do a mild port bowl clean-up on the heads, and get springs that allow a .600 lift with about a 120-130lb seat load and 320-340lb open load rate
set ring gaps at about .0045 per inch of bore diam.




HEADS (195cc versions)
http://www.profilerperformance.com/raci ... -23-degree

crane solid lifter 110921 cam
http://www.summitracing.com/parts/crn-110921

lifters
http://www.summitracing.com/parts/cca-800-16

intake
http://www.summitracing.com/parts/hly-300-110

carb
http://www.summitracing.com/parts/hly-0-80531

rods
http://www.summitracing.com/parts/sca-26000716

find or fabricate headers with a 1.3/4" primary tube length near 38"-39" long with a 18"-20" long 3"-3.5" diam collector

Id suggest clevite (H) series bearings and 6" SCAT connecting rods with 7/16" ARP rod bolts


HERES A FEW RELATED BUILD THREADS

viewtopic.php?f=53&t=2726

viewtopic.php?f=53&t=852

viewtopic.php?f=53&t=247

viewtopic.php?f=53&t=509

viewtopic.php?f=52&t=8460

viewtopic.php?f=52&t=181
 
I have read this post with great interest (haven't got to all the links).
I wonder how much would these combos change if the heads
were Dart Iron Eagles (200cc, 64cc chambers w/ 2.05 intake valve) port matched to
Fel-Pro 1206 intake gasket. Thanks for your time.
 
Thanks for the reply. I like that these combos appear to be all in before 7000 rpms.
I have read with interest the love/hate people have with the stock 400 block. Is that what was
used in this build? If so did block remain 2 bolt or was 4 bolt splayed main caps installed?
Was any special block performed on the 400 block?
Sorry for all the questions but, I would like to hear more about these builds.
 
Also on the second (?) dyno pull you show it to be a 383 cu in with a 4.155" bore?
Didn't know if it made a difference.
 
cmus10 said:
Also on the second (?) dyno pull you show it to be a 383 cu in with a 4.155" bore?
Didn't know if it made a difference.


thats a TYPO, its suppose too be a 406 sbc
 
cmus10 said:
Thanks for the reply. I like that these combos appear to be all in before 7000 rpms.
I have read with the love/hate people have with the stock 400 block. Is that what was
used in this build? If so did block remain 2 bolt or was splayed main caps installed?
Sorry for all the questions but, I would like to hear more about these builds.

IF your going to insist on running a 3.75" stroke engine past 6500rpm a DART block with 4 bolt mains is a much stronger basic foundation than adding splayed main caps to the stock main webs on an oem block, one reason I vastly prefer building big blocks is that the stock 427-454 big block , engine block casting easily handles a .060 over bore and still handles 600 horse power which the average small block will not do for very long on a continual basis.
THERES NO PRODUCTION OEM in car installed first generation SMALL BLOCKS that are designed to handle over 400 horse power on a regular basis, there were and are a few over the counter blocks that are considerably thicker castings


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im all about driving the cars on the street... not since my first job at a shop have i put together track only combinations that were never gonna face street time, as such, i like to lean towards long powerbands (X amount of torque over 2500-3000rpm) and motor longevity (read low rpm) over "making the number" using strong aftermarket blocks are great foundations for stout builds however i never really put combinations together that are meant to spin past 6-6500 simply because its hell on parts to be turning high rpm. if your goal is a competitive street car you need to assess what other street cars in your area run, find a power to weight ratio that will put you on that level, and build a motor accordingly. at the end of the day 150 extra ponies thru a fogger or a carb plate can make up alot of distance for cheap, and torque rules the street.
 
more on the above, ive never used a single plane intake on a small block for all the above reasons... the car just feels better passing on the street and the highway with a dual plane... and we have one on the 69 big block car because it came with the motor, not because we necessarily wanted to use it. hood clearance is not a deal breaker for me, as i am of the opinion that everything looks cooler with a cowl hood.
 
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