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I see...so that's where the bitterness comes from...and why I don't get into auto racing as much due to some of their restrictions concerning cubic inch side, power adders, heads, etc...I go by the "run what you brung and hope you brought enough" rule.
good rule to live by when going racing without a class structure.
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And if you built a 383 out of a 350 how are they going to know? Unless they see it externally balanced, but I'm pretty sure now there's kits to internally balance a 383. All sbcs look alike physcially, w/o the cylinders exposed, the other tell tale sign of engine size would be the deck stamping (unless machined off during block decking) or sometimes, the block casting number.
the tech inspectors do what they call "P&G" the motor, and they can tell the displacement without having to actually disassemble the engine. we had to go through that when i was racing years ago.
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I will agree the car mags do tend to write more sbc articles....but that's because they're supposed to be catering to the average Joe, who isn't a millionaire, on how to make power on the cheap...and since there's an overabundance of sbcs everywhere, they can make power....for less...because the parts are not as expensive. Power is power. But not all of them were junk....some were....but not all.
Here it is on the dyno. The NOS plates were used for spacers as we did not have any that height at dyno time. 934.3 hp, 721lbs of torque. 363 cubic inches. 301T block, 1958 370 crank turned down from 3.562" stroke to 3.5" stroke, Block bore is 4.030", Heads are rolandracing.com CV1, 295cc, flow over 400cfm. HP is very flat curve from 9500 rpm to peak at 10,000 rpm.
cam has 293/308 duration at .050". LSA, installed position, and lift I'll keep that info. So run the specs i gave thru your pipemax or other computer engine program and see what it says vs. the real engine.
Here it is on the dyno. The NOS plates were used for spacers as we did not have any that height at dyno time. 934.3 hp, 721lbs of torque. 363 cubic inches. 301T block, 1958 370 crank turned down from 3.562" stroke to 3.5" stroke, Block bore is 4.030", Heads are rolandracing.com CV1, 295cc, flow over 400cfm. HP is very flat curve from 9500 rpm to peak at 10,000 rpm.
cam has 293/308 duration at .050". LSA, installed position, and lift I'll keep that info. So run the specs i gave thru your pipemax or other computer engine program and see what it says vs. the real engine.
12GO, you might check your math again, a V8 engine with a 4.03 bore and a 3.5" stroke comes out to 357ci not 363.
Pretty much all the V8's in the mid 70's to late 80's were turds. The 350's true shining moments were the solid lifter LT-1 and the all aluminum 32 valve version used in the ZR1 C4 Corvette.
I own one of those turds. . My '87 GTA has the L98 tuned port engine.
Anybody know how much it costs to replace the valve seals? It smokes at start up, a common problem with older 305's and 350's I hear.
I own one of those turds. . My '87 GTA has the L98 tuned port engine.
Anybody know how much it costs to replace the valve seals? It smokes at start up, a common problem with older 305's and 350's I hear.
I always like the L98 GTA and 350 Iroc-Z camaro's but always hated GM for not offering a 5 or 6-speed manual with the as an option they all came with 4-speed 700R4 automatics
Yep, you could only get the manual with the 305. Couldn't get the 350 with t-tops in '87 either.
That doesn't make sense. Did the 350 make too much torque for a T top car?
As for the 5 speed issue....I think I can answer that one....the 5 speed they used on the 305's really couldn't stand up to the 305's power unless you were easy on them....guess what would have happened if the T-5 was used on a 350?
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. My '87 GTA has the L98 tuned port engine.
