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Old 08-27-2006, 05:54 PM
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Need some guidance

Getting to the point where i need some opinions on what I've got and where to go from here. I'm building a chev 383 that can rev to 6000 and make near 500 hp.

what I have so far-
350 block with 4 bolt mains ready for machining

Dart aluminum 200cc/64cc heads. These will make 10.9:1 compression with the pistons I've got, true thats pretty high but I dont mind spending extra on higher octane.

Comp magnum 286 cam with .490 lift and 236 duration.

Eagle bottom end with -7 cc dome pistons, cast steel crank, Ibeam rods.
My question is did I make a mistake by not buying forged? Seems like everyone with that stout of heads and cam is running forged cranks and pistons etc. I have heard that the cast stuff is good to 500 hp. Can anyone say from experience whether this is BS or that they found out the hard way that its true?

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Old 08-27-2006, 06:13 PM
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I cant say for sure that the parts will not break, but I have a friend with a very similar 383 with the same bottom end that has had no problems as of yet. I would just add a set of ARP L19 rod bolts, the stock bolts are a weak link. As far as your power goal, I think it will be attainable if you get the heads that you have ported, and run a cam with a little more lift. Without the porting, and the cam you are looking at I think you will be in the ~430 range.

Adam
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Old 08-27-2006, 07:01 PM
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Thank you SIR! I understand all about head porting, but what about port-matching? what exactly is that and is it something youd do with this combo.
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Old 08-27-2006, 09:22 PM
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Port matching has to do with matching the end of the intake manifold runner to the beginning of the intake runner of the head. This is usually done by porting each of the two to match the intake gasket that you are using. That is known as gasket matching. If this is not done, there can be a lip between the intake and the heads because they are not exactly the same shape or size. I would port match pretty much any serious performance motor. You would be looking at around $150 to get it done. I can not say for sure exactly how much power you will gain, but it is still something that I do when ever I can. You can get a really good port jo for around $700 from the company below, including the port matching. You may not have go that far with the porting, but with the power you are looking for, I think It would be worth it.

Here are the porting packages up to the $700 one

Porting - V8 bowl blend $225

Porting - V8 Econoport - includes bowl blend plus narrowing intake guide and full exhaust porting $500

Porting - V8 Stage II - includes Econoport plus gasket match intake end of runner and polish intake port $700

here is the site www.revolutionaryperformance.com

This would also be a really good place to get advice on the strength of your rotating assembly

Adam

Last edited by firestone; 08-27-2006 at 09:27 PM.
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Old 08-30-2006, 12:15 AM
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Thanks for that info I'd always wondered how much (ballpark) that sort of head work was. I definitely will want to have them ported but i'm more likely to leave them be for now, 430 hp sounds good considering the only other cars i've owned are a '84 honda accord and a toyota truck.

I'm also not inclined to get another cam. just not. So should I opt for 1.6 ratio rockers to bump up the numbers? what can I expect by doing that as far as performance and any other changes i'd need to to make to accomodate 1.6 rockers.?
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Old 08-30-2006, 01:13 AM
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As you go up on the cam duration you also move your power band up the RPM scale. So a bigger cam gives you more horsepower at the very top end, but might be way down at the RPM you will be cruising at. In other words, you need to figure out what your total combination is, and how you will be driving it. We dyno'd a stout cam that gave us an additional 30 horse at 6,500 - but we were down over 55 horsepower at 3,000. Needless to say we passed on the combination. If you are running power brakes, vacuum starts to get a little iffy over 230 degrees duration at .050. You need to plan your total combination and make sure everything works together.

Build the engine for pump gas. Been there, done that. I didn't mind the expense as much as the limited radius I could drive the car. It was like having a leash on - always had to plan how far a tank of racing fuel would take us. Pulled the engine out and replaced it with an engine that actually produced higher power, but easily ran on 91 octane -- all in the planning. Too many great combinations available today to go crazy on the compression ratio.
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