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Old 07-15-2010, 10:31 PM
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383 stroker problems

Hello I have a 383 Stroker in my 89 chevy truck.
engine was a Blue Print short block bought off summittracing.com (BP-3831)
Engine has .200 domed pistons
76cc 2.02 heads
the cam is a Lunati part number 60103 the specs are
Duration at 050 inch Lift 227 int./233 exh.
Advertised Duration 268 int./276 exh.
Valve Lift with Factory Rocker Arm Ratio 0.489 int./0.504 exh. lift
Lobe Separation (degrees) 110
the intake is a Edelbrock RPM performer
Comp roller rockers 1.5/1.6
headers
3 inch dual exhaust
The carb is a Holley 3310-3 (750 single pump vacuum second.) I installed a #5 power valve and it currently has size 74 jets in it also put a fuel pressure regulator on it set at 5.5 lbs of pressure
My timing is initial 26 total in at 3000 45
it has the stock 5 speed tranny (NV-3500)
17 inch rims and tires (can get the exact size if needed)
373 richmond gears.
alright the problem i am having is rough starting, slight hesitation on accel, and surge at cruise speed. Any thing else needed to help with my repair please ask. Thanks for any and all help

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Last edited by 89JimmyC; 07-15-2010 at 11:18 PM.
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Old 07-15-2010, 11:56 PM
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I think the high initial timing might be the cause of the rough starting and the high 45 total timing the cause of the surge. Unless you're adding in vac advance.
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Old 07-16-2010, 12:08 AM
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"My timing is initial 26 total in at 3000 45"

Am I understanding that you have 26 degrees initial at the crank, plus another 19 centrifugal all in at 3000, plus vacuum on top of that?

I'm also curious about your somewhat unorthodox combination. Did you have the large chamber heads and just had to use them? And that's why the 0.200" dome pistons, to make some decent static compression ratio?
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Old 07-16-2010, 12:22 AM
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Yes that is how i have my timing set up i have my vacuum advancement disconnected at the time. I installed the larger cc heads rather than a piston swap. bought the truck with the engine in it then made a head, cam, carb and intake swap.

Last edited by 89JimmyC; 07-16-2010 at 12:28 AM.
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Old 07-16-2010, 12:25 AM
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Quote:
Originally Posted by kyle86
I think the high initial timing might be the cause of the rough starting and the high 45 total timing the cause of the surge. Unless you're adding in vac advance.
The engine turns over fine it just acts like it is not getting enough fuel. have to pump the crap out of it to get it to start then its fine. should also mention that if i let it idle for say 5 min it acts like it loads up quick and stalls out, starts running rough and within seconds stalls out. then it is hard to start.
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Old 07-16-2010, 05:41 AM
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Usally on my motors, i start out with a base line about 8 to 10 degrees inital, set the idle circuit with a vac gauge then work from there, 26 sounds really high, for the street the vacuume advance works really well.
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Old 07-16-2010, 07:52 AM
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About 36-38 BTDC total, all in by about 2500 RPM. See where this leaves you as far as initial timing. You may need to limit the total advance so as to not exceed the desired 36-38 total timing. You'd like there to be at least 16 BTDC at idle speed, more would likely be OK, but again- do not exceed the 36-38 total timing. Connect the vacuum advance to a manifold vacuum source. You want about 10-12 of vacuum advance.

If needed, there are adjustable vacuum cans like the ACCEL #31035. It's an adjustable vacuum advance can for the GM HEI that allows infinite adjustment to BOTH the amount and rate of advance. Comes w/instructions and tool.

If you find the vacuum advance can is OK but has too much advance, you will need to physically limit the vac can's travel w/a VACUUM ADVANCE LIMITER PLATE- Crane #99619-1; #99619-1 INSTRUCTIONS.

If you're unsure, or just want to check the accuracy of the tab/mark for TDC, DETERMINE TDC will help you to see for yourself.

You can use MAKE A TIMING TAPE for instructions on making a temporary timing tape to use to check/set the total advance if you don't have a dial back timing light. Before removing the tape, permanently mark the damper w/the total advance position and any other positions you want.


I think the starting problem could be timing related, but I wouldn't rule out the carb tuning until the timing is straightened out.
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Old 07-16-2010, 05:43 PM
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id run the vac advance with 16* in timing @ idle, around 900rpm, the jetting mite be alittle rich for the street aswell...
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Old 07-16-2010, 05:45 PM
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and how much compression does that figure up to be, .200 dome piston with a 76cc heads????
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Old 08-13-2010, 09:28 PM
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sounds like a carb problem Holly's arn't the greatest carbs in the world. float setting needs to be right and set your timing at 38 at 3500 to 4000 depending on dist. springs and get a 750 edelbrock carb with good fuel and you should be good
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Old 08-14-2010, 12:17 AM
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Do not try to run this high compression ratio engine on anything less than 93 octane.
The distributor advance curve is wrong. You need to modify the mech advance curve to around 34-36 total mech and 18 to 22 initial and about 10-12deg vacuum adv for cruising.
You need to check and verify distributor cap/rotor phasing alignment at rest and under max vac adv. if the vac adv is excessive/combined with poor rotor phasing, the motor will surge from cap/rotor crossfire at cruise.
(on a GM HEI you adjust/correct the rotor/cap phasing by adjusting the vac advance/mag pickup star wheel rest position.)

You may want to increase the sec jetting on the 3310 carb. Stock is a #21 sec metering plate = to a #75 jet. Try a #80-83 sec jet or equivalent sec plate.

Rough starting: install a ignition poer interupt switch to aid starter performance when hot cranking.

Pumping the throttle: Block off the manifold heat riser passages and or install a carb heat shield. Install a fuel pump heat shield gasket and reroute the fuel lines away from heat. (hot fuel vapour lock)

Because of the excessive compression ratio you will likely have to limit/compromise the total advance and vacuum advance.
The cr is just to high for pump gas.

Last edited by F-BIRD'88; 08-14-2010 at 12:30 AM.
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