I need advice on 382 Stroker & parts selection. Please Advise
06-21-2007, 07:50 AM
#1
I need advice on 382 Stroker & parts selection. Please Advise I posted in the Gen III section, but I know a lot of the most knowledge people on the board tend to browse this forum. I would like to solicit their input.
Short version is, I'm looking at finishing up a project I started about three years ago. I know a lot has changed. I've done several searches but think it's time to post and seek comments.
https://ls1tech.com/forums/showthrea...05#post7280905
Considering 382 Stroker - Solid Roller? FAST Intake? - Need Guidance
I've been away from the LS1/LSX scene for about two and half years due to some personal stuff. I had a LS1 TEA Stage 2.5 LS6 head engine in the works when I had to step away from the hobby. I still have all of my parts core LS1 engine, Callies 4 inch stroker crank, LS6 intake and TEA heads etc.
I did a search last night on the 382 Stroker and didn't really find much. I'm guess this is mostly because people have moved toward the LS2 with the bigger bore?
The first time around I wasn't sure if I should use the stroker crank or save it for a later project. Most of the 382's three years ago were making good torque but seemed like they should make more horse power.
The car this engine is going in will see some daily driver use. Is an A4, will have ~3200 stall (Yank) and 3.73's.
The best header, I can find is a LS1 1 3/4 long tube (sort of Mac like in apperance) custom made for the LS1 to 3rd Gen swap.
Should I use the Callies crank or save it for something else?
What would a FAST Intake set up w/90 TB gain vs an LS6 Intake with a 382 Stroker?
For the planned application, should I consider a Solid Roller cam? I've never had a car with a Solid Roller. Being that the engine will go into a 3rd Gen Camaro, checking lash etc isn't going to be all that hard to do. Would a solid roller really gain much if I used the LS6 intake on a 382? If I go solid would the FAST set almost be required?
Spray is also a option for later on. The heads have the Nitrous exhaust port.
I would appreciate serious comments. I have the money in hand for the project. I'm want to take time to plan this out correctly and your input and comments are welcome.
Should I scrap the 382 idea and get an LS2 block for this project? I'm not really keen getting another block as I have an LS6 and LS1 block in the garage.
Thank You,
B-Bird
Short version is, I'm looking at finishing up a project I started about three years ago. I know a lot has changed. I've done several searches but think it's time to post and seek comments.
https://ls1tech.com/forums/showthrea...05#post7280905
Considering 382 Stroker - Solid Roller? FAST Intake? - Need Guidance
I've been away from the LS1/LSX scene for about two and half years due to some personal stuff. I had a LS1 TEA Stage 2.5 LS6 head engine in the works when I had to step away from the hobby. I still have all of my parts core LS1 engine, Callies 4 inch stroker crank, LS6 intake and TEA heads etc.
I did a search last night on the 382 Stroker and didn't really find much. I'm guess this is mostly because people have moved toward the LS2 with the bigger bore?
The first time around I wasn't sure if I should use the stroker crank or save it for a later project. Most of the 382's three years ago were making good torque but seemed like they should make more horse power.
The car this engine is going in will see some daily driver use. Is an A4, will have ~3200 stall (Yank) and 3.73's.
The best header, I can find is a LS1 1 3/4 long tube (sort of Mac like in apperance) custom made for the LS1 to 3rd Gen swap.
Should I use the Callies crank or save it for something else?
What would a FAST Intake set up w/90 TB gain vs an LS6 Intake with a 382 Stroker?
For the planned application, should I consider a Solid Roller cam? I've never had a car with a Solid Roller. Being that the engine will go into a 3rd Gen Camaro, checking lash etc isn't going to be all that hard to do. Would a solid roller really gain much if I used the LS6 intake on a 382? If I go solid would the FAST set almost be required?
Spray is also a option for later on. The heads have the Nitrous exhaust port.
I would appreciate serious comments. I have the money in hand for the project. I'm want to take time to plan this out correctly and your input and comments are welcome.
Should I scrap the 382 idea and get an LS2 block for this project? I'm not really keen getting another block as I have an LS6 and LS1 block in the garage.
Thank You,
B-Bird
06-22-2007, 12:20 PM
#2
Moved from Advanced Tech.
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2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
