having done that a few times, read these links and comments
building a 400hp-500hp 396-402 big block can be done with carefully selected parts on a tight budget, but do your research and don,t jump into a project blindly.list what you have and check with a local machine shop, do some research, talk with your favorite cam manufacture and think about your options, and budget.
use of the externally balanced damper and flexplate or flywheel on a 4" or 4.25" stroker crank in a 396-402 will be far more cost effective than internal balance components on most applications!
any of the major piston manufacturers can fabricate pistons to match your needs, if they know the engine family, exact stroke, exact bore and connecting rod length, some keep a great many pistons in stock that they may or may not list, so youll have to call the tech dept and ask, don,t assume anything.
heres a source for the pistons to be used with a 454 crank, in a 402 / 396 BBC , the pistons and rods on the 454 crank must be re-balanced along with the flywheel and damper
occasionally minor block clearancing may be required
the stock 396/402 or 454 rods could be used but there are FAR stronger aftermarket connecting rods with ARP 7/16" bolts
rods
https://www.summitracing.com/parts/sca-6613522
pistons
https://www.uempistons.com/index.ph...d=3069&zenid=99efeec029a5387282fc8adefc383645
they are designed to match
Compression Ratios
96.5cc-11.1
105cc-10.2
198cc-9.9
119-9.0
Ring Packs
2-5/64
1-3/16
Ring Sets
4125AM8
Pin Number
0990x300K
Lock Ring
PRG110-3
Notes
.180" closed chamber hollow dome, centered pin. Made from Chevy 396 block, 454 crank. Will fit Edelbrock 110cc heads. Cast iron moly ring set 4125AM8. Piston and ring set kit KB361KTM.
obviously if you need a .030- or -.040 over bore size that should be ordered to match the application.
reading sub links helps a great deal
http://garage.grumpysperformance.co...ng-piston-pin-height-compression-height.5064/
http://garage.grumpysperformance.com/index.php?threads/connecting-rod-strength-h-vs-i-beam.1168/
http://garage.grumpysperformance.com/index.php?threads/piston-related-info.110/
http://garage.grumpysperformance.co...trong-will-a-scat-rotating-assembly-be.11495/
http://garage.grumpysperformance.co...kshaft-and-connecting-rod-compatability.9320/
http://garage.grumpysperformance.com/index.php?threads/piston-related-info.110/
http://garage.grumpysperformance.com/index.php?threads/decking-or-truing-up-the-block-deck.16152/
http://garage.grumpysperformance.co...ng-rods-from-pressed-to-full-float-pins.6909/
http://garage.grumpysperformance.com/index.php?threads/measuring-block-deck-height.3759/
http://garage.grumpysperformance.com/index.php?threads/cast-or-forged-rotating-assembly.253/
If you decide to go with the stroker assembly to add displacement and compression, you'll need to change both the crank and pistons, and in most cases , when building a stroker 396 or 402 into a larger displacement as the pin height or rod length needs to change as the stroke increases,the connecting rods should be upgraded to the better aftermarket or at least the 7/16" rod bolt O.E.M. rods if your intention is to run the crap out of the engine under performance conditions.
If your building a 434 to put in a pick-up to make towing your boat or race car easier that with the current 396bbc engine , be conservative on the cam duration, Id suggest some thing like a crane #103052 flat tappet hydraulic
Ive build at least a dozen 396-402 big blocks and if your, dealing with one of the lower compression engines and are going to keep the same low compression your definitely restricting the engines potential, one rather common upgrade is swapping to a different set of pistons and a common 454 crank, and a cam with a tight lsa and a bit more duration plus reworking your current heads for more flow , the links below will help.a good detailed set of stock oval port heads and a roller cam might get you to your goal if you had more compression, but going the 4" crank stroke from a 454 crank which won,t cost much,compared to some other routes you might consider with different pistons makes it far easier.
but before you start, price out the parts and machine work, youll occasionally find really good deals on used 454 engines making dealing with your current 396-402 a waste of money, because if you can get a significantly larger displacement engine built to similar compression, it will produce better torque in most cases. and its almost always at a lower cost,to build a larger displacement big block if you start with the more common 454 block.
yes theres occasionally minor block clearance work, to fit the 454 stroke crank,in a 396 block, but most times not, that depends mostly on the connecting rods used and yes the assembly needs to be rebalanced,Ive generally used the 454 flexplate and balancer, getting 500hp out of a stroked 396/434 is hardly difficult if your willing to put some time and effort into researching the parts required and careful assembly
you could easily spend $1200-$1900, OR MORE! on a complete rotating assembly, balancing and machine work required to build a 396-402 stroker that had 434-454 cubic inches built from a smaller bore block, and most local machine shops can sell you a rebuilt 454 for less, add up all the parts,machine work , make a detailed list before you start ask lots of questions, you might find theres other lower cost options
before you even consider having a 396 BBC block bored to 4.25" bore diam. (or any more than a .060 over bore ) for use in a serious performance application and adding a stroker crank, etc. ID strongly advise having the block walls sonic tested to be CERTAIN youll still have a MIMIMUM OF .180 bore wall thickness AFTER its honed to size,and magnaflux checked for cracks,RIGID CYLINDER WALLS AND GOOD RING SEAL & HIGH COMPRESSION,WILL PROVIDE BETTER POWER THAN THE MINIMAL GAIN FROM A SLIGHTLY LARGER DISPLACEMENT BORING A 396 BLOCK, and GOOD USED 454 blocks cost less than all the machine work in most cases
http://garage.grumpysperformance.com/index.php?threads/engine-block-cylinder-wall-thickness.976/
I have to point out that the "375 hp" version of the 396 , can with (a simple valve train SPRINGS & ROCKERS,) and cam(chevys 3959180) upgrade easily exceed 450 hp and swapping to better aftermarket aluminum heads, like these
can also add noticeable extra power, easily 80 hp combined with the heads cam upgrade and valve train with roller rockers
do similar mods to a stroked 4" crank version of the 396, keep the compression up around 11.5:1-12:1 and its easily an extra 35 plus hp/ft lbs, over most of the power band.
read this link
http://garage.grumpysperformance.co...-bb-is-600hp-possible-for-street-strip.14602/
http://www.chevydiy.com/big-block-chevrolet-engine-step-step-rebuid-machine-shop-guide/
yeah you can ignore that advise but it frequently gets expensive if you do, in most cases
http://www.eaglerod.com/index.php?optio ... &Itemid=25
Here is a handy formula for finding the engine size of a V8 engine:
engine size = bore x bore x stroke x 6.2838
regardless of displacement, assuming at least a 10:1 compression ratio,
you should try to get a BBC build to produce about,
1.3 ft lbs of tq and 1.35 hp per cubic inch of displacement N/A as a goal
with correctly matched parts this is generally something you can achieve
reading links helps reach that goal
All dimensions should be in inches.
crank
http://www.summitracing.com/parts/esp-445442526385
RODS
http://www.summitracing.com/parts/sca-26385716
http://www.summitracing.com/parts/sca-6638522
Ive built a few 396/402 engines with the 454 crank and custom pistons over the years and while its not a 427/454 ,
it generally allows the owner to provide the car with a reasonably lower cost combo that provides surprisingly impressive performance,
if you can find an rework something like a set of 781 oval port heads and a decent intake,
yes you need to do the math and select the correct compression ratio,
a low restriction exhaust and headers and select a cam that allows the engine to breath well.
no you can't randomly slap parts and mis-match drive train gearing and expect it to work.
but get the combo up to about 10:1-11:1 and get a rather tight 106 -108 LSA and about .600 lift,
about a 245 duration, a 800-850 cfm carb, and a 4 speed trans and a 3.73:1 rear gear in a camaro or nova and its a fun ride
example
https://www.summitracing.com/parts/lun-30110929/overview/make/chevrolet
https://www.summitracing.com/parts/wnd-7620/overview/
related info
http://garage.grumpysperformance.co...402-bbc-with-a-4-454-crank-or-even-4-25.2165/
http://garage.grumpysperformance.com/index.php?threads/semi-fool-proof-cam-sellection.82/
http://garage.grumpysperformance.co...ng-combustion-chambers.2630/page-3#post-77963
http://garage.grumpysperformance.co...rnate-bbc-oval-port-intakes.13993/#post-82322
http://garage.grumpysperformance.com/index.php?threads/semi-fool-proof-cam-sellection.82/
http://maliburacing.com/patrick_budd_article.htm
FINDING A DECENT BBC CAM ON A TIGHT LSA CAN BE A PROBLEM AT TIMES< HERES A FEW
http://www.claysmithcams.com/big-block-chevy-11/
http://garage.grumpysperformance.co...2-bbc-rebuild-but-think-things-through.13604/
http://www.mustangmonthly.com/techartic ... index.html
http://www.carcraft.com/techarticles/cc ... index.html
viewtopic.php?f=69&t=2900&p=18448&hilit=peanut+port#p18448
https://www.uempistons.com/index.php?ma ... defc383645
http://books.google.com/books?id=gsgQMT ... &q&f=false
remember a standard big block chevy has a block deck height of approximately 9.8" , stock rods are 6.135" long center to center
your cars rear gear ratio, your stall speed if its an auto transmission, and your heads and intake will be critical to success, because of the long stroke in relation to bore diam. and your trying to run on the street with some retained drive ability, you've got a wide range of cams that will work, in a similar combo I suggest a flat tappet solid lifter cam, or roller cam, with about a 245-255 duration a tight 104- 108 lsa and as much lift as you can get, if your trying to maximize the hp potential, a milder cam on a wider LSA lets say a 235-245 duration on a wider 112-114 lsa will cost some hp but make it much more drivable on the street, naturally you'll want to have a long detailed discussion with several cam manufacturers BEFORE selecting a cam.
be aware that youll need to know your rear gear ratio, transmission, and what compression ratio your dealing with before you call your favorite cam manufacturer.
if your limited to pump octane gas its best to keep the dynamic compression in the 8.1-8.2.1 range, and the duration reasonable for the cars weight and gearing
oval port heads will generally be correct for this displacement range and theres several good choices, in G.M. EDELBROCK,BRODIX,TRICKFLOW and AFR
be careful and do the research , because if the compressions to low or if the cams, got to much duration, for the application, or youll lack low rpm torque , , get too little duration or the compression to high and detonation becomes an issue which will make it less than ideal for street use, in either case, but , a carefully thought thru combo can still be functional if matched to the correct stall and rear gear ratio, in your weekend warrior muscle car. naturally that will require a compression ratio of at least 10:1-10.5:1 , with the longer duration cams and a bit less with a milder cam. and for street use oval port heads and a dual plane intake will usually be about right like an EDELBROCK PERFORMER RPM , or similar intake
http://www.speedomotive.com/ps-75-7-che ... r-kit.aspx
http://www.superchevy.com/tech/0102sc_3 ... index.html
http://www.crossroadsspeedequip.com/con ... _rods.html
http://www.summitracing.com/parts/EDL-7561/
http://www.compcams.com/Community/Artic ... -138464216
http://www.carcraft.com/techarticles/cc ... ewall.html
viewtopic.php?f=53&t=5064&p=35026&hilit=compression+height+piston#p35026
pistons
https://www.uempistons.com/index.php?ma ... defc383645
lifters crower 66900Px980-16
nice street mild performance cam
crower cam
01320
http://www.crower.com/misc/cam_spec/cam_finder.php?part_num=01320&x=33&y=14
on a #00057 premium core
6834 springs
87063 retainer
http://garage.grumpysperformance.co...-peanut-port-big-block-combo.2900/#post-53752
a 2800-3200rpm MINIMUM stall converter or a manual transmission,and a 3.73:1-4.11:1 rear gear ratio, and at least a 7 qt baffled oil pan
decent choice in a mostly race combo
crower #01298
http://www.crower.com/misc/cam_spec/cam ... 8&x=16&y=4
or
http://www.cranecams.com/product/cart.p ... il&p=24440
this ERSONS well known for working well with a manual trans and at least 10.5:1 compression , and a 3000rpm stall converter and 3.73:1 rear gears , used in several engines
http://usaperform.com/performance-lifte ... rers_id=27
keep in mind most 396 had INTERNALLY BALANCED CRANK ASSEMBLIES
MOST 454 4" cranks are EXTERNALLY BALANCED, but there ARE INTERNALLY BALANCED 4.0"-or 4.25" BBC CRANKS
obviously you must match the crank throw distance, rod length and piston pin height, bore diameter, ring size and bearings matched as an assembly to the application and get the assembly balanced
Ive always been confused,and amazed by the guys that will build a 383-406 SBC and rave about the results but who stick their nose up at building a 396-434 BBC engine that has FAR greater potential with its better heads, larger valves , and stronger components, getting 500 plus horsepower from a properly built BBC is an easier task than from a similar displacement SBC, in most cases, and while the sbc might be cheaper to build the price difference might be a great deal less with a 396-434 than you might think
the 402 BBC is one of the most UNDER RATED engine out there, ID far rather build an engine based on a 402 BBC than on a 400 sbc.
Ive NEVER been able to figure out why so many guys swoon and get chills over a 383-396 SBC built from a 350 combo and IGNORE a 396-402 BBC combo with its larger ports, bigger valves,stronger parts , far better valve train and much larger potential in displacement, and head flow rates , especially if you go the stroker route, and basically better architecture, that allows a 434 displacement with readily available parts, yes theres the extra 80-100 lbs of engine weight and the packaging space issues, but in most cases the BBC can make enough extra hp to at lease equal and in most cases easily surpass the similar SBC combo,it just takes some research and thought going into the selection of the components, given the choice, between a sbc and a BBC and if not restricted in my component selection,Ill build a BBC every damn time! (especially if I can build it to maximize the BBCs true potential)
yeah, theres no question you can build a killer sbc 383-396 slightly cheaper as the basic components are more common and cost slightly less, but the difference in total cost is generally far less than most guys realize once you try to exceed about 475-500 TRUE hp.
Even a standard bore and stroke 396 or 402 displacement big block should EASILY be able to produce power levels equaling or surpassing the similar displacement in a small block engines architecture
building a 400hp-500hp 396-402 big block can be done with carefully selected parts on a tight budget, but do your research and don,t jump into a project blindly.list what you have and check with a local machine shop, do some research, talk with your favorite cam manufacture and think about your options, and budget.
use of the externally balanced damper and flexplate or flywheel on a 4" or 4.25" stroker crank in a 396-402 will be far more cost effective than internal balance components on most applications!
any of the major piston manufacturers can fabricate pistons to match your needs, if they know the engine family, exact stroke, exact bore and connecting rod length, some keep a great many pistons in stock that they may or may not list, so youll have to call the tech dept and ask, don,t assume anything.
heres a source for the pistons to be used with a 454 crank, in a 402 / 396 BBC , the pistons and rods on the 454 crank must be re-balanced along with the flywheel and damper
occasionally minor block clearancing may be required
the stock 396/402 or 454 rods could be used but there are FAR stronger aftermarket connecting rods with ARP 7/16" bolts
rods
https://www.summitracing.com/parts/sca-6613522
pistons
https://www.uempistons.com/index.ph...d=3069&zenid=99efeec029a5387282fc8adefc383645
they are designed to match
Compression Ratios
96.5cc-11.1
105cc-10.2
198cc-9.9
119-9.0
Ring Packs
2-5/64
1-3/16
Ring Sets
4125AM8
Pin Number
0990x300K
Lock Ring
PRG110-3
Notes
.180" closed chamber hollow dome, centered pin. Made from Chevy 396 block, 454 crank. Will fit Edelbrock 110cc heads. Cast iron moly ring set 4125AM8. Piston and ring set kit KB361KTM.
obviously if you need a .030- or -.040 over bore size that should be ordered to match the application.
reading sub links helps a great deal
http://garage.grumpysperformance.co...ng-piston-pin-height-compression-height.5064/
http://garage.grumpysperformance.com/index.php?threads/connecting-rod-strength-h-vs-i-beam.1168/
http://garage.grumpysperformance.com/index.php?threads/piston-related-info.110/
http://garage.grumpysperformance.co...trong-will-a-scat-rotating-assembly-be.11495/
http://garage.grumpysperformance.co...kshaft-and-connecting-rod-compatability.9320/
http://garage.grumpysperformance.com/index.php?threads/piston-related-info.110/
http://garage.grumpysperformance.com/index.php?threads/decking-or-truing-up-the-block-deck.16152/
http://garage.grumpysperformance.co...ng-rods-from-pressed-to-full-float-pins.6909/
http://garage.grumpysperformance.com/index.php?threads/measuring-block-deck-height.3759/
http://garage.grumpysperformance.com/index.php?threads/cast-or-forged-rotating-assembly.253/
If you decide to go with the stroker assembly to add displacement and compression, you'll need to change both the crank and pistons, and in most cases , when building a stroker 396 or 402 into a larger displacement as the pin height or rod length needs to change as the stroke increases,the connecting rods should be upgraded to the better aftermarket or at least the 7/16" rod bolt O.E.M. rods if your intention is to run the crap out of the engine under performance conditions.
If your building a 434 to put in a pick-up to make towing your boat or race car easier that with the current 396bbc engine , be conservative on the cam duration, Id suggest some thing like a crane #103052 flat tappet hydraulic
Ive build at least a dozen 396-402 big blocks and if your, dealing with one of the lower compression engines and are going to keep the same low compression your definitely restricting the engines potential, one rather common upgrade is swapping to a different set of pistons and a common 454 crank, and a cam with a tight lsa and a bit more duration plus reworking your current heads for more flow , the links below will help.a good detailed set of stock oval port heads and a roller cam might get you to your goal if you had more compression, but going the 4" crank stroke from a 454 crank which won,t cost much,compared to some other routes you might consider with different pistons makes it far easier.
but before you start, price out the parts and machine work, youll occasionally find really good deals on used 454 engines making dealing with your current 396-402 a waste of money, because if you can get a significantly larger displacement engine built to similar compression, it will produce better torque in most cases. and its almost always at a lower cost,to build a larger displacement big block if you start with the more common 454 block.
yes theres occasionally minor block clearance work, to fit the 454 stroke crank,in a 396 block, but most times not, that depends mostly on the connecting rods used and yes the assembly needs to be rebalanced,Ive generally used the 454 flexplate and balancer, getting 500hp out of a stroked 396/434 is hardly difficult if your willing to put some time and effort into researching the parts required and careful assembly
you could easily spend $1200-$1900, OR MORE! on a complete rotating assembly, balancing and machine work required to build a 396-402 stroker that had 434-454 cubic inches built from a smaller bore block, and most local machine shops can sell you a rebuilt 454 for less, add up all the parts,machine work , make a detailed list before you start ask lots of questions, you might find theres other lower cost options
before you even consider having a 396 BBC block bored to 4.25" bore diam. (or any more than a .060 over bore ) for use in a serious performance application and adding a stroker crank, etc. ID strongly advise having the block walls sonic tested to be CERTAIN youll still have a MIMIMUM OF .180 bore wall thickness AFTER its honed to size,and magnaflux checked for cracks,RIGID CYLINDER WALLS AND GOOD RING SEAL & HIGH COMPRESSION,WILL PROVIDE BETTER POWER THAN THE MINIMAL GAIN FROM A SLIGHTLY LARGER DISPLACEMENT BORING A 396 BLOCK, and GOOD USED 454 blocks cost less than all the machine work in most cases
http://garage.grumpysperformance.com/index.php?threads/engine-block-cylinder-wall-thickness.976/
I have to point out that the "375 hp" version of the 396 , can with (a simple valve train SPRINGS & ROCKERS,) and cam(chevys 3959180) upgrade easily exceed 450 hp and swapping to better aftermarket aluminum heads, like these
can also add noticeable extra power, easily 80 hp combined with the heads cam upgrade and valve train with roller rockers
do similar mods to a stroked 4" crank version of the 396, keep the compression up around 11.5:1-12:1 and its easily an extra 35 plus hp/ft lbs, over most of the power band.
read this link
http://garage.grumpysperformance.co...-bb-is-600hp-possible-for-street-strip.14602/
http://www.chevydiy.com/big-block-chevrolet-engine-step-step-rebuid-machine-shop-guide/
yeah you can ignore that advise but it frequently gets expensive if you do, in most cases
http://www.eaglerod.com/index.php?optio ... &Itemid=25
Here is a handy formula for finding the engine size of a V8 engine:
engine size = bore x bore x stroke x 6.2838
you should try to get a BBC build to produce about,
1.3 ft lbs of tq and 1.35 hp per cubic inch of displacement N/A as a goal
reading links helps reach that goal
All dimensions should be in inches.
crank
http://www.summitracing.com/parts/esp-445442526385
RODS
http://www.summitracing.com/parts/sca-26385716
http://www.summitracing.com/parts/sca-6638522
Ive built a few 396/402 engines with the 454 crank and custom pistons over the years and while its not a 427/454 ,
it generally allows the owner to provide the car with a reasonably lower cost combo that provides surprisingly impressive performance,
if you can find an rework something like a set of 781 oval port heads and a decent intake,
yes you need to do the math and select the correct compression ratio,
a low restriction exhaust and headers and select a cam that allows the engine to breath well.
no you can't randomly slap parts and mis-match drive train gearing and expect it to work.
but get the combo up to about 10:1-11:1 and get a rather tight 106 -108 LSA and about .600 lift,
about a 245 duration, a 800-850 cfm carb, and a 4 speed trans and a 3.73:1 rear gear in a camaro or nova and its a fun ride
example
https://www.summitracing.com/parts/lun-30110929/overview/make/chevrolet
https://www.summitracing.com/parts/wnd-7620/overview/
related info
http://garage.grumpysperformance.co...402-bbc-with-a-4-454-crank-or-even-4-25.2165/
http://garage.grumpysperformance.com/index.php?threads/semi-fool-proof-cam-sellection.82/
http://garage.grumpysperformance.co...ng-combustion-chambers.2630/page-3#post-77963
http://garage.grumpysperformance.co...rnate-bbc-oval-port-intakes.13993/#post-82322
http://garage.grumpysperformance.com/index.php?threads/semi-fool-proof-cam-sellection.82/
http://maliburacing.com/patrick_budd_article.htm
FINDING A DECENT BBC CAM ON A TIGHT LSA CAN BE A PROBLEM AT TIMES< HERES A FEW
http://www.claysmithcams.com/big-block-chevy-11/
http://garage.grumpysperformance.co...2-bbc-rebuild-but-think-things-through.13604/
http://www.mustangmonthly.com/techartic ... index.html
http://www.carcraft.com/techarticles/cc ... index.html
viewtopic.php?f=69&t=2900&p=18448&hilit=peanut+port#p18448
https://www.uempistons.com/index.php?ma ... defc383645
http://books.google.com/books?id=gsgQMT ... &q&f=false
remember a standard big block chevy has a block deck height of approximately 9.8" , stock rods are 6.135" long center to center
your cars rear gear ratio, your stall speed if its an auto transmission, and your heads and intake will be critical to success, because of the long stroke in relation to bore diam. and your trying to run on the street with some retained drive ability, you've got a wide range of cams that will work, in a similar combo I suggest a flat tappet solid lifter cam, or roller cam, with about a 245-255 duration a tight 104- 108 lsa and as much lift as you can get, if your trying to maximize the hp potential, a milder cam on a wider LSA lets say a 235-245 duration on a wider 112-114 lsa will cost some hp but make it much more drivable on the street, naturally you'll want to have a long detailed discussion with several cam manufacturers BEFORE selecting a cam.
be aware that youll need to know your rear gear ratio, transmission, and what compression ratio your dealing with before you call your favorite cam manufacturer.
if your limited to pump octane gas its best to keep the dynamic compression in the 8.1-8.2.1 range, and the duration reasonable for the cars weight and gearing
oval port heads will generally be correct for this displacement range and theres several good choices, in G.M. EDELBROCK,BRODIX,TRICKFLOW and AFR
be careful and do the research , because if the compressions to low or if the cams, got to much duration, for the application, or youll lack low rpm torque , , get too little duration or the compression to high and detonation becomes an issue which will make it less than ideal for street use, in either case, but , a carefully thought thru combo can still be functional if matched to the correct stall and rear gear ratio, in your weekend warrior muscle car. naturally that will require a compression ratio of at least 10:1-10.5:1 , with the longer duration cams and a bit less with a milder cam. and for street use oval port heads and a dual plane intake will usually be about right like an EDELBROCK PERFORMER RPM , or similar intake
http://www.speedomotive.com/ps-75-7-che ... r-kit.aspx
http://www.superchevy.com/tech/0102sc_3 ... index.html
http://www.crossroadsspeedequip.com/con ... _rods.html
http://www.summitracing.com/parts/EDL-7561/
http://www.compcams.com/Community/Artic ... -138464216
http://www.carcraft.com/techarticles/cc ... ewall.html
viewtopic.php?f=53&t=5064&p=35026&hilit=compression+height+piston#p35026
pistons
https://www.uempistons.com/index.php?ma ... defc383645
lifters crower 66900Px980-16
nice street mild performance cam
crower cam
01320
http://www.crower.com/misc/cam_spec/cam_finder.php?part_num=01320&x=33&y=14
on a #00057 premium core
6834 springs
87063 retainer
http://garage.grumpysperformance.co...-peanut-port-big-block-combo.2900/#post-53752
a 2800-3200rpm MINIMUM stall converter or a manual transmission,and a 3.73:1-4.11:1 rear gear ratio, and at least a 7 qt baffled oil pan
decent choice in a mostly race combo
crower #01298
http://www.crower.com/misc/cam_spec/cam ... 8&x=16&y=4
or
http://www.cranecams.com/product/cart.p ... il&p=24440
this ERSONS well known for working well with a manual trans and at least 10.5:1 compression , and a 3000rpm stall converter and 3.73:1 rear gears , used in several engines
http://usaperform.com/performance-lifte ... rers_id=27
keep in mind most 396 had INTERNALLY BALANCED CRANK ASSEMBLIES
MOST 454 4" cranks are EXTERNALLY BALANCED, but there ARE INTERNALLY BALANCED 4.0"-or 4.25" BBC CRANKS
obviously you must match the crank throw distance, rod length and piston pin height, bore diameter, ring size and bearings matched as an assembly to the application and get the assembly balanced
Ive always been confused,and amazed by the guys that will build a 383-406 SBC and rave about the results but who stick their nose up at building a 396-434 BBC engine that has FAR greater potential with its better heads, larger valves , and stronger components, getting 500 plus horsepower from a properly built BBC is an easier task than from a similar displacement SBC, in most cases, and while the sbc might be cheaper to build the price difference might be a great deal less with a 396-434 than you might think
the 402 BBC is one of the most UNDER RATED engine out there, ID far rather build an engine based on a 402 BBC than on a 400 sbc.
Ive NEVER been able to figure out why so many guys swoon and get chills over a 383-396 SBC built from a 350 combo and IGNORE a 396-402 BBC combo with its larger ports, bigger valves,stronger parts , far better valve train and much larger potential in displacement, and head flow rates , especially if you go the stroker route, and basically better architecture, that allows a 434 displacement with readily available parts, yes theres the extra 80-100 lbs of engine weight and the packaging space issues, but in most cases the BBC can make enough extra hp to at lease equal and in most cases easily surpass the similar SBC combo,it just takes some research and thought going into the selection of the components, given the choice, between a sbc and a BBC and if not restricted in my component selection,Ill build a BBC every damn time! (especially if I can build it to maximize the BBCs true potential)
yeah, theres no question you can build a killer sbc 383-396 slightly cheaper as the basic components are more common and cost slightly less, but the difference in total cost is generally far less than most guys realize once you try to exceed about 475-500 TRUE hp.
Even a standard bore and stroke 396 or 402 displacement big block should EASILY be able to produce power levels equaling or surpassing the similar displacement in a small block engines architecture
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