CHRISPY

With all the new advancements with head porting and cams I was curious what the 383-395ci strokers were dynoing at now?

With cheaper "relatively" stroker cranks out now you can get into a stroker at a reasonably price and not have to worry about sleeves dropping etc and could run a big shot if you wanted.
Also you could stick with 2.02 and 1.57 valves and adjust the intake/exhaust cc's as well. (Keep costs down)

I would think 460/460 RWHP and RWTQ could be easily attainable on 11:1 comp and pump gas.

Plus you could run a bigger cam too <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />

I was thinking a 236/244 .600/.600 112LSA would idle pretty good in a M6 with tuning and 1000rpm idle. <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" />
What are your thoughts? I know the all-bores have the potential for more power but for reliability I think a stroker 383 would work great and handle spray well too.
Also you could run a 3.905bore X 4.125 stroke and hit 395 cubic inches no problem.

Cheers,
Chris

<small>[ August 08, 2002, 11:04 AM: Message edited by: Chris ARE 360 ]</small>

DERTY

I'm curious too. I want to bump up to a 383 Stroker decompressed to 8.5:1 and feed it with a Pro/Charger D1SC. I'd be curious to see what that would come out to!!

<img border="0" alt="[Firebird]" title="" src="graemlins/formula.gif" />

NoGo

iTrader: (2)

I'll be doing a stroker this winter as well. Looking to obtain something around the 450 area.

<img border="0" alt="[cheers]" title="" src="graemlins/gr_cheers.gif" />

Fenris Ulf

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by Chris ARE 360:
<strong>I agree but the problem is you can only run so much intake duration before PtoV is an issue. If you can stuff the biggest duration cam that can fit on the intake side, running more duration on the exhaust wont hurt at all and will help on spray/blower cars too. <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />
Plus more exhaust duration also helps pull in a greater intake charge and helps extend HP past power peak.
Cheers,
Chris</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">PtoV is not an issue on a built motor with forged pistons, valve reliefs can take care of that. I disagree completely on the "more exhaust duration is good" theory. While its true that hanging open the exhuast valve for a bit while the intake valve begins to open does pull some more air into the cylinder, too much duration will start to bleed off that pressure. Not to mention the greater your exhaust duration, the more overlap you will have resulting in a shittier idle. LS1s dont need help in the exhaust department, and nitrous is not a consideration unless you are spraying more than a 250 shot. As far as extending the power past the peak, look at this comparison between the 230/224 and the 224/230: http://64.208.21.183/Jim/Pics/g5f1beforeafter.jpg

CHRISPY

I am actually considering a large reverse split to try in my 360. probably in the 234/230 112LSA range just to see what it does.
I find at least with my heads the exhaust biased cam works the best, but I Am not opposed to trying something new heheheh
Chris

VINCE

iTrader: (1)

Something new is always a challenge.. The suspense is what kills you..

Fenris Ulf

For those reading and trying to pick a cam out on your own, remember this: The heads are built around your bottom end (unshrouding valves for a larger bore etc) and then the cam is spec'd after the head is done to obtain optimal results. GTP, MTI and a few other companys consistently put out heads that seem to like single pattern and especially reverse split cams, and it should be noted that LS1/LS6 castings in stock form also prefer the intake-biased split. Check with your head porter first and ask him what is working with their particular head, or go with a package that works well together.

Chris: What exactly is ARE doing differently with their heads that makes them prefer a standard split?

VINCE

iTrader: (1)

Well my head porter made a few suggestions with my heads, but just by reading the boards and seeing what other people who have used his heads have tried. It seems that the results are similar. This could all be tuning related.. I have no clue..

BAD ASS TA WS6

iTrader: (5)

This is a little off the subject but how come HPS's Stage 2 heads are so cheap? They are only 1295.00 And thats with a 500 core charge.

383ss

iTrader: (14)

Smoke_ur_5.0: </font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Did some tuning on a local guys 382 and it pulls 448rwhp and 439rwtq. It has a pretty small cam spec of 224/224 .539/.539 114lsa. We are going to throw in a custom reverse split in it and see what happens. Oh yeah the heads were ported two years ago so I think we may be seeing some 383s soon with all the latest head designs making 460-475rwhp soon.
</font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">That's me. In the last 7 months we've tweaked it from a measly 404 rwhp to where it is now. We are going to fool with the intake parts some more, like trying a Ported TB instead of the BBK and a regular lid instead of the Volant. I also just installed an LS6 intake instead of the H/L intake and need to re-dyno. I'm running 10.8 C/R, and am prett happy with my current power.
Check sig for complete list of mods

CHRISPY

Nice numbers!!
I think ARE heads prefer the split duration (trad) cams due to the way they used to port the exhaust side.
Cheers,
Chris

LS171Malibu

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by BAD *** TA WS6:
<strong>This is a little off the subject but how come HPS's Stage 2 heads are so cheap? They are only 1295.00 And thats with a 500 core charge.</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">I noticed that yesterday, but if you "click" on it, price changes to reflect 1250.00 after core. Also seems like they consider the addition of upgraded springs and retainers S2 over the ported only S1. How well do they perform, flow numbers anyone?

C$

Uhhh... what exactly do people mean when they say that a sleeved motor "dropped" a sleeve? Do you mean that the sleeve actually was pulled down into the crankcase? How is this possible? On my motor there is a 1/4" ledge of solid aluminum that holds up the sleeve. There is no way that the friction of the rings and piston will pull the sleeve throught this ledge.

Fenris Ulf

JMO, but I would stear clear of an oversquare motor and a huge exhaust biased split cam. With the engine pulling in even more air from the increased displacement, the intake only becomes more of a restriction, so why keep crutching the already wonderfully flowing exhaust? I would rather do an 8-10 degree reverse split.

CHRISPY

I agree but the problem is you can only run so much intake duration before PtoV is an issue. If you can stuff the biggest duration cam that can fit on the intake side, running more duration on the exhaust wont hurt at all and will help on spray/blower cars too. <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />
Plus more exhaust duration also helps pull in a greater intake charge and helps extend HP past power peak.
Cheers,
Chris

<small>[ August 08, 2002, 12:16 PM: Message edited by: Chris ARE 360 ]</small>

Smoke_ur_5.0

iTrader: (2)

Good question Chris.
Did some tuning on a local guys 382 and it pulls 448rwhp and 439rwtq. It has a pretty small cam spec of 224/224 .539/.539 114lsa. We are going to throw in a custom reverse split in it and see what happens. Oh yeah the heads were ported two years ago so I think we may be seeing some 383s soon with all the latest head designs making 460-475rwhp soon.

I'm also curious about the all bore 382 guys too. what are the most recent numbers coming from them?

Pro Stock John

iTrader: (34)

I was very impressed with BradWS6's motor in it's final iteration, it was a 382ci with LS6 heads and a very big cam. Car went 11.13@122mph with minimal weight reduction in a 1999 30th TA A4, only had !front swaybar, Pro Stars, and it even had a 6 pt moly cage! I'm guessing the last cam was like a 235/240//111lsa with 11.5:1 LS6 heads. So at 122mph what was his 3650 raceweight car putting out?

However, I am more of a fan of 4.000 bore or MORE motors. I think the secret to the LS1/LS6 are the heads, and that with a bigger bore and the right cam a 4.000-4.100 bore with LS6 heads will build more power. I think the stock 3.900 bore does well but the smaller bore is offset by the longer stroke that the LS1 has from the factory.

VINCE

iTrader: (1)

Very interesting topic..

ls1290

iTrader: (20)

My MMS 383 with Stage IIIx heads, 229 cam, full exhaust, and full intake dynoed 420rwhp and 421 rwtq through an A4 unlocked. With a M6 I would say it would have been about 445ish rwhp and 450ish rwtq. This is also a year old Stroker.

JS

iTrader: (4)

I'm gonna build one over the winter
I like the TQ from a stroker

And no liners dropping...

JS

<small>[ August 08, 2002, 03:35 PM: Message edited by: JS ]</small>