I'm just curious what combos everyone is running on their small blocks.
Carb, Intake, Heads, Cam, Pistons.
350's only and please include HP and TQ numbers.

 

650 cfm Speed Demon carb, Summit 282 duration, .456 lift cam with hydaulic flat tapper lifters, Performer RPM intake, going to get some Pro Topline aluminum heads in the future

 

357ci. (.040 over 350)
10.5:1
74 4-bolt truck block
Flat top Hypereutectic (SP) pistons with molly coated skirts
Pete Jackson "noisy" gear drive
Comp Cams XE cam (268XE)
1.6 full roller rockers, brings lift to .508"/.512"
Dart Iron Eagle 200cc heads
Edelbrock Performer RPM intake
Demon 750 Carb
CSI electric H2O pump

 

Aluminum GM block, aluminum GM heads, Comp 918 valve springs, stock pistons and rods, Thunder Racing 224/224-112 cam, GM multi-port fuel injection...

Wait... it's a 346, not a 350. Sorry.

 

70 LT-1 bored 40 over (357 cid)
Comp XE 268 cam
10:1 CR
balance/blueprinted
041 X heads
64cc 1.94/1.50 valves
Edelbrock Performer EPS intake
Road Demon 725cfm carb
Crane XR-1 points conversion kit
Dynomax Cerami-Coat Headers
325hp & 390 ft lbs (crank)

 

All original factory matching numbered stuff!

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Original block bored .030 over
Flat-top pistons with stock rods
Crane Cam and lifters H266, 454/440 lift
Performer RPM heads, 64cc chambers
Performer intake, 2101
Holley 650cfm vac sec carb, 4175 spreadbore
Crane 1.5 roller rockers. (had extra money to spend)
stock 2" exhaust, (should have spent the extra money here)
290hp, 340 ft/lbs-Guessing (DD put it at 299hp 376 ft/lbs)
recurved distributor (still has points)
engine

 

Don't have any HP-TQ numbers verified by dyno;
ET-slips are much-more fun acquiring!!!!!

Additionally, all of my info (to-date) is from my '79 Z28;
I'll share my 2 set-ups, both running straight SUNOCO 94, here.....

#1:
In May '81, strip the OEM 8.2:1 CR LM-1, leaving just the 22,000 mile block/crank/rod/piston assembly in the car, adding:

Holley 650 dbl-pump carb
327/365 HP Corvette intake (found for $15)
'041' cylinder heads (1.940"/1.500" valves, 64cc chambers, resulting in 9.3:1 CR)
GK .450"/218* duration @ .050" hydraulic cam
'on-sale' headers (un-corked at the strip)
added B&M shift-kit to the OEM THM350

The remainder of the car included slapper-bars, 3.42:1 non-posi rear-end, and 225/70R15 UNIROYALS on OEM steel Z28 wheels.
Car weighed (and still does) 3800 lbs with driver, full tank of gas, and 200 lbs bolted into the trunk-floor (for traction).

Shifting at 5500 RPM, it ran 14.40s (251 RWHP) at 97 MPH (235 RWHP);
a swap to 4.11s resulted in 14-teens @ 98

#2:
December '89, we started again, with:
350" + .030" over-bore 4-bolt block
Z28 steel crank (3.480" stroke)
Z28 'PINK' rods
TRW forged-flat-tops
Holley 750 dbl-pump carb
Edelbrock Victor Jr. intake, 1"/4-hole spacer
DART iron heads (2.020"/1.600" valves, 64cc chambers, straight from the box, un-ported, resulting in 10.3:1 CR)
CompCams 292H cam (.501"/244* duration @ .050"), full roller-rockers
same 'on-sale' headers as before (still on the Z28)

The remainder of the car was improved to:
"built" THM400 w/2.75:1 low gear
10" torque converter
26" x 8" 'stickie-street' tires (4.11 gears remained from before) on 8" aluminum wheels (front now 3" wide 'skinnies')

Shifting at 6000 RPM, Z28 ran 13.30s (319 RWHP) @ 105 MPH (298 RWHP).

Adding an 8"/4500 stall-speed converter, 4.56 gears, and 28" x 10" slicks, it ran 12.80s (358 RWHP) at 105 MPH.

All RWHP-calculations from:
http://www.smokemup.com/auto_math/index.php
who advise using MPH figures, NOT E.T. figures, in calculating RWHP.

 

How about a 327?
331 CI, pump-friendly 9.5:1 CR
K&N 14"x4" air filter, Corvette drop base and lid
Holley 600 dp, choke horn milled, nickle/silver plated (pretty)
1" Aluminum spacer, exterior polished (shiney)
Edelbrock Performer RPM, port matched, exterior polished with all extraneous castings and lettering removed (shiney)
Homemade lifter valley splash shield to keep hot oil off manifold bottom
Camel hump 1.94/1.50 heads hogged out to 2.02/1.60, pocket ported, port matched, pump-friendly hardened seats, 3-angle valve job
Comp Cams 1.52:1 roller-tip rockers
Crane Cam Vintage Muscle 327/350 hp cam, 222 degrees @ 0.05, 0.443" lift (with 1.50 rockers)
Doug Thorley headers, dechromed and ceramic-coated
2.5" mandral-bent exhaust (including tips), 2" cross-over just before rear axle
Mallory Hyfire IV CD ignition box triggered off Accel points
Mallory high voltage chrome coil
Mallory spiral-wound coil wire
Mallory solid copper plug wires
Champion plugs
37 degrees total ignition advance
Carter high-volume fuel pump
Melling high volume oil pump
Polished aluminum high flow water pump
Flex fan with polished aluminum spacer
Polished aluminum one-wire 100 amp alternator
Muncie M-20
3.70:1 positraction

Car recently did 293 ft-lb and 293 hp @ 5,500 rpm on the chassis dyno. Engine pulls to 6,200 rpm and does over 200 ft-lb from 1,900 rpm. Car has run 107 mph in the high 13's (bad tires) at the quarter. Car is extremely streetable and could probably even run 87 octane if it had to. (I can't get the engine to ping no matter how far I advance the ignition.)

I've just done some modifications in the area of the carburetor/air cleaner base interface that substantially smooths the flow through this area and I would now expect about 300 hp at the wheels. (I took lots of pics and am considering doing an article.)

The secret to power is in the details!

 

My old motor L48 which really ran great

-L48 stock rods and crank
-SpeedPro 9.5:1 pistons bumped up to about 10:1 with steel shim gasket
-Sportsman II heads
-Victor Jr. intake
-Holley 750 DP
-CC 282S solid flat tappet
-Harland Sharp roller rockers 1.5:1
-MSD 6AL
-Hedman 1 5/8" headers

296RWHP and 327RWT

Made only ten HP less with a CC 270H cam and RPM Air Gap intake

 

SBC 406
2 bolt studded mains
Scat 9000 series "lite" crank (49lbs)
Scat 6.0" H-beam rods w/ 7/16" cap screws (645g)
SRP Forged Flat tops (1/16" rings) (424g)
Speed Pro Moly File Fit Rings
Federal Mogul H-14 "Race" bearings
AFR 195 Heads, re-ported to 207cc
Comp XR280R Solid Roller (242/248 @ .050 - .576/.576" lift)
Victor Jr. Intake
BG Mighty Demon 750
MSD Pro-Billet Dist.
Crane Hi-6 ignition w/LX92 coil
10.7:1 CR
Cometic head gaskets (.039" quench)

Car has run a best of 12.1 ET and 114mph on old low profile 17" street tires and 3.55 rear gear.
Track elevation is 4000 ft with a DA of 7000' on the best ET.

NHRA sea-level correction makes that 11.49 @ 119.7.

I will have some slicks on the way along with a few new "tweaks". Going for 11's on street tires.

 

This is for my 355 4 bolt chevy engine:

Carb - Holley 650 dp
Intake - edelbrock performer RPM
Heads - L98 (c4 corvette) aluminum ported
Cam - Comp Cams magnum 280
Pistons - forged flat top

Other stuff - 10.7 compression, 3.73 gears, headers and dual exhaust, pollution controls removed.

HP - desktop dyno at 390 hp @ 5500 and 410 tq @ 4500

You know you would get better info asking for 1/4 times otherwise every other response will claim a 400 Hp engine. For me that's 13.8 at Bristol's 1700 ft dragstrip and crappy tires of unknown age.

 

355, GM forged crank, pink rods, 10.23:1 CR, forged domed pistons, world S/R torker heads, 2.02/1.60, 67cc chambers, Manley valves, Z28 springs, Comp 280H cam, 512/512 W/ 1.6 roller tips, 106 center line, 110 lobe separation, 36* @ 2800rpm, Unilite Dist, gm intake, Lar's q-jet, 1 5/8 headers & 2 1/2" duals, FlowTech Afterburners, K&N, Accel 8.8, Pro-Coil, all tied to an M-21 close ratio.

 

350 .030 over
Performer Intake
Holley 670 Street Avenger Carb
CC XE262
1.52 CC Roller Tip Rockers
Trick Flow 23 Degree Heads
Shorty Headers with 2 1/2 pipes stock mufflers

253 RWHP and 300 FT LBS

Done on chassis dyno. I was hoping for more but aren't we all.

 

If you are going to get Pro Topline heads you better do it quick. They are out of business and you will have to find someone that has inventory on hand. There are some companys that are trying to buy the remaining finished inventory from the factory but are running into setbacks with the bancruptcy courts.

 

GM replacement LT1 shortblock.
Stock forged crank rods and pistons.
294S Comp cams 248 dur @ .050 .525 lift
AFR 190 heads with comp roller tip rockers
LT1 intake with 750 DP Holley
Headers with 2 1/2 exhaust Flowmaster 50s
HP? Good question It has run a best of 12.70 at 110
with no traction

 

My sig gives the basics.

 

For bigger than 396 ci stroker motors 4.030 X 3.875 I would never again use a stock 400 small block. You can get over a $1000 into machining the block and getting billet or splayed main caps.

After looking at "Owning" a Motown 427 ci small block and looking at Dart blocks they are the best thing you can own. I've heard that they make tese blocks into 480 ci inches now. The model I have is limited to @ 454 ci

So I wouldn't put a dime in a 406 ci project if you really want to make some power. Mine is going to be @600 hp and a 7000 rpm red line.

 

gkull WTH are you talking about?

 

Well, after seeing what others have done, I don't feel too embarrased to list the improvements I've made on a shoestring budget to my L-48:

Tricut and opened the bowls on original heads for 2.02/1.60 valves
Bore .030 over and installed Federal H6170P30 10.5:1 domed pistons
Elgin Pro Stock E-921-P Cam
Roller tip rocker arms
Balanced rotating assembly
Elgin EM55 Oil Pump
Cloyes 9-1100 Double Row timing set
ARP Rod Bolt Set
Recurved distributor (stock HEI Delco)
Stock "ram horn" exhaust manifolds
Stock "EGR" intake manifold
Stock Rochester Carb
Stock "single" exhaust with hi-flow catalytic converter

229 RWHP, 334 pounds torque, power range from 3200-5300 RPM

The engine work and materials came in at $2,300.00, I did the assembly myself. I could make some drastic improvements, but I'm thinking about building a different engine as this is the numbers matching original with the car.