OK. About a week ago I grilled everybody on a 327 build up. I am about 90% sure I am going to do a 327 with either a twin turbo or a supercharger (budget will determine).

What is the largest small block chevy that you can build. I don't mean concievably, I mean nuts, bolts and gasoline. I assume we're going to start with a 400 block and throw in a stroker crank...bore over the block.

What would the size be, the bore and stroke combos be? Any real experience in this area out there?

Some one on this board is working on a 406 right? Who is it?

 

Largest small block Chevy??

World Castings sells 415" and 427" small blocks. LT1's and LS1's can be bored and stroked to a 396" (maybe even 427" I'm not sure)and the boring of an LS1 can not be done by just any shop only a small number of profesional shops can do this.
A 406" SB is not a stroker but a bored over 400 block. Stroker cranks for 400 blocks are not easily available if at all!!

That's as much as I could have helped....

 

The largest one I've ever built was a 434. It was a stock 2-bolt block with 4-bolt caps installed, .030" over, with 4" stroke. We used an off-the-shelf Comp XR282HR in it, Accel Pro Ram, Edelbrock heads. The crank was off the shelf. We used 6" rods and an off-the shelf piston, not a TRW or anything like that, but not a one-off custom either. Nothing really too trick or custom or special, not even a whole lot of clearancing, no block filler.

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"So many Mustangs, so little time..."
ICON Motorsports

[This message has been edited by RB83L69 (edited October 19, 2001).]

 

fortunately, I am no longer working on a 406, it is running.

But, its not just the cubes, its what you do with it. A factory small block head was not designed to flow enough air for 400+ cubes. Get a good flowing head first then think about 400+ cid.

whats your budget?

[This message has been edited by jcb999 (edited October 19, 2001).]

 

jcb999,

Well, any project I take right now will be an "UNDERTAKING". What I mean is it will be a slow, piecing it together type of deal. For the actually building process, I think I'll be fine with just about anything, unless I decided to buy everything outright brand new....case and all.

I'd spend the majority of the money on the heads. Besides, right now it's all on paper and I'm not taking out my check book and writing the checks for the items I'm looking at.

What did you do?

RB, how did that 343 run anyhow? Any idea on the HP/torque and so on?

 

mine is pretty much a flat top 30 over 400 with SRP pistons and http://www.catpep.com rods/crank. Track1 heads and a cammotion cam. Nothing special but it will easily hold 6500+ rpm.

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89rs 400sb 4.10 gear and a few aluminum things


I love this
http://home.talkcity.com/Inspiration...w/taliban.html



[This message has been edited by jcb999 (edited October 19, 2001).]

 

HotRod built a 454 SBC 6 years ago with a factory 400 block. Then it cost a lot more b/c of the availability of parts was low. I would go to a 434, but not much bigger. I think the reliabilitiy begins to deminish if you go to big. Like what was metioned before I would concentrate on head selsction. The 396 BBC works so much better with less cubes mainly due to the larger head design.



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Joshua Johnston
1991 Z-28
350, T-5, K&N, Ported Vortec heads, Edelbrock RPM, Holley 750 D.P., HEI, 11.07:1 CR, Comp Cams Roller-.510"/.520"-282*/288* dur., Shorty Headers, Dual 2.5 Exhaust, Dynomax Bullet Mufflers, T&R Motorsports custom air intake, Bald tires

 

It was in a K-5 Blazer 4WD... pretty hard to tell SOTP how it did, in such a heavy vehicle and all, but it pulled real good even compared to the 400 that had been in it before. I moved before we got it really dialed in so I'm sure the last time I saw it, there was still a little left on the table.

You're on the money about the heads. Cubic inches are unbeatable, but to use them, you have to have flow. If you increase the CI by 10%, you have to increase the flow by 10%, or you don't get the full benefit out of the inches. In the case of that 434 I always had the nagging suspicion that the Edelbrock RPM heads were actually the bottleneck; and that the bigger motor would put out the exact same HP as it had before, just at a lower RPM.

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"So many Mustangs, so little time..."
ICON Motorsports