Shawn @ VA Speed

iTrader: (3)

I port match the intakes,with the pro products intake there is more that enough material left for gasket sealing

ws6t3rror

iTrader: (3)

Any info on the rpm air gap? I had a few issues with the pp intakes awhile back and i'm just more comfortable with the big E.

But, if you wouldnt mind, post some pics of recent pp intakes? in the plenum and along the intake flange and ports and bolt hole alignment would be good.

Shawn @ VA Speed

iTrader: (3)

No,i dont run the edelbrock-makes less power and costs more.Maybe the old pro products were kind of ify but in the last 3-4 years i've used a couple hundred of their intakes with no issues.

JakeFusion

iTrader: (7)

I've been doing more research and I think I will change the top end up just a bit.

AFR 195 Street Ported Eliminators @ 65cc for 11.0:1 CR (off the shelf)
GM Racing Cadillac Hydraulic Roller Lifters
Advanced Induction Custom Billet 234/242 .575"/.580" 110+4 LSA Camshaft
Comp Pro Magnum 1.6:1 RRs with upgraded ARP 7/16" Studs

The camshaft is easier on the valvetrain than the Comp XE lobes, so the standard AFR 8017 springs should be plenty. It's also designed around a 1.6:1 RR to stay within the lift profile of the AFR 8017 springs. May switch to the Crane Gold rollers - haven't decided yet.

When combined with the LS1 type valvetrain gear on the AFR 195s with the GM Cadillac Racing Lifters, it should peak around 6500 and carry out another 500-700RPM (per Ai) and make similar power to the 242/248 Comp XE grind with better drivability.

What do you guys think?

Ryan02SS

iTrader: (3)

Sounds really good to me. I think the bump in compression will really help out and I like the cam specs. That cam is very close to mine in the 385ci. Mine is a custom billet 234/240 .570/.558 112+4 with my AFR 190cc heads and Isky 6105 springs. Lunati Widebody 1.5 rockers. Keep us updated on the project.

coredevice

The only thing I would say about keeping the comp lower than 11:1 is street car= pump gas

Mine is about 550-600hp at 10.5:1. Forged internals and head port work were the key. With the world product heads I had amazing flow numbers after porting. The guy that did it is a wizard! I used a AED carb which is really a hopped up holley. What is nice is you give them your motors parts list and flow numbers and they build your carb to match. Wonderfully might I add...beautiful carb. I posted pics of the finished product at the bottom.

Here is what I did to the motor:

diamond 2618 forged flat top 383 pistons
SCAT "I" beam rods 6" cap screw w/ 7/16 bolts
SCAT cast crankshaft, 3.75 stroke
speed pro "plasma" poly rings
F/M cam bearings
F/M main bearings
F/M connecting rod bearings
high volume oil pump
HD double roller timing chain
HD oil pump driveshaft
ARP main studs
Manley performance valves (2.02/1.6)
Manley machined keepers
Manley valve spring set (dual)
Manley screw in rocker stud kit
MANLEY PUSHROD GUIDE PLATES
Manley valve seats
Manley 7.794 pushrods
Comp Cams magnum rocker kit 1.6 ratio
comp cams Xtreme energy hydrolic roller camshaft
World products Motown cylinder heads
power plus intake
AED 750 HO carb
SCAT damper (400 style)
SCAT flex plate
DUI performance distributor
Live Wire set
Bowl and chamber competition port work, full exhaust port
March pulley kit
March power steering pump
JEGS altenator

Shawn @ VA Speed

iTrader: (3)

I'm trying to understand something,you say you have forged interals but below that you say you have scat i-beams and scat cast crankshaft

Ryan02SS

iTrader: (3)

I see no problems @ 11-1 SCR on 93 octane as long as its dialed in good. My last motor I ran 10-1SCR with close to 8.0-1 DCR on 87 octane with no problems. Plugs looked good along with power. With aluminum heads you can normally run a full point higher SCR due to the thermal inefficency of the aluminum compared to iron.

1997bird

iTrader: (2)

The Scat I-beam rods that he is talking about are 4340 forged and are rated to handle 700 HP@7500 rpm w/8740 chromemoly rod bolts. The Scat Cast steel crankshaft is rated to handle 650 HP @ 6500 rpm, but I have seen these cranks handle alot more than that. These cranks are able to support as much or more HP than the GM forged 1053 & 5140 cranks.

Shawn @ VA Speed

iTrader: (3)

your right they are forged rods-sorry about that,i dont use much scat stuff.

JakeFusion

iTrader: (7)

Nice looking motor!

JakeFusion

iTrader: (7)

Alright guys, I think I have it narrowed down. I'm going to invest some extra money for the Competition ports, just to drain an extra 15HP or so out of it without losing much in the way of streetability.

I've decided to go back to the Comp XE 242/248 since the Competition ported heads have the AFR 8019 springs. I plan to use the Morel Hydraulic lifters, since they are simply the finest lifters out there. This setup should hold to 7k without trouble. I've also thought of going to the Comp XE 248/254 .600"/.619" cam and bumping the CID up to 396, but I don't know how streetable that would be... Any thoughts?

Since I want to keep it streetable, I'm still stuck on the intake manifold with the Competition ported heads. Since I'm willing to spend the money for the Competition heads for 10-15HP, I'm not sure I want to go with a dual plane and leave another 10-15HP on the table. Even with the midrange advantage of the "air-gap" dual planes out there, I wonder if the cam's powerband (should peak close to 6500) combined with a VIG 3200 (effectively 3600RPM stall) would negate the advantage the dual planes have over the Victor Jr. upto 5K RPM. With the VIG in there, shifts extension shouldn't allow a drop much below 5K anyway, so that negates almost all of the advantages in a WOT scenario. With the 396, I'd probably go with a VIG 3600...

Also, I see Edelbrock has Victor Jr. that is CNC port-matched to the Fel-Pro 1205. It's a lot closer to the size of the AFR Competition port than a regular Vic, so it might be a better starting point for me to port-match to the head. For $30 more over the standard Vic Jr., I might just go with that and leave it since Chevy Hi-Po had a 406 with the 195s, the Port-Matched Vic Jr (P/N 2900) and the Comp 248/254 and it made over 580HP. Which is why I'm thinking the way I'm thinking... 580HP... nice if streetable.

Ryan02SS

iTrader: (3)

Good choice on the Morels and AFR Comp port. They are worth the extra $$. I bought Comp HE retrofit roller lifters last winter and upon the advice of Cstraub sold them and went with Morels. The difference was amazing and made the Comp's look like cheap Chinese toys. I would run the 242/248 regardless of staying 383 or 396. With the AFR head you don't need a huge cam to make big power. I still encourage you to go with a custom grind over an off the shelf Comp grind. There's power and driveability to be had.

Get as many cubes as you can for your dollar. A 396 will cost very close to a 383. The cranks, rods and pistons are all the same cost at most places. I would have built a 396 instead of my 385 but my block needed to go .040" over and I could not find any 396 .040" over pistons.

If you plan on spinning those rpms go with the portmatched to 1205 Vic Jr. It's a nice CNC port job. You will give up some lowend but the gains up top will be worth it. The AFR 195 port is very close to the 1205.

JakeFusion

iTrader: (7)

Thanks, Ryan. I may go through Futral or Thunder for a custom cam since they have access to the Cam Motion lobes as well. But for now, I think the XE lobes are pretty good and I do like the valve events the 242/248 has. Also, with the price delta between the 396 and 383 being nearly nothing and the cam (whatever it may be) being essentially a wash in price, I have to restrain myself from going bigger and bigger on everything. Because, hey, when it costs the same, why not get the extra 30HP?

As a side note, with off-the-shelf components, the 396 is 11.3:1 CR which creates an 8.45:1 DCR with the 242/248 Comp cam.

1997bird

iTrader: (2)

If you do decide to go with the 396 be prepaired to do alot of clearancing. I just finished a 421 stroker motor (same 3.875" stroke crank) for a circle track car and spent 32 hrs just clearancing the rod capscrew to the oil pan rail. I would be prepared to spend more time with your 350 block as they usually have less room for the longer stroke cranks. Then comes the problem of clearancing the rod to the camshaft lobe (even if you run a small base circle cam you will need to check your clearances). If you run a 2.1" rod journal dia. (stock 350) Eagle makes a pre clearanced connecting rod for you (CRS6000BST or CRS5850BST). But you will have a little more room with the 2.00" rod journal dia. (stock 283/327), but you will still need to do some clearancing on the rod itself. The motor will run great but takes some time assembling correctly.

JakeFusion

iTrader: (7)

Brining this back from the dead for one more question:

What do you guys think of the Lunati Voodoo lobes?

There is a 243/251 camshaft that has caught my eye, though the valve events are centered over the exhaust, so the peak will die off pretty quick, but the lobe design is what has me exicted. I believe there is more curtain area than the XE lobes and they are a little faster off the seat. So, it may make a little more power with the same streetablity as the 242/248 XE.

Specs from Summit:
http://static.summitracing.com/globa.../lun-60113.pdf

Thoughts?