I am planning a 383L98 build. I need to figure out which direction to begin.
350 Corvette L98 complete engine?
305 Camaro L98 because I am rebuilding to 383 anyway?
Just any ole 010 4 bolt main block because the TPI equipment will work with that block and some Dart aluminum heads?
Tell me what is the best way to proceed. Best bang for the buck if you will.

 

I dont believe a Camaro 305 would be an L98, and a 305 won't stroke out to a 383 anyway. I think it would be a 338?

Anyway, I would look for a later roller cam 350 so I could keep driving the car while I build a motor.

Also, think about what you want to do with the car, how you will drive it, how much power you want, turbo/supercharger or not, etc. And then build to suit those wants and expectations.

 

What yr? Many L98s had one piece rear seal and roller cams from the factory. They are 2 bolt but can take some power just fine
Nothing special about the old 010 blocks especially if someone else has machined them before

What intake are you using, what kind of trans, rear gear and type of useage

 

This motor will go into a Chevy short wide 4x4 truck.
So what year/model automobile should I try to source this motor from?

 

What is your end goal? Streetable NA 383? Trying to push the TPI on power? Any planned boost?

 

No boost. Just natural 383 TPI sexiness. This will be a slick 400-500hp engine for a cool 4x4 truck.
I plan to use this as experience for the same type of build to later go into my son's 88 Fiero racecar.
Folks, I know there are many LS options that will be better. Those may be explored in the future for the Fiero. For this 4x4, I want an L98 version. This is purely for nostalgia and emotional reasons. The reasons are as follows.
In 84 when the C4 came out I was in 6th grade and noticing the coolness of cars. From that time all the way to the year of the birth of my last child, the C4 was King. Even though we had the LT1, LT4, and the mighty LT5, the L98 was the one that really set the stage.
i remember the first time i saw that "Buck Rogers" looking engine sitting in the Corvette, i was in love! That has never left me. My 1st Corvette was an 86. Today i have a 96 LT1 and 96 LT4.
As a result, when thinking of v8 swaps for S10s and Fieros, etc, it's always an L98.
I know, there is better. But this love affair will never die. When I see those, I am suddenly 15 years old again.
So, any advise would be appreciated.
Thank you for your patience.

 

I would source the TPI harness and ecm from a 90-91 corvette. The ecm is weather resistant and intended to be mounted under hood. The installation should be easier. L31 vortec block & heads would be a good choice. S-D makes a lower TPI intake to match Vortec heads. TPI is torque over horsepower, stock intake is good to around 4500. You may not hit you hp goal but there shouldn't be a shortage of torque.

 

Thank you! This is the pay dirt I am looking for!
So a 90-91 Corvette would be a good choice for donor sources?
Keep the thoughts coming please!

 

Sure...88-89 had roller cams also....theres a guy (actually 2) named Sean that, if you start a want to buy ad in the part section probably have everything you need, best to get it all assembled. Otherwise hunting down little pieces and brackets can nickel and dime you. A TPI would be perfect for a 4x4 as its main deal is low and midrange torque. It wont see 400hp but will feel like it with well over 400lbs tq if you do it right.
Doesnt turn enough rpm to ever hurt itself.

You can use a small (under 200@050) torque cam, port the stock intake/heads. With headers youd be surprised how well it pulls
1-5/8 headers a plus. Getting a tune is easy for these. Youll want a good aftermarket runner the stock ones are puky.

 

When I built a 421 (stroked 400 instead of a 350 I priced out machine work (can't get any good machine work around here) and after all was said and done I could get a fully prepped dart Shp Block for around $2000.

Seems expensive at first, but it has priority main oiling, blind holes in the heads to block, was brand new, and fully stroker clearanced and machined. CNC motorsports was terrific to deal with, and they did a great job. I sent them a piston, and they machined the block to to suit it.

Just thought I'd offer that up as an option. It's a terrific engine...

 

Was that dart block 2 or 4 bolt main?

 

I'd go for 87-91 engines with the 1 piece rear and the roller cam.

For wiring I'd do the 87-89 so I didn't have to bother with Speed density tuning, I'd want a MAF car. But it really comes down to who is doing the tuning.

 

4 bolt main with splayed caps. Full roller motor. The only other thing I had to do was buy .030 taller lifters because Dart casts the lifter bosses taller for some reason. The oiling system in these blocks is very efficient, so much that Dart strongly advises AGAINST using a high pressure, high volume oil pump.

 

I ordered the TPI Swappers Guide book a couple days ago. Cant wait.

 

Good idea.

305TPI=LB9 and a 305 can't just be turned into a 350.
Wiring harness nigh be best to just purchase from painless wiring. I say might because I have never done a swap like this, but the harness could be dumbed down to the essentials.
As far as what block to use, I would prefer a later 1pc rear main and roller, but truth be told any SBC will do and accept the TPI. Just want to make sure when you buy Cam/Heads they are matched to the TPI system. Meaning they are meant to make torque. The TPI runs out of the ability to flow at 4600RPMs because of the length of the runners. You could do a MiniRam or Stealth Ram and run just about any heads/cam you want (within reason), but with the TPI you have to be a bit more selective as it seems most Cams/Heads out there are meant for 5500-6500RPM peak HP ranges. I personally like th elook of the TPI over the aftermarket manifolds, but it is certainly not the best for performance.

If you want just a healthy TPI that will burn the tires, but not set any time slip records, I would take the option of an 89-91 Corvette L98 with aluminum heads, roller motor, 1pc seal.. Have the L98's worked, 1.6RR with a well matched cam and nice headers. Shouldn't need to change injectors, would probably be within a fuel pressure adjustment to have it running right. A MAF system may possibly get away without a custom tune.

 

Truly, assuming a decent/good knowledge base, It really boils down to how much performance you want, and how much you are willing to spend to get there. Performance gains on an L98 are a rabbit hole, and once you get started, it's a long journey. I have a friend who always says.....it just needs everything.