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Old 04-26-2013, 07:39 PM
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how much power

How much horsepower should i expect from a 355 stock deck or a clean up decking with flattop 4 vrelief piston with 441 heads 1.94 in 1.6 ex

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Old 04-26-2013, 07:44 PM
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Not enough info to make a power estimate on.
What cam? What intake? What carb? Headers? Exhaust system?
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Old 04-27-2013, 02:55 AM
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Headers 1 5/8 edlebrock performer rpm or torker2 cam is 485/485 288/288 112 lobe sep 600 cfm edelbrock carb havent descided exhaust system yet
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Old 04-27-2013, 05:54 AM
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Quote:
Originally Posted by rowdy51 View Post
Headers 1 5/8 edlebrock performer rpm or torker2 cam is 485/485 288/288 112 lobe sep 600 cfm edelbrock carb havent descided exhaust system yet
Long tubes or Shorties, what's your dur @.50 and whatever power it does make is going to be lower then it should be due to the tiny girl Carb....
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Old 04-27-2013, 08:24 AM
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I agree with Dave, the carb is small.If its a daily driver then smooth idle and small carb tends to deliver good mileage. Im sure you could find around 300 HP with good tuning
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Old 04-27-2013, 08:29 AM
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Rowdy,

It's always best to set certain goals, based on the application of the engine (car, truck, stock, race, torque, econo...). If you would define what you want to do with the engine, and what body it will be in, it will make any estimates, recommendations, etc. much easier.

FWIW, Edelbrock cams are generally "generi-grinds" available through several brands names, all coming from the same source. Depending on what you want to "do", there may be much better grinds available through cam grinders like Comp, Crower, Lunati, etc.

Long-tube headers ALWAYS make more power than "good" manifolds or shorty headers, provided they're a decent brand. If maximum power is the main goal, "ease of installation" should be a secondary concern when buying headers. Degree of difficulty varies with body and size of the headers.

The 600 will be out of "breath" before the heads are. Good pump-gas head, though, 441.

Jim
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Old 04-27-2013, 08:45 AM
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I like edelbrock cams. They are copied for a good reason. Those cams are matched very well with the induction package that goes with it. It would be pretty foolish to say a RPM cam doesn't work well with the RPM manifold and heads. You should account for the street manners they are trying to retain, when comparing to a hotter cam.
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Old 04-27-2013, 10:32 AM
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I'm looking for around 300 just a cruising engine. I have long tube headers and I want to run pump gas. I'm not looking for any kind of beast just something I can put in a weekend cruiser. Somewhere between the L79 and the L82 chevy lol.
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Old 04-28-2013, 08:54 PM
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I think this is interesting enough and common enough to do a DynoSim on......
This will be a street motor that will run on cat-pee regular pump gas and make excellent torque and good power to pull a heavy car around town.
The GM production 441 cast iron cylinder heads are 155cc intake runners, 62cc exhaust runners and 76cc combustion chambers.
Here's the head flow from Stan Weiss, using a pipe on the exhaust....
0.100"...55...45
0.200"..110...83
0.300"..160..118
0.400"..194..133
0.500"..201..146
0.600"..203..148

We'll do the standard routine of checking the main bearing bore for being parallel and round on all holes. Correct by align-hone or align-bore process. Register cylinder block on main saddle and cut decks to 9.012" block deck height. Bore and hone block for +0.030" pistons. Hone the bores with the proper grit number stones for the ring material that will be used.

We'll use Summit #SUM17350-30 hypereutictic pistons because of their very reasonable price, 1.560" compression height and excellent shelf area on the crown to form a good squish up against the underside of the cylinder head.
http://www.summitracing.com/parts/sum-17350-30

When used with a 0.012" piston deck height, GM 10105117 head gaskets and the piston's 6cc crowns, the 76cc cylinder heads will produce a static compression ratio of 9.06:1.
http://www.summitracing.com/parts/nal-10105117
The stack of parts with 5.7" rods and 1.560" pistons equals 9.000".

I tried half a dozen different cams in this exercise, advancing them and retarding them for best hp and torque. I did not look for a lopey idle, because a lopey idle means nothing to me. It is simply the sound of a motor being inefficient. The camshaft that I chose will give us a good, steady idle and useable power from idle on up to max revs and will work well with a stock torque converter and road gears. Here's the description from Crane.......

Excellent low end torque and HP, smooth idle, daily usage, off road, towing, economy, also mild turbocharged, marine applications: primarily used in 305 and 350 cu.in. near-stock engines for mild performance applications in heavy boats, OK for through-prop exhaust, 2200-2600 cruise RPM, 8.0:1 to 9.5:1 compression ratio advised.
Grind number Z-256-2
Operating range 1200-5200 rpm's
Part number 113501*o
Use Crane lifters 99277-16 and Crane springs 99848-16
Advertised duration 256/268
0.050" tappet lift duration 206/218
Cam installed 4 degrees retarded on these 0.050" numbers.....
IO (-8) BTDC
IC (34) ABDC
EO (42) BBDC
EC (-4) ATDC
Intake centerline 111
Exhaust centerline 113
Lobe separation angle 112
Dynamic compression ratio 8.03:1

Use the 600 CFM carburetor. These heads and cam will not support more carburetor. Made another 4 hp and 2 ft/lbs of torque with a 700. Not worth changing.

Use an Edelbrock Performer RPM intake manifold and 1 1/2" long-tube headers. Those cheezy shorties will hurt power, use the long tubes. The smaller 1 1/2" primaries will help low and mid range torque, the whole reason for this motor in the first place.

RPM.....HP.....TQ
1500....105....367
2000....148....389
2500....184....386
3000....228....398
3500....269....405
4000....301....395
4500....315....367
5000....298....313
5500....257....245

Max volumetric efficiency 82.9% @4000 rpm's
Max BMEP 171.5 lbs @3500 rpm's

Note to the OP: 288 is way too much cam for this low compression ratio motor. I know you want rump-rump, but this is not the motor to do it with. If you want rump-rump, build another motor with more static compression ratio that will support more cam.

Last edited by techinspector1; 04-28-2013 at 09:11 PM.
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Old 04-29-2013, 09:00 PM
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HMMM, I must have been wrong. Maybe it is not common enough and interesting enough!! No replies.
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Old 04-29-2013, 10:17 PM
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Tech

Thanks for this. We see a lot of more highly tuned motors, and simulator or estimated HP for those motors here on Hotrodders. But this seems like a good solid street build for an efficient cruiser. I think it's interesting to see what happens with reduced efficiency in the heads, and a cam well selected to shift the torque down to where the heads work. Not only did the OP have a very big cam selected, it was a symmetrical grind (intake/exhaust lobes look to be identical). Seems like a poor choice to pair with these heads, no matter what the compression.

Thanks again, PatM
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Old 05-02-2013, 06:07 PM
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Thank you very much that explained alot and answered my question. I do have one more question i have some roller rocker arms can i run them on press stock studs
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Old 05-02-2013, 08:05 PM
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Quote:
Originally Posted by rowdy51 View Post
Thank you very much that explained alot and answered my question. I do have one more question i have some roller rocker arms can i run them on press stock studs
Yeah, the studs don't know who made the rockers and don't care. All they're concerned about is overcoming the valve spring to open the valve and not pulling out of the head.
Roller bearing fulcrums will make everything work more smoothly and easily and will lower oil operating temperatures.

I hope you're talking about roller fulcrum rockers and not those cheezy, fosdick Comp sliding ball rockers with the roller tips. Whoever designed that abortion should be tied to a pole and caned, then hanged in the public square and left there swinging on the end of a rope for all other quasi-engineers to see. HOLY JESUS, can you tell that kind of shoddy engineering pizzes me off?????????
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Old 05-02-2013, 08:16 PM
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Yes full roller. I agree on the roller tip rockers never understood them myself. And thanls for the reply
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