HOW TO MAKE MORE 383 STROKER POWER. HOW MUCH POWER ARE PORTED HEADS, CAMS OR INTAKES WORTH? RESULTS
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- เผยแพร่เมื่อ 16 พ.ย. 2023
- HOW MUCH ARE CHEAP HEADS WORTH ON A 383 STROKER? WHAT HEADS SHOULD I RUN ON MY 383 SBC STROKER? WHAT CAM SHOULD I RUN ON MY 383 SBC STROKER? DOES A 383 STROKER NEED A SINGLE-PLANE INTAKE? HOW MUCH POWER CAN I MAKE WITH A 383 SBC STROKER? HOW MUCH POWER ARE CNC-PORTED AFR HEADS WORTH COMPARED TO AS-CAST, SPEEDMASTER HEADS? WHAT INTAKE IS BETTER, A SINGLE PLANE OR A DUAL PLANE? WHAT SIZE CARB SHOULD I RUN ON MY STROKER 383? CHECK OUT THIS VIDEO WHERE I RAN A 383 STROKER CHEVY, THEY COMPARED TWO DIFFERENT CAMS, TWO DIFFERENT HEADS (AS CAST VS PORTED) AND TWO DIFFERENT INTAKES (SINGLE VS DUAL PLANE).
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Honestly, I don't understand how this channel is not bigger. The consistancy and quality of these videos is impressive. This channel is crack for my engineer and gear head brain. The well thought out tests and detailed explanations are next level. Keep up the amazing work!
Google/TH-cam does not promote him. Watching, liking, and commenting to bump the algorithm is how we spread his videos.
Correct. Can't believe all this great information from a real pro with years of experience is free. Awesome what Richard does for us.
I was a die-hard budget SBC guy. Nowdays SBC fans are beginning to to understand what flathead ford enthusiasts felt when the SBC arrived in 1955.
Richie I’d love to pick your brain on a 383 build. I’ve been a mechanic and have done welding, fab, body & fender, auto restoration 25+ years. I recently inherited a fully restored 327 powered 31 Chevy Vicky street rod. A fresh sbc 383. Tons of speed parts including, Brodix spread port heads “off on a friends 360 sprint”, a vintage Dyer’s 6/71 street charger, Mallory distributor and ignition box, 15x3.5 Fenton gyro mags, vintage 15x10 American mags. I want to build the Vicky into a Rowdy Gasser. The 383 currently has 180cc flotec heads with steel roller tipped rockers, and a roller cam from Engle unknown specs and what I believe to be a Lunati crank. The supercharger has a vintage Crager BBC intake. I just ordered a speedmaster polished 6/71 SBC intake. I have so many questions for you. What rods would you run, pistons, rings, ring gap, compression ratio, cam & grind? Is it worth getting the Brodix head’s freshened up or should I run the cheapo flotec 180cc heads since it’s forced induction. I’m not afraid to spend some money on it. Also I have a really odd vintage Creitz 2x4 intake for a sbc. The Siamese runners have no divider. Just one big rectangle port straight to the head. I’m sure the velocity would “suck”. I’d love to see you test it. Also my name is Jerry. Nessie is my better half.
My cousin had one of those. He supercharged it with 7 hair dryers and he was on his way to a solid 11 second quarter mile. Unfortunately, no one sells a 1/4 mile extension cords, but he did get into the 7s in the 1/8th.
Dude. Thank you. This is such amazing content!!!!
Richard is an engine engineer he brings us some awesome test the average person don’t have access to !!!!
wow....thats a real hit in power with the single plane on that combo.....DEFINATELY better with the dual plane!!!!!
A hydraulic roller camshaft with more lift and add more compression and this can easily be a 550+ horsepower engine
Thanks Richard, your hard work is much appreciated.
Do you have any old data testing factory style intake ducting with paper panel filter restriction on stock LS and/or Heads cam intake? Is it restrictive? At what HP level does it become an issue? Does an OTR CAI gain anything other than cool noise?
Hi Richard, what an interesting comparison! I wonder how would the engine have produced torque with the XE274 cam and the AFR's?
I have a low speed marine 383 that's 10:1. It lives below 5000 rpm. It has small runner, small valve Dart Iron Eagle heads. We got the mid range rpm is to 13.2 by using more primary jet. It didn't go under 13 afr til it passed 3700 rpm. It has a Quick Fuel marine 750 carburetor. The throttle linkage starts to use the secondaries at I think 40% throttle.
If I open up the throttle it's very responsive. It surprises the other boats around. I get a lot of what's in that thing questions. Keeps me smiling.
I'm so tempted to buy it some aluminum heads, but I just bought an old muscle-ish car that's got my attention these days. Real heads can run into much dinero.
Sounds like a good application for a sbc 383. Aluminum heads would be nice but more due to being lighter rather than a sub-5,000rpm performance upgrade imo.
Keep having fun with it and best of luck with your car too 👍
if it really lives below 5000 tpm, put a tpi intake on it. big block like torque. probably better fuel economy too.
Thank you for this video, I just installed my first 383 build into my truck a couple days ago and it runs great. Probably similar power wise to your first combination. Is there a particular connecting rod that you like to use for greater camshaft clearance?
Tune with power valve and power valve restriction holes, they make little jets for them, if vacuum comes back at high rpm, that means there is a restriction some where possibly too small a carb ,?
I'm very interested in the classic 350 cubic inch chevy was something like AL98 aluminum cylinder head mild super charger cam and a torque storm
Might be able to use the power valve to correct that dip.
Hi Rich, I'd try power valves, I don't know if low speed air bleeds would be in play. I never had a carb where I could change them, had to restrict them or drill em, but I would try as not to burn it down. Nice test Rich!
Power valves do nothing at full throttle 0.0 inches
In street applications, would a 750 vac secondary allow better control of low speed mixtures?
Hi Richard,
Wondering if the single plane manifold has the same effect when it is multi port efi as opposed to using a carburetor?
Awesome videos BTW
Cheers
the intake does the same whether carb or EFI (but port efi usually makes less), but can tune the AF better
Hi Rich, thanks for all the great videos. Would you ever consider doing a test on a 383 SBC Gen 1 Procharger/Vortech and keep the timing curve the same? Meaning (for example) at max boost/HP, if its at 20 degrees of timing and then run it at 20 degrees of timing with no boost. Of course adjust the AFR's but leave the timing the same. This would IMHO give a good before and after with boost. Not a good comparison if N/A is at 32 degrees of timing and boosted is 20 degrees of timing. Not sure if you did this already. Happy Thanksgiving.
that only shows what happens when you detune the na power output-each is tune to the max timing they can run safely
Would smaller air bleeds richen low speed fuel?
Or bigger jets and bigger air bleeds?
Does Holley have different "shaped" emulsion tubes, like Weber ?
I would suggest advancing the camshaft two or three degrees 👍🚩
Getting ready to pull the 350 in a 69 Camaro which desperately needs more umph. Can’t swing a bbc but a 500+hp sbc would be nice with fi for the track and strip.
Here i am chiming in on the tighter lsa argument....
I think its good to have the AFR included with TQ
Love my 383. I was inspired to build it after seeing Super Richie (trademark) combinations. It moves my 68 impala so much better than the 327 did! 😁✌️
Don't tell those 327 guys that😅😅😅😅
@@demarques1911 they’ll be even more miffed to know I used the original 327 block with 30k miles on it to do it 😆
@@SpecialAgentJamesAki lmao they gonna be like "BLASPHEMY!!" 😅😅😅😅😅
@@demarques1911 😆😆😆
My mild 113 LSA cam 388 SBC with old Victor jr heads, performer RPM with 1206 gaskets.. 10.6 CR. Makes 475/475 at 5000. Tighter LSA would probably wake it up. Definitely not optimal running 220cc heads..
Would you ever consider testing the capability of the 6.7 power stroke? I’ve learned so much from your videos, specifically ring gap. Wondering if ring gap would work on a diesel due to the already high compression.
No diesels
@@richardholdener1727Thank you
Like to see you do some testing on a la 318 Mopar!! Everyone does stories on the 360 but there's 20 318s for every 1 360 in existance so please give a 318 some love!😊
Check out Gale Banks for diesel information, although he is into Duramax engines.
I'd be interested in seeing a comparison of the 383 SBC vs the Dodge 383
Engine masters made that comparison a few years ago
Simple afr solution.
Get a tunnel ram!
First off you would need to pull the plugs and inspect to see if engine is on the lean side before you make the jet change and the way graph looks could be good on high side might could change jets on front of carb and also definitely play with the timing I know you have it set to 35 degrees sometimes 36 to 38 could be a sweet spot or heck might have to drop timing back to 33 degrees
we have an AF meter that shows us the AF through the entire rev range, and we do timing sweeps to see what the motor wants
Can you do a video on stroke and bore reliability is it worth to do a big cube motor when boosted when you can be more reliable with a smaller cube motor? Thicker sleeve more reliable less stroke more reliable and explain it for us etc? Should be a good video
I can't test reliability on the dyno
GM Performance has a new aluminum fast burn, 210 cc, SBC head, part number 19417592. I wish you could put a pair on your 383 and tell us how good or how mediocre they are. I hear they are good!
Buddy I bought a set of Afr 195 street Eliminators a few years back and trust me thier all thier cracked up to be and waaaay more
Thanks for showing that hero secret. Not sure why but honestly thought even stock heads and a pretty mild cam would be closer to 500
Stock SBC heads, even the stock Hi performance heads wont support 500 hp.
I built one a while back vortec heads i ported and polished myself pretty wild cam. Never actually dynoed that motor but built a 350 using pretty much all the same parts and it was showing 405 hoarse on a dyno i guess i just assumed it be closer to 500
Wrong.You need some good aftermarket heads,cam,carb,headers,ex,ex,ex to get you that power.Stock motor push you at 500?plz send me the video that does this?
How much of a difference would a bump up in compression to 10 or 10.5- 1 make with everything else being the same. Thanks
every point adds 3-4%
I would have liked to see what the 383 would have done with vortec heads, duel plane air gap intake, and the XE284h cam. I believe that would have been a nice combo.
Wouldnt even been close to the AFR heads.
@@cuzz63of course not lol. I was interested in seeing what they would do against the first set of heads. You could pick up a set of usable Vortecs for $100 give or take a little. Those cnc AFR heads are $2,000 now. Hardly a comparison.
@@thabiznizz didnt see your rely until today.. Fair enough i wasnt thinking about a budget build. If you want to make power on a budget look up "Cattledog Garage & Racing" and his 383 build.
@@cuzz63 yes I’ve checked his channel out before it was pretty interesting. He has a well thought out build.
How would I fix it? MP EFI
Normally aspirate it is pretty much out of the window nowadays I believe Richard please step up the old motors with new power adders
LOTS OF SBC BLOWER VIDS UP
Flatten those AFR dips and peaks with efi.
Unless you have a 400 crank why would you build a 383 instead of a 4 x 4
I would leave the A/F alone.
AFR heads forever!
That's a great case of a dual-plane outperforming a single-plane in the band where most people drive: 3500-5700 rpm. Can you post the average power over that range for both manifolds? The single-plane gained 13 hp at the top, but lost 40 hp at the bottom. It's just not a worthwhile tradeoff.
Thanks Richard, can you please explain why is it that the larger stroker engines seem to produce so much more torque than the proportional increase in capacity?
2:58
@@johnsheetz6639 that was just the mild 383, he didn’t explain anything
@@johndair2116 something's going on with my phone because I tried to erase it. Lol. I had some beers and all that came out was 2:18! Half the time it won't even let me me comment. Like the algorithm knows I've been drinking.🤔
@@johnsheetz6639 all good
@@johndair2116 yeah there was something wrong with my comments it just said to 2: 18🤣 I was confused about that myself! I saw your comment and went and looked back yeah I smoked a little but it wasn't that much.
Stagger jetting . Smaller primary jets say 80’s and then possibly 84’s in the secondary.
Could the rich condition at the 3300 be from the squirters from the tip in to full throttle?
No
Love to see some SBC stuff. My 383 is sitting in the corner waiting to finish my Camaro. 11:1 AFR 195 Eliminator, tall single plane, 1000cfm TB with Holley EFI. I'm thinking it should be north of 525
I've been looking at ways to increase the power of my blueprint 383. I'd like to get it over 500hp though.
I Have the same engine. Get the heads hogged out and put a .550-570 lift cam. Instead of the .528 .536 cam.
It’ll make 500+
@@koltoncatchings2706 Would you recommend "hogging" out the heads over purchasing new heads? Will that combination still be 93 pump gas eligible?
Honestly, with fuel injection pricing starting at $2k.... I think I'm switching to EFI. Just not sure if I will cobble together my own or a kit. Kinda like the idea of running an LS1 computer and coil near spark...
That big rich spot right were you have the big torque drop.... coincidence? I think not.
The thing that's keeping me from going EFI is the hassle/cost of rejigging for a high pressure fuel system. I'd just procrastinate until... My c3 corvette is not fun to work on without a lift and I have no room for a lift. Gotta practically pull the engine in that car to get the spark plugs out.😎
Run a 3 circuit carb...
I convinced my coworker to buy a Weiand single plane for his 383 3rd gen. Now I feel like a bad guy lol. He's running a roller cam and turns it pretty high I guess but 60+ ft lbs is pretty noticable!
Yeh I think the the dyno butt would notice it !
I never seen drop off like that.Must have been an issue in there somewhere.Those speedmaster intakes are not worth a shit.Single plane Victor jr or dual plane edelbrook air gap.Choose from those and nothing else.
@@joshuagarvey9362 it's runner length
@@joshuagarvey9362 if you were trying to make power up in the revs, it would be a decent choice but at the rpms this 383 runs, it just doesn't seem that ideal
@@madmod That’s basic talk.
Any testing 25% underdrive harmonic balancers? Aparently gains of 10-15hp on mostly stock (intake/exhaust) ls1’s
Yep lost a lot of meat downstairs, I like the duel plane
Their a guy on TH-cam who developed an device that automatically ajust the A/F while driving
I have an idea. Run fuel injection and adjust to cure the rich or lean condition.
see the carb vs injection (batch) vs injection (sequential) vs injection (individual cylinder tuning) video
Yo
If you debunked the power limit of an OBS 7.3 powerstroke it would stop ALOT of myth around them.
NO DIESELS
@@richardholdener1727 🥲
@@richardholdener1727Thank you
Smaller air bleeds makes it leaner and larger air bleeds make it richer on idle air bleeds...
Run a meth kit in closed loop :😂
With a Vega, the oil pan will not clear a 3.75 inch stroke
thats really hard to believe. most stock sbc pans will clear a 3.750 stroke and big 5.7 rods with only minor dimpling with a ball peen hammer. no cutting or welding required. from 3.48 to 3.750 your talking about .027" longer stroke. someone has been feeding you a bunch of bullsheet. its very doable. In fact Grumpy jenkens was campaigning 400 based vegas in the 1970's
I built a 383 11 to one Mahle pistons solid roller super Vic and a 850 on pump gas with Lucas fuel additive and made 620 horse at 7100 and 545 torque at 4500with a afr head 230cc intake runners 2.10 valve and daily it in a nova all the time come on let’s see some real numbers
You missed the point of the test
i know what you can do..... EFI LMAO