ok ,I am planning this engine for the next year or so, hope to install the winter of 2004/2005

355 CID, 2 bolt converted to splayed 4 bolt , 1 piece rear main
10.5:1 compression
Steel crank
AFR 195(?) heads
not sure on cam, recommendations?
Intake/fuel injection, I want to go multiport, any recomendations on intakes? LT1 intake? , HSR?
ProBuilt 700R4
any Ideas on converters?


I want to drive it mainly on the street, with some bracket racing


This will go in my 89 IROC, w/Alston SFC's, Spohn LCA's and LCA relocation brackets, Adjustable panhard bar


any help, critique is welcome, help me plan this motor

 

Where are you looking for the power range to be? How high do you want to spin it? What are the rear gears? I assume you plan on burning or buying a custom prom?

 

custom prom for sure, I have 3.73 gears,
no plans to chage the gears any time soon,
no ideas on rpm,
I would like low 12's if possible, faster is a plus

also,

do you think I should run an aftermarket crank and rods?
A rough guess on Injector size? at least a place to start?

 

ttt

 

Anyone? TTT

 

Since you have 3.73's you prolly want your power range up high. Therefor I would suggest a HSR or SR. I'm a big fan of Super Rams however they are more expensive and harder to work with. And they also don't flow quite as well, but they do provide more torque. A HSR will support more power at higher rpm's. A LT1 setup would be ok too, however your lower end torque would suffer a bit. For injectors I would suggest maybe #30's. I'm no real expert on injectors. As for converters, it depends on which intake and cam you go with. At least 2200 stall. As for cam maybe the lpe219, but it depends on your intake selection. That cam will work very well with the Super Ram. Check this out. How many miles on the bottom end?

 

It will be a fresh bottom end

should I go with a aftermarket crank?rods?

Do youthink I could expec5t over 400 RWHP with this setup?

 

3.73 rear gears
3000rpm stall converter
HSR intake
crower 00471 hydrolic roller cam
AFR 190cc heads with roller springs
full length headers and free flow exhaust
11:1 cpr pistons
run that thru dd-2000,if you want but the DYNO on a very similar engine to that combo has come to over 450hp, ADD a 383-396 stroker kit and youll get damn close to 500hp if its properly built and tuned
it might help a great deal if you understand that runner length and cross section area have a great deal to do with where the cylinder fill efficiency works best in the engines rpm range, on a 350-383 engine that runner length measured from plenum to the back of the intake valve distance should be about 10"-12" and the cross sectional area should be about 2.3-2.7 sq inches, but remember the DYNAMIC compression ratio,cam timing,(LSA/OVERLAP)displacement, stroke,rod length and exhaust header design also must match that same peak effective level for the best potential power! making the runners longer or the runners smaller in cross section LOWERS THE TQ PEAK, making them slightly shorter or larger in cross setion tends to RAISE the torque peak RPM

Runner lengths
Stock tpi manifold 8” runners 11.25”, cylinder head 6” total 25.25”
Accel super ram manifold 8” runners 7” cylinder head 6” total 21”
Holley stealth ram manifold 6.26” ” cylinder head 6” total 12.26”
Edelbrock performer RPM runners 6” ” cylinder head 6” total 12”
Edelbrock vic jr , runner length 5.5” ” ” cylinder head 6” total 11.5”



the exhaust primairys should be at least 18" long and not more than about 32" long before entering the collector and 1.625-1.875 in dia. the collector should be about 15"-22" long and about 2.75 in dia.

you might want to play with these calculators

http://www.newcovenant.com/speedcraf...runnerarea.htm

http://www.newcovenant.com/speedcraf...ors/intake.htm

http://www.newcovenant.com/speedcraf.../intakecfm.htm

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

http://www.nightrider.com/biketech/c...austlength.htm

http://www.btinternet.com/~mezportin...st_length.html

http://cochise.uia.net/pkelley2/Overlap.html

http://cochise.uia.net/pkelley2/DynamicCR.html

http://www.engr.colostate.edu/~allan...ngth/pipe.html

try for about 4500rpm-4800 torque peak, a 7.8-8.2 dcr, and

these are the valve timeing overlap ranges that are most likely to work correctly
trucks/good mileage towing 10-35 degs overlap
daily driven low rpm performance 30-55degs overlap hot street performance 50-75 degs overlap oval track racing 70-95degs overlap dragster/comp eliminator engines 90-115 degs overlap
but all engines will need the correct matching dcr for those overlap figures to correctly scavage the cylinders in the rpm ranges that apply to each engines use range

for a 383 street strip engine that will be about a 190cc- 210cc head,a tunnel ram or stealth ram intake and about 10:1-11.1 CPR and a cam in the 240@.050-250@.050 intake duration range with about .600 lift and a 108-110 lsa as a good compromise for max hp but a slightly milder 230-240 duration @.050 lift and a slightly wider LSA in the 112-115 range will make the car much easier to drive, increase the torque rpm band significantly and only reduce peak hp slightly
look at this dyno chart, its a 350 with a crower #00471 cam , it makes 530ft lbs of tq and would make 450hp easily if it did not have a restrictive exhaust

 

Accel 74219 cam and a superram will run low 12's all day long and be emissions legal