the choice of cylinder head, and compression ratio , would make or break the combo here
the cam YOU SELECTED
http://www.herbertcams.com/260-270-dur-050-510-535-112lc-3500-7500-9734/
4.10 rear gear, a Holley single plane intake and 750 dp mech.
350 turbo trans, 3500 stall, 26" tire diameter
are well enough matched to work,
but you'll need cylinder heads that can breath in the 6500-7500 rpm range
and near 10.7:1-11:1 compression to get it to breath well,run the math and it should be obvious that no stock clinder head can flow the required air flow to match the cam and intakes flow potential thus power will suffere with any stock cylinder head,
YES EVEN STOCK 170cc VORTEC HEADS< OR OLD FUELIE HEADS
http://www.wallaceracing.com/runnertorquecalc.php
http://www.wallaceracing.com/ca-calc.php
http://www.wallaceracing.com/area-under-curve.php
http://www.wallaceracing.com/chokepoint.php
http://www.wallaceracing.com/header_length.php
http://www.circletrack.com/enginetech/1 ... ch_engine/
RELATED THREADS WORTH READING IF YOU WANT IT TO RUN CORRECTLY
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,
Id point out that most transmissions are designed to shift at well under 6000 rpm and most hydraulic valve trains won,t retain best stability above about 6300 rpm, so going the 383 or the 406 SBC stroker route tends to maximize the SBC potential on a mild or mid range performance build
http://garage.grumpysperformance.co...gine-to-match-the-cam-specs.11764/#post-55651
http://garage.grumpysperformance.co...-calculators-and-basic-math.10705/#post-50173
http://garage.grumpysperformance.com/index.php?threads/calculating-ideal-port-size.624/#post-8692
http://garage.grumpysperformance.com/index.php?threads/sellecting-cylinder-heads.796/#post-49711
http://garage.grumpysperformance.co...rpm-350-for-street-strip-use.9583/#post-35406
http://garage.grumpysperformance.com/index.php?threads/port-and-runner-math.148/#post-34936
http://garage.grumpysperformance.co...lve-seat-angles-and-air-flow.8460/#post-31961
http://garage.grumpysperformance.com/index.php?threads/shopping-for-heads.10602/#post-45479
http://garage.grumpysperformance.co...ldylocks-and-the-three-ports.5537/#post-16744
http://garage.grumpysperformance.com/index.php?threads/port-speeds-and-area.333/#post-37693