That sounded anything but dissapointing to me. 
How come there are so few 382's??
How come there are so few 382's?? How come we don't see more 382 strokers? With Eagle parts being affordable how come more people don't just build 382's rather than paying big dollars for resleeved blocks or pay for a new block and add the extra weight of an iron block?
I'm trying to figure out if it's worth it to stroke the motor with H/C or just stick with stock cubes and H/C.
I'm trying to figure out if it's worth it to stroke the motor with H/C or just stick with stock cubes and H/C.
11 Second Club
Joined: Nov 2001
Posts: 1,320
Likes: 0
From: NE PA
Originally Posted by My90Iroc
How come we don't see more 382 strokers? With Eagle parts being affordable how come more people don't just build 382's rather than paying big dollars for resleeved blocks or pay for a new block and add the extra weight of an iron block?
I'm trying to figure out if it's worth it to stroke the motor with H/C or just stick with stock cubes and H/C.
I'm trying to figure out if it's worth it to stroke the motor with H/C or just stick with stock cubes and H/C.
On The Tree
Joined: Aug 2004
Posts: 153
Likes: 0
if the numbers are disapointing their setup wasnt planned right from the begining.
youve heard the saying, there is no replacement for displacement.
you WILL make power with more cubes, but plan your setup from the begining.
you need a good set of heads, the right cam, the right exhaust and intake etc.
people dont do it because the average person doesnt want to spend 2-4grand building up their motor at once.
youve heard the saying, there is no replacement for displacement.
you WILL make power with more cubes, but plan your setup from the begining.
you need a good set of heads, the right cam, the right exhaust and intake etc.
people dont do it because the average person doesnt want to spend 2-4grand building up their motor at once.
TECH Senior Member
Joined: Mar 2004
Posts: 14,620
Likes: 17
From: BFE
Well as we have seen recently 346 stock cubes max effort are achieving close to 500rwhp. In general poeple go the iron way as it has more cubes and is capable of achieving higher power levels more easily.
Personally I favor the 382/383 cubes because of the weight factor and if properly put together, those combos are capable of over 500rwhp with plenty trq down below.
Also it has to do with the fact that a 382/383 needs machining of block for clearances and is usually in the same price range of an iron block that doesn't require a core.
Personally I favor the 382/383 cubes because of the weight factor and if properly put together, those combos are capable of over 500rwhp with plenty trq down below.
Also it has to do with the fact that a 382/383 needs machining of block for clearances and is usually in the same price range of an iron block that doesn't require a core.
Originally Posted by My90Iroc
I'm trying to figure out if it's worth it to stroke the motor with H/C or just stick with stock cubes and H/C.
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I like mine. 
Eagle crank, Eagle H-rods with L19 bolts, Ross pistons. No dyno #'s yet, but the first track times weren't bad for no tuning time. 
We literally got it running on a Thursday, loaded it on the trailer, and I took it to the Thunder Shootout on Friday.
I would much rather have a few less horses vs a 408, than an additional 80-90 lbs on the nose of the car.
Eagle crank, Eagle H-rods with L19 bolts, Ross pistons. No dyno #'s yet, but the first track times weren't bad for no tuning time. We literally got it running on a Thursday, loaded it on the trailer, and I took it to the Thunder Shootout on Friday. I would much rather have a few less horses vs a 408, than an additional 80-90 lbs on the nose of the car.
TECH Junkie
Joined: Dec 2001
Posts: 3,242
Likes: 0
From: Lakeland, FL
Originally Posted by Camaroholic
I like mine. Eagle crank, Eagle H-rods with L19 bolts, Ross pistons. No dyno #'s yet, but the first track times weren't bad for no tuning time. We literally got it running on a Thursday, loaded it on the trailer, and I took it to the Thunder Shootout on Friday.
I would much rather have a few less horses vs a 408, than an additional 80-90 lbs on the nose of the car.
Eagle crank, Eagle H-rods with L19 bolts, Ross pistons. No dyno #'s yet, but the first track times weren't bad for no tuning time. We literally got it running on a Thursday, loaded it on the trailer, and I took it to the Thunder Shootout on Friday. I would much rather have a few less horses vs a 408, than an additional 80-90 lbs on the nose of the car.
I weighed my car the other day and it came in 3640 with nobody in it and I have done some weight reduction (front/rear bumper supports removed, z06 rims, rear seats/setbelts removed as well as some various plastic peices, not to mention headers are lighter than manifolds etc etc. )with me in the car it weighs 3860 lol
In fairness I did add a 12 bolt and alot of nitrous equipment which also helps weigh the car down but all this plus the iron block and I got myself a pig.To compete at a track I will be forced to spend alot of money on even ligher rims, seats, k member/a arms , hood, and then I might even have to take out my comfort items like powe rsterring AC/heater core etc.
Now my block has been/is extremely durable but who is to say an aluminum one is not plus nobody has really experimented with a 383 to see what a max effort is. shoot nobody has really done a max effort 408 for that matter.
TECH Senior Member
Joined: Nov 2001
Posts: 10,341
Likes: 1
Originally Posted by XTrooper
Results with the 382 strokers have generally been disappointing which is why they've kind of fallen out of favor.
My car is running great with my stroker setup and I am forced to run cats! (see sig)
Should be in the 128-130mph range in the spring on motor.
No dropped sleeves to worry about, no added weight of iron, less expensive.
Chris
Originally Posted by 11 Bravo
People worry about peak dyno numbers too much. A 500rwhp 382 will kill a 500rwhp 346. And have better drivability. I don't think the results have been dissapointing at all.
TECH Fanatic
Joined: Jan 2002
Posts: 1,205
Likes: 0
From: harrisburg, pa
Originally Posted by Chris ARE 385
I disagree totally with that statement.
My car is running great with my stroker setup and I am forced to run cats! (see sig)
Should be in the 128-130mph range in the spring on motor.
No dropped sleeves to worry about, no added weight of iron, less expensive.
Chris
My car is running great with my stroker setup and I am forced to run cats! (see sig)
Should be in the 128-130mph range in the spring on motor.
No dropped sleeves to worry about, no added weight of iron, less expensive.
Chris
480rwhp
440rwtq
Daily driver 92 octane
383 Callies with LS1 heads
No extra weight with the iron
I think lots of people are happy having 550+hp 383s...
Originally Posted by PREDATOR-Z
Well as we have seen recently 346 stock cubes max effort are achieving close to 500rwhp. In general poeple go the iron way as it has more cubes and is capable of achieving higher power levels more easily.
Personally I favor the 382/383 cubes because of the weight factor and if properly put together, those combos are capable of over 500rwhp with plenty trq down below.
Also it has to do with the fact that a 382/383 needs machining of block for clearances and is usually in the same price range of an iron block that doesn't require a core.
Personally I favor the 382/383 cubes because of the weight factor and if properly put together, those combos are capable of over 500rwhp with plenty trq down below.
Also it has to do with the fact that a 382/383 needs machining of block for clearances and is usually in the same price range of an iron block that doesn't require a core.
TECH Senior Member
Joined: Mar 2004
Posts: 14,620
Likes: 17
From: BFE
Properly built, I do not see why this "offset" stroker wouldn't make lots of power.
Thing is, this type of stroker is short on rpm capability, due to it's stroke /rod combo, it tends to put a lot more stress on the cylinder walls, reducing it's longevity and adding to the oil consumption factor in LSx motors.
For some application though like trucks or really heavy cars, this can be a trq monster ticket.
All this would mean a light rod, piston assembly which would cost mucho mucho dinero.
Thing is, this type of stroker is short on rpm capability, due to it's stroke /rod combo, it tends to put a lot more stress on the cylinder walls, reducing it's longevity and adding to the oil consumption factor in LSx motors.
For some application though like trucks or really heavy cars, this can be a trq monster ticket.
All this would mean a light rod, piston assembly which would cost mucho mucho dinero.
TECH Senior Member
Joined: Nov 2001
Posts: 10,341
Likes: 1
Originally Posted by grinder11
Hey Predator, have any info on the 395 strokers. I know some say they have an unfavorable rod/stroke ratio, but it seems thet would have even more on the low end. I may be wrong here but I think a lot of people lose sight of the fact that while a 4.00 stroke may be 1/8 shorter than 4-1/8, it is really only .0625 different as far as the centerline of the mains to the centerline of the rod journals. What do you think?
Not only is there more side loading there is also piston design compromises with the longer stroke. You are also limited in piston choice with the 4.125 stroke vs the 4 inch stroke setup.
I would stick with the 4 inch stroke. It tends to make a little more power in the 4500-7200rpm range and you also get a stronger piston that will better handle spray or FI.
Originally Posted by LawmanSS
..however, not all of us run our cars at the strip, so the only measure we have of our setups are dyno numbers...not just peak numbers, but power throughout the range. I don't argue that the 500rwhp 382 would out-perform the 500rwhp 346...especially in the torque dept. That being said, the point I was trying to make was that in my situation, I can't justify the large difference in cost to gain the "relatively" small increase in power/torque...I guess it all depends on what you're after...
My car will see the strip, but that is not what it is being built for. The highway is my focus
I guess you would have to lay a 346 dyno sheet over a 382 dyno sheet to see that there is more than a small difference in hp/tq. It's all about the powerband. From a 40 punch (or any speed) it would be no contest. That's my measure of speed lol. IMO, the cost of an Eagle rotating assembley is well worth the cost over stock cubes. Even though they are putting out crazy power nowadays. 
Originally Posted by Chris ARE 385
the 395 stroker uses a completely different 4.125 stroke crank. (Normally Callies or Lunati)
Not only is there more side loading there is also piston design compromises with the longer stroke. You are also limited in piston choice with the 4.125 stroke vs the 4 inch stroke setup.
I would stick with the 4 inch stroke. It tends to make a little more power in the 4500-7200rpm range and you also get a stronger piston that will better handle spray or FI.
Not only is there more side loading there is also piston design compromises with the longer stroke. You are also limited in piston choice with the 4.125 stroke vs the 4 inch stroke setup.
I would stick with the 4 inch stroke. It tends to make a little more power in the 4500-7200rpm range and you also get a stronger piston that will better handle spray or FI.
Do you hear more piston slap noises because of the shorter skirt forged pistons?
Do you have more engine oil consumption compaired to stock ?
Are there any downsides of the 383 stroker other than high cost that you have learned from personal experience?
Thanks
Originally Posted by gollum
Are there any downsides of the 383 stroker other than high cost that you have learned from personal experience?