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  #16 (permalink)  
Old 06-29-2013, 07:51 AM
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Has anybody used the spring & retainer sets offered by Alex's Parts? Alex's Parts Sales. They have beehive spring & retainer sets @ reasonable prices that look like pretty good stuff.

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  #17 (permalink)  
Old 06-29-2013, 08:11 AM
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Just lucked up on a set of low milage PM rods that have been inspected & had ARP studs installed.The shop doing my heads & block work had a set that a customer never returned to pick up.$180 & this includes installing my pistons onto the rods.
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Old 06-29-2013, 09:23 AM
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For not too much more money you could have Scat forged I-beam rods. 35700P - Scat 4340 Forged Stock Replacement I-Beam Rods for $212.00 with ARP WaveLoc bolts.

Or for $226.00 Scat 25700P 4340 Forged Pro Stock I-Beam Rods with ARP 8740 cap screw bolts and doweled rod caps. The Scat Pro Stock I-Beam Connecting Rods 25700 for $251.00 have the same features as the same features as the 25700P rod but has bushed (floating) small ends for the piston pins. These 2 rods are clearanced for stroker applications so they would be great in a 383! Cap screws are easily replaced on a subsequent rebuild, they don't have to be pressed in & the rods resized. The 25700 bushed rod doesn't have to have the pistons pressed on & off (but you will need to have the lock rings for the pistons). I suspect one of these may be the rods Oldbogie referred to, but when I clicked on that link it took me to the Scat home page.
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Old 06-29-2013, 02:27 PM
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Yep,them PMs do sound kinda high when you look @ it thataway.Actually tho 60 of that 180 wuz the charge for everything including installing the pistons,so,120 wouldn't really be too high.I have had problems with those clips on free floating.LOL.I've used the clips 3 times & had a wristpin back out 3 times.LOL.There must be a trick to doin it rite.Maybe now I'm more patient & settled.At the performance level I'm buildin to,it prolly isn't gonna matter either way.It would save 60 bks tho,huh?I am kinda gun shy of em tho.I may try & then get somebody to ck em to be sure I got em rite.
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Old 07-01-2013, 01:20 PM
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The stock Powdered Metal forged stock rods are excellent pieces and are stronger thyan the older "pink" bowtie rods. The design is tested to 500hp, you will run out of fuel before you come near the limits of the stock rods. You also have to remember than with the stock Blackbox PCM in these 1996-1999 GMT400 Chev and GMC trucks, you wont be able to rev over 6000rpm anyways. The stock fuel shutoff is set at 5600rpm and even if this is reset via PCM tuning to 7500rpm, the PCM's hard rev limit is 6000rpm. You can do a 0411 PCM swap and then have the ability to rev 8500rpm if you wish. The 2001-2002 Express vans used the newer 512 kb 0411 PCM with the dual 80-pin connectors and used it to control the same Vortec 305/350 engines that our trucks used. The 0411 PCM opens up tuning support for the 1996-97 trucks(as only Tunercats OBD2 and JET DST and Westers GMT support the 96 and 97 blackbox Vortec PCM's) EFILive and HPTuners support the 1998-2000 blackbox PCM's although the support is limited. Basically upgrading to the 411 PCM opens the Vortec 350 tuning right up. A guy named Lextech has taken the van and the truck pinouts and compiled a swap sheet to retrofit the 411 PCM from the blackbox PCM. Different sheets for the 96 and 97 and the 98-00 GMT 400 trucks as there are differences between these 3 model years of trucks.

The stock -13cc dish pistons stock are hypereutectic(high silicon) pistons in between forged and cast aluminum pistons.
The stock crank is an excellent nodular iron piece.

Stock cam specs are 191║/196║ at 0.050" lift of 0.412"/0.428" on a 111║LSA this cam is ised in the 1996-2003 Vortec 350 and 305, and also the 1994-96 iron headed LT1 in the 94-96 Caprice-Wagon/Impala SS, Buick Roadmaster/Wagon and Cadillac 5.7 liter engines and also used in the 94-96 200hp GEN 2 4.3l V8 L99 engine.

The RAmjet 350/HT383/MArine 350-383 roller cam you got specs at 196║/206║ duration at 0.050" and 0.431"/0.451" on a 109║LSA. On the Ramjet 350 crate engine, this same cam is ued with the 1.6:1 roller rockers which brings valve lift up to 0.461"/0.481".
If you run any of the Beehive springs such as 26915 or 26918 Comp Cams, or PAC 1218 or 2002-2004 LS6 Beehives along with the special Comp Cams 787-16 retainers that work with the Beehive springs AND the GEN 1 SBC valve diameters which is different than the 774-14 which is the beehive retainer you'd use wit the GEN 3/4 engines, you will have 0.550" clearance on stock unmodified Vortec heads.

This thread has all the parts/specs and pictures with Verniers showing the actual clearance on stock Vortec heads
GM Performance :: View topic - LT4 Hotcam in L31



I'd be a tad nervous of running a 64cc chamber with a flat top piston

With flat tops, I get 10.90:1
With the 193's and their -12cc dish I get 9.55:1. With the numbers supplied in post#1.

We have to remember that the GEN 2 LT1's are both reverse cooled, and the performance LT1's have aluminum heads.


The stock Vortec 350 is rated at 255 sae net hp@4600rpm/330 lb/ft torque@2800rpm. If you take that same engine and measure it on an engine dyno, it will dyno at 310-320 gross.

The stock CSFI or GM upgraded MPFI spiders will limit naturally aspirated power to around 390-400 crank hp.
Stock Central Sequential Fuel Injection above the GM replacement Multi Port Fuel Injection spider. For MY 2004 the vortec V6 used these upgraded spider injectors(both of these units flow exactly the same, which is 24.3 lb/hr at 63 psi fuel pressure.


I use the marine intake, pictured left stock intake right, and use 29 lb/hr injectors(at 58 psi fuel pressure)


The RAmjet intake will also work, with a bit more work than the marine intake


Ramjet intake on Vortec 350 using a CNP ignition kit.


Any intake will work, so long as you can plumb fuel injectors that can be sized to you power/fuel needs.

peace
Hog
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  #21 (permalink)  
Old 07-01-2013, 05:51 PM
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I already hav the upgraded spider.it made an improvement over the old poppets.Some say they could tell no difference.A far as the flat tops go,I hav 2 friends.1 has a 96 Tahoe.The other has a 97 Yukon.They both built with the same parts.Aprox. 7cc flat tops.The 97 screams.The 96 is really sluggish.The only differences in the 2 engines are,1 has 062 heads.the other has 906's.That shouldn't matter.The chamber volumes on those heads can vary from 62 to 68cc.I think that may be the deal.IDK.As far as the Ramjet cam,I love the torque curve.It's either pullin,or,it ain't.Not much in between.It looks weak on paper,but,sEems to perform really good & easy on the valve train for a DD.What specs did you use for IVC on your calcs? I used 54*.GM shows duration @ lashpoint.I used 264/256.I got this as the .006 duration from a friend that used a degree wheel during an install.I've read a lot about the Marine intake over @ Pacific.Seems like a good option if you need it.
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  #22 (permalink)  
Old 07-01-2013, 05:56 PM
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Hogg,do you use an AFPR ? If so,how is it plumbed in?
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Old 07-04-2013, 10:27 AM
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No Its the stock marine intake 58 psi (4 BAR) regulator, which has 58psi at WOT and around 52psi when at idle wit the vacuum reference hose connected.

I'm not sure what calcs you are referring to. The cam specs are from the GMPP(Now CMP) catalogues and other online sources. The duration numbers I listed were at 0.050" lift.

What kind of PCM tuning are your friends using? That made all the difference in the 97 reg cab sb. I am running the stock tune in my 97 extended cab shortbox.

7 cc's would help for sure. I was assuming 0cc's.

peace
Hog
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  #24 (permalink)  
Old 07-04-2013, 04:46 PM
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Not sure about their tunes or who done em.The guy with sluggish 96 has since changed his knock module from an LT1 I think he said.He said it made a world of difference.The LT1 module is not as sensitive as the 1's used in the Vortec.His theory was that the flat tops were sending out different harmonics causing the PCM to pull timing.IDK if that wuz the case or not but it definitely seemed to help his problem.Go figure.I'm still not brave enuff to try the flat tops.If either of my heads turns up cracked,I may try a slightly larger chamber head.If I could go to 67cc or so,or,aluminum,I would be ok.
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Old 07-04-2013, 04:49 PM
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From what I've read the @ .050 duration plus 15* doesn't to me give an accurate calc especially with a roller.
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Old 07-05-2013, 09:19 AM
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Quote:
Originally Posted by jokerZ71 View Post
Not sure about their tunes or who done em.The guy with sluggish 96 has since changed his knock module from an LT1 I think he said.He said it made a world of difference.The LT1 module is not as sensitive as the 1's used in the Vortec.His theory was that the flat tops were sending out different harmonics causing the PCM to pull timing.IDK if that wuz the case or not but it definitely seemed to help his problem.Go figure.I'm still not brave enuff to try the flat tops.If either of my heads turns up cracked,I may try a slightly larger chamber head.If I could go to 67cc or so,or,aluminum,I would be ok.
Your buddy probably installed the LT4 knock module. The 1996 Vette LT4 engine used roller tip and roller fulcrum rocker arms, as such, these rockers made more noise than the ball/seat conventional rocker arms. This is the reason that GHM used the LT4 knock module. This rocker noise is picked up by the knock sensor and the PCM retards timing thus dropping power.

I'm wondering if your buddies engines are running a bit to much compression? The flat tops aren't sending out different harmonics, they could be causing too much cylinder pressure for the octane/tune being used and causing detonation.
I would be using a small dish at least, or the larger chamber would work.

OEM Numbers for the Knock Module - 16214681 1996 LT4 Corvette

If you take your stock PCM and flip it over, you will see a small lid with 2 Torx screws holding it on. You just take the lid off, squeeze the 2 tabs on the knock module and pull it out, then replace it with the LT4 KM.

peace
Hog
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Old 07-05-2013, 09:22 AM
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Quote:
Originally Posted by jokerZ71 View Post
From what I've read the @ .050 duration plus 15* doesn't to me give an accurate calc especially with a roller.
Not sure what you mean "plus 15║".

GM lists the spec of that Ramjet 350/HT383/ Marine roller cam as having 196║/206║ duration at 0.050" lift and lift with 1.5:1 rockers of 0.431"/0.451" with a LSA of 109║.
Those are the numbers that GM specs.

peace
Hog
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Old 07-05-2013, 09:49 AM
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Most comp calculators use adv duration @.004 or .006.Some use @ .050 + 15*.GM only gives duration @ lashpoint 308/288.That would not be the true adv duration.Using the @ .050 duration or lashpoint doesn't give a true IVC point to accurately figure compression.After numerous calls to GMPP & others,no one could tell me the true @.006 or .004 specs which is needed to get an accurate IVC.GM is pretty clueless as to the specs of this cam.LSA is listed on some adds as 112 while others say 109.Some say it's ground 3* advanced.Some say 4.I got my specs from a friend that degreed his cam on installation. .006 duration was 264/256. 109* LSA/109* ICL.Even SDPC or Pace could give anymore info than their ad states.
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  #29 (permalink)  
Old 07-05-2013, 10:07 AM
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Quote:
Originally Posted by Hogg View Post
Your buddy probably installed the LT4 knock module. The 1996 Vette LT4 engine used roller tip and roller fulcrum rocker arms, as such, these rockers made more noise than the ball/seat conventional rocker arms. This is the reason that GHM used the LT4 knock module. This rocker noise is picked up by the knock sensor and the PCM retards timing thus dropping power.

I'm wondering if your buddies engines are running a bit to much compression? The flat tops aren't sending out different harmonics, they could be causing too much cylinder pressure for the octane/tune being used and causing detonation.
I would be using a small dish at least, or the larger chamber would work.

OEM Numbers for the Knock Module - 16214681 1996 LT4 Corvette

If you take your stock PCM and flip it over, you will see a small lid with 2 Torx screws holding it on. You just take the lid off, squeeze the 2 tabs on the knock module and pull it out, then replace it with the LT4 KM.

peace
Hog
You are correct.It was the LT4 module.My mistake.What was weird about the whole deal is both vehicles were practically identical.Both builds were identical.These 2 guys worked together to build both.They are cousins & run a small shop.Same specs.Same parts ordered from same place.The 97 runs it's butt off w/o any issues.The 96 is a dog.The module made a big improvement,but,it still isn't as the 97.He is currently still workin with the tune.I've heard & read bout several using the flat tops w/o issues while others have problems.
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Old 07-05-2013, 10:19 AM
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I think the KB 193's will be a good sfe compromise between FT's & Dish.Unless as I stated earlier,I end up needing heads.My heads cc'd @ 62cc.A 67cc head would put me rite where I need to be with 7cc FT's.I can get a good set of FT's @ a much better price than the KB 193's.
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