z383z

Finally got the car running. Last sat I had it on a dynojet. The shop didn't have a tail pipe o2 and I don't have a bung in my exhaust yet. I just wanted to see about where I was. The carb was messed with by who knows who and it is running amazingly rich. Pretty much nothing is dialed in at all just slapped together driven broken in a taken to the dyno. I was expecting with how rich it was running and with the small carb that I would be making about 375whp. Oh yeah here is my engine build from my last post. http://forums.hybridz.org/showthread.php?t=127132 It was a fun morning and I made more than I expected. My first pull I made 422ftlbs but he needed fresh air after that pull and lost it so the sheet just shows the 2nd two. I am def. happy and impressed with the results and am even more happy that I will be able to squeeze a little more out of it going to a 750 and getting it tuned right.

I am sure it is all relevant to the rpm range you want to be making power and I am aware what cross sectional area is more important for making Tq. than intake cc's but I was wondering how important intake runner length is in comparison to intake cc's and cross sectional area in keeping air velocity.

Would you recommend the program that you posted at the bottom? How many variables are there for you to enter and about how long does it take to fill out a profile on an engine? thanks As for the single plane it would raise my average tq. which surprised me I wonder how accurate it is. It doesn't get very specific I wonder what they mean by standard, high, and max flow intakes. I assume it is the rpm ranges they operate at?? Even than the rpm range that the manufacturer recommends and the one summit says can be completely different. Oh well I guess I will just have to figure it out on the dyno. Im getting exhaust tmro and my car will finally be on the road example http://www.holley.com/300-110.asp http://store.summitracing.com/partdetail.asp?part=HLY%2D300%2D110&autoview=sku Makes me wonder how summit comes up with its numbers if not from the people who develop and produce the products.

I would it the way it was an plan on in the future switching it to FI. Carbed LS engines usually if tuned correctly pull better peak numbers on the dyno. And you would have more time saving up for all the little things you would need to to the FI swap so you can do it once and do it right,

Does anyone have any opinions on this. It is obvious that fuel pressure regulators are not designed to be blocked off on one side and directed into a fuel rail. Are there fuel rails with one inlet that are designed better? http://store.summitracing.com/largeimage.asp?part=SUM-G3140&Prod=Summit+Adjustable+Fuel+Line+for+Holley+4010%2F4011&img=sum-g3140.jpg http://www.jegs.com/webapp/wcs/stores/servlet/product_10001_10002_345066_-1 http://store.summitracing.com/partdetail.asp?part=EAR-101275ERL It does make alot of sense that when using a fuel rail type design to feel your carb that the fuel pressure would be different after it branches off the first time.

Really cool program fun to play with doesn't have a few things such as intake runner volume on the heads, combustion chamber size, deck height, piston design, as well as rod length, quench, rocker style/ratio, more intake selections, spring pressure, oil pan design, gear/belt/chain drive, accessories, exhaust size and header design, ignition curve, ect. But hey what can you expect for free. Still a fun program to mess around with thanks for the post. Makes me wish I went with the 434 instead of the 383 but hey now I have an excuse to start building another engine. Interesting that it says going to a single plane wouldn't hurt my tq. curve it would also raise my peak tq. by 20 and give me 40 hp.

What LS1 head casting were you planning on using? Would it be possible for you to post pictures of your ford short block with an LS1 head gasket on it so we can all see how coolant passages, and head bolt holes would line up? Thanks in advance. I was also wondering if you know the dish volume of your pistons.

I was debating switching to a Holley or Wilson single plan intake manifold but I didn't want to lose any of my torque down low, on the other hand in a car as light as a Z it probably wouldn't be much of a problem either way. Also the carb that I was thinking about upgrading to was the proform PRO-67200 http://store.summitracing.com/partdetail.asp?autofilter=1&part=PRO%2D67200&N=700+400405+306076+115&autoview=sku Is their a general rule of thumb regarding fuel gph that I should be running. The fuel pump I upgraded to is the Areomotive AEI-11203 I am not set on running it if their are any objections to it. http://store.summitracing.com/partdetail.asp?autofilter=1&part=AEI%2D11203&N=700+115&autoview=sku And to answer Grumpyvette's questions (1) I am planning on running a 5 speed specifically a tko500 (http://www.ddperformance.com/Tremec%20trans.htm) As for the rear end I am almost finished with the q45 swap for now which has 3.56 gears(correct me if I am wrong) and for tires I will be running some Mickey Thompson ET streets.(top) http://www.mickeythompsontires.com/strip.php?item=ETStreetRadial In the not so distant future I will be installing a for 9 inch with a 4 link and a full cage with sub frame connectors to stiffen up the body. After that I will be able to play around with rear gears more. (2) If they aren't too restrictive I may run some 1 5/8 long tubes due to fitment issues until I decide to make new engine mounts so I can fit 1 3/4 long tubes. (3) I was planning on running a 3 to 3 1/2 inch Y exhaust but if that wont be as efficient I will try and figure out how to change my current set up to allow for an X. (4) Answered in number 1 (5) again answered earlier Proform 750? (6) I had the Clevite 77 high performance H series performance rod and main bearing set installed about 6 months ago by in my opinion the best machine shop in the area. It was long enough ago that I don't remember exactly what they did when assembling the short block. I do however trust them and from past experiences and things I have heard and am not worried about their quality of work. Thank you for all of the help. mike

I built the car to be a fun car to drive on the weekends and on short trips around town. I will also be taking it to the drag strip a few times a month after I get the q45 and tko 500 swaps finished. I'm planning to run it on 91. Also in the distant future I am planning to hook up a port injection nitrous system.

I have looked all over hybridz for answers and have read alot of valuable information on the subject but I would be really intrested in some opinions on my build. my new 383 that I put in my z consists of forged Eagle Crank Forged eagle 6inch H-beam rods Srp 9.8:1 pistons Block zero decked for a better quench area Total Engine airflow 205cc intake 64cc chambers (based off the trick flow casting) flow 290cfm at .550 and 296 at .600 Comp cams pro magnum 1.6 ratio rockers Performer rpm air gap manifold port matched to heads. Demon 650 carb cam comp cam#12-433-8 http://store.summitracing.com/partdetail.asp?part=CCA%2D12%2D433%2D8&autoview=sku csr electric water pump Hamburger drag race oil pan with crank scraper and windage screen. ends up at 9.9:1 compression about I was pretty much trying to follow the afr build with their 195 eliminator heads http://airflowresearch.com/chevy_dyno.php But use TEA's better flowing heads I am trying to figure out how restrictive if at all would headers with a 1 5/8 primary and 3 inch collectors be on this engine, as well as any other opinions on things that I could improve. Thanks in advance p.s. happy haloween mike

I am currently running the Sanderson cc178 and am very happy with them. I did need however to use a universal to drop the steering shaft a few inches on the drivers side for clearance. I am also running trick flow heads but I figured as long as the primaries are larger than the exhaust port and completely cover them than it should be fine.