I am having very high engine compartment tempuratures- specifically header temperaures, melting plug wires, starter heat wrap, etc. minor (say for instance small valve cover leak size) oil leaks result in smoldering smoke and flash fires (albeit small) on the header pipe.... so here is what I got

I have a new 350 block bored/stroked to 383
HO heads-new
Moroso deep sump oil pan and high volume pickup/pump
TPI with 350 injectors and 350 hypertech prom- new
160 t.stat
Hypertech low temp cooling fan switch (dual fan)
new aluminum radiator and hi-miler hoses
High flow water pump-new
Headman AIR 2/34 headers with functional AIR injection
3" Flowmaster exhaust and new 3" Magnaflow AIR injection cat

and of course all the normal accesorries reusable felpro gaskets, all of the above works-

the heat coming off of the headers is immense.. I figure the engine is about a 350-400 hp or there abouts but the headers are hotter the all get out and it seems that nothing is safe from thier wrath! the headers on my Grand National get hot quick but not this quick- about 1/2 to 2 the the length of time longer than the Fbody.

They are too close to the frame rail to wrap now, I could possibly wrap the y pipe and collectors. but if the starter aluminum foil wrap melted... thats pretty hot. Will they make a difference?

The tstat isn't sticking, the fans come on, timing is maybe a little off- need to get a new timming pointer for the cover but the engine ran pretty good until I shorted and melted both #6 and #8 wires together via the header.

I think I am going to upgrade the wires to the ACCEL wires with the stainless steel heat sleeve and then adding some of the heat socks over top of the plug ends. I had to sock the ECT for the gauge previously to get an accurate reading.

So I guess what I am asking are the EGT (exhaust gas temps) normal? the engine isn't overheating-

 

In many cases like this it means you have a problem with your timing or your mixture being wrong. In some cases headers can actually glow red. Now on a new rebuild in the break in they can get hot and they normally will be hot being that only a 16-18 guage piece of steel is seperating you from the exhaust gas but still i dont think it should be that hot.

 

Put in some new 87 octane fuel, and you probably need much more spark advance.
Check the timing at idle. It should be at least over 30* with the computer hooked to the distributor.

 

I agree, not enough spark advance or not enough fuel. Leaner is hotter.

 

yea I know I need to retime... just it wasn't running this hot until I popped in the 350 njectors and hypertech chip. I will retime and go from there.. it has fresh 97 octane in it too

What is the recommended timming 8 BDC? without the ECM conncted.

 

97 octane?

6* to 10* initial without ECM connected is the norm.
Make sure it is advancing right with the ECM connected.

 

you should call hyper tech to find out what the base timing for your chip should be... the could have set it anywhere

 

I think I will do that.... and ask for their base timing setting. Yes I run Super Premium AKA 97 octane... the heads are decked and the intake is ported polished and I have a high compression ratio... it is a stroker after all.

 

By the way I also ordered some Accel 8MM armoured ignition cables, 1,200 degree rated plug boot sleeves should monkey with the Fbody this weekend. I monkeyed with Grand National last weekend... the camaro is getting jealous.

 

There's a big part of your problem.
An octane increase like that requires a lot more spark advance. Too much of your fuel is burning up after the power stroke.

A better solution would be to lower the octane since 90% of your driving will probably require 87 octane or less due to low cylinder pressure of throttling the engine.

 

good point...

 

Is the problem resolved now?

 

bump

 

This is completly wrong, if you are running lean the higher octane is better at controlling detonation. As far as bun rates are concerned high octane fuel and low octane fuel have burn rates that are very similar to each other. The difference in timing between the two fuels is undetectable.

If the timing is late or the mixture is lean, that could be causing the excessive high header temperatures. The high octane fuel is not causing the high header temperatures.

 

I didnt see it posted here. Did you check for a clogged cat or inefficient exhaust i.e. big dent in the y-pipe