Introducing my 383 Stroker!
Melting Slicks
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From: Lakeville MI
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From: Overland Park Kansas
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Well, the MAF is definitely a restrictrion point -- really THE restriction point. I was planning on descreening (at least the back), but hadn't gotten to that decision yet.
I know TPIS sells ends that are supposed to help, but I'm doubtful on that one. If a used Granatelli is posted, I might consider that. (BTW, I know there's one posted but it's for an LT1)
The intake tubes will probably flow 260ish. With two tubes sucking at a time, 520ish (cfm) seems like the demand the TB will "see". So, a 600cfm TB seems sufficient.
I'd think about a MAF upgrade MUCH harder if I swap to the HSR (with the 58mm Accel TB I have to go with it).
I know TPIS sells ends that are supposed to help, but I'm doubtful on that one. If a used Granatelli is posted, I might consider that. (BTW, I know there's one posted but it's for an LT1)
The intake tubes will probably flow 260ish. With two tubes sucking at a time, 520ish (cfm) seems like the demand the TB will "see". So, a 600cfm TB seems sufficient.
I'd think about a MAF upgrade MUCH harder if I swap to the HSR (with the 58mm Accel TB I have to go with it).
Melting Slicks
Joined: Aug 2003
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From: Lakeville MI
I was thinking about the Blowerworks MAF, which could also be done with a larger housing if desired.
http://blowerworks.net/
You could even polish it.
The trouble with a larger housing is what to do about a supporting airbox, ducting and throttle body, since the factory airbox neck is the next choke point. This is easier to handle on f-bodies.
I would like to see somebody try a C6 or Z06 style aftermarket airbox, but so far no takers, since its somewhat cost prohibitive.
If you want to go this route, I can help make it work.
http://blowerworks.net/
You could even polish it.
The trouble with a larger housing is what to do about a supporting airbox, ducting and throttle body, since the factory airbox neck is the next choke point. This is easier to handle on f-bodies.
I would like to see somebody try a C6 or Z06 style aftermarket airbox, but so far no takers, since its somewhat cost prohibitive.
If you want to go this route, I can help make it work.
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From: Overland Park Kansas
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Thanks for the link and offer. It looks like a great alternative to the Granatelli's. But, I'm not convinced I need it (yet). If I do, I'll definitely give it serious consideration.
As this point, I just want to complete installation, figure out how to tune it, and hear/see/feel it run again. It's been down a LONG time!
As this point, I just want to complete installation, figure out how to tune it, and hear/see/feel it run again. It's been down a LONG time!
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Greg.
You prob wont need it. With your combo, I cant see it peaking much past 5000 rpm's if any with the long runners. Is that about what you think?
It's not just the MAF with our cars, its the angle of the rad, and the ****ty airbox.
Sorry, Just read your earlier thread where you said 5400 rpm's. I could see that more with a SR, but not your intake.
But I am just talking out loud, and I really don't know. My stock L-98 peaked around 4300 on the dyno.
You prob wont need it. With your combo, I cant see it peaking much past 5000 rpm's if any with the long runners. Is that about what you think?
It's not just the MAF with our cars, its the angle of the rad, and the ****ty airbox.
Sorry, Just read your earlier thread where you said 5400 rpm's. I could see that more with a SR, but not your intake.
But I am just talking out loud, and I really don't know. My stock L-98 peaked around 4300 on the dyno.
Last edited by 88BlackZ-51; Apr 24, 2010 at 04:00 PM.
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No,, really? Get out of here. I would have never guessed you talk about things you have no clue about!! LOL Seriously,, have you ever run a siamesed runner fully ported TPI or SuperRam on an engine with heads remotely similar in size and flow to these AFR heads?
Last edited by BadSS; Apr 24, 2010 at 11:28 PM.
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From: Overland Park Kansas
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Originally Posted by BadSS
Gregg,, that's one of the best looking engines I've ever seen,,, and I've seen a lot of them. It'll look right at home in your car as well.
That said, here are a couple of (camera-phone) pics that I'm sure you'll appreciate. (You can be sure it'll end up polished if I swap to it later this summer!)
Le Mans Master
Joined: Oct 2008
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From: Houston Texas
Thanks...Especially for all the help and knowledge you passed on. I know you're goals are normally focused more on the timeslip (and your vote is for the HSR intake), but the element of character is definitely part of my equation.
That said, here are a couple of (camera-phone) pics that I'm sure you'll appreciate. (You can be sure it'll end up polished if I swap to it later this summer!)
That said, here are a couple of (camera-phone) pics that I'm sure you'll appreciate. (You can be sure it'll end up polished if I swap to it later this summer!)
Melting Slicks
Joined: May 2001
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From: Winchester VA
Cruise-In V Veteran
Seriously, all this talk of MAF restriction, I don't get it. We have been here long enough to see what Corkvette, 85vet, and ski_dwn_it have done through early MAF sensors.
For those that have come after (and those that have forgotten): 85vet runs a 383 to high tens, ski_dwn_it, before going to DFI, ran in the 10's with a 406 and 434 and Corky has run as low as 10.0x through an 85 MAF with a 434. Not to mention high 10's through the same MAF using a 406 and 355. Those numbers mean HP, you can't make that HP unless you are getting air in the engine.
No long tube runner 383 is going to try and suck more air than a single plane equipped 434 with 227cc heads.
Given the examples, I would say you don't need an aftermarket MAF sensor.
For those that have come after (and those that have forgotten): 85vet runs a 383 to high tens, ski_dwn_it, before going to DFI, ran in the 10's with a 406 and 434 and Corky has run as low as 10.0x through an 85 MAF with a 434. Not to mention high 10's through the same MAF using a 406 and 355. Those numbers mean HP, you can't make that HP unless you are getting air in the engine.
No long tube runner 383 is going to try and suck more air than a single plane equipped 434 with 227cc heads.
Given the examples, I would say you don't need an aftermarket MAF sensor.
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From: Overland Park Kansas
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FWIW, if I don't hit 5300-5400rpms for my hp peak, it will be because I didn't port it well enough. So, now you know.
At the time I ported/polished the intake, I considered following my work with Ehoning. But I ended up deciding that money could be better spent elsewhere. That's about the time I figured out how to finance a 383 (vs doing a H/C upgrade to my stock bottom-end) came about.
Better choice?
Last edited by GREGGPENN; Apr 25, 2010 at 09:43 PM.
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Seriously, all this talk of MAF restriction, I don't get it. We have been here long enough to see what Corkvette, 85vet, and ski_dwn_it have done through early MAF sensors.
For those that have come after (and those that have forgotten): 85vet runs a 383 to high tens, ski_dwn_it, before going to DFI, ran in the 10's with a 406 and 434 and Corky has run as low as 10.0x through an 85 MAF with a 434. Not to mention high 10's through the same MAF using a 406 and 355. Those numbers mean HP, you can't make that HP unless you are getting air in the engine.
No long tube runner 383 is going to try and suck more air than a single plane equipped 434 with 227cc heads.
Given the examples, I would say you don't need an aftermarket MAF sensor.
For those that have come after (and those that have forgotten): 85vet runs a 383 to high tens, ski_dwn_it, before going to DFI, ran in the 10's with a 406 and 434 and Corky has run as low as 10.0x through an 85 MAF with a 434. Not to mention high 10's through the same MAF using a 406 and 355. Those numbers mean HP, you can't make that HP unless you are getting air in the engine.
No long tube runner 383 is going to try and suck more air than a single plane equipped 434 with 227cc heads.
Given the examples, I would say you don't need an aftermarket MAF sensor.
Thread Starter
Race Director
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From: Overland Park Kansas
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How would YOU know? Have you ever run an HSR?!?!?!
Seriously, looks were DEFINITELY part of the decision. So was mpg, how I drive (gear selection), where I drive (mostly city streets), if environmental conditions could force my EGR/AIR to be reinstalled), etc....
If trap-times were my primary goal, a polished HSR would be sittin' there in post #1. There is NO doubt the HSR would be faster when tagged from 0-120mph. But, I don't drive above 75-80mph. Intakes, gearing, and street driving complicate the issue further. There are other threads where I discussed my reasons at length if you're interested in reading/discussing it.
Plus,,,maybe I just wanna punch it and see if I can generate enough torque for the front tires will come off the ground!
(just kidding there)
Torque,,,that reminds me. What should I choose for a personalize license plate. (Pics of the car are in my profile, if you haven't seen it.) "Torque" comes to mind as a choice! But it's probably taken.
Seriously, looks were DEFINITELY part of the decision. So was mpg, how I drive (gear selection), where I drive (mostly city streets), if environmental conditions could force my EGR/AIR to be reinstalled), etc....
If trap-times were my primary goal, a polished HSR would be sittin' there in post #1. There is NO doubt the HSR would be faster when tagged from 0-120mph. But, I don't drive above 75-80mph. Intakes, gearing, and street driving complicate the issue further. There are other threads where I discussed my reasons at length if you're interested in reading/discussing it.
Plus,,,maybe I just wanna punch it and see if I can generate enough torque for the front tires will come off the ground!
(just kidding there)Torque,,,that reminds me. What should I choose for a personalize license plate. (Pics of the car are in my profile, if you haven't seen it.) "Torque" comes to mind as a choice! But it's probably taken.
Thread Starter
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From: Overland Park Kansas
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Le Mans Master
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From: Houston Texas
My mods pale in comparison. I noticed a considerable difference you should benefit more with the HSR IMHO.
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From: Jenks OK