grumpyvette

http://home.att.net/~jason510/Motorspecs.htm

Has this been posted already? Got this off another forum: M21600 is the code. Discount - 10% BUT YOU MUST SPEND $299 minimum.its suppose to work up untill 12/31/2002 http://www.summitracing.com/

some good general info here look closely at the duration used for each MATCHING rpm range. ALSO KEEP IN MIND THE DCR AND OVERLAP MUST MATCH look here these are the valve timeing overlap ranges that are most likely to work correctly trucks/good mileage towing 10-35 degs overlap daily driven low rpm performance 30-55degs overlap hot street performance 50-75 degs overlap oval track racing 70-95degs overlap dragster/comp eliminator engines 90-115 degs overlap but all engines will need the correct matching dcr for those overlap figures to correctly scavage the cylinders in the rpm ranges that apply to each engines use range. http://cochise.uia.net/pkelley2/Overlap.html http://cochise.uia.net/pkelley2/DynamicCR.html and keep in mind lower overlap duration and LSAs of 112-115 work better with EFI and I can tell you right now that intake durations not to exceed about 222 degs@.050 (intake duration)are what youll need for a close to stock TPI intakes rpm/tq range now just to make you crazy, don,t forget that the longer your rods are (closer to the ideal 2:1 rod to stroke ratio) the wider the lsa should be and the longer the stroke the wider the lsa should be http://www.compcams.com/Base/Images/Articles/CC_CC0101-001-2.jpg[/img] 1985,1992,1996 vettes keep the rubber side down and the

http://angelfire.com/ar/dw42/engfyi.htm Chevy small block V8 575lbs-600lbs depending on intake system (carb versus-EFI) deduct about 35 lbs for aluminum heads 15 more for an aluminum intake, and about 68lbs more if you can afford an aluminum block

in general its almost always better to just install the correct duration and lsa cam than to try and compensate with 1.6 ratio rockers, in most cases the gains are small and the problems they can cause with clearances and vailve train geometry make it a bad deal. now that being said, if the cam you running is close but just a little too low on duration and lift to match your needs retarding the cam index timeing about 4 degs AND adding 1.6 ratio rockers can get you maybe 20-25 hp more in the upper rpm range IF both your headers and intake manifold plus the intake ports on your cylinder heads can flow enough air that the cam your useing now is restricting the airflow into the cylinders example in my old 1968 vette on my 383 running a crane #114132 cam http://dab7.cranecams.com/SpecCard/DisplayCatalogCard.asp?PN=114132&B1=Display+Card the combo of retarding the cam timeing and 1.6 roller rockers made almost 25 more hp over 5000rpm, but keep in mind that cam was really way to small for the combo, when I swapped to a crane #114681 cam http://dab7.cranecams.com/SpecCard/DisplayCatalogCard.asp?PN=114681&B1=Display+Card there was no gain at all!

really the best way is to buy a used car with the engine and trans you want, old novas, chevelles, and camaros can be purchased if the bodies in bad shape from rust or collision damage quite cheaply

heres sites that might help http://www.holley.com/HiOctn/ProdLine/Products/ES/ESH/SC2WD.html http://www.mindspring.com/~jayk3/toyota/swaps.htm http://britishv8.org/swaps/design.htm http://www.personal.psu.edu/users/c/x/cxw207/ http://www.engineswaps.com/ http://www.off-road.com/products/showcase/advadapt-show.htm

sorry Frank280z MY VETTES ARE NOT FOR SALE AT ANYTHING CLOSE TO A REASONABLE PRICE, but if you want to buy your own and mod it thats cool and Ill be glad to tell you what does and does not work. you can find a 85-96 vette in good running shape with a good body for $5500-$20,000 depending on year and options,(or much less if your willing to buy one with a crap interior or blown engine ETC,) if you drop another $6000-$10,000 into mods you can have a nice running air conditioned 500hp plus viper killer that you can comfortably drive on long trips, if thats what your after. but keep in mind that a 3300lb vette will never quite run as fast as a 2700lb (Z) with the same engine but then the modded(Z) is more a true hot rod than the vette but the vette has its own unique appeal and lots of support in parts, clubs,web sights,replacement parts, and just plain recognition as a hot car by the guys that don,t realize how fast a fully modded (Z) can be.

"i dont think i want to spend $9000 on a engine id rather spend $4000 on a 460hp 350 and get it stroked to 383 and super charge it and it would be close to 650hp and lighter." youve got to be kidding RIGHT!..$4000 on the engine +$1700 MINIMUM FOR A FORGED 383 stroker KIT THAT HAS ALL THE PARTS,$200 average for a ballance job,$2200 MINIMUM for a decent supercharger, plus $400 MINIMUM for gaskets, studs, brackets ETC. =$8900 minimum and much more likely $10,000plus for an engine that weighs more and has more systems to go wrong and thats IF you do all the work, if your getting someone else to do it your looking at at least another $3000 to build and setup and tune that supercharged engine

look this over http://www.malcams.com/legacy/misc/headflow.htm really guys in this case having a pro like JEFF @ http://www.ondoperformance.com/ do the work for what he will charge is the best idea here, he can do anything from a mild bowl cleanup to a full race flow port job, your taking a big chance on ruining the heads if your doing the work with out the correct tools and experiance if you try to do more than a minor port cleanup yourself

contact JEFF ONDO tell him grumpyvette from CHEVYTALK.COM said to call, (talk to him) ondoj@attbi.com http://www.ondoperformance.com/

well the parts and availability is far better on the gen 1 sbc engine but why get a 350 when a 427 will weigh about the same and have way more hp and tq, besides all the parts like motor mounts for the swap are standard with that first gen sbc swap youll have far more expences and problems working on the ls6 swap due to the EFI while a carb on the first swap will prove to be easier to deal with and aluminum heads and intake and water pump on that 427 will get the weight down to the point that the ls6 will not have a huge advantage even in weight, plus the ls6 is wider makeing it a harder swap. http://www.theengineshop.com/engine.shtml Hardcore Motown 427 "Crate" Motor Disp. Block Heads Intake HP Torque Part # Price 427 c.i.d. Motown Cast Iron 220cc 505 520# 216-86810 $8,495.00 427c.i.d. Motown Aluminum 220cc 530hp 540 tqs# 216-86815 $8,995.00 then Id add,, corvette rear end, borgwarner t-56 six speed, ALOT of suspension and brake upgrades. or if your really power hungry http://www.camaroengines.com/chevy650.htm

http://www.hybridz.org/TechA/0003/t56install.htm http://www.geocities.com/z_design_studio/transmission.html http://www.fortesparts.com/tremec/tr3550.html http://www.fortesparts.com/tremec/index.html http://www.geocities.com/z28esser/muncie.html http://www.nastyz28.com/transid.html http://www.tciauto.com/tech_info/trans_dims.htm http://www.peachstatechevelles.com/muncieid.html

Sparks do a search , but your main concept is flawed, back pressure (a restrictive exhaust is almost never a good idea!) what your trying to do is keep the exhaust gases speed and inertia in the range that effectively scavages the cylinders, at low rpms the smaller dia. header pipes and longer length header pipes do this due to the lower volume of gas PER SECOND and the LONGER distance that EACH gas PULSE FROM THE EXHAUST PORT can travel BETWEEN EXHAUST PULSES,remember your useing the INERTIA of the fast moveing exhaust gas to form a negitive pressure wave behind the exhaust valve to help scavage the cylinder and help SUCK IN A NEW INTAKE CHARGE as the rpms increase the VOLUME of gas increases and the distance each pulse can travel before the next pulse due to the time between pulses gets shorter, now one way to cheat is to place anti reversion damns in the header primary tubes, this tends to aid the cylinder scavageing at low rpms and not hurt the high rpm flow, look here, REVERSION Reversion is simply the exhaust gases momentarily flowing backwards during the overlap phase of the camshaft at low cycling rates. During the overlap phase the engine is on the exhaust stroke and the piston is pushing out the last of the exhaust gases. Prior to reaching top dead center the intake valve begins to open. At low cycling rates the intake charge and the exiting exhaust pulse have yet created any momentum. Thus the piston pushes some spent exhaust gas into the intake manifold. This is why engines with big camshafts idle and sound radical. The exhaust pulses shoot up into intake manifold causing a major disturbance. The cylinders receive an uneven mixture of air, fuel and spent exhaust gas. The piston then reaches top dead center and begins the intake stroke. At this point both valves are open, in fact the exhaust valve in some cases may not shut for another 50 degrees of crank rotation. During this 50 degrees of crank rotation the piston literally draws from both the intake and exhaust valves causing the exhaust gases will momentarily reverse. At high cycling rates the inertia of the incoming intake charge and the out going exhaust pulse keep the gases flowing in the proper direction. BTW they tried building headers with a 1 5/8" primairy tube about 3" long, that was stuck centrally inside a 1 7/8" outer primairy tube that continued for about 12" and slowly narrowed to a 1 3/4" tube, while a total P.I.T.A. to build the made about 70 more ft lbs of tq in the 1000-2500rpm range on a 11"1 compression race engine with a high overlap cam , they worked because the reversion pulses tend to flow along the inner surface of the header tube thus on the reversion pulse the wave tend to follow the outer 1 7/8" tube and not reach the cylinder thus aiding scavageing btw, headman makes stepped headers a cheaper to build but way less effective version of the anti-reversion pulse , increased scavageing idea a good set of anti-reverion headers will need to be custom made as no one I know commercially builds them as they cost about 3-5 times as much to build and altho they work great the benefits are over a lower rpm and narrow range mkeing them great for building mid-range torque but of no huge advantage in max hp http://www.hedman.com/pages/hedmanmain.html

first read this http://www.69mustang.com/hp_torque.htm http://www.carcraft.com/editorial/article.jsp?id=868 http://home.att.net/~jroal/perftheory.htm#Basics2 http://www.howstuffworks.com/horsepower2.htm keep in mind that stress is cumulative, stress squares when rpms double, in other words a 327 spinning 3500rpm compared to a 327 spinning 7000rpm does not have twice the stress but more than 4 times the stress. also keep in mind that EACH CUBIC INCH OF DISPLACEMENT normally makes about 1.2hp in a well built engine now given those facts its not a large streach to see that a 406 spinning only 6400rpm has LESS stress, potentially makes far more hp and lasts longer given that a 327 would need to spin about 7400rpm to make about the same hp per cubic inch yet would be very hard pressed to make nearly the torque or hp at any rpms

here this may help http://www.nastyz28.com/bbcmenu.html#engine http://www.enginetechnologiesinc.com/decoding.htm http://www.vehicleidentificationnumber.com/vehicle_identification_numbers_vin_decoding.html http://www.teufert.net/bbchevy/bbchevy.htm

the 4l80e trans is slightly longer and uses a larger yoke size but it will bolt to the standard chevy bell houseing patteren on the chevy V-8 blocks and bolt to the flexplates on the cranks but the 4l80e torque converter uses 6 not 3 bolts so youll likely need to drill 3 new ones on some flexplates http://www.tciauto.com/tech_info/trans_dims.htm yeah Ill need another driveshaft but Im going to install a custom dana 60 rear anyway so I would need one anyway

well guys I bought a 4l80e trans plus torque converter new in the crate from a chevy truck dealer for $1700,(it pays to know people sometimes)(no core charge either) so the bbc/c-4 vette swap is slowly moving ahead. thanks for the info but after talking with several guys that are already running them it convinced me that its not a bad choice as its programable and can handle the 600-700 plus ft lbs of torque I plan to run through it with ease (something no 700r4 can do for long) the thing you need to keep in mind here for your own builds is that the formula for hp is (tq x rpm /5252=hp) so rateing a trans bye horsepower is very decieving, example torque is the twisting power that breaks parts, hp is the rate the available torque is available to be applied at now why does that matter? well look here 620ft lbs at 4500rpm/5252=531hp 350ft lbs at 7968rpm/5252=531hp both equal 531 hp but the first engine (a mild bbc of 572 displacement) puts far more strain on the parts than the second engine (a turbocharged V-6 ) 3.0 liter (destroked turbo buick)

the stock aluminum corvette heads flow about 190cfm @ .400 lift,thats close to what the old fuelie heads flowed (they are basically junk in stock form bye todays standards)but remember the stock TPI intake only flows about 210cfm and runs out of air at 4500rpm so the aluminum corvette heads were a good match to the intake they were designed to be used with. the vortec heads flow better at about 227cfm at the same lift, both heads are not up to the flow levels a good set of aftermarket heads have, but the vortecs are the better choice IF you keep in mind that they require lots of machine work and a new intake,valve covers,special rocker arms, etc if your serious about performance which boosts the price to the same level as aftermarket heads that are already set up to use the standard parts,use the high valve lifts and flow better look here http://www.topher.net/~bearman/gmheadcomp.html http://www.chevyhiperformance.com/editorial/article.jsp?id=41598&viewtype=text (LOOK NEAR THE BOTTOM OF THE PAGE) heres what a pocket port job normally does for the old fuelie heads http://www.chevyhiperformance.com/editorial/article.jsp?id=41598&viewtype=text heres what a set of pro-line heads and dart iron eagle heads with a minor cleanup will flow http://www.dartheads.com/sbiron200.htm http://www.procylinderheads.com/223200000a.asp just keep in mind that youll need to spin the engine and spend most of your time in the rpm range that the cam you picks durration dictates (usually in the 5500-7000rpm range or higher)to effectively fill the cylinders and youll need to get a cam with about 235-245 dur@.050 lift and .500-.575 lift to take advantage of those better flowing ports if max hp is your goal if max torque is the goal a mildly reworked set of vortec heads and a cam with about 210-215 durration@.050 lift and .475 lift may be a great choice for a good low to mid range torque curve. btw a good air-gap style dual plane intake works well on most 327s, the single plane intakes due to the limited displacement tend to loose more low rpm torque that if they were used on a 383-406 sbc.

I think your spending a little too much time worrying about what sounds like a nice combo if it was a race only engine the 70 cc dynamic 8.3605 setup would be the way to go but if theres any street driveing with the average crap gas we sometimes see that milder 7.9 dynamic ratio sounds like it will prevent some problems and the slightly larger area in the combustion chamber while on the nitrous may prove to be to your advantage in that youll most likely get a better burn with less chance of detonation as long as the quench area in the chamber is kept in the .035-.040 area to promote good quench/squish this is fairly important so try to use the correct head gasket thickness to get that. as to the angle plug heads, yeah at least in theory they work better but truthfully the differance in hp is not huge and makeing sure the headers fit and you have access to the plugs might be the more important factor in which cylinder head you pick to use

whats the going price in your area for a (NEW or TOTALLY REBUILT)4L80E chevy Transmission WITH TORQUE CONVERTER do you have the option of upgradeing the stall speed and how much money for what stall speeds(do they require a CORE transmission, in exchange and if so whats the core charge if you don,t have a rebuildable core) what are your good and bad expeariences with the 4L80E chevy Transmission,the reason Im asking is, as most of you know the later model vettes come with a 700/4L60 style transmissions and while theres lots of shops that SAY they can rebuild one to handle 600hp theres not one that Ive talked too that will put that in writeing and not add exclusions for racing use or limit your coverage time to something like 90 days, now since my long term goals for my 1985 vette include a bbc swap and 600hp plus the 4L80E chevy Transmission looks like the reasonable choice to me, and even my modded sbc is fast approcheing the point where the 700 style trans can,t handle the power it makes on a long term basis.any trans guys with good info please respond as my engine building knowledge far exceeds my trans knowledge. (and yeah Im well aware that trans needs a seperate electronic controller or mods to run with out the electronic controller ) heres what Im seeing as the type prices, which I think are a little high, http://www.transmissioncenter.net/4L80E.htm

Mike C on that point youll get no argument from me! "but also recognize that it doesn't always translate into more power since the entire package has to be analyzed. ie if max flow and efficiency of ones cylinder heads is in the .700 lift range and you have a camshaft of .480 lift, this is definitely not the best use of said product. This is especially true on a street driven vehicle tht has to contend with a less than ideal exhaust system which can negate many of the advantages of said cylinder head.....horsepower isn't always made by spending more money, but by better decisions and craftsmanship, I think too much time is spent on $ upmanship and not enough time on engineering the combination of parts." in fact I think most money spent on parts is wasted by most people who would rather buy parts than THINK EVERYTHING THRU AS TO THE FINAL RESULT AND MAKE SURE EVERY PART MATCHED THE GOAL AND RPM RANGE BEFORE BUYING PARTS THAT AT THE TIME SEEM A GOOD DEALI constantly try to tell everyone that you need a well thought out plan, then only buy the parts on the list that advances the well thought out plan!!!

one factor you are forgeting is that the modified shape of the combustion chamber and that semi-heart shape promotes swirl and tumble of the fuel air mix in the cylinder greatly speeding the burn time and building cylinder pressure through at least in theory a more complete burn. that little raised area above the spark plug boss if properly shaped can cause the intake ports charge to much more effectively clean the cylinder of the previously fired cylinders exhaust gasses, something the old closed chamber heads were poor at BTW, as they relie almost totally on the pistions upward movement and the headers exhaust scavageing to clean the cylinder. now don,t forget the piston is only 3/4" to 1.25" down the bore by the time the exhaust valve has opened and the headers have started scavageing the cylinder, so the chamber shape has a major effect on how well the exhaust gasses exit the exhaust port

"According to David Vizaed's "How to build and modify small block chevy cylinder heads" all thing being equal the closed chamber head is worth 20 hp on a SBC" true but thats highly miss leading because what hes refering too is the later open chamber SMOG STYLE HEADS compared to the earlier closed chamber CHEVY HEADS the AFR heads have a totally differant semi-heart shape combustion chamber designed to increase swirl they are not anything like the smog heads chevy produced. and not once have I even suggested the use of a high dome piston like they used in the 60s, a very smooth and contoured piston with a minimal dome or in many cases a reverse dome giveing you a dynamic compression ration in the 8.3-8.5:1 area is what your looking for in a high performance street strip engine BTW that 20hp falls in the who cares file when you realise a good cam and a set of AFR useing the modern swirl technology heads can quite easily make 70hp-100hp over the best stock 60s era chevy heads read this http://www.airflowresearch.com/ go to articles (top of the page) 401-Inch Chevy Stroker notice the semi-heart shape open 74cc combustion chambers just try getting numbers like that useing stock 60s heads

while i would not say it that way Mudge has it about right.btw CLE-SH1352S Cam Bearing Chevy 262-265-267-283-302-305-307-327-350-400 $29.95 http://www.summitracing.com/