Quote:
Originally Posted by marshall93z
what about a 355? would it be ALOT harder, or just a little? i would have never imagined it would be in the 15-20k range!!




it just seems that you guys are always saying how easy it is to get 600hp or so out of the engine. with like a single plane, good heads, good valvetrain, and the RIGHT camshaft. just never though it would be so expensive!

 

I would think, and this is a guess, but anything over400rwhp and you want to start thinking about a different intake. i never thought about it untill I was at 450rwhp and the most I was seeing at the time was right around 470ish. Based on the combo's some people were running I thought they and myself should be making more. A intake,Cam, and Fast computer yeilded over 60rwhp for me, and there's still more left.

Neal

 

It would be less depending on what you do.

You could put together a stout 355 without going that crazy at all, never really crunched the numbers on it but I think you could get where you want to go without going nuts $$$$ wise.

Bret

 

yeah, i'd like to one day do a 500+rwhp 355...but if its gonna cost anywhere NEAR a turbo setup, than im just gonna do a turbo.

 

I'm looking at maybe doing a crate motor setup that would be a 355 and a 388 package. Nothing too race oriented but something that will take HP and RPM. Good ported LT1 castings, a SR or HR cam and a real intake. Bascially what the average guy wants to do, but I don't have the time to throw together. I'd like to pull it off for $8-$10K on the 388, no clue on this yet though..... I'd really like to have a package that fits the average guy in a timely manner so I can spend my time working on intakes and race motors. I'm rather slow on motor builds because I'm so **** with little things.

Bret

 

Real Simple: 401 LT1 , AFR's largest heads, then ported porperly, 12.5 compression , solid roller around 670-700 lift, 1 7/8 headers, monoblade T Body, LTCC ignition, Electric water pump and injectors that can handle the HP, then tune it.

 

I don't know why you guys are wracking your brains to come up with a bunch of parts and what not.

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I think you can do it without going nuts on some things.. A 401 is not real easy, AFR heads cost a good amount..... etc.... A out of the box tuned stroker package that would do it would certainly be nice to see.

Bret

 

what about something like this:
lite weight 3.75 crank
6.0 inch rods
piston with mm style rings
reduce the thickness of the gasket and increase the volume of the combustion chamber
do the simple things such as oil drain back, crank scraper
some type of aftermarket ignition delteq ltcc dynaspark take your choice
heads do your research look for something in the range of 210-225cc flowing around 300-320cfm at .700
have your heads flowed by an independant company.
talk to strokerace about a valvetrain setup.
get a damn good set of headers and true duals
and every bolt on you can think of. just a penny of thoughts

 

For a cheap setup.... I wouldn't even look at lightweight parts.

When I hand do a motor all the oil drain back stuff is covered, I go nuts over the windage, lapping the rings stupid things that take too much time for the money envolved. Thats why I'm looking into this crate motor deal, I think you would be suprised what it takes to do well.

A good 285cfm head could get you where you wanted to be on a 355 if you did it right, the rest is a combination of camshaft/valvetrain and intake/exhaust being matched to it all.

Bret

 

who was that directed towards?

 

It's just a general statement. I've seen less head make the power needed for the 500rwhp this thread is talking about, but it's in a race setup. Bigger heads with more flow make it easier but it's not always needed. A well built motor could hit this number with 285cfm.

Bret

 

marshall,

The engine I referred to earlier is a 355, not a stroker. The heads were bare (no porting or hardware) AFR 215rr and a good friend of mine ported them. The intake port flows just a touch under 300 cfm with the intake manifold in place.

We DID use lightweight reciprocating components and they do help matters a little but that's not where the real magic is IMO. We worked quite a bit with CFE to match their intake to a camshaft/valvetrain package. My porter also worked the heads to work well with the intake manifold. So we're not talking about a bunch of expensive parts just bolted together. Everything compliments the other just like any strong engine will.

You could do the same with less expensive, high quality, standard weight parts. Where you have to focus your attention is the induction, machining/tolerances and valvetrain components.

-Mindgame

 

As always sounds like it was done right.

There is a reason this guy has the motors he does in his cars.... experience and knowledge.

Bret

 

then why does it cost so much? my motor is still pretty much stock. so the way i look at it is, if im gonna have to have headwork done, intake work done, valvetrain(and camshaft), and throttle body, why dont i just do everything right the first time around and get GOOD heads, single plane, 90º elbow, accufab TB, and the right valvetrain(and camshaft)! i mean, i have to get this stuff any damn way, why not just get the stuff that makes power.