Just curious as to what the guys with AFR 195's are running (anyone with 195 eliminators?). I'm starting to price out a new motor, 377, solid roller, AFR 195's, some sort of custom injection and just wondering what people with similar cubes (around 380) and these heads are running in the 1/4

Thanks
Tony

Full combo in sig...heavier car, short duration cam and dual plane intake. Best ET corrects down at sea level into the 11.30s @ 119 or so IIRC.

No reason to build a 377 when a 406 will make more power and cost the same. But most people with 383-406 engines are running 11.4-10.90s off these heads and a properly setup combo behind them.

Definitely going to pay attention to this thread, as I'm in the process of putting together my 383 as we speak:

* Forged bottom end;
* Shooting for around 9.5:1 CR;
* Full-roller valvetrain;
* AFR 195s;
* HSR intake;
* & a DFI Gen VII, Electromotive TEC3, or BigStuff 3 engine control system.

Which will go in front of a T-56 & 3.70 or 4.10 gears in the rear end. (Aftermarket engine controller because I've been in love w/ turbocharging ever since working for a Buick dealership when the GNs came out, & I'm saving my pennies for that, once the engine's done...)

Should be a fun little toy...

v8rumble, you sure you want to run that much compression on a turbo motor?

why not AFR 210cc heads also? I'd use them above 370 ci anyday plus they don't cost any more.

Thanks for the responses guys. The car is going to mostly be for Road Racing and Open Road Racing type events, not so much drag racing which is why I was going to go with the 377. Also, I already have a nice set of 1 3/4" coated SLP headers that I'd like to keep around and a few other little components so I'd be just fine with power around 510-530 at the motor (add nitrous on top of that if I ever get bored). Sounds like 11's are definitely possible on motor. I guess it's time to make sure the rest of the driveline is up to the task

Thanks
Tony
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Also, if you don't mind me asking, where are you guys shifting at?

406 will make more power down lower in the rpm range which would be better for road racing/etc. Less rpms = less chance of breakage. No reason not to build it as big CI as you can. Shifting is determined by your cam so every combo will be different.

I had a 380 ci motor on pump gass it went 11.0-11.1s on motor with a 3.89 gear and 3800 stall converter with hooker long tubes and daul 3 in ex. with flowmasters or should I say slowmasters. It went in the 9s with a 275 hp shot.

FWIW, the new 195 eliminators flow what my old "original" 210's did and you can see what I got away with in both low maintenance, cheap gas, and lottsa power considering the basics of the combo. You should easily be in the low 11's if everything was set up to kill the 1/4 mile, but since your mostly autoXing I think your choice of the 377 is a wise one and will have a more usable power band without getting too over powering on the tires...but it will still be touchey...even with the 377, suffice the rest of the combo is working together, you will still be in the low 11 range...them 377 are some runnin ****'s and like to get spun

Everyone keeps telling me to just stick a 406 in it, but I can't give up the 377 for some reason. My brain/instincts tell me I won't shock the tires as much with the 377 being as the torque curve will be a bit lower than a 406 and more stretched out (at least in my wacky mind) and I really don't want to overwhelm the 1 3/4" headers with 550+ hp. I guess it's going to come down to how much the tires are going to want to take out of corners, maybe that additional 406 torque will only be equivalent to hitting a wire nail with a 10 lb sledgehammer vs a 7 lb sledgehammer

My motor was very simmular to the 377 but I used the scat 3.5 stroke crank it worked well for me I think the heads are what make the horse power the stroke just bring up or down the power curve depending on the stroke I also went with the 3.5 stroke so that the motor was internaliy bal. I have seen a number of GM blocks break the #1 main cap on 3.75 stroke 400 block. Just my

Well, I'm reasonably comfortable with that number (although it's still a little bit "up in the air", as I'm still saving my pennies for the rotating assembly), here's what my thoughts are:

First off, the 9.5 (or maybe 9) to 1 compression will give me pretty good 'off-boost' throttle response, which has a fairly significant effect on how "street-friendly" your combo feels. And from what I've read, the aluminum heads will make a 9.5 CR behave more like an 8.75 (or so) CR with iron heads.

Also, I'm not wanting to run a lot of boost - the way I feel now, 4-6 lbs of boost on a 383 will be plenty for me. For one thing, I'm using a stock L98 block, & I get uncomfortable at the thought of more than about 600 hp on a stock engine block. Also, I've had a couple of times where I've been able to "get in over my head" a couple times on the street, having a ton of horsepower under my foot is going to take some getting used to (& having to fix wrinkled sheetmetal sucks).

(I had one guy -can't remember if he was from Callies, Lunati, Cola, or just where- who told me that a turbocharged 383 should be able to make 550 hp EASY, "In fact, you'll probably have a hard time keeping it under 600" is the quote that I remember.)

I'm just looking for a fun, kick-*** little weekend "toy" that I can enjoy with my local car buddies - in a nutshell, I'm thinking that this combo should be enough to hang with d@mn near anything I run into on the street, & still be mild enough to be driveable & last for quite a while. Odds are, the biggest challenge might be to tighten the "loose nut behind the wheel"!

(Didn't mean to jack the thread, if anyone has any thoughts, comments, suggestions on the above, I'd be happy to hear 'em, maybe in a PM...)

combo i did 3 years ago....406 afr 210(out of the box) vic jr prosystems carb
cammotion cam comp 10.5 to 1 3525 10.74@124. very easy combo and very consistent on pump gas.......

got the afr 195's....havent gotten any power numbers yet or been to the track yet......ill let you know though