http://www.corvettefaq.com/c3/goodwrenc ... rt%201.htm
http://www.hotrod.com/how-to/engine/150 ... vy-engine/
http://www.corvettefaq.com/c3/goodwrench/gm3502.htm
http://www.corvettefaq.com/c3/goodwrench/gm3503.htm
http://www.corvettefaq.com/c3/goodwrench/gm3504.htm
http://www.corvettefaq.com/c3/goodwrench/gm3505.htm
http://www.corvettefaq.com/c3/goodwrench/gm3506.htm
http://www.superchevy.com/how-to/148-0306-chevrolet-406-big-block-torque/
http://www.superchevy.com/how-to/engines-drivetrain/0506sc-major/
http://www.hotrod.com/articles/1206phr-383ci-small-block-chevy/
http://www.superchevy.com/how-to/76178-chevrolet-ht-383-engine/
http://www.enginelabs.com/news/dyno-video-qmp-builds-500-horse-383-stroker/
http://www.chevyhardcore.com/tech-stories/engine/building-the-little-383-small-block-that-could/
http://royalpurpleconsumer.com/wp-c...-block-in-six-easy-steps-hot-rod-magazine.pdf
http://garage.grumpysperformance.com/index.php?threads/matching-parts-and-a-logical-plan.7722/
http://www.corvettefaq.com/c3/goodwrench/gm3507.htm
http://www.corvettefaq.com/c3/goodwrench/gm3508.htm
you really..REALLY.. need to read thru this
http://www.chevyhiperformance.com/techa ... index.html
http://www.airflowresearch.com/articles ... A16-P1.htm
search.php?search_id=active_topics
http://www.chevyhiperformance.com/techa ... index.html
http://www.carcraft.com/techarticles/cc ... index.html
http://airflowresearch.com/articles/article115/A-P1.htm
http://airflowresearch.com/articles/article040/A-P1.htm
http://airflowresearch.com/articles/article054/A-P1.htm
http://airflowresearch.com/articles/art ... A27-P1.htm
http://www.chevyhiperformance.com/techa ... index.html
http://airflowresearch.com/articles/article032/A-P1.htm
http://www.sporttruck.com/howto/40619/index.html
http://airflowresearch.com/articles/art ... /A5-P1.htm
THERES A 100 combos and results here
http://www.ryanscarpage.50megs.com/combos2.html
http://www.airflowresearch.com/articles ... 5/A-P1.htm
http://www.chevyhiperformance.com/techarticles/67838_budget_vortec_head_cam_355_build/index.html
http://www.superchevy.com/technical...rs/sucp_0703_stealth_tpi_induction/index.html
http://www.hotrod.com/techarticles/383ci_chevy_small_block_build/index.html
http://www.chevyhiperformance.com/techarticles/148_0306_chevrolet_406_big_block_torque/index.html
http://www.hotrod.com/techarticles/engine/113_0312_dart_450ci_small_block_engine_build/index.html
read thru these threads and sub links
HERES A COUPLE GOOD Articles (ABOVE) in some cases
they take a stock low potential 350 Chevy small block crate engine and start doing mods to show what does...doesn,t work well ,too increase the potential hp, in others they get into more extensive mods, in some theres significant mods and expences, but keep in mind that you need to set goals and select parts to reach THOSE GOALS, not randomly slap parts together expecting things to work smoothly
its reasonably well done in several stages and shows you a good deal about which components are critical to making big hp numbers
If your designing a street driven engine durability should be a major concern, you can quite easily reach your goal of a responsive easy to drive sbc that produces brisk performance with the correct combo of parts on a sbc, theres no reason you can,t reach or exceed 370-400hp PLUS with a well designed 350-383 built with the correct components.
now that may and probably will require better heads, intake and a cam swap but if selected correctly the drive-ability remains decent.
keep in mind a good deal depends on your rear gear ratio, stall speed, compression ratio,matching the rest of the components selected
read thru this link
http://www.popularhotrodding.com/engine ... ewall.html
basics
a well designed 383 will produce on average about , 40hp/40 ft lbs of torque MORE than a very similar 350 built with similar parts
a typical sbc makes about 1.1 ft lb of torque per cubic inch of displacement
your torque curve depends mostly on your engines displacement,compression,head, & intake flow and cam timing
the formula for hp is torque times rpm divided by 5252=hp
a higher torque peak generally increases power
example
400 ft lbs at 3500rpm=267hp
400 ft lbs at 5500rpm=419hp
you'll want to run about 10:1 cpr on the street to maximize performance
heads that flow about 250cfm or more at .500 lift are going to be a huge asset
you'll usually need a 3.54:1-3.73:1 rear gear and a manual transmission or a 2700rpm-3000rpm stall converter to maximize acceleration, with a cam that's designed to maximize power in the 3000rpm-6300rpm band
you'll need a low restriction exhaust and headers
keep in mind its the HEADS, CAM, HEADERS, AND INTAKE selected that produce those gains as the short block is left stock
IF YOUR FAIRLY NEW TO ENGINE BUILDING DO YOURSELF A HUGE FAVOR
http://www.themotorbookstore.com/resmchstvi.html
http://www.rehermorrison.com/rmEngineBook.htm
buy this dvd and these two books
JOHN LINGENFELTER on modifying small-block chevy engines
http://www.amazon.com/John-Lingenfe...=sr_1_1?ie=UTF8&s=books&qid=1195231760&sr=1-1
SMOKEY YUNICK,S POWER SECRETS
http://www.amazon.com/Smokey-Yunick...=sr_1_1?ie=UTF8&s=books&qid=1195231724&sr=1-1
read thru this thread and sub links
your engines power potential is pretty much locked into a close relationship to, not only its displacement but your head flow potential ,cam lift & duration and compression
read these links below, and keep in mind that a 400 cubic inch based engine with almost all the listed parts , used in the 350 in this first link would have produced even more power
http://www.chevyhiperformance.com/techa ... index.html
now read this,... again you'll begin to see , its the heads,cam etc,and the engines ability to move and burn and exhaust its fuel/air mix thru its cylinders not just the displacement alone, thats the key to power
http://airflowresearch.com/articles/article031/A-P1.htm
then read these
http://www.trickflow.com/articles/18degree_hp/
http://airflowresearch.com/articles/article045/A-P1.htm
http://forum.grumpysperformance.com/viewtopic.php?f=44&t=38&start=10
http://forum.grumpysperformance.com/viewtopic.php?f=52&t=5078
http://forum.grumpysperformance.com/viewtopic.php?f=69&t=3814
http://forum.grumpysperformance.com/viewtopic.php?f=52&t=181
you will find these threads useful if you read thru and look thru sub links most people don,t take the time to research and plan their engine builds to match the application, and as a result they tend to think they all want 500-600 plus hp from reading the magazine articles , but the truth is that a responsive engine with massive torque in the useable rpm range make for a far better choice if the cars street driven, now thats not saying you can,t have both impressive horsepower and a great torque curve but just keep in mind every choice is a compromise and if you concentrate on building an engine that works in the rpm band you actually use rather than getting mesmerized by peak hp numbers alone youll have better results.
you'll
also need to keep in mind it does no good to build a killer engine that produces 500 plus hp at 6700 rpm and match it to a rear gear ratio and transmission gearing, and shift points or converter stall speed, that keeps the engine in the 1600 rpm-6000 rpm power range 90% of the time, if your smart your not competing for peak hp bragging rights your trying to build , impressive and instantly responsive torque in the usable rpm band.
Yes I've constantly tried to point out the fact that all the components in any engine, and correctly matching the drive train combos gearing, exhaust flow, intake and cam timing along with the fuel/air ratio and ignition advance curve must match the engines displacement and compression ratio, and the intended rpm and intended operational power range.
so many guy fail to understand that concept and as a result install mis-matched components that significantly restrict the power curve and the effective rpm range.
remember its that available torque at a instantly available rpm and how effectively you can access that torque that will allow you to move the car briskly,
the most common mistakes are not selecting the better available , and high flow rate heads that match the engines displacement and intended rpm range and the cam timing, and over camming the engine or not gearing or using the correct stall speed to match the application, is a sure route to reducing the potential performance, potential.
http://www.hotrod.com/how-to/engine/150 ... vy-engine/
http://www.corvettefaq.com/c3/goodwrench/gm3502.htm
http://www.corvettefaq.com/c3/goodwrench/gm3503.htm
http://www.corvettefaq.com/c3/goodwrench/gm3504.htm
http://www.corvettefaq.com/c3/goodwrench/gm3505.htm
http://www.corvettefaq.com/c3/goodwrench/gm3506.htm
http://www.superchevy.com/how-to/148-0306-chevrolet-406-big-block-torque/
http://www.superchevy.com/how-to/engines-drivetrain/0506sc-major/
http://www.superchevy.com/how-to/76178-chevrolet-ht-383-engine/
http://www.enginelabs.com/news/dyno-video-qmp-builds-500-horse-383-stroker/
http://www.chevyhardcore.com/tech-stories/engine/building-the-little-383-small-block-that-could/
http://royalpurpleconsumer.com/wp-c...-block-in-six-easy-steps-hot-rod-magazine.pdf
http://garage.grumpysperformance.com/index.php?threads/matching-parts-and-a-logical-plan.7722/
http://www.corvettefaq.com/c3/goodwrench/gm3507.htm
http://www.corvettefaq.com/c3/goodwrench/gm3508.htm
you really..REALLY.. need to read thru this
http://www.chevyhiperformance.com/techa ... index.html
http://www.airflowresearch.com/articles ... A16-P1.htm
search.php?search_id=active_topics
http://www.chevyhiperformance.com/techa ... index.html
http://www.carcraft.com/techarticles/cc ... index.html
http://airflowresearch.com/articles/article115/A-P1.htm
http://airflowresearch.com/articles/article040/A-P1.htm
http://airflowresearch.com/articles/article054/A-P1.htm
http://airflowresearch.com/articles/art ... A27-P1.htm
http://www.chevyhiperformance.com/techa ... index.html
http://airflowresearch.com/articles/article032/A-P1.htm
http://www.sporttruck.com/howto/40619/index.html
http://airflowresearch.com/articles/art ... /A5-P1.htm
THERES A 100 combos and results here
http://www.ryanscarpage.50megs.com/combos2.html
http://www.airflowresearch.com/articles ... 5/A-P1.htm
http://www.chevyhiperformance.com/techarticles/67838_budget_vortec_head_cam_355_build/index.html
http://www.superchevy.com/technical...rs/sucp_0703_stealth_tpi_induction/index.html
http://www.hotrod.com/techarticles/383ci_chevy_small_block_build/index.html
http://www.chevyhiperformance.com/techarticles/148_0306_chevrolet_406_big_block_torque/index.html
http://www.hotrod.com/techarticles/engine/113_0312_dart_450ci_small_block_engine_build/index.html
read thru these threads and sub links
HERES A COUPLE GOOD Articles (ABOVE) in some cases
they take a stock low potential 350 Chevy small block crate engine and start doing mods to show what does...doesn,t work well ,too increase the potential hp, in others they get into more extensive mods, in some theres significant mods and expences, but keep in mind that you need to set goals and select parts to reach THOSE GOALS, not randomly slap parts together expecting things to work smoothly
its reasonably well done in several stages and shows you a good deal about which components are critical to making big hp numbers
If your designing a street driven engine durability should be a major concern, you can quite easily reach your goal of a responsive easy to drive sbc that produces brisk performance with the correct combo of parts on a sbc, theres no reason you can,t reach or exceed 370-400hp PLUS with a well designed 350-383 built with the correct components.
now that may and probably will require better heads, intake and a cam swap but if selected correctly the drive-ability remains decent.
keep in mind a good deal depends on your rear gear ratio, stall speed, compression ratio,matching the rest of the components selected
read thru this link
http://www.popularhotrodding.com/engine ... ewall.html
basics
a well designed 383 will produce on average about , 40hp/40 ft lbs of torque MORE than a very similar 350 built with similar parts
a typical sbc makes about 1.1 ft lb of torque per cubic inch of displacement
your torque curve depends mostly on your engines displacement,compression,head, & intake flow and cam timing
the formula for hp is torque times rpm divided by 5252=hp
a higher torque peak generally increases power
example
400 ft lbs at 3500rpm=267hp
400 ft lbs at 5500rpm=419hp
you'll want to run about 10:1 cpr on the street to maximize performance
heads that flow about 250cfm or more at .500 lift are going to be a huge asset
you'll usually need a 3.54:1-3.73:1 rear gear and a manual transmission or a 2700rpm-3000rpm stall converter to maximize acceleration, with a cam that's designed to maximize power in the 3000rpm-6300rpm band
you'll need a low restriction exhaust and headers
keep in mind its the HEADS, CAM, HEADERS, AND INTAKE selected that produce those gains as the short block is left stock
IF YOUR FAIRLY NEW TO ENGINE BUILDING DO YOURSELF A HUGE FAVOR
http://www.themotorbookstore.com/resmchstvi.html
http://www.rehermorrison.com/rmEngineBook.htm
buy this dvd and these two books
JOHN LINGENFELTER on modifying small-block chevy engines
http://www.amazon.com/John-Lingenfe...=sr_1_1?ie=UTF8&s=books&qid=1195231760&sr=1-1
SMOKEY YUNICK,S POWER SECRETS
http://www.amazon.com/Smokey-Yunick...=sr_1_1?ie=UTF8&s=books&qid=1195231724&sr=1-1
read thru this thread and sub links
your engines power potential is pretty much locked into a close relationship to, not only its displacement but your head flow potential ,cam lift & duration and compression
read these links below, and keep in mind that a 400 cubic inch based engine with almost all the listed parts , used in the 350 in this first link would have produced even more power
http://www.chevyhiperformance.com/techa ... index.html
now read this,... again you'll begin to see , its the heads,cam etc,and the engines ability to move and burn and exhaust its fuel/air mix thru its cylinders not just the displacement alone, thats the key to power
http://airflowresearch.com/articles/article031/A-P1.htm
then read these
http://www.trickflow.com/articles/18degree_hp/
http://airflowresearch.com/articles/article045/A-P1.htm
http://forum.grumpysperformance.com/viewtopic.php?f=44&t=38&start=10
http://forum.grumpysperformance.com/viewtopic.php?f=52&t=5078
http://forum.grumpysperformance.com/viewtopic.php?f=69&t=3814
http://forum.grumpysperformance.com/viewtopic.php?f=52&t=181
you will find these threads useful if you read thru and look thru sub links most people don,t take the time to research and plan their engine builds to match the application, and as a result they tend to think they all want 500-600 plus hp from reading the magazine articles , but the truth is that a responsive engine with massive torque in the useable rpm range make for a far better choice if the cars street driven, now thats not saying you can,t have both impressive horsepower and a great torque curve but just keep in mind every choice is a compromise and if you concentrate on building an engine that works in the rpm band you actually use rather than getting mesmerized by peak hp numbers alone youll have better results.
you'll
also need to keep in mind it does no good to build a killer engine that produces 500 plus hp at 6700 rpm and match it to a rear gear ratio and transmission gearing, and shift points or converter stall speed, that keeps the engine in the 1600 rpm-6000 rpm power range 90% of the time, if your smart your not competing for peak hp bragging rights your trying to build , impressive and instantly responsive torque in the usable rpm band.
Yes I've constantly tried to point out the fact that all the components in any engine, and correctly matching the drive train combos gearing, exhaust flow, intake and cam timing along with the fuel/air ratio and ignition advance curve must match the engines displacement and compression ratio, and the intended rpm and intended operational power range.
so many guy fail to understand that concept and as a result install mis-matched components that significantly restrict the power curve and the effective rpm range.
remember its that available torque at a instantly available rpm and how effectively you can access that torque that will allow you to move the car briskly,
the most common mistakes are not selecting the better available , and high flow rate heads that match the engines displacement and intended rpm range and the cam timing, and over camming the engine or not gearing or using the correct stall speed to match the application, is a sure route to reducing the potential performance, potential.
Last edited by a moderator: