Originally Posted by rustedratrod
What a lame *** arguement. I'm pullin it outta the dregs to argue some more. The chebbie sucks big sweatty nasty balls. They have a ghey 1.52 rod to stroke ratio. The 383 has a 1.88 using the SHORT (6.358") rods. Read that and weep chebbie homos. If we use the 6.768 440 rod in the 383 then it has a 2.0 rod to stroke ratio. "But you can change this and that.....blah blah blah" yall are dumbasses. What do you want? To compare two chebbie 383 engines? Sounds like it to me. I tell you what. Instead of that, let's leave the chebbie STOCK bore and stroke and leave it a 350. Since you're not stroking the 383 to make it a stroker, it's not a fair comparison. Want a better comparison? Compare a 350 with a Chrysler 360. You'll get the same result. The Chrysler will walk away from the chebbie everytime.....and with factory heads. I saw no aftermarket heads in the comparison, so the Chrysler stomped ***. Put some aftermarket heads and a stroker kit in the 383 Chrysler. Yeah, I know. You chebbie guys are too pussified to try that. The only reason chebbies are so "******" is because Bill France and Wally Parks loved chebbies so much they sanctioned Mopar out of NASCAR and NHRA. Read the history books. The only competition Mopar ever had that was close was Ford. chebbie only won because of the sanctions dealt in their favor. You wanna talk about how ****** chebbie is? Then face all the facts. chebbie sucks balls. always has and always will. Homos drive chebbies.
Talk about lame, some of us old timers are still here and your take on English, engineering and history is faulty. NASCAR's ban on Hemi engines in 1957 was coincident with Chrysler's need to reduce cost of big block engines, the B and RB being the successors. While using a better rod ratio than almost, if not, everybody else the gain in better geometry is not well reflected in power output. It drives a larger engine (taller with a bigger crankcase) which runs up the weight of the engine while the dimensional increase of the engine drives the vehicle size to provide the installation space providing both a weight and aerodynamic penalty. Given that rod ratios have such a small influence on power output of maybe 1 or 2 percent, the gain in power on the crankshaft was absorbed by the additional weights and higher drag numbers of the assembled vehicle. This is not to mention that the B blockís head had a highly inefficient combustion chamber and the intake port's short side turn is too abrupt reducing the engine's ability to breath at the RPMs it takes to be competitive in NASCAR especially on long tracks where more time is spent running at red line.
Bill France ever cognizant of the need to draw a crowd combined with Chrysler's need to sell cars on Monday were both penalized by the wedge headed B block's inability to consistently show up in the winnerís circle as Chrysler did in the good old days of the Kiekhaefer built hemi's from the early to mid 1950's. Chrysler's first response to this problem was the 413 in 59 which was competitive and then some against the Chevy 348 and Ford's 352 by simply being larger. It really took Chevrolet and Ford another 2 years to punch out the 409 and 390 which closed the competitive gap at least for the 409, Ford had to push another year to get to the 406 to really close their gap. Both the 409 and 406 started to expose design limitations in those engines where the 409's heavy piston and the 406's narrow but large diameter rod big ends were causing bottom end problems for both engines. When everybody pressed the displacement limit in 63 with 426 and 427 size engines the B block just wasn't speed competitive on the long tracks but it stayed together. The Chevy and Ford were fast but couldn't keep their bottom ends together.
Chrysler responded in late 63 with the Max Wedge which improved the combustion chamber and intake porting. Chevy released the Mystery Motor Z33 which was a redesign of the W blockís upper end putting the combustion chamber back into the head and canting the valve angles to the port improving flow. This of course became the RAT motor in 1965, but while NASCAR rules on the surface said these engines had to be available to the public the 1963 Mystery Motor was not.
Chrysler got to reintroduce the hemi head in 1964 in spite of the ban on hemi heads and of course hemi head engines were not sold to the public in 64. Ford protested both Chrysler and Chevy on the grounds that the average person couldnít go to their dealer and buy any of this stuff but was told to sit down and shut up by NASCAR. Their response to the Hemi was the SOHC engine which was also shot down by NASCAR. So they went to the High Riser head which took NASCAR a little longer to shoot down but lasted into early 65 before NASCAR banned them because it was a dealer option that you couldn't stuff under a stock hood without adding a blister. The medium riser was the next step, not as competitive but NASCAR accepted it and it performed pretty well while fitting the hood profile. The last hurrah for the FE was the Tunnel Port, never available in production as required by NASCAR rules; it was an over the counter kit like the high riser had been. Unlike the High Riser it fit under a stock hood, the surprise didnít happen till you lifted that hood. By now NASCAR's rules were being made up as Bill France went along. If corporate resources hadnít been diverted into emissions control and the energy crisis not happened in 72/73 the 1970ís would have been one wild ride. Can you say Ford and Shotgun Hemi, the gauntlet for the next generation of engines had been thrown down.
Over the last 50 some years I've built on everybody's engines, there are no best, that's a moving concept. Every engine has compromises; you can't get to perfect because in the engineering world every design element has constraints from cost, to dimensions and weight, to physics, to company politics (the latter came as a surprise to me, something about the real world they didnít teach young engineering students at Cal Poly). Everything has to be traded out. I pointed out that Chrysler's long rods add dimension and weight for very small performance gains, looks better on paper and in the dyno room than on the track. They had to go to the hemi head to be competitive. Ford went for a narrow but large diameter rod bearing made a shorter thus lighter engine and stiffer crankshaft but it couldn't keep an oil wedge between the bearing and journal. They went through a long and painful process of cross bolts, end to end crank oiling, side oiler to give priority to the mains, and finally a wider bearing (rather out of Chryslers play book) with the NASCAR crank and rod set. Chevy thought that making a head machined off flat across the valves then putting the combustion chamber into the block and piston would breath better, it did, but the piston weight to carry the combustion chamber shape got out of hand when you took it racing such that better breathing became an incidental consideration to keeping the crank assembly inside the motor.
All these guys are doing is the best they can with the constraints given them, which usually start with the finance organization rather than engineering. Most of these guys come from the same place (University of Michigan School of Engineering) so one company's group really doesn't know anything the other company's engineers don't. Schools taught that the support area of a bearing was the only consideration for the loads it could carry, boy did Ford find out differently. They taught that main bearings could be fully grooved to improve oiling to the rod bearings back then; everybody discovered that this isn't such a good idea. This then went to cross drilling the crankshaft, but that also turned out to have limits. They all belong to the Society of Automotive engineers. They all attend monthly meetings, they read the same trade magazines, they submit articles to the SAE, they sit on committees that write common specifications for materials and processes, etcetera.
It's all a learning process to which I'd suggest you get into some English classes and take some automotive history while youíre there. I think you might even want to investigate the Gay community to see if their favorite vehicle is the Chevrolet.