bits of 383 info

[Grumpy]

as too costs involved here's one SBC 383 builds partial cost list, which may help you remember some of the costs your more than likely over looking
the fact is this engine building remains mostly well understood and known science, a teachable skill,
(for anyone willing to learn what works with a bit of RESEARCH)
I'm fairly sure many of the guys reading through this don,t or have not dealt with, or built enough engines, and been involved with enough of the engine builds to realize the various manufacturers approach building components with a great many different objectives in mind,
component parts vary and careful research and selection is required!
I've always found SCAT and CROWER parts seem to be a good value!
keep in mind the "weakest link in the chain" concept,
Any logical engine builder needs to sellect components with a firm goal in mind and recognize the intended power band and rpm limitations.
need there's not much sense in selecting a rotating assembly that is built to easily handle lets say 1200 hp and 7800 rpm, at 4500 fpm in piston speeds,
if the block main caps walk at much lower stress levels, or if the block your thinking of using it in,will most likely have the caps walk well below that stress level.
nore would it make sense, using such a high dollar rotating assembly if your going to match it with a valve train and hydraulic roller cam that floats valves at 6400 rpm, or heads that reach port stall at 6700 rpm
and a bit of skilled ART , but the biggest and most common, and unfortunately repeated, mistake I've seen made, is guys who fail to ask questions,when they run into areas where they are not dead certain of what needs to be done, and fail to stop and ask questions, understand both the answers and WHY things, MUST be done a certain way for best results!
IF you find you don,t remember how to do something,
or can,t remember the clearance required,
torque specs ,the best parts to be used,
the correct wire color,
or correct sealant or
any thing else,
STOP do a bit of research, and DON,T SCREW IT UP,
a bit of research beats making mistakes .
BECAUSE AVOIDING MISTAKES generally costs a great deal less time and money!
A COUPLE HOURS READING CAN RESULT IN PREVENTING WEEKS OF WASTED WORK AND THOUSANDS OF DOLLARS SAVED!
DON,T GUESS!
get the required info from at least two and preferably three independent sources
keep in mind the concept of the weakest link in a chain, you'll always need to keep that in mind, the best parts are all dependent on other component function, to reach their full potential.
if your cars not geared to operate in the engines most effective power band your working at a big dis-advantage,
if the cam won,t allow the valves to open long and wide enough to maximize the port and runner flow your working at a dis-advantage.
the same concept of inter-dependency will be found in compression, exhaust flow and a dozen other areas!
now the thing that simply amazes me is that the vast majority of those people are absolutely , almost religiously opposed to doing, anything like spending a few hours reading or spending a couple hundred dollars on books on the subject. the fact is that spending the time and money before you get into purchasing components on detailed research into almost any area that might require a person to do in depth research , pays off in big savings , in less mistakes, fewer purchases of miss matched parts and far less assembly mistakes made.
yet many of those same people will take the advise of some 18 -20 year old kid standing on the opposite side of the local auto parts store , or some rather unskilled friend might have suggested as if it was written in granite slabs by the LORD!
this hobby is basically based on your ability to use tools, your ability too think about what each automotive sub system does and how you can make it function to its full efficiency or maybe even improve on what that system does.
keep in mind the change in port volume between something like a 195cc vs the minimally larger 210cc AFR ports is going to have a rather minimal effect on the cars engine performance in the lower and mid rpm ranges but it will be noticeable on the peak power ,
IF THE CAM AND EXHAUST SCAVENGING IS SET UP TO MAXIMIZE UPPER RPM AIR FLOW!
DorianL should be able to comment here, as he previously swapped from TRICK FLOW 195cc to AFR 210 cc heads on his former performance engine build in that recently sold car, and would have noticed the difference in peak power that the minimal port cross sectional area increase provided, and I think he might agree that it had less than a huge effect on his previous engines off idle and lower rpm torque which is commonly the major concern people who have very little hands on experience always seem to be concerned with.
remember its the, cam timing, duration, lift and LSA,and its effect on how effective the exhaust scavenging, is that has a much more noticeable effect on the engines ability to effectively fill the cylinder rather than the port cross sectional area

if your looking for a local machine shop,
in the west palm beach fla area
be damn sure you get all the details in writing
dates prices, details on what needs to be done
delivery dates and take pictures
these guys generally do decent work




first choice (use them fairly often to rebuild heads)

Engine Rebuilders-Palm Beach,
1722 Donna Rd, West Palm Beach, FL 33409

second choice (mostly for block line hone & decking)

Keener's Engine Machine Inc
2517 N Military Trl, West Palm Beach, FL 33409



third choice
these guys get decent reviews but Ive only been there once)

170 Commerce Rd, Suite 1A
Boynton Beach Florida 33426
https://www.mprracingengines.com/
watch the video, and like I stated many times,
its the combo of the engines,
compression,
displacement ,
cam timing
and the exhaust scavenging ,
and the intake manifold design,
NOT the intake port cross sectional area,
that are the most critical factors, in the engines lower rpm and mid rpm torque.
but for damn sure an intake runner port can be small enough to noticeably restrict upper mid range and peak power significantly,
For 5 decades I've heard endlessly about how installing larger free flowing cylinder heads would devastate the engines ability to make any low or mid rpm torque.
especially when Id suggest using a set of smaller 300cc-320cc, aluminum,rectangle port heads on a 496 BBC, or 200 cc-210cc heads on a 406 sbc, I was asked to build
yet on every engine I've ever had built or had some guy ask me to look at, to see why it ran a great deal less impressively than he expected it too,
they brought into my shop its was very obvious (at least to me) that it was the combo of low compression, too little displacement, with too much cam duration ,
a restrictive exhaust or some guy who was trying to save money and continuing to use a stock stall speed torque converter, or retain a badly mis-matched 2.87:1-3.08:1 rear gear ratio,
with an engine that he miss matched components by slapping a large carburetor , and a single plane intake on,an engine that will rarely exceed 6000 rpm, that was the major reason.
if you want an engine combo to run your first step is to logically match the list of components you,ll use to the application,
and that requires you stop, engage the brain and think things through carefully,
and the most common way to screw up the process is to over cam a low compression engine,
have a restrictive exhaust or mis-match the drive train gearing to the engines power band.
Volume (CCs) of Head Gasket
CCs of Head Gasket = Bore x Bore x 12.87 x Thickness of Head Gasket
COMMON SBC INTAKE PORTS
felpro # 1204=Port Size: 1.23" x 1.99"=2.448 sq inches

felpro # 1205=Port Size: 1.28" x 2.09"=2.67 sq inches

felpro # 1206=Port Size: 1.34" x 2.21"=2.96 sq inches

felpro # 1207=Port Size: 1.38" x 2.28"=3.146 sq inches

felpro # 1209=Port Size: 1.38" x 2.38"=3.28 sq inches

felpro # 1255 VORTEC=Port Size: 1.08" x 2.16"-2.33 sq inches

felpro # 1263=Port Size: 1.31" x 2.02"=2.65 sq inches

felpro # 1266=Port Size: 1.34" x 2.21"=2.96 sq inches

felpro # 1284 LT1=Port Size: 1.25 x 2.04''=2.55 sq inches

felpro # 1289 FASTBURN=Port Size: 1.30" x 2.31" 3.00 sq inches

http://users.erols.com/srweiss/calccsa.htm

Your RPM computed from your Cross Sectional Area of 1.95
(the smaller AFR HEADS)
and Bore of 4.03 and Stroke of 3.75 is 5,569.12 .

Your RPM computed from your Cross Sectional Area of 2.05
(the Larger AFR HEADS)
and Bore of 4.03 and Stroke of 3.75 is 5,854.72 .
you,ll barely notice the about 300 rpm shift in the power band on the lower part of rpm range but appreciate it much more on the upper edge of that power curve


heres a chart FROM THE BOOK,HOW TO BUILD BIG-INCH CHEVY SMALL BLOCKS with some common cross sectional port sizes
(measured at the smallest part of the ports)
...........................sq inches........port cc
edelbrock performer rpm ....1.43.............170
vortec......................1.66.............170
tfs195......................1.93.............195
afr 180.....................1.93.............180
afr 195.....................1.98.............195
afr 210.....................2.05.............210
dart pro 200................2.06.............200
dart pro 215................2.14.............215
brodix track 1 .............2.30.............221
dart pro 1 230..............2.40.............230
edelbrock 23 high port .....2.53.............238
edelbrock 18 deg............2.71.............266
tfs 18 deg..................2.80.............250

USE THE CALCULATORS
http://www.rbracing-rsr.com/runnertorquecalc.html
http://www.wallaceracing.com/chokepoint.php
http://www.wallaceracing.com/header_length.php
http://www.superchevy.com/how-to/en...-0902-chevy-engine-port-variations-measuring/
http://www.hotrod.com/articles/choosing-the-right-camshaft/
http://garage.grumpysperformance.com/index.php?threads/bits-of-383-info.38/

you may be amazed to find a great deal of research and testing has been done and theres actually proven facts rather than random guess work to use in planing a well built engine combo

READ THROUGH THIS LINK
http://garage.grumpysperformance.com/index.php?threads/finding-a-machine-shop.321/

http://forum.grumpysperformance.com...=8460&p=32923&hilit=curtain+flow+angle#p32923

http://www.wallaceracing.com/max-rpm2.php

http://www.rbracing-rsr.com/runnertorquecalc.html

http://www.wallaceracing.com/header_length.php

http://garage.grumpysperformance.co...block-cylinder-wall-thickness.976/#post-22976

http://garage.grumpysperformance.co...piston-to-bore-clearance-on-your-block.14251/

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

http://garage.grumpysperformance.com/index.php?threads/what-to-look-for-in-a-good-engine-combo.9930/

http://www.superchevy.com/how-to/engines-drivetrain/sucp-0209-chevy-gm-cylinder-heads/

A VERY USEFUL set of CALCULATORs
http://www.rbracing-rsr.com/runnertorquecalc.html

http://users.erols.com/srweiss/calccsa.htm

http://users.erols.com/srweiss/calcplv.htm

http://users.erols.com/srweiss/calcfps.htm

http://users.erols.com/srweiss/calcacsa.htm

just a bit of info on intake gaskets sizes to match port cross sectional areas

Calculating the valve curtain area
The following equation mathematically defines the available flow area for any given valve diameter and lift value:
Area = valve diameter x 0.98 x 3.14 x valve lift
Where 3.14 = pi (π)
For a typical 2.02-inch intake valve at .500-inch lift, it calculates as follows:
Area = 2.02 x 0.98 x 3.14 x 0.500 = 3.107 square inches
SO lets do a bit of math
a cylinder head with a 2.02' intake valve and a cam with a .450 lift at the valve with a 1.5:1 rocker will in theory produce a valve curtain area of 2.79 sq inches, swapping to a 1.6:1 ratio increases the lift to .480 lift 2.98 sq inches, increasing the available port flow potential at least in theory by about 6%, but keep in mind the port can only flow at full valve lift for the limited time the valve remains at full lift and if the narrowest section of the port cross sectional areas less that the valve curtain area that not the valve restricts flow

reading a few links might help here, but ID also point out that DISPLACEMENT, EXHAUST SCAVENGING EFFICIENCY, AND COMPRESSION RATIO ARE MAJOR FACTORS

example
if a 383 SBC makes 1.3 hp & ft lbs of tq per cubic inch of displacement
thats 498 hp & ft lbs of tq

if a 496 BBC makes 1.3 hp & ft lbs of tq per cubic inch of displacement
thats 645 hp & ft lbs of tq




http://garage.grumpysperformance.co...ing-parts-and-a-logical-plan.7722/#post-51341
take the effort to read the threads ,
buy the suggested books,as they are a good reference,
and pat attention too sub links ,they contain decades of knowledge

http://garage.grumpysperformance.com/index.php?threads/454-bbc-on-the-cheap-well-to-start.11739/

https://www.summitracing.com/search...Default&SortOrder=Ascending&autoview=SKU&ar=1

http://garage.grumpysperformance.co...y-in-building-a-good-engine.11682/#post-54682

http://garage.grumpysperformance.co...train-clearances-and-problems.528/#post-57678

http://garage.grumpysperformance.com/index.php?threads/another-496bbc.5123/page-2#post-46729

http://garage.grumpysperformance.co...k-for-in-a-good-engine-combo.9930/#post-46399

http://garage.grumpysperformance.com/index.php?threads/port-and-runner-math.148/#post-182

http://garage.grumpysperformance.co...reasonable-mild-but-dependable-upgrade.12130/

we ALL learn from mistakes,
and WE ALL make them,
its part of the learning process,
the trick is in simply remembering,
NOT TO REPEAT OR DUPLICATE,
the MISTAKES YOU MAKE,
AND LEARN FROM THE MISTAKES,
YOUR FRIENDS MAKE ALSO!

I got asked why I seem to have a marked preference for building big block engines VS the far more common small block,
you really should get these books and read them before going any further, it will help a good deal


http://www.amazon.com/exec/obidos/A...5079777/sr=2-1/ref=sr_2_1/102-1234339-0571324

http://www.amazon.com/exec/obidos/t...gy_img_2/102-1234339-0571324?v=glance&s=books

http://www.amazon.com/exec/obidos/t...gy_img_2/102-1234339-0571324?v=glance&s=books

http://www.amazon.com/exec/obidos/t..._books_1/102-1234339-0571324?v=glance&s=books

http://www.amazon.com/exec/obidos/t..._books_3/102-1234339-0571324?v=glance&s=books

http://www.amazon.com/exec/obidos/t...f=sr_1_2/102-1234339-0571324?v=glance&s=books

INVESTING THE TIME AND EFFORT IN PURCHASING AND READING A FEW BOOKS WILL BE VERY COST EFFECTIVE

http://www.dragzine.com/tech-stories/en ... ine-block/
"

SMALL BLOCK REFERENCE BOOKS YOULL WANT
start by buying these books and watching the video

http://www.themotorbookstore.com/resmchstvi.html

http://www.amazon.com/David-Vizards...8&qid=1456194032&sr=8-5&keywords=DAVID+VIZARD
HOW TO BUILD MAX PERFORMANCE CHEVY SMALL BLOCKS ON A BUDGET by DAVID VIZARD
.

JOHN LINGENFELTER on modifying small-block chevy engines
http://www.amazon.com/Lingenfelter-...=1456193940&sr=8-1&keywords=JOHN+LINGENFELTER

http://www.amazon.com/Smokey-Yunick...2&sr=8-1&keywords=smokey+yunick+power+secrets

http://www.amazon.com/Chevrolet-Rac...ords=The-Chevrolet-Racing-Engine-Bill-Jenkins

http://garage.grumpysperformance.com/index.php?threads/idea-for-new-calculator.4851/#post-39018

http://garage.grumpysperformance.co...-calculators-and-basic-math.10705/#post-50173

http://garage.grumpysperformance.com/index.php?threads/newbie-here.11767/#post-55608

http://garage.grumpysperformance.com/index.php?threads/a-few-calculator-links.7108/#post-27382

Did a budget build for a customer last year used a 880 GM block it was all machined cleaned magged, sonic tested, line honed, stroker clearanced, zero decked to 9.00 (Tom Mobley the intake fit just fine ) bored and plate honed.

Machine work on block 695.00
ARP Main bolt kit 48.00
Scat 9000 series crank 280.00
Scat I beam 6.0 rods with 7/16 bolts 350.00
Wiseco pistons with rings 450.00
Dart SHP 180 64CC heads 1176.00
Internally balance crank 225.00
polish crank 45.00
rod and main bearings 45.00
Performance cam bearings 32.00
Brass freeze plug kit 28.00
Install cam bearings and freeze plugs 60.00
Head gaskets 75.00
ARP head bolts 90.00
GM Hot cam Think it was 238/242 185.00
GM roller lifter kit with dog bones and spider 190.00
8 quart Y pan with pick up 230.00
Melling 10552 oil pump 115.00
Cloyes hex-A-just 136.00
GM balancer 89.00
Size both ends of rods 120.00
Air Gap intake 275.00
With misalliances fasteners and gaskets ETC.
Customer fit his own rings and assembled his own engine.
(roughly 430 hp)
For under 5500.00 the engine seems to be a Kick A$$ piece runs better then I expected.

be sure that FLYWHEEL,you select matches the intended application
and it is SFI certified, IDEALLY billet, your feet will thank you,
and ideally, you use a blow proof bell housing, thats a good idea
and I would select a 28 lb-36 lb flywheel,for street use.
if its the newer sbc single rear seal block.
be sure its for a single rear seal crank,
and they make 153 and 168 tooth gear designs,
you need to match your application, and your bell housing and starter
also be aware there are internal and externally balanced 383 SBC kits and 5.7" and 6" rod kits,
and some that require a neutrally balanced damper and an externally balanced flywheel

https://www.summitracing.com/parts/...MIyrK1kZaY6QIVFP_jBx05Vw71EAQYAyABEgL4HfD_BwE


as usual, there's a ton of related info in the links and sub links
http://garage.grumpysperformance.co...ectly-installing-bellhousings.584/#post-21691

http://garage.grumpysperformance.com/index.php?threads/a-brief-look-at-clutches.447/

http://garage.grumpysperformance.com/index.php?threads/engine-balancing.3900/#post-10338

http://garage.grumpysperformance.com/index.php?threads/selecting-a-flywheel.1042/#post-1945

http://garage.grumpysperformance.com/index.php?threads/harmonic-balancer.3554/#post-9433

http://garage.grumpysperformance.com/index.php?threads/sfi-tested-parts-sources.3011/#post-7917


related
read the links its worth your time and effort
https://www.engineprofessional.com/EPQ3-2020/mobile/index.html#p=16

http://garage.grumpysperformance.com/index.php?threads/finding-a-machine-shop.321/#post-59253

http://garage.grumpysperformance.co...ing-parts-and-a-logical-plan.7722/#post-68651

http://garage.grumpysperformance.com/index.php?threads/bits-of-383-info.38/page-2#post-61958

http://garage.grumpysperformance.com/index.php?threads/block-prep.125/

http://garage.grumpysperformance.co...ing-a-383-sbc-combo-planing.12168/#post-58778

http://garage.grumpysperformance.co...gine-to-match-the-cam-specs.11764/#post-55651

http://garage.grumpysperformance.com/index.php?threads/bare-minimum-tools.11026/#post-51823

http://garage.grumpysperformance.com/index.php?threads/parts-prep-cleaning.6255/#post-51146

http://garage.grumpysperformance.com/index.php?threads/383-information-overload.11137/#post-49857

http://garage.grumpysperformance.com/index.php?threads/big-block-chevy-info.710/#post-49737

http://garage.grumpysperformance.com/index.php?threads/precision-measuring-tools.1390/#post-52466

http://garage.grumpysperformance.co...ting-started-in-the-car-hobby.339/#post-60187

not all the links relate to your build but may be helpful
https://www.speedwaymotors.com/Moroso-37800-Chevy-Block-Deck-Plug-Kit,590.html

http://www.superchevy.com/how-to/engines-drivetrain/83818-block-plug-basics/

https://www.chevyhardcore.com/tech-...g-101-getting-started-with-your-engine-build/

https://www.chevrolet.com/performance/engine-components/small-block/race-blocks

https://www.hotrod.com/articles/hrdp-1210-chevrolet-350-small-block-comparison/

https://www.dragzine.com/news/engine-machining-101-getting-started-with-your-engine-build/

https://www.chevydiy.com/big-block-chevrolet-engine-step-step-rebuid-machine-shop-guide/

https://www.chevydiy.com/machine-shop-guide-build-chevy-small-block-engines/

http://www.budgetenginerebuilders.com/machining-services/

https://www.steveschmidtracing.com/machine-shop

 

[Grumpy]

crank shaft mods info

read these links also https://garage.grumpysperformance.com/index.php?threads/bearings-and-oil-flow.150/#post-99327 http://garage.grumpysperformance.com/index.php?threads/whats-a-windage-tray-do.64/...

garage.grumpysperformance.com

Id point out I think part of the reason the dyno charts are limited to about 6200 rpm,
is the result of both the potential loss of valve train stability, with a hydraulic roller sbc valve train,
and the potential limits on safe piston speeds to longer term durability.
Id also point out that in most cases the stock cars exhaust system will not allow the exhaust flow.
and enhanced cylinder scavenging, required to,
allow the extended intake flow rates to become a useable factor in the engines power curve
then of course port stall speed as the ports cross sectional area will limit the air flow entering the cylinder
in most cases that intake port cross sectional area or the exhaust port flow will stall,
limiting and higher rpm power gains.

on a 383 SBC your port must be at least 2.17 sq inches minimum,
and at about 2.45 sq inches your maxing out the potential flow at 6200 rpm
if your current intake runner or port size in the heads is not at least 2.45 sq inches or greater your reaching port stall
ideally you'll want about 3.0-3.2 sq inches on that intake runner and port size if you want to push rpms/power and match the intake flow are to feed the cylinders at lets say 7000 rpm

Stan Weiss' - Automotive Performance Software / Interactive JavaScript to Calculate an Engine's Port Limiting Velocity​

JavaScript Calculators designed for the auto enthusiast. Which will do math for YOU. Interactive JavaScript to Calculate an Engine's Port Limiting Velocity
users.erols.com

bits of 383 info​

as too costs involved here's one SBC 383 builds partial cost list, which may help you remember some of the costs your more than likely over looking the fact is this engine building remains mostly well understood and known science, a teachable skill, (for anyone willing to learn what works with a...
garage.grumpysperformance.com

unshrouding valves, and polishing combustion chambers​

yea it would be nice to come up with the cash to do some amazing build but ultimately as is so often the case the finances arent there. gotta work with what we got i guess...
garage.grumpysperformance.com

tumble and swirl, quench & squish​

I could fill chapters on these subjects, but its basically not something the average engine builder assembling off the shelf parts needs to be overly concerned with other than to understand the potential power may change due to the parts selected and the careful assembly and measurement during...
garage.grumpysperformance.com

multi-angle valve job related​

for a valve to function correctly it needs to both seal completely when seated against the head and allow efficient flow between the valve seat and underside of the valve as it lifts off its seat, the curtain area( that's BASICALLY, the distance the valve is off its seat times the valve...
garage.grumpysperformance.com

Air Velocity Speed Limit: Max Velocity Heads + Tuned Intake = Turbulence?​

Here's a question I've been pondering; it has 2 constituent parts/ ideas that come together to make the question possible so bear with me: 1. Modern SBC "Street" heads like the AFRs and Profilers have been laser-focused on keeping air speeds up and maximizing airflow velocity to improve torque...
garage.grumpysperformance.com

COMMON SBC INTAKE PORTS
felpro # 1204=Port Size: 1.23" x 1.99"=2.448 sq inches

felpro # 1205=Port Size: 1.28" x 2.09"=2.67 sq inches

felpro # 1206=Port Size: 1.34" x 2.21"=2.96 sq inches

felpro # 1207=Port Size: 1.38" x 2.28"=3.146 sq inches

felpro # 1209=Port Size: 1.38" x 2.38"=3.28 sq inches

felpro # 1255 VORTEC=Port Size: 1.08" x 2.16"-2.33 sq inches

felpro # 1263=Port Size: 1.31" x 2.02"=2.65 sq inches

felpro # 1266=Port Size: 1.34" x 2.21"=2.96 sq inches

felpro # 1284 LT1=Port Size: 1.25 x 2.04''=2.55 sq inches

felpro # 1289 FASTBURN=Port Size: 1.30" x 2.31" 3.00 sq inches
http://users.erols.com/srweiss/calccsa.htm

http://garage.grumpysperformance.co...-calculators-and-basic-math.10705/#post-50173

http://garage.grumpysperformance.com/index.php?threads/port-and-runner-math.148/#post-34936

http://garage.grumpysperformance.co...at-angles-and-air-flow.8460/page-2#post-33298

http://garage.grumpysperformance.co...build-the-engine-to-match-the-cam-specs.11764

https://mechanics.stackexchange.com...runner-length-effect-the-power-curve-of-a-car

https://www.musclecardiy.com/performance/induction-math-high-performance-engines/

calculate horse power from intake port flow rates
http://www.wallaceracing.com/calcafhp.php

http://www.wallaceracing.com/calchpaf.php

http://www.wallaceracing.com/ca-calc.php

http://www.wallaceracing.com/max-rpm.php

http://www.wallaceracing.com/lpv.php

http://www.wallaceracing.com/chokepoint.php

http://www.wallaceracing.com/chokepoint-rpm.php

port speeds and area​

I CAN,T EVEN TELL YOU HOW INSANE SOME CONVERSATIONS I HAVE SEEN GUYS GET EVOLVED IN ARE! GUYS TELL YOU A 210CC air flow research HEADS GOING TO ABSOLUTELY KILL Torque ON A 383 BUT ITS FINE FOR A 400 SBC, WHAT TOTAL b.s, your cylinder heads port size needs to be selected with both displacement...
garage.grumpysperformance.com

 

[Grumpy]

roller cams are in most case's potentially, much superior to non-roller cams in that they can,
provide potential greater effective duration and lift, with less friction losses.
(assuming you do your homework and select a well matched cam and components matching the engines requirements, compression, gearing etc.)
but you can't use the same valve springs, on the heads, valve train geometry differs significantly, push rods are shorter, . as the roller lifter's are taller and heavier, the combo of components required to swap from flat tappet to full roller can become rather expensive, $1000-$1500 easily once you get the valve springs push rods roller lifters, billet cam core and ideally roller rockers.
for that, cost, the added roller valve train and roller rockers, etc. youll generally gain an additional 25-35 added horse power over a similar duration flat tappet version due to more effective volumetric efficiency and reduced friction.
considering the average
thus its common to get 25-30 hp from a flat tappet performance cam upgrade and maybe 45-65 hp from a roller cam valve train upgrade View attachment 105252

View attachment 105251
View attachment 105253

is a roller cam worth the extra cost vs a flat tappet design

heres some info from COMP CAMS " Flat Tappet vs. Roller Tappet Lifters theres far more than just the cam and lifters required to swap types of cams, if your engines currently equipped with a flat tappet cam your almost sure to need a new timing chain set cam button new push rods obviously a new...

garage.grumpysperformance.com

cast roller cams and high spring pressures don't generally work well

running a cast core roller cam on the street with significantly more than MINIMAL spring pressures for the intended application, IS JUST asking for valve train problems, but a balance must be maintained, if the valve spring is too weak and allows the cam lobe to throw or loft the lifter at...

garage.grumpysperformance.com

sellecting valve springs, and setting up the valve train

How do you determine the spring pressure needed to keep the valves under control for a given lift, duration, and max rpm. It might take you several hours to read thru all the links and sub links but its time very well spent as it could save your engine from destruction and save you thousands of...

garage.grumpysperformance.com

cam wear,articles you need to read

before, you start reading through the thread and links below, Ill point out that I've done the forensics on quite a few failed cams over the years, that guys have brought to my shop and Id say about 60% of the failed cam lobe & lifter problems were traced to a failure to check clearances or...

garage.grumpysperformance.com

 

[Grumpy]

you may benefit reading these threads
the sub linked info is priceless

TBucket Engine Project (Dart SHP)

It's time to get this party started! Last night I picked up some of my parts, the only thing left to come in, is the Mahle piston and rings. This is just the first order, mostly the things I need right now to get started. It's been over ten years since I've driven this car and I am SOOO ready to...

garage.grumpysperformance.com

Planning a new 383 build that is now going to be a 400

Planning a new 383 build! Postby busterrm » Sun Oct 21, 2012 5:35 pm Here is the build sheet so far, still haven't made up our mind on the roller cam. 1. New Chevy Bowtie Block 4bolt roller block a. bore 4.03 b. stroke 3.75 c. 1 pc RMS 2. AFR 195 elim Alum heads a. 65 cc chambers b. 2.05 int...

garage.grumpysperformance.com

383 rebuild - old dyno results & new cam ideas

Hello everyone, While replacing my distributor and swapping the melonized drive gear over to the new unit I noticed some abnormal wear on the gear, unfortunately inspection of the cam gear showed similar damage. My plan is to pull the engine, evaluate the extent and possible cause(s) of the...

garage.grumpysperformance.com

interesting video on upgrading a near stock 350 SBC with a large cam and big boost in compression

this video is well worth watching, they skip/ignore some factors but still its educational. keep in mind its attention to details and accurate measurement that's critical to making a good durable engine. factors, like, degreeing the cam correctly, verifying , the piston to bore clearance...

garage.grumpysperformance.com

Building a S̶t̶r̶o̶n̶g̶ ̶3̶5̶0̶ 383 for Frank the Tank…

Welcome to my build thread! My name is Jimmy... I’m typically a lurker on forums, usually read it all and keep quiet. But I’m 100% sure that I’m going to need a lot of support in the endeavour to rebuild my first 350 engine, to go in my 66 Impala (named Frank the Tank by my 6 year old...

garage.grumpysperformance.com

Cam suggestions for Truck 383

Truck is 84 Chevy work truck. He is gonna replace all the internals so I suggested he bore and stroke to 383. No fantastic hp/tq just improved towing performance. What cam do you guys suggest?

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