Its not a thirdgen but it is a 350 sbc

The machine shop is so backed up, so my forged 383 is nowhere close to being done (has to be bored, notched, decked, balanced etc by them) so for now I just built up the stock shortblock as much as possible

-Stock rotating assembly with forged pistons
-ARP main bolts and L-19 Rod Bolts
-Melling HV55 high pressure pump
-Canton 7qt pan w/ windage screen and crank scraper
-GMPP fastburn heads,210cc Intake,62cc chambers
-SFI spec balancer, double roller chain
-Tiny 214/224cam,to keep hp peak low so not to over rev the stock bottom end
-Headman headers

-On this motor will be the dual plane EFI mercrusier intake, the built engine will get the single plane converted to EFI
-megasquirt DFI with wideband,255lph pump and aeromotive reg

I still need to run the fuel lines,regulator,fuel filter, and pressure guage anyone have stuff they want to sell?

 

Just a heads up for you...

I have FastBurns for a project I'm working on.

Those headers are blocking the top of the head's exhaust port at the flange something awful.

The top of the D-port of the FastBurns don't properly clear my SLP 1-3/4s by about 1/8-3/16". A major restriction that will probably cost you several horses in addition to blown exhaust gaskets.


If you find a true solution, let me know.

jms

 

Yeah, you have to weld the bolt holes on the headers shut and redrill them .125" lower, effectively raising the header port and unblocking the head port, the exhaust gasket has to be glued to the head before assembly so that it can not shift down before it is clamped in place.

 

I like this idea.

However, do you have any actual experience with this? Or know anyone who has?

I wonder if there will be a clearance issue on #7 exhaust tube/steering shaft?

Additionally, does such a modification make spark plug (and plug boot) clearance any tighter?

Again, I like this idea. Thanks.

jms

 

Interesting graph. I like the 224/234 cam in that situation. Does quite well below 5500rpm with both torque and horsepower. The bigger cams than start to take over at that point but suffer down below.

I have always been a big fan of shorter duration cams like the 214 shown and with high lift. However the 224 looks good. By the way I assume the graph is of a 350/355 engine. Allen

 

I did it myself, a bunch of other people have also. The .125" isn't enough to mess up fitment, and the plug clearance is actually improved since you are moving the headers up. They fot fine in my car, but it is a C4 vette with alot more room than a F-body.

 

first of all what set up where you using when you made that much power??? i have the same fastburn heads on a carb'd 355 on an 83 Z28 and ran into the same problems with the headers, i ended up finding some hedman shorties which were d-port p/n 68479 and they seemed to line up but now i'am having second thought. they were catalogued for 82-91 283-400 D-Port 68479* 1 5/8", 3" does anyone know if these are disturbing the airflow??

 

Did you gasket match the headers and exhaust ports?? That clearly showshow much you are off, in my measurments the port had to be raised .125".

Those dyno curves are from desktop dyno.

 

yeah the gaskets did line up but i'm using headers and gaskets for the aluminum L98 d-port head and i'm not sure if the ports are the same size(down to the thousands). anyways i am using an L98 bottom end with forged pistons, Moly rings, LT4 hot cam kit, 670 cfm holley and i don't think my set up is pumping anywhere near 400hp, what else do you have in your set-up different than mine?? i'm estimating im around 320 hp without tunning i expected more form these heads, can the shorties be choking my airflow??

 

Not sure what to tell ya, I put the flow numbers of the heads, the cam, the dual plane intake, long tube runners in a 350 and thats what I get. If you check out sdpc2000.com the crate motors they sell with the same heads are in line with those hp numbers.

 

Nobody else has mentioned the best thing in that picture: MEGASQUIRT!!!!

I ran that for a year on three different engines. If you need any tables or help, drop me one. I am a regular on the msefi.com boards as well.

 

Dude, you need to take a die grinder to that dual plane intake, make it a single plane.

 

Ahh that is great! What engines did you have the MS on? I could use some proven settings to start my tuning from.

Any other tips?

 

Some more pictures, I have the whole thing in the car now, with the tranny, DS, etc.

 

I had it on a 355 "hot" Lt4 cam, HSR, Trick Flow headed engine.
A 305 ported and siamesed TPI, LT1 cam ported 116's.
A 305 same as above but with the HSR.

It really might be easier to tune with a single plane manifold though. You would have more of a plenum and less reversioary effects.

 

I actually have a single plane for the fastburn heads, the problem is that it does not have injector bosses, and the height will not clear the vette's hood. Alot of modification needs to be done in order for it to fit. For the next motor I'm hoping to get it installed, we'll see how this runs first.