I was asked why the 383 combo was so popular,why doesn,t everyone build a 400 sbc instead?[/b
viewtopic.php?f=50&t=804
viewtopic.php?f=50&t=1249&p=3409&hilit=stroker#p3409
short answer!
modifying the far more comon 350 base engine as a starting point is the most cost effective combo , thats easily built on the most comon basic chevy performance engine block, the 350 sbc. its an easy 35-50 hp over a similar 350,and its easy to build.
keep in mind your basically limited to about 1.25 horsepower per cubic inch of displacement if your going to use basically components that are compatable with street/strip use, streetable rpm levels and the stock block and mostly components that are similar in design to stock components or at lease similar enought that they can be bolted together with stock components with the expectation they will function reasonably well, and run on pump octane fuels.
naturally if you can afford aftermarket blocks and cylindrer heads that have ports that won,t accept the stock intakes or rockers and higher compression ratios and you could care less about the cars limitations in city traffic, theres options that allow you to build more horse power per the displacement
well first most guys tend to work with the basic components the car came withand in most cases thats a 350 sbc, if its a factory performance application over the last decade or more even so, they want better performance and limited to use of the basic 350 block and while trying to keep cost reasonable the most cost effective build is the 383 stroker simply because of parts cost,availability and minimal machine work.
Almost anything you can do to a 350 that will increase hp/tq will also work on a 383 and produce about 10% more tq and hp due to the increased displacement with similar components used.
yes the 400 blocks with thier larger bore have a distinct advantage but they are much harder to find.
aftermarket blocks have much thicker cylinder walls and webs, if your going to build a serious engine youll be far better off useing an aftermarket performance block.
One other factor is that the comon hydralic lifter valve trains most guys use on the street tend to max out at about 6400rpm, about where the comon 383 sbc usually maxs out,in piston speed,and valve control issues with that hydraulic valve train, while the smaller 350 with its shorter stroke can,t effectively use its potential higher rpm band, only with more extensive valve train mods or a solid lifter cam [/b
IVE always prefered solid flat tappet lifters as they are a bit less likely to get into valve float issues at reasonable rpm limits ,(naturally you need matched springs and carefully checked clearances) [/b and the cost of components is much lower than with a roller valve train, on a 383 thats generally about the same 6200rpm-6400rpm band so I prefer the solid lifters, naturally your compression ratio and drive train need to match the cam sellected, and Id point out that most solid lifter flat tappet cams are a bit more aggressive than your average hydraulic cam for street use.
one combo Ive used alot,with good success, in camaros and novas, etc, is a crane 114681 cam (generally installed retarded 4 degrees) http://www.cranecams.com/?show=browsePa ... vl=2&prt=5
matched up in a 10.5:1 cpr 383 with a dual plane intake , like the Weiand 8501 or EDELBROCK RPM AIR GAP, and either a manual transmission or a 3000rpm stall converter, decent heads like the brodix -8s , the 200cc brodix IKs the AFR 195cc or 210CC or even the DART 200cc heads, a set of roller rockers, and youll want a 3.73:1-4.56:1 rear gear depending on the car weight and decent headers, but it tends to make decent hp/tq at a low cost, not necessarily ideal for long trips and great mileage but it will put a smile on your face when your accellerator pedals firmly on the floor
depending on the combo your easily over 400hp and with a impressive tq curve in the rpm range you can use on the street!
viewtopic.php?f=50&t=804
viewtopic.php?f=50&t=1249&p=3409&hilit=stroker#p3409
short answer!
modifying the far more comon 350 base engine as a starting point is the most cost effective combo , thats easily built on the most comon basic chevy performance engine block, the 350 sbc. its an easy 35-50 hp over a similar 350,and its easy to build.
keep in mind your basically limited to about 1.25 horsepower per cubic inch of displacement if your going to use basically components that are compatable with street/strip use, streetable rpm levels and the stock block and mostly components that are similar in design to stock components or at lease similar enought that they can be bolted together with stock components with the expectation they will function reasonably well, and run on pump octane fuels.
naturally if you can afford aftermarket blocks and cylindrer heads that have ports that won,t accept the stock intakes or rockers and higher compression ratios and you could care less about the cars limitations in city traffic, theres options that allow you to build more horse power per the displacement
well first most guys tend to work with the basic components the car came withand in most cases thats a 350 sbc, if its a factory performance application over the last decade or more even so, they want better performance and limited to use of the basic 350 block and while trying to keep cost reasonable the most cost effective build is the 383 stroker simply because of parts cost,availability and minimal machine work.
Almost anything you can do to a 350 that will increase hp/tq will also work on a 383 and produce about 10% more tq and hp due to the increased displacement with similar components used.
yes the 400 blocks with thier larger bore have a distinct advantage but they are much harder to find.
aftermarket blocks have much thicker cylinder walls and webs, if your going to build a serious engine youll be far better off useing an aftermarket performance block.
One other factor is that the comon hydralic lifter valve trains most guys use on the street tend to max out at about 6400rpm, about where the comon 383 sbc usually maxs out,in piston speed,and valve control issues with that hydraulic valve train, while the smaller 350 with its shorter stroke can,t effectively use its potential higher rpm band, only with more extensive valve train mods or a solid lifter cam [/b
IVE always prefered solid flat tappet lifters as they are a bit less likely to get into valve float issues at reasonable rpm limits ,(naturally you need matched springs and carefully checked clearances) [/b and the cost of components is much lower than with a roller valve train, on a 383 thats generally about the same 6200rpm-6400rpm band so I prefer the solid lifters, naturally your compression ratio and drive train need to match the cam sellected, and Id point out that most solid lifter flat tappet cams are a bit more aggressive than your average hydraulic cam for street use.
one combo Ive used alot,with good success, in camaros and novas, etc, is a crane 114681 cam (generally installed retarded 4 degrees) http://www.cranecams.com/?show=browsePa ... vl=2&prt=5
matched up in a 10.5:1 cpr 383 with a dual plane intake , like the Weiand 8501 or EDELBROCK RPM AIR GAP, and either a manual transmission or a 3000rpm stall converter, decent heads like the brodix -8s , the 200cc brodix IKs the AFR 195cc or 210CC or even the DART 200cc heads, a set of roller rockers, and youll want a 3.73:1-4.56:1 rear gear depending on the car weight and decent headers, but it tends to make decent hp/tq at a low cost, not necessarily ideal for long trips and great mileage but it will put a smile on your face when your accellerator pedals firmly on the floor
depending on the combo your easily over 400hp and with a impressive tq curve in the rpm range you can use on the street!