Introducing my 383 Stroker!
#1
Race Director
Thread Starter
Introducing my 383 Stroker!
Tomorrow, I bring my 383 home.
Today I took the manifold, headers, and valve covers up for a test fit/pictures. With the exception of the valve cover baffles, everything fits well.
(I have to remove some material from the valve cover baffles so they'll drop down between the Pro Magnum rockers. My port matching lines right up to the heads. (No offset from side-to-side!)
Here are the pics that came out best....Hope you like.
I included this last one, taken with my camera phone under shop lights.
Today I took the manifold, headers, and valve covers up for a test fit/pictures. With the exception of the valve cover baffles, everything fits well.
(I have to remove some material from the valve cover baffles so they'll drop down between the Pro Magnum rockers. My port matching lines right up to the heads. (No offset from side-to-side!)
Here are the pics that came out best....Hope you like.
I included this last one, taken with my camera phone under shop lights.
#2
Race Director
Thread Starter
383 specs
Seasoned 4-bolt 350 factory block, bored .030" over (zero deck)
10.2 Static Compression, 8.2 Dynamic Compression
Wiseco 468g 20cc dished pistons for 5.7" rods
Scat 4340 I-beam rods 5.7"
Scat 9000 Pro Comp Crank (1pc RMS)
AFR 195cc L98 heads (#1040, angle-milled to 56cc chambers)
7/16" studs, spring upgrade (155psi)
216/216 Bullet cam .544"/.544" 108ICL 112LSA
1.6 Pro Magnum Rocker Rollers
Renegade .080" wall 1-pc hardened push-rods (AFR guide plates)
Vette Tech Tri-Y Headers (1 3/4" primaries, 2.25" secondaries, with Kook's-style outlet pickle)
SLP/Edelbrock self-polished, self mega-ported and siamesed intake
Pro Sport (Pro Race Series) Harmonic Balancer (6 3/4")
Balanced with new DMF Flywheel
Bobweight = 1789g
ARP Head bolts and main bolts
I hope to land somewhere near this build in power/torque levels.
10.2 Static Compression, 8.2 Dynamic Compression
Wiseco 468g 20cc dished pistons for 5.7" rods
Scat 4340 I-beam rods 5.7"
Scat 9000 Pro Comp Crank (1pc RMS)
AFR 195cc L98 heads (#1040, angle-milled to 56cc chambers)
7/16" studs, spring upgrade (155psi)
216/216 Bullet cam .544"/.544" 108ICL 112LSA
1.6 Pro Magnum Rocker Rollers
Renegade .080" wall 1-pc hardened push-rods (AFR guide plates)
Vette Tech Tri-Y Headers (1 3/4" primaries, 2.25" secondaries, with Kook's-style outlet pickle)
SLP/Edelbrock self-polished, self mega-ported and siamesed intake
Pro Sport (Pro Race Series) Harmonic Balancer (6 3/4")
Balanced with new DMF Flywheel
Bobweight = 1789g
ARP Head bolts and main bolts
I hope to land somewhere near this build in power/torque levels.
Last edited by GREGGPENN; 04-17-2010 at 02:03 AM.
#3
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That is a dream engine.
Its polished so well, I could shave and brush my teeth looking into the plenum.
But it aint no bathroom sink.
You followed your dreams and made it happen. We applaud you.
Its polished so well, I could shave and brush my teeth looking into the plenum.
But it aint no bathroom sink.
You followed your dreams and made it happen. We applaud you.
#4
Race Director
Very nice!
You forgot the air foil!
You forgot the air foil!
#5
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Beautiful engine!! Have you used those tri y headers before? What do they do that regular long tubes dont?
Im looking forward to the dyno results (if any) on this engine!
Im looking forward to the dyno results (if any) on this engine!
#6
Race Director
Nice set up Gregg. Looks like it's ready to be dynoed. Good luck with the install and startup.
#8
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That looks really nice Gregg dig the valvecovers nice touch.
That motor is going to be super reliable and make boatloads of torque, get a sticky tire!
That motor is going to be super reliable and make boatloads of torque, get a sticky tire!
#15
Safety Car
#18
Race Director
Thread Starter
Thanks for the compliments guys. The learning and thought that went into this took a long time. With every phase, I was balancing several goals. My goals with this build were (in order of importance): longevity, asthetics, torque, power, mpg, and the ability to return to emissions compliance (if necessary in the future). This obviously as much a show-piece as a performance motor. It's a motor 100% intended for the street.
The intake was my first intended mod, but I decided to include headers. That made me think of refreshing my 20-yr-old heads while intake and exhaust were both unbolted. That led me down the road of the best head/porting delimma. The AFR debate finally won me over. I ended up picking the 195 heads largely for their amazing mid-lift flow numbers (especially for their port size). With all that going into a motor, I finally decided I had to figure out a way to build a whole new complete motor. (Bottom end had oil leaks anyway.)
Two forum members quickly convinced me to convert to a stroker -- especially when considering the marginal increase in cost compared to completely redoing a 350. The 383 stroker was my last hurdle and required the most learning and thought. I have several people to thank for advice. My thanks to all of you! (And, especially to a couple of extra-patient, knowledgable advisors.)
As mentioned above, I'm including a couple of pics of the intakes internals. I went ALL the way down the SLP tubes in hopes of making this intake halfway worthy of a 383! I did all the intake porting plus the intake/valve cover polishing.
This pic shows port size compared to stock....
This pic shows matchup between ports....
The intake was my first intended mod, but I decided to include headers. That made me think of refreshing my 20-yr-old heads while intake and exhaust were both unbolted. That led me down the road of the best head/porting delimma. The AFR debate finally won me over. I ended up picking the 195 heads largely for their amazing mid-lift flow numbers (especially for their port size). With all that going into a motor, I finally decided I had to figure out a way to build a whole new complete motor. (Bottom end had oil leaks anyway.)
Two forum members quickly convinced me to convert to a stroker -- especially when considering the marginal increase in cost compared to completely redoing a 350. The 383 stroker was my last hurdle and required the most learning and thought. I have several people to thank for advice. My thanks to all of you! (And, especially to a couple of extra-patient, knowledgable advisors.)
As mentioned above, I'm including a couple of pics of the intakes internals. I went ALL the way down the SLP tubes in hopes of making this intake halfway worthy of a 383! I did all the intake porting plus the intake/valve cover polishing.
This pic shows port size compared to stock....
This pic shows matchup between ports....
#19
Race Director
Thread Starter
With a knock monitored motor and electronic distributor, higher compression is not THAT dangerous -- though a concern. Efficient, well-designed alum heads, good quench, inverted dome shapes (to consolidate the charge), timing/tuning, and cooler running temps (185-210) all help to manage the threat of detonation. Using good gasoline helps too. (I have a 92 octane station nearby.)
It'll be fine.
#20
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