Okay I got a 350 4 bolt main block, victor jr intake, and 18* steel race heads and a 750 carb. Now i dont know which way to go...... 358ci or 383 stroker! what do yall think I should do. Like anyone else I want monster power.
Thanks

 

If all the parts are going to be new go stroker. Not that much more when compared "new" to "new".

 

Just curious, who's the manufacture of the heads? I didn't know anyone was making an 18* iron head.

 

they were off our super late model racecar. the cam went on the motor and broke a lot of mess inside but the heads intake and carb were still good. the motor was a 358ci and dynoed at 580hp. But the answer to your question was that they are GM Performance racing heads it was the spec head we were allowed to run. i will get the part number when I get home later.

 

Another vote to go 383. I've had four 350 engines, and after my first (and current) 383, I'd never go back. Not much $$$ difference if new stuff, and you'll love the extra power and torque!

Derek

 

how much power are you making in your 383? what internals are you running?

 

Currently making 370 rwhp through a loose 3800 stall 10" convertor and TH400 trans, so I figure that's about 475 hp at the flywheel.

I'm running Eagle internals in the current one with their cast crank and SIR rods (both are about $250-275 each) and they are rated to 500 ponies.
Next bullet will have Eagle forged internals rated to 1000 ponies with a forged crank and set of H-beam rods, but they are double the cost. Actually a kit with rods, crank, SRP forged pistons and rings costs about $1700 through most speed places.

Derek

 

475 without spray? I was looking at t-56 trannys cuz my car now is already a 5 spd so it will just be an easier swap. O yeah and the funn factor goes up with a 6 speed. but also yeah all new parts either way i go the only used parts will be the heads, carb. and victor jr intake.

 

okay buddy here is the details on the heads I have......
10134392 Phase 2 Cast Iron Bow Tie Head
The Phase 2 Bow Tie cylinder head (casting P/N 14011034) has the highest performance potential of any cast iron Chevrolet head. It is intended for off-highway applications only. Although the Phase 2 cast iron Bow Tie cylinder head has the same casting number (14011034) as the Phase 1 head it replaced, there are several significant differences between these two heavy-duty cylinder heads. The Phase 2 cast iron Bow Tie head can be identified by its redesigned outer water jacket wall with a machined bar between the exhaust manifold flanges. (Phase 1 castings have a raised parting line between the exhaust manifold flanges.) The area around the tapped water temperature sensor hole is also machined flat on the Phase 2 head. The Phase 2 Bow Tie head has a revised combustion chamber design with a true volume of 64cc's. The quench areas beneath the spark plugs are filled to increase compression in competition engines. The intake valve seats are machined for 2.02" diameter valves; the induction hardened exhaust valve seats are finished for 1.60" diameter valves. The intake and exhaust ports are identical in Phase 1 and Phase 2 cast iron Bow Tie heads. The 184cc intake runners will satisfy the airflow requirements of most competition engines while enhancing throttle response and mid-range torque. In unmodified form, the Phase 2 Bow Tie head will flow more air than any production cast iron small-block head. Extra-thick wall sections allow the ports to be enlarged to increase their flow capacity. The manifold heat riser passages are deleted in Phase 2 Bow Tie heads to produce a cool, dense intake charge.
Technical Notes: The valve spring pockets in cast iron Bow Tie heads are machined for up to 1.50" diameter competition valve springs. The rocker stud bosses are tapped for screw-in studs; studs and pushrod guideplates are not included. Use GM Performance Parts studs P/N 3973416 (3/8") or P/N 3921912 (7/16") and hardened pushrod guideplates P/N 3973418. Use 5/8" hex-head spark plugs with tapered seats and 3/8" reach. A bare casting weighs approximately 42 pounds. Valve seats are heat-treated.