JakeFusion

iTrader: (7)

Hi guys,

I'm building a streetable 383 for my 92 Firebird. I've decided I'd rather enjoy it when I do drive it (to work and the beach) then build a race car - plus it's less expensive.

Here is what I'm thinking:

Golen 383ci Competition Short Block (open to suggestions). What I like about the Golen engine is it's an 87+ block for Hydraulic Rollers, had 4-bolt Mains and ARP Main Studs, and an Eagle Forged Crank, Forged H-Beam Rods, and Mahle Coated/Forged Flat Top Pistons.

What goes on top of the 383:

AFR 195cc Street Eliminator L98 Angle Heads with 75cc Chambers (about 10.1:1 CR with the Mahle -5cc pistons and GMPP .026" gasket)
Comp Cams 08-433-8 XR288HR 236/242 .520"/.540" 110+4 LSA Camshaft (.555"/.576" with 1.6 RR)
Comp Cams 875 "R" Pro Magnum Hydraulic Roller Lifters (may just go with the 850s - thoughts?)
Comp Cams Hi-Tech One-Piece 7.200" Chromemoly Pushrods (will check to verify)
Comp Cams Pro-Magnum 3/8" Self-Aligning Roller Rocker Arms 1.5:1 Ratio (or 1.6)
ARP #134-7104 3/8" Rocker Arm Studs (longer than the AFR stud - supports the Comp RRs) - might go with the 7/16" Studs if I can find a 1" thread length, the ARP 235-7202s are for BBC, but looks like it would work fine in the AFRs with the Comp RRs.
Cloyes Billet True Roller 9 Keyway Timing Chain for SBC Roller Block
Edelbrock RPM Air Gap Intake Manifold
MSD Pro-Billet Ignition Kit with 6AL Ignition Box (JEGS Kit)
Holley 4150 Street HP 750cfm Double Pumper Carburetor
Hooker Super Comp 1-3/4" Coated Longtube Headers
Mufflex 4" Off Road Y-Pipe for Hooker Super Comp Headers
Mufflex 4" Flowmaster 10 Series Exhaust System

I may go with the 08-443-8 XR294HR 242/248 .540"/.562" 110+4 LSA Camshaft (.576"/.600" with 1.6 RR), but I don't know if that'd be too big for a streetable car.

Also, if I go with the 1.6 RRs, would it be pertinent to go with 7/16" studs even for an XE series hydraulic cam?

EDIT - The drivetrain is a built 700R4, TCI SuperStreet Fighter 3500, and Moser 12-bolt with 3.73 rearend if that's necessary.

Thanks for any input you can provide!

jmm98LS1

iTrader: (28)

That sounds like a wicked 383! I would shoot for closer to 11:1 compression though, especially with the AFR's and the two cams you're looking at. The 383 I built for my truck (in sig) is similar to what you're planning. I used iron vortec heads, 10.4:1 compression and the XR282HR w/1.6 magnums. I drive it every day and it runs on 91 pump gas. I'm running 3/8" screw in studs/guideplates, I don't see the need for 7/16" for your app. I'd be happy to answer any other questions if you have any.

JakeFusion

iTrader: (7)

Hey thanks jmm for the heads up on compression and the reassurance on the 3/8" studs. I'm thinking I may go with the 1.6 rockers and go with the 65cc AFRs with the XR294HR. With the added compression, I'm sure the larger cam would work very well. In fact, with 11:1 CR I'm in the low 8s for DCR which should be fine with 93.

The 1003 Fel-Pro gasket that AFR recommends with the 65cc heads would get me to about 11:1 assuming the deck heigh is zero. I can request that from Golen tho... and the .041" quench should be good for a street motor on 93 octane.

I'm thinking this combo could easily top 500HP.

Ryan02SS

iTrader: (3)

Shortblock sounds great and should be very reliable. I'm using the same rotating assembly in my 385ci marine engine. ESP forged crank, H beams and Mahle FT 5cc pistons. The pistons are top notch well made pieces. I'm also using AFR 190cc heads that have been worked by Carl McQuillen Racing. They are 73cc and my block is 0 decked. With a 0.039" gasket it's 10.14-1 SCR. The 3/8" studs should be fine but I feel more comfortable with 7/16" studs. I opted for them with my heads. The Comp R lifters are sensitive to preload, just make sure you have perfect valvetrain geometry and preload. Rest of the setup looks great! The 236/242 110 Comp cam would be the better of the two choices due to the 10-1 SCR. The AFR heads love lift and you setup would probably benefit from higher lift. For around $150 more than the Comp cam you can get a custom grind for your application. You can build the lift and duration into the lobe you need and don't have to mess with 1.6 rockers. I went this route with mine.

jmm98LS1

iTrader: (28)

Big power for sure! I've seen a motor identical to mine hit 450/490 on the dyno. I'd imagine you'll be well over 500hp and tq.

I'm running nearly 8.3:1 dynamic compression (zero deck, .038" quench, 62cc chambers) with iron heads, I'd shoot for AT LEAST 8.5 with your AFR's. What's the intake closing point on the XR294HR?

JakeFusion

iTrader: (7)

......................................0.006......0 .050
Intake Duration - ID............294........242
Exhaust Duration - ED..........300........248
Lobe Center Angle - LCA......110........110
Intake Centerline - ICL.........106........106

Intake Valve opens - IVO.....41..........15
Intake Valve closes - IVC.....73..........47
Exhaust Valve Opens - EVO..84..........58
Exhaust Valve Closes - EVC..36..........10
Exhaust Centerline - ECL......114........114
Overlap.............................77..........25

Static Compression Ratio 10.98:1
Dynamic Compresion Ratio 8.18:1

Remember, this is with a carb, so I can't tweak the ECU to help me out.

jmm98LS1

iTrader: (28)

Mine's carbed too.

5.7" rod then I assume? I'd consider shaving the heads down a few cc's to get closer to 8.5 dcr if it were me. As you sit now, you've got a lot of dcr left on the table before needing anything over 91 octane.

JakeFusion

iTrader: (7)

6" Rod.

Shawn @ VA Speed

iTrader: (3)

I build an engine real similar to the combo that make 505 hp,i use the Brodix ik200 heads and a Proffesional Products intake and a holley 770.
Dont put on the 1.6's it wont make any more power-i tried it.Plus the edelbrock is down about 15 hp vs the pp.But that is def the right cam.I do have another combo with a larger cam that makes 545hp,but you need to run 64cc heads to keep the dcr up.

I can sell you the 505hp version for 5995. carb to oil pan-thats got cast crank and hyperutectic pistons
Or the 545 version thats all forged for 6995 carb to oil pan.

JakeFusion

iTrader: (7)

That's cool. I'll keep you guys in mind - was actually looking at your site today and reading some other posts you've made. So, you think the 3/8" rockers and 1.5 RR will work fine? What about the larger cam I mentioned, the 242/248 with 11:1 CR with that set up?

Does anyone know anything about the Weiand Stealth Air Strike Intake Manifold? I've heard good things about it but never seen a comparo versus the Edelbrock RPM.

Shawn @ VA Speed

iTrader: (3)

in the 545 hp version i run a 242-248 .540 .562 on a 110.thats with 10.5 compression.I'll post up a dyno pull of this tomorrow.But i still only run 3/8 studs.You can run 7/16 but the rockers cost more.

Shawn @ VA Speed

iTrader: (3)

Oh yeah,i have dynoed just about every dual plane made,the holley,weiand,edelbrock,brodix.The pro products was the best,brodix the worst,edelbrock and weiand the same.

I'm working on another version of the 545hp 383,same shortblock and cam with the brodix ik210 heads and a single plane intake,preliminary pulls made 602 but its got more in it.Not bad for a pump gas motor.

JakeFusion

iTrader: (7)

Nope, that's not bad at all.

What sort of vacuum does the 242/248 pull on a 383? Is it still acceptable for power brakes?

Shawn @ VA Speed

iTrader: (3)

Way better than it thought it would.We recently put one in a customer's 69 camaro with power brakes-i figured we were going to have to put on a vacuum canister,but after driving it i realized it didnt need it.Brakes work great with a nice feel.Oh yeah i forgot,i run 1.6 rockers on the intake with the 242-248 cam

Shawn @ VA Speed

iTrader: (3)

pics

Tony Mamo @ AFR

iTrader: (13)

Hello Jake...

Sounds like a nice combo....definately build it with more compression. A flat top and our 65 cc chamber seems more in order. If it were my engine I would build it at 11.25 to 1....with a 242/248 cam and our new very efficient chamber design it would bleed off enough cylinder pressure to run on 92 or better pump gas all day long.

I would also go with the RPM air gap over the Pro products....I have seen too many casting issues with the pro products version. Some flow better than others....the Edelbrock is a nice pice and far more consistant in terms of its quality. Hell if I had the room I would run a 4150 flange Super Victor. Its not too big for that application and would make big power upstairs.

I just did the math....a flat top with a negative 2cc dome volume (essentially the valve notches) nets you 11.33 with zero deck and an .040 gasket (like a 1003 Felpro) using a 65 cc head right out of the box. Thats perfect....

Hope this helps....

Keep me posted on your results

Tony

JakeFusion

iTrader: (7)

Thanks, Tony. So you think the 242/248 is the way to go then?

I've been thinking of running the 65cc chambers, 1003 gasket, and a Compstar Speed Pack rotating assembly with the -5cc Mahles (because it's good quality, pre-balanced, and a good value). If I mill the heads down .020" or so, that gives me just under a 62cc chamber, which puts me just over 11.3:1. I think that'd be perfect.

I am thinking of going with the Compstar package and assembling the shortblock myself - making sure all clearances are dead nuts. We have a pretty good speed shop here that can do the machine work, so in the end that might save me upwards of a grand on a questionable shortblock from Golen. Plus, I won't have as many problems with a local shop, I feel.

1997bird

iTrader: (2)

You might also look at what Ohio crankshaft has to offer as well, they have the option of a package that you can put together yourself. http://www.ohiocrank.com/sbc_short.html You will love your AFR heads!!

moge11

Hell, from OhioCrankshaft you can get an ASSEMBLED 434ci shortblock using a Motown block for less than $4000....Thats what I got.

ws6t3rror

iTrader: (3)

Va Speed:
What have you done with the intake manifold ports using the dual plane intakes, the ik200 takes a fel pro 1206 intake gasket and most dual planes take a fel pro 1205. The port sizing difference there seems pretty large on paper, i just wondered if you were opening them up and if theres enough material there to seal the port. I have a gm crate dual plane here that allows you to still see into the runner when its set in place. No other dual planes around to try just a stack of super vics, which fit near perfect out of the box. So any info from somebody who has had the parts up close and installed for comparisson is appreciated.


Tony:
I have an engine similar to this going together, that i intend to try a set of 195 eliminator heads on. Shooting for compression like has been suggested here. The cam I have in mine is a single patern magnum hydraulic roller from comp which is the 230/230 @ .050 and would have .597" lift intake and exhaust with 1.6 rockers and a 110lsa. I am just sort of curious on your thoughts for camming the new heads, is a small exhaust bias necessary or are the ex ports strong enough to support a single pattern.

Also since I have yet to buy pistons, I can still have some room to play with the comp. I am curious in your opinion, which is the better 195 head in the street version, the 65cc chamber or the 75cc chamber all else being equal.


Sorry for the but I think some of this info should apply to the OP's build as well.