Just wanted to see what you think of my project before I start getting parts together.
I have an 89' 2 bolt 350 block and an eaton posi diff. I was going to make it a in to a 10:1 383 with alumnium dart 2.08/1.6 with 230cc intake ports an edelbrook 800 carb, a RPM air gap duel plain manifold, a 234-242 duration cam with about .550 lift and a 3000-3200 stall converter on a TH700 with race frictions and other mods. The rear end would have the eaton and 3.73 gears.
I think the parts will come together to make good power.
Edit: For a long time I wanted to use a 244/244 duration cam but decided it would be to insane of a cam for a daily driver and for the C/R I was useing 10:1 as a minium I was thinking 10.3:1 through 10.6:1.
At first I plain to retune use the edelbrook 650 vac. 2nd thats on there just to see what hapens and then go bigger.
I wanted the 230 cc runers, there also the only heads that dart has that come with 2.08 holes cut in them (4000-8000 rpm range) I was trying to cam it for horse power to peak a little under 7,500.
On a factory cam like that the LSA is going to be about 114*-115*

 

Why are you running a 700r4? If I were you I would swap to a turbo 350 with that kind of motor. Everything sounds good, but I think you could go a little smaller on the cylinder heads if you want to run 10:1 compression. If I were you I would go with 215cc Dart Pro 1's, 11:1 compression and a victor intake instead of an air gap.

 

Questions and getting opinions on general engine buildup should be posted in a Gen Spacific forum, moving to correct forum. Thanks.

 

Those heads are too big for that cam, dual plane intake won't work as well as a single plane, 230cc runners are gonna be in the 4000-8000rpm band, that cam could stand to go bigger too and an 800cfm carb with that cam is also too big. If you're planning to drive this everyday, get smaller heads, smaller carb - if you're gonna drive this to and from the track, get bigger cam and higher stall and taller gears.

Dual plane intakes are designed to retain bottom end - you're running at least a 3000 stall with that cam so you're better off with a single plane that'll make hp rather than torque.

800cfm is gonna kill any velocity for street driven torque, I would go with a 750 carb for that cam, an 800cfm carb is the kinda thing you run when you're turning 7-7500+rpm, n you're not gonna do that with a 2 bolt block. Getting a carb that is too small is always better than one that is too big - flooring your car with too much carb, it will fall flat on its face, flooring your car with too little carb will just make a few hp less.

Theres no need to run 11:1 compression on that motor, compression builds power - yes, but if you're running a motor on pump gas with that lil cam you're gonna build way too much cylinder pressure to run full ignition advance on pump gas.

 

I forgot to mention a much larger cam with those heads, agreed. However, a large cam will bleed off excess cylinder pressure and he shouldnt have problems with 11:1. I have two friends running 10.8:1 on cast iron heads and 11:1 on aluminum heads, both with big cams with no problems.

 

What kinda LSA do your friends run? I'd run a 108LSA with 11:1 compression but it'll worsen idle quality.

 

see my edit original post.

 

I ran a Comp Cams Magnum 292H cam for a while with a 2300 stall, wouldn't idle right, but with some tuning and the right converter it's not as bad on the street as you may think. The heads in my opinion are too big for the kinda cam you're looking to run, you'll make more usable power with a smaller head and maintain more streetability. I wouldn't expect to see more than 6500rpm outta that motor with that combination, it'd be a waste to have heads that kick in at 4000 when you're not gonna turn it 7500 - and with a 2 bolt block, you won't even wanna turn it 7500rpm.

I can tell that you're trying to mix n match the parts to "get lotsa horsepower but maintain streetability by using dual plane but use big heads to stretch the RPM" - unfortunately it doesnt work like that, you'll end up with a motor that is a dog all the way through the power band, cuz your intake is built for bottom end/mid range, your heads wont like it below 4000rpm, then at 4000rpm when it finally starts to kick in, the cam n intake start to die out.

You need to work out what you wanna achieve with the engine before you buy anything - if you're building a street/strip motor with a 3200 stall, I'd go for a cam in the 235-245 range like a Lunati Bracket Master II, there's one with a 235/235 and .507/507 lift, I ran that cam for a while, makes good power and with a 3000 stall it works great, or a Comp Cams Magnum 292H. For intake, if you really want to go Dual Plane, go with a Holley Street Dominator high rise intake - but I would prefer to use a Weiand single plane of some sort, maybe even a Victor Jr intake. The heads I would step down a notch to 215cc runners or whatever the Dart equivelent of that is (either 210 or 220?), but 230cc is definately a 260+ duration .650-.700" lift kinda head. 244 duration is.... not the greatest, it'll eat gas and idle badly, but it's not a trailer queen kinda cam so if you wanted to you could definately street it.

A 650 vac 2ndary carb would make it pretty streetable, keeps up velocity and you're not flooding the motor with air so will have crisper throttle response, the vacuum seconds will make sure the car doesnt nose over when u hit the gas without too much tuning effort. A 750 would make a lil more power and is what I would personally run but the 650 would work fine.

10-10.5:1 compression is fine, I would go with a 110 LSA or 112 if you're planning on nitrous (need a custom grind or a Nitrous series cam) - but ofcourse, on a street motor you'll not really need a 112LSA since you're not running nitrous "all the time", so you want the motor to perform without nitrous as well as it does on the bottle.

If you are able to, you could try 11:1 compression, but if you find that you're not getting full ignition advance without pinging, you'll need to go with a thicker head gasket to drop the compression down a lil which means pulling the heads off again, can be a pain in the *** for a 2% gain in horsepower.

 

I'd have to totally agree w/Nitro. Those heads are huge. They're made for high RPM large cammed engines (larger than .550" lift).

For the 6500 RPM you are wanting to run I'd also make the same suggestions. I've ran both the Comp 292 (.501" lift) and the Lunati Street Master (.507" lift) on a relatively daily driven car. They'll go to at least 6000 RPM. I ran a best of 12.90 w/the 292 w/ ported heads, 10" converter and 4.11 gears on a 350 and 13.36 w/the Lunati w/ the same set up but with stock camel humps. With better traction, I'd have turned better times with both.