my current vettes 383 combo

[grumpyvette]

here is My current 383 combo, (which I'm currently refreshing for a spare)
I built the engine SPECIFICALLY to run nitrous , but still be marginally easy to drive on the street, Its certainly NOT a race car but its fast enough to be marginally scary at times, but keep in mind the main idea with this combo was ease of street driving OFF the nitrous and yet still having decent performance, while the combos main design purpose was to produce ,killer massive torque once the 200hp shot of nitrous was employed.
Ive tested a bunch of IMPROVE TPI REPLACEMENT style intakes on my cars, one of the best is the ported HOLLEY STEALTH RAM, but there's CLEARANCE ISSUES on some cars as its 10" tall and a corvette for example has only 9" of hood clearance so a CUSTOM PLENUM or a HOOD SCOOP is MANDATORY TO RUN ONE on a corvette for example !


splayed 4 bolt block,4.030 bore ARP studs
.020 copper head gaskets
6" cat 7/16" rod bolt (H) connecting rods
FORGED PISTONS 2016 alloy
SCAT 3.75" stroke FORGED internally ballanced ,4340 crank
CRANE 119661 roller cam & kit (better springs added)
http://www.cranecams.com/index.php?show ... vl=2&prt=5

air pump eliminator
Jackson gear cam drive
smaller crank pulley
BBK 58mm throttle body
ERSON 1.6:1 BILLET roller rockers
TRICKFLOW twisted wedge heads (ported extensively)
STEALTH RAM (direct strait shot from back of valve to plenum)(ported and modified extensively)plus adjustable fuel pressure regulator
SFI 168 tooth flex plate
10 qt custom oil pan/high volume oil pump
windage screen/crank scraper /oil cooler
3000 rpm stall converter
gap less rings
36 LB injectors (soon to be 42 lb)
hooker 1 3/4" headers, 3" exhaust
HOLLEY http://www.holley.com/890-160.asp
taylor 10.4 mm wires
MDS ignition with manual retard dial
3.73:1 rear gears
aftermaket EFI fuel pump
larger fuel lines
trans cooler with powered fan
1.5"deeper aluminum trans pan
175 hp wet nitrous kit (EXTENSIVELY MODIFIED and re-jetted) similar to this
http://www.cranecams.com/index.php?show ... vl=2&prt=5
BTW I would have selected this cam (above) if maximizing the hp was the only goal, but decent street driveability was a higher prority for me!

Im currently collecting parts to upgrade to a BBC in the vette, after running various combos/ components and testing over a dozen cams and almost that many intakes based on this basic 383 design
several 700r4 transmission, a couple rear suspension,
and more replaced U-joints , tires and brakes ETC. than you would believe
(being retired hurts the spare cash budget flow rates)

 

[grumpyvette]

b]WHAT WOULD I CHANGE IF I WAS STICKING WITH THE SBC 383?

http://www.cranecams.com/index.php?show ... vl=2&prt=5
IF I BUILT IT FOR RACING MOSTLY
or this
http://www.cranecams.com/?show=browsePa ... vl=2&prt=5
IF I BUILT IT FOR RACING OCCASIONALLY, and YES READING THRU THE SUB LINKS IS WORTH THE TIME AND EFFORT IF YOU WANT TO LEARN

http://airflowresearch.com/articles/article085/A-P1.htm

http://airflowresearch.com/articles/article031/A-P1.htm

http://airflowresearch.com/articles/article054/A-P1.htm

viewtopic.php?f=52&t=727

viewtopic.php?f=50&t=1249&p=3409&hilit=stroker#p3409

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viewtopic.php?f=52&t=181



BTW I would have selected this cam (above) if maximizing the hp was the only goal, along with upgrading too AIR FLOW RESEARCH 210CC HEADS, and modifying a but decent street drive ability was a higher priority for me! [/color]

keep in mind the current BASIC combos 12 years old and theres been a bunch of better parts come on line...It was a great combo at the time but it can be improved on now...

Id swap to the 66cc AFR 210cc heads,with L98 angle plugs and ID BUILD/WELD up a CUSTOM EFI intake , similar to the STEALTH RAM,
BUT,BASED on the
http://www.holley.com/300-44.asp

ID swap to one of the cam,s listed above and a 3500 rpm stall converter and a set of 42 lb injectors

http://www.cranecams.com/?show=browsePa ... vl=2&prt=5

http://www.adperformance.com/index.php? ... ffca829bad

anyone run this cam?

http://www.cranecams.com/index.php?show ... vl=2&prt=5


well, Ive run this CROWER CAM, BELOW in several 383 builds compare the specs..
http://www.crower.com/misc/cam_spec/cam ... &x=15&y=10

http://www.cranecams.com/?show=browsePa ... vl=2&prt=5
and compare the specs.. with the one I selected for a semi race application ABOVE


BUT in a 350 with lower compression and heads that flow less it might be a bit more than ideal.

http://www.crower.com/misc/cam_spec/cam ... &x=15&y=10

IVE used this similar CROWER cam in several engine builds,it provides more peak hp than the crane 119661 hydraulic roller, IM using but its less street traffic friendly.
IM sure the characteristics will be very similar,with the crane grind you've selected, or the one I selected as a semi-race cam choice, IT idles a bit rougher than I prefer for a daily driver you'll use all the time for transportation, but power comes on hard from about 3500rpm-6400rpm, IT works well with a 150hp shot of nitrous and you'll need at least 10.5:1 cpr to get great results,I finally settled on a crane 119661 for my 383 as it provides a good compromise between power and drive ability,
does that help? keep in mind the idea was finding a combo with decent street manors AND decent power on nitrous without being a dog OFF the nitrous
BUT ID POINT OUT THE CURRENT ENGINE COMBO, and ITS COMPONENTS WAS BUILT MOSTLY FOR STREET USE, NOT RACING

 

[grumpyvette]

I see guys frequently try to save a few bucks when they build a killer combo, who try to use thier OEM injectors in thier new high horsepower engine, and as, long as the rpm levels low those injectors can easily keep up with the engines needs,
but you need to maintain a steady air /fuel ratio of about 12.8:1-13:1 to maximize the engines power curve and high flow rate heads and big cams and low restriction exhausts can significantly increase those flow rates (THATS THE IDEA OF COURSE)
Use common sence, if the stock heads and intake on your old combo flowed ,lets say 200 cfm and you made lets say 250hp, and youve done the necessary mods to flow 300cfm and make lets say 500 hp thats at least a 50%-75% increase in the air flow thru the engine and youve doubled your hp, so it stands to reason, that extra hp cam from burning a good deal more fuel and air,so your going to require a 50%-75%, even a 100% increase in the injector size to maintain the necessary fuel/air ratios,so take the time to use the calculators and select the correct size, preferably with a bit of cushion so you don,t run lean in the upper rpm ranges.
keep in mind the CPU will adjust the injector pulse durration by reading the O2 sensor data to compensate, but it can only operate up to the max flow rates, while its far easier for it too cut back a bit on the pulse duration if it needs to lean out the ratio a bit.
my 36 lbs injectors in my 383 are running at the upper edge of their effective range, alot will depend on how efficiently your exhaust scavagings the cylinders, and how much hp your making .
heres a few basic calculators ...BOTTOM OF THE PAGE
btw


http://www.rceng.com/technical.aspx

http://www.injector.com/injectorselection.php

http://www.iroczone.com/calcs/injectorsize.htm

http://www.bgsoflex.com/pwcomp.html

don,t use injectors that are too small or youll tend to burn valves and get into detonation issues when it leans out in the upper rpm range where the injectors can,t keep up with demand