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<blockquote data-quote="swampratt" data-source="post: 3103136" data-attributes="member: 15054"><p>I have built the 383 stroker and if you stick a bit more compression and a step larger cam into a 350 it will almost match it in a drag race.</p><p>Say 76cc head on the 383 and 64cc on the 350 run a 214-224 on a 112 LSA on the 383 and the 224-224 On a 110 lsa for the 350 SBC and it will be almost dead even race. I know because I built just that for FIL and we raced often.</p><p></p><p>Choke the 350 with exhaust manifolds and upper power does not seem to get hurt too much. do the same manifolds on the 383 and it totally kills the upper RPM capability.</p><p>Those manifolds are just not built for flowing air.</p><p></p><p>But 6000 rpm was not the limit.. the 350 shifted at 6900 and the 383 shifted at 6700.</p><p>If you want max 6000 rpm then go big and try to make it hook up.</p><p></p><p>My current 350 in the 57 chevy has had 76cc-72cc 64cc- 58cc and 54 cc heads on it it has had the 268H on a 110LSA the 270h 280H a herbert 235-245@ .050 solid flat tappet and a 268H on a 106LSA and 268H on a 112 LSA with same intake closing as the 106LSA cam.</p><p></p><p>Stock Q jet iron intake, marine Q jet iron intake. Ported Iron Q jet intake. RPM intake, Strip dominator intake.</p><p>And a dual 4 tunnel-ram intake.. all kinds of carbs and distributors.</p><p></p><p>Test test test.</p><p>Each time I stepped up in cam size with the "H" cams it went 1/2 second quicker. But it was optimized for the cam.</p><p></p><p>268H 6500rpm shift. 270H 6900. 280H 7200rpm shift point was optimum.</p><p></p><p>Some numbers for you to chew on.</p><p>Best ET with 268H was 13.5. 270H was 12.9. 280H was 12.51.</p><p></p><p>Solid flat tappet was set on kill and would run mid 11's in the 350" 3000 stall 370 gear with a spool. 295-65-15 hoosier dirt track tires. just about 30.5" tall.</p><p>TH350 trans shift at 7500-7800rpm.</p><p></p><p>I see a lot of 383 engines and many just are not spot on or the cars not dialed in.</p><p>If you can't tune or something else is off in the build you could be down a full second or more from it's potential.</p><p></p><p></p><p>What do you consider street application?</p><p>Small 50,000 mile rated radial tires 3500lb vehicle?</p><p>If yes the 383+ size will spend more time spinning than hooking up and winning. unless it has no snot.</p><p></p><p>I pulled a 385" from my truck 3176 lb 280H comp cam tunnel-ram and lakester headers .</p><p>anything below 45 mph and it would not hook to the street.</p><p> My 350 was easier to make hook up.</p><p>I run 235-75-15 good year wranglers on the street. They actually hook better on the street than MT drag radials 275-60-15.</p></blockquote><p></p>
[QUOTE="swampratt, post: 3103136, member: 15054"] I have built the 383 stroker and if you stick a bit more compression and a step larger cam into a 350 it will almost match it in a drag race. Say 76cc head on the 383 and 64cc on the 350 run a 214-224 on a 112 LSA on the 383 and the 224-224 On a 110 lsa for the 350 SBC and it will be almost dead even race. I know because I built just that for FIL and we raced often. Choke the 350 with exhaust manifolds and upper power does not seem to get hurt too much. do the same manifolds on the 383 and it totally kills the upper RPM capability. Those manifolds are just not built for flowing air. But 6000 rpm was not the limit.. the 350 shifted at 6900 and the 383 shifted at 6700. If you want max 6000 rpm then go big and try to make it hook up. My current 350 in the 57 chevy has had 76cc-72cc 64cc- 58cc and 54 cc heads on it it has had the 268H on a 110LSA the 270h 280H a herbert 235-245@ .050 solid flat tappet and a 268H on a 106LSA and 268H on a 112 LSA with same intake closing as the 106LSA cam. Stock Q jet iron intake, marine Q jet iron intake. Ported Iron Q jet intake. RPM intake, Strip dominator intake. And a dual 4 tunnel-ram intake.. all kinds of carbs and distributors. Test test test. Each time I stepped up in cam size with the "H" cams it went 1/2 second quicker. But it was optimized for the cam. 268H 6500rpm shift. 270H 6900. 280H 7200rpm shift point was optimum. Some numbers for you to chew on. Best ET with 268H was 13.5. 270H was 12.9. 280H was 12.51. Solid flat tappet was set on kill and would run mid 11's in the 350" 3000 stall 370 gear with a spool. 295-65-15 hoosier dirt track tires. just about 30.5" tall. TH350 trans shift at 7500-7800rpm. I see a lot of 383 engines and many just are not spot on or the cars not dialed in. If you can't tune or something else is off in the build you could be down a full second or more from it's potential. What do you consider street application? Small 50,000 mile rated radial tires 3500lb vehicle? If yes the 383+ size will spend more time spinning than hooking up and winning. unless it has no snot. I pulled a 385" from my truck 3176 lb 280H comp cam tunnel-ram and lakester headers . anything below 45 mph and it would not hook to the street. My 350 was easier to make hook up. I run 235-75-15 good year wranglers on the street. They actually hook better on the street than MT drag radials 275-60-15. [/QUOTE]
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