Um no not really. Quite a few including myself have made 400rwhp on stock bottom ends. He has 33 more cubes so it will be even easier.

 

& lol at thewinner. This reminds me of something i did a long time ago

I'll go with 415/435.

 

based on the numbers you guys quoting here, a stroker isnt reall gonna make too much more peak power, but you are really after the torque throughout the power band?

I really really hope it does better than most of you are saying....

 

96z's budget 383 made 433 rwhp/ 420 rw lb-ft.

I'm prejudiced so I'll guess about 10% less than that. 390hp/380 torque. I'm right in line with zhevy-1. He's been there, I think.

FWIW, I think hp number will be larger than torque number.

Good luck. I hope I'm low!

 

390/380? if it only makes that i think im gonna blow it up. i guess i dont see how ken made 406 on a 350 with a smaller cam, and you guys are saying that i wil make less than him?

 

Yep, I've been there as well. So this brings up a question.. or maybe just a thought....

I've put together very similar combinations to what winner is building. I can even pull up specs when I have the chance. The cam used for one was 236/242, lift was in the .550 range with a 110 lsa. A bit more revs than the cam he chose but not too much different from what alot of members are putting in their strokers. No trick lightweight springs, no super valve lift numbers. The icing was all in the heads, which were Brodix Track 1's.

In a 383-396 ci LTx and behind a t56 tranny, that engine would have put down close to 470 rwhp, 485 rwtq. Yet we hardly ever see an LT1 put down those kind of numbers. BTW, before the "too-big" crowd cries... that cam was very drivable in a 5-spd car. Peak hp was at ~6200 rpm with peak tq at ~4600. Off the top of my head and they may call for some correction.

Point is, this engine should be able to make 425-450 rwhp but it probably (just based on what I've seen) won't. I hope I'm wrong but the question still remains...... where is the difference?
Well, I'd have to go to the cylinder head. I think that's the variable that makes or breaks the combination in these builds. The 6" rod vs 5.7" rod stuff, that's all pittlywinks with this level of motor. The real difference lies in details and cylinder head prep. JMO.

-Mindgame

 

What do you mean difference in cylinder heads? Everyone I have talked to thinks that my heads are excellent for LT1 castings and should have good velocity at 195cc. Should I maybe be looking for a bigger cam? How much does that extra 6 degrees of intake effect powerband?

also do you guys think the 113lsa is a good compromise for n/a and nitrous?

 

also, mindgame, in another post you recommended that someone should epoxy screens over the return holes in the lifter valley incase of valvetrain failure, think that would be a good idea? I assume so. what kind of screen am i looking to pick up?

EDIT: Found something, summit p/n MOR-25000 that waht i would need?


And also what is the point of the tray on the bottom of the intake? looks like it just stores oil which could be better put to use in the bottom end?

EDIT2: I guess that is supposed to keep oil off the intake, and the holes are to let the pcv draw the gases out of the crankcase.

 

If you got them flowed at another shop and the numbers are legit, then you should make good numbers with tuning. What injectors are you going to use?

With the block out, you really should have done the clutch IMO.

 

Mudge,

Do you know how much people charge to flow heads usually? I would consider having them flowed if it aint expensive!

Injectors i have been searching for some used ones. Bastards are so expensive, what do you guys think i can get away with spraying a 200 shot in the far future.

Clutchwise, im making much less power than you guys up here at a mile up, so i dont need to upgrade like you guys would. stock lt1s dyno up here around 200rwhp. Besides, im gonna get a street twin and do it right the first time, however cannot justify the cost right now. I wish i could though since it would be so easy to install, i actually had one on order then cancelled it.

 

450hprw 485tqrw my .02

 

My thoughts also, MG.

I await the verdict from the Dynojet.

 

455/483

This is just a wild guess since I have no clue what most of the stuff you fellows are talking about, but its worth a shot at 10 bucks.

 

If you are running a TB like you told me earlier-
injector size wont matter, the nitrous system supplies its own fuel VIA TB plate.

Fuel pump upgrades should be concidered


You cam too small?
I disagree. I think Bret proved that bigger isn't always better if you know your **** Bret can prob take a cam w/ 15-20* less durration and make more power than me.

Is bret a superhero LT1 God who can magically create power- no but hes damn close . Guys like that know their **** and how to optimize.

I dont so i'll just get more lift, more durration, and worse comes to worst, more juice.

FWIW- Bret told me my 236/242 was a monster compared to the cam in the 433 rwhp car.

 

Trey,
No one likes a brown noser. I loathe it so much that I use to fire guys for it.

First, while 430 rwhp is respectable, it is not otherworldly. Let's cease with the salivation for a moment and talk about the "too small/too big" thing.

The smaller cam can make good power... no one is in denial about that. Before we start praising the small cam let's look at what makes the small cam power an engine like it does in these well-built "mild" setups. Guess where it's at?
Yep, the cylinder head.

Look at the LSx engine. Throw a 218-224@.050 cam in an LS and it'll make quite a bit more power than the same cam in an LTx. Nothing magical about this.... it's in the cylinder head. When you have an excellent cylinder head, the engine will make good power without alot of camshaft.
Back in the day, we didn't have such great heads. Yeah they flowed well with relocated valves, offset lifters etc., but the combustion chamber tech wasn't there yet. So, we used large cams because we needed to make the engine rev to be competitive.

Kinda like professional bodybuilding. No one will admit it, but steroids are a necessity if you want to be one of the top dawgs.... cause the top dawgs are taking them.

To the street.....
It's not gonna make you the king of the n/a street car crowd though. If you like being a bit slower than the faster guys then it's ok. For the most part, I prefer to be a bit faster but everyone has their thing. I also don't mind doing a bit more to keep my engine running in top tune. So it's all a wash.
Same thing in racing. There are guys who want to put an engine in a car and run it all season without lifting a valve cover, so they build engines to that end..... usually lower reving larger cube engines with milder camshafts. Now, they are never the fastest guys at the track. Those guys are the ones willing to spend more time under the hood.

So, what do you want?

If you think you can make ~475 rwhp on a mild cam then you are probably out for some dissapointment. If 420-450 is more to your liking then you may be on the right track. Too me, it's just not fast enough... obviously, look at the ends I went too and my cam is not any wilder than a CC306 in a 383 with a good tune. To give you an idea.... some guys here in our local corvette club are running that cam in their strokers. With a good tune, the thing drives like a stock cam. Too big? I dunno, you tell me. I think you'd be pleasantly surprised if you drove my car. Even more so after I told you the cam specs.

-Mindgame