New engine almost complete!
#1
Burning Brakes
Thread Starter
383 Stroker Build, AFR Vortecs, Full Roller
Been building this 383 for a couple of years now and I'm about ready to pull the old motor. I'm super excited to have some real power in my 77. I'm estimating just over 500 ft/lbs of torque and around 430hp. May even get it on the engine dyno just to see.
Eagle rotating assembly (up to 6,000 rpm)
10.35:1 compression
AFR 190 vortec
comp Cams full roller 1.6 rockers
retro fit roller custom grind Lunati cam 525/525 (at valve) lift 218/226 duration @.050 (274/282 advertised. 112 LSA 108 centerline (4 degrees advanced))
Edelbrock Vortec Dual plane intake
Magnum Double Roller timing chain
4.03 bore
5.7 rod
.041 gasket (fel-1003)
stock deck
65cc chamber
+5cc volume from piston
Eagle rotating assembly (up to 6,000 rpm)
10.35:1 compression
AFR 190 vortec
comp Cams full roller 1.6 rockers
retro fit roller custom grind Lunati cam 525/525 (at valve) lift 218/226 duration @.050 (274/282 advertised. 112 LSA 108 centerline (4 degrees advanced))
Edelbrock Vortec Dual plane intake
Magnum Double Roller timing chain
4.03 bore
5.7 rod
.041 gasket (fel-1003)
stock deck
65cc chamber
+5cc volume from piston
Last edited by Strokemyaxe; 12-06-2017 at 01:15 PM. Reason: more sprecs
The following users liked this post:
NewbVetteGuy (06-06-2017)
#2
Team Owner
Member Since: Oct 2004
Location: altered state
Posts: 81,242
Received 3,043 Likes
on
2,602 Posts
St. Jude Donor '05
Been wanting to see someone use those heads, havent seen one build yet let us know how this works out
Going to be one torquey sob!
Going to be one torquey sob!
#3
Melting Slicks
Wow someone finally bought the AFR Vortecs! I'm pretty excited to see the results, too. Please get it on an engine dyno if you can; there's just not enough data (none?) on people using these heads.
I am curious how you ended up with an estimate of 500ft lbs given that there just doesn't seem to be much / any dyno data on these heads. My understanding is that they're not just an aluminum, CNC ported version of the Bowtie Iron Vortecs, but they're a modified AFR 180 such that they fit the vortec intake ports (Although they seem to have different exhaust flow so I don't get that...)
If you added this intake to your build, you've got the build I've been dreaming of: https://dallas.craigslist.org/ftw/pts/6100029558.html Get the FIRST intake, some huge sticky tires, and generate enough torque to re-enact the plot from Superman 2 and spin the earth backward to go back in time.
Torquey beast! Can't wait to see the results!
Naturally aspirated SBC with big block torque #'s -that's the dream!
Adam
I am curious how you ended up with an estimate of 500ft lbs given that there just doesn't seem to be much / any dyno data on these heads. My understanding is that they're not just an aluminum, CNC ported version of the Bowtie Iron Vortecs, but they're a modified AFR 180 such that they fit the vortec intake ports (Although they seem to have different exhaust flow so I don't get that...)
If you added this intake to your build, you've got the build I've been dreaming of: https://dallas.craigslist.org/ftw/pts/6100029558.html Get the FIRST intake, some huge sticky tires, and generate enough torque to re-enact the plot from Superman 2 and spin the earth backward to go back in time.
Torquey beast! Can't wait to see the results!
Naturally aspirated SBC with big block torque #'s -that's the dream!
Adam
Last edited by NewbVetteGuy; 06-06-2017 at 11:31 AM.
The following users liked this post:
NewbVetteGuy (06-06-2017)
#5
Melting Slicks
Have any plans to help mitigate detonation risk with that combo?
(Cold Air Intake, Good aluminum radiator, low temp thermostat, separate trans cooler, oil cooler, etc..?? -Just retard the cam a couple of degrees and have octane booster on hand for when it gets hot outside?)
Adam
Last edited by NewbVetteGuy; 06-06-2017 at 12:36 PM.
#6
Le Mans Master
Member Since: May 2002
Location: Lebanon Township New Jersey
Posts: 5,005
Received 706 Likes
on
401 Posts
I have 9.7:1 compression in my 383 (iron Vortec heads). When I had a cam with 218/224 duration it would ping in part throttle, up hill type operation. I have forged pistons so that eased my mind a little.
#7
Burning Brakes
Thread Starter
Shoot... That's a good point: OP: Have you calculated your dynamic compression ratio?
Have any plans to help mitigate detonation risk with that combo?
(Cold Air Intake, Good aluminum radiator, low temp thermostat, separate trans cooler, oil cooler, etc..?? -Just retard the cam a couple of degrees and have octane booster on hand for when it gets hot outside?)
Adam
Have any plans to help mitigate detonation risk with that combo?
(Cold Air Intake, Good aluminum radiator, low temp thermostat, separate trans cooler, oil cooler, etc..?? -Just retard the cam a couple of degrees and have octane booster on hand for when it gets hot outside?)
Adam
Hopefully the aluminum AFR heads will be a bit more forgiving than the iron GM. What octane fuel did you run? Full roller or flat tappet? What was your timing curve? All this info would really help me out with my initial setup.
#9
Burning Brakes
Thread Starter
#10
Melting Slicks
Plans for a cold air intake? David Vizard says every 8 degrees of intake air temp reduction is a 1 octane equivalent increase in detonation resistance. IMHO: Get every bit of power and timing you can safely get by focusing on cooling- focus on air temp first. AKA You need a CAI. (If you go into your DCR calculator and simulate retarding the cam by 3 degrees, I think the DCR will look much safer.
Adam
Last edited by NewbVetteGuy; 06-06-2017 at 03:40 PM.
#11
Team Owner
Member Since: Oct 2004
Location: altered state
Posts: 81,242
Received 3,043 Likes
on
2,602 Posts
St. Jude Donor '05
for an occasional driver wondering if running a cool can would help things alone todays gas (at least out here) sucks. think he will probably be ok....get your fueling right should be safe.
#12
Melting Slicks
What's a cool can?
By "Get your fueling right" -you mean "dial-in a rich mixture that wastes fuel to make up for having too high of a dynamic compression ratio?" (because that's how I'm interpreting that statement)
[edit] I just looked up what a cool can is; you're joking, right?
P.S. Let's all remember that the OP is in Texas; it's not exactly cold air territory.
Adam
Last edited by NewbVetteGuy; 06-06-2017 at 03:39 PM.
#13
Melting Slicks
Ax: I've got a PipeMax license, if you post all the data you're using for your DCR calculation (# of inches down the hole for the piston, gasket thickness, etc..) I can plug all your engine data in and see what it estimates for cylinder temp and octane requirement (although it sounds like you might have already done that as you've got your cylinder pressure calculation already)-- I'm not sure what air temp or cooling that PipeMax assumes but I could post the question over on the PipeMax forums...
Adam
#14
Team Owner
Member Since: Oct 2004
Location: altered state
Posts: 81,242
Received 3,043 Likes
on
2,602 Posts
St. Jude Donor '05
mean using an o2 sensor to tune A/F as you know too rich is as bad as too lean.
cool can
https://www.summitracing.com/parts/mrg-1350
ice, ice packs etc plumb in after fuel pump before carb
have run that same cam with 11:1 and not so great heads no pinging problems.
cool can
https://www.summitracing.com/parts/mrg-1350
ice, ice packs etc plumb in after fuel pump before carb
have run that same cam with 11:1 and not so great heads no pinging problems.
#15
Burning Brakes
Thread Starter
If you're talking about a 9.7 static compression ratio, then you're going to be below an 8.0:1 DCR; the OP is at 9.7 DCR -meaning that from the time the intake and exhaust valves are closed until top dead center he's compressing the air-gas mixture at an actual 9.7:1 ratio prior to spark ignition (with no advance(?)).
Ax: I've got a PipeMax license, if you post all the data you're using for your DCR calculation (# of inches down the hole for the piston, gasket thickness, etc..) I can plug all your engine data in and see what it estimates for cylinder temp and octane requirement (although it sounds like you might have already done that as you've got your cylinder pressure calculation already)-- I'm not sure what air temp or cooling that PipeMax assumes but I could post the question over on the PipeMax forums...
Adam
Ax: I've got a PipeMax license, if you post all the data you're using for your DCR calculation (# of inches down the hole for the piston, gasket thickness, etc..) I can plug all your engine data in and see what it estimates for cylinder temp and octane requirement (although it sounds like you might have already done that as you've got your cylinder pressure calculation already)-- I'm not sure what air temp or cooling that PipeMax assumes but I could post the question over on the PipeMax forums...
Adam
4.03 bore
5.7 rod
.041 gasket (fel-1003)
stock deck
65cc chamber
+5cc volume from piston
What else.... I think that's it.
#16
Melting Slicks
That's static. You can reduce your dynamic compression by retarding the cam. I would suggest you might want to consider more cam but I know what that roller costs. Since you have concerns, why not install a two piece timing chain cover. At least it will make it a lot easier if you have to change the cam or the cam timing later.
#17
Burning Brakes
Thread Starter
That's static. You can reduce your dynamic compression by retarding the cam. I would suggest you might want to consider more cam but I know what that roller costs. Since you have concerns, why not install a two piece timing chain cover. At least it will make it a lot easier if you have to change the cam or the cam timing later.
Either way, I'm going to initially tune at 32 Degrees on 93/94 octane and see how she acts. If I need to run a mix of 100 octane, oh well. I don't want to give up on my dream!
#18
Melting Slicks
A tight squish will create more turbulence in the combustion chamber, squeezing everything out from the quench areas in towards the chamber, making a more homogenous mixture and a more even burn, which helps eliminate detonation.
What is the advertised duration on that cam? Also, what's your LSA and ILC?
Mike
Last edited by v2racing; 06-06-2017 at 06:15 PM.
#19
Team Owner
Member Since: Oct 2004
Location: altered state
Posts: 81,242
Received 3,043 Likes
on
2,602 Posts
St. Jude Donor '05
he could always jump to a .028 gasket; im no builder but unless a cams way off never seen where advancing or retarding was worth the effort.
Last edited by cv67; 06-06-2017 at 06:59 PM.
#20
Drifting
Member Since: Aug 2015
Location: NSW, Australia
Posts: 1,939
Received 472 Likes
on
344 Posts
C3 of Year Finalist (track prepared) 2019
I agree 100% on squish, I'm at 0.037" myself. Haven't plugged the numbers in and haven't the time right now, but compression quoted sounds high given the specs discussed?