dr_hunt

Yeah, it was a reference, yes I did plagarize since I didn't quote my reference. Sorry! It better be verbatim since I did the control c, control v thingy! I'm speaking clearly from an overall mass balance point of view with my block diagram just looking at the engine itself. One would have to look at the turbo itself as well and calculate the HP it takes to compress a given volume of air to a certain pressure with a certain temp increase, exhaust temps befor and after turbo too, which is relatively easy. I agree with you in part, but I disagree with you in part that the turbo is such a huge restriction in the exhaust as to negate any increase in VE. But there is no free lunch, I know that much. So I want you to ponder this. This is an actual engine on a chassis dyno and the car has run a best of 7.97 at 178mph, which I witnessed in person and the dyno too. HP calculates with that MPH to be over 1400rwhp! Stang, 3200 lb, 347 cubic inches, single turbo, water/air, race gas, maxed the chassis dyno at 1200rwhp at 5000 rpm. What's the VE on that engine at 25lb of boost, 7000 rpm to achieve that HP level? My calculations show that it's got to be 100% to get that HP. So, clearly a turbo increases the VE IMO. Edit: VE depends on combustion efficiency, I think that's the missing link since you are pressurizing the intake and adding more fuel/air mass and simultaneously increasing the compression which should increase efficiency IMO. Perhaps you have something else that maybe we could compare numbers on.

Er, what he said. Right the turbo is a hard to figure component. Basically the exhaust restriction is the only loss but it has to be calculated somehow. But don't you agree at least in part that the turbo engines operate at a higher VE than those calculated for N/A??

A supercharger (also known as a blower) is an air compressor used to force more air (and hence oxygen) into the combustion chamber(s) of an internal combustion engine than can be achieved with just normal atmospheric pressure. Any device which does this is a supercharger. The additional mass of oxygen-containing air that is forced into the engine improves on its volumetric efficiency which allows it to burn more fuel in a given cycle - which in turn makes it produce more power. A supercharger can be powered mechanically by belt-, gear- or chain-drive from the engine's crankshaft. It can also be driven by a gas turbine powered by the exhaust gases from the engine. Turbine-driven superchargers are correctly referred to as turbo-superchargers - or more commonly as turbochargers. Edit: Volumetric efficiency in internal combustion engine design refers to the efficiency with which the engine can move the charge into and out of the cylinders. More correctly, volumetric efficiency is a ratio (or percentage) of what volume of fuel and air actually enters the cylinder during induction to the actual capacity of the cylinder under static conditions. Therefore, those engines that can create higher induction manifold pressures - above ambient - will have efficiencies greater than 100%. Volumetric efficiencies can be improved in a number of ways, but most notably the size of the valve openings compared to the volume of the cylinder and streamlining the ports. Engines with higher volumetric efficiency will generally be able to run at higher RPM, and thus power, settings as they will lose less power to moving air in and out of the engine.

Grumpy has some good points. Things to be aware of; If your building a 383 and you use anything but junk 400 rods, you have cam clearance issues that require rod clearancing on 5.7 inch rods or the use of aftermarket rods already clearanced. The forged 6 inch I beam rods have the same problem. The 350 rod bolt is longer than the 400 bolt. That is compounded when using a 3.875 stroke and almost a nightmare with the 4 inch stroke unless you use an ultra small base circle cam which they do make. Crower makes some rods that work well with the 434 also. If going aftermarket block, get the raised cam version and then there are no hassles. Head sealing isn't a problem in 400 engines IMO if you do everything right, which is decking and using flat heads, not warped heads. I've never heard of head sealing issues unless there is some problem, like warped deck, warped heads, insufficient torque, wrong gasket, etc. NOS always blows headgaskets and so do blowers and turbo's. For your application and HP level you should be fine if everything is right IMO. I don't do steam holes anymore, haven't for years, been running 400 sbc's since the late 70's on the street and strip. Personal preference I guess, but I haven't had any issues, maybe some have. If your into budget the 383 is probably the way to go like grumpy says, if your going to spend more money, then go cubes, you'll never be sorry. A 383 isn't much better than a 350 unless it has good heads, if your not going to use good heads, then the 383 won't gain you much IMO. I think grumpy stresses heads as do I, they make a world of difference. Rule of thumb, build as big a motor as you can afford. Why don't you have grumpy build you one, then you know it'll be right.

No, it's just that there are other cams that will make more power than that one. It's not bad, it's cheap to buy, and if you match your other parts right, you'll be close to achieving what your looking for. zz4 is 208/221 .474/.510, which isn't that big and specs say low end and mid range. I read the spec's to say; Horsepower: 249 HP @ 5,000 RPM Torque: 304 Ft/Lbs @ 3,500 RPM Compression Ratio: 8.50 to 1 Block: 4 – Bolt, 2 Piece Rear Seal, 4.000†Bore Crankshaft: Cast Nodular 3.480†Stroke Heads: Cast Iron, 76cc Valves: 1.940†/ 1.500†Camshaft lift: 0.390†/ 0.410†Hydraulic Duration @ 0.050â€: 195° / 202° Intake: Not Included So, if your going 62 cc chamber the compression will come up to about 9.5 or so (guess), which will be better. I'm going to guess that with the edelbrock rpm air gap, holley DP 650, good headers, right timing and tuning that it'll be real close. I think if you upgrade the cam to something better you'll be able to hit that mark. Remember it's going to start to fall off at 5400 with the hot cam and 5800 with about any roller unless you run the afr rev kit. Making 400HP at 5400 rpm is going to take alittle more IMO than that little 350 has in it right now. It can be done on 9.5 compression but driveability is going to suffer. If you go AFR's and one of those crower cams you'd be there for sure. If you go fast burn, hot cam, I'd guess about 380HP, maybe someone with DD could run it and see if your going to be close.

Let me get this straight, your going to be running hyd roller cam? If so why the hot cam? Budget build, hmmmm, what exactly is that? What is your complete shortblock consist of? You say dished pistons, but what compression with what cc head? What is your target HP level? Daily driver? If your shooting for 400HP max at the crank they'd be fine, but if your hoping for more either now or at some point, I'd go AFR's and better cam. Something like crower 00467 or 00468 given your probable low compression

Well, nobody has a no questions asked 90 day return policy, so you know they must be pretty confident about them. Interestingly enough C&S specialties has a 30 day money back guarantee on their aerosol billet carbs. They make them in gas and alky versions. I have two of them, worth the money IMO, so I imagine the welder is too.

Grumpy, I called that place and you buy direct from them. The complete setup, watercooler, 25' torch cable, cart, etc, everything is $2900 delivered. Unconditional 90day money back guarantee. 3 year warranty on the machine. Not bad, looks like that's the way to go. Doc

If alittle is good, then more is better. Stock 400 block, 3.875 stroked to 421 cubic inches, just as cheap as a 383 but better.

That's alittle pricey IMO! Shop around, yours is waiting for you somewhere!

Imagine having a company where all the talent on hybridz could be utilized! I wonder how big and great a z car hotrod manufacturing company it could be? All the facets of business would be taken care of, would probably take 100,000 square feet of shop, offices, machine shop, paint booths, body areas, glass, etc. Would be impressive. Wow, get it done, start a company and hire us all!

What, only one link?????? I haven't ordered one yet, but I'm going to call them tomorrow at lunch and find out how much that one is, seems to be about the best I've seen yet. 90 day money back guarantee! No questions asked! Wonder how much the guarantee is? You have one of these grumpy or are you just wishing?

I think the reason for that is so that when you try to stream the video, it doesn't bog the hybridz server down, it has limits. If you want to right click and save as, run your own vid on your software, then that's probably the way to go. Just so you know; WE ARE NOT A VIDEO HOSTING SITE!

I think you have pretty sound advice. Masters degree in ME. The easiest way to get into a race team is to drive the truck that delivers the car to racetracks. I have my PE license, a CDL, BS, MS and too many other certs to list. They mean nothing. BS=bullshitt, MS=moreshitt, Phd=piled high and deep! Your ability to apply what you know is what will carry you to the end, the MS in engineering will gather all the tools in your head and apply them to what you really like to do. There will be no more psych classes, phys ed, etc, BS classes that you don't need. Everything will be directly related to what you enjoy doing depending on what you want to focus on. When you graduate with an MS in engineering, you will have the confidence to tackle anything. Consider skipping the MS and getting the Phd instead, same classes, dissertation instead of thesis, published instead of non, but IMO worth more at the paycheck line.

"Just for info, Comp offered the groove in the older lifters sort of like the Endurnots deal before they brought out the new"pressurized" lifter at no charge & recommended it for most endurance applications." This is from jake's link, apparently their first stab at oiling the pin wasn't what it is now.

Wow, that's cool, does she have a sister?

Here it is;

So very true! :lmao:

Yup, watch for upcoming hybridz auctions to be posted in the classified section as soon as I get my happy butt in gear and take pic's of the parts. Complete turbo setup made for high boost. Probably by next week!

I'm running the AFR 220 heads, angle plug with Autolite AR3932 plugs, not fitment problems at all with the S&S long tube headers.

I have these in my TT350, I think they fit the bill. Chevrolet V8 265-400 1965-1996: The best all-around lifter available. Perfect for any application wi PART #818-1 $25.86 Quantity: None in your basket DESCRIPTION: Endure-X Solid Roller Lifters For years COMP Cams® Super Roller Lifters have set the standard for solid roller lifter technology. But today’s engines place a greater demand on lifters, unlike ever before. In keeping with the heightened requirements, COMP Cams® has not only changed the name of this industry standard, but more importantly enhanced its durability with a series of innovative upgrades. Most significant among the upgrades is the addition of EDM Oil Injection™ technology which ensures the bearing assembly receives a constant flow of pressurized oil. Unlike other lifters that offer pressurized oiling only as an upgrade, EDM Oil Injection™ technology is included standard in every Endure-X™ Solid Roller Lifter. This virtually eliminates needle bearing oil starvation, historically a “problem area†for solid roller lifters when used in low RPM and street applications. To further strengthen the bearing assembly, the Endure-X™ Solid Roller Lifters also include needle rollers that are precision sorted by size; evenly distributing loads to avoid premature wear and failure. In addition to the new upgrades, all Endure-X™ Solid Roller Lifters still contain the features that made them the “preferred choice†among performance engine builders. Every lifter is fully heat treated, machined to ultra-high tolerances and fully rebuildable. The COMP Cam® patented link bar assembly blends all the advantages of a removable link bar, with the safety of a captured link bar. COMP Cams® Endure-X™ Solid Roller Lifters are available for a variety of applications, including small base circle and offset applications.

Check these out! http://cgi.ebay.com/ebaymotors/SBC-12-DEGREE-ALUMINUM-HEADS-no-18-deg-jesel-rockers_W0QQcmdZViewItemQQcategoryZ33617QQihZ016QQitemZ260028942739QQrdZ1QQsspagenameZWDVW Flowing 426cfm intake and 282cfm exhaust!

Actually AFR's are the king, but it depends on what you want in the car. You can make good reliable HP with those, it's a better choice than stock, unless your talking GM 18 degree heads.

No, the displacement comes from the piston moving up and down in the cylinder. It squishes the air/fuel mix into the combustion chamber, so a smaller combustion chamber increases compression ratio which is the ratio of the uncompressed volume to the compressed volume. Hope that helps.