Thread: Streetable HP?

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Originally Posted by DennyW

Look at all these combos.

Ryan's Small Block Chevy Stroker Engine Combo Page

Denny has given you the key here. See combo 11.
I'm gonna outline what I would consider to be the ultimate pump-gas-friendly street bullet that can be driven anywhere for as long as you want. The static compression ratio and cam specs of combo 11 guarantee it. Max torque at 3,500 rpm's is icing on the cake.

350 block. Assuming you're starting with a virgin block, bore it 0.030" and cut the decks 0.017" to arrive at a final block deck height of 9.008". With a "stack" measurement of 9.008" (crank radius, rod, piston), this will result in a zero piston deck height.

Pistons. KB197 hypereutectic 12cc dish. Clearance piston to wall at 0.0015" to 0.002". Gap top ring at minimum 0.026". Gap second ring at standard 0.018"
to 0.020". With 75cc heads, 0.041" compressed head gasket, zero deck and these pistons, static compression ratio will be 9.15:1
United Engine and Machine Co.

Rods. 5.7" 350 rods. Usual clearancing on a 383 includes grinding at the rod bolt heads for cam lobe clearance, grinding at the oil pan rail of the block for big-end clearance and paying attention to the clearance of the pin end of the rod on the balance pad at the underside of the piston crown. I don't like 6.000" rods in a stroker because it puts the pin up into the oil ring. Also, I consider longer rods much ado about nothing. This opinion can be verified by Iskenderian. Click here and scroll down to Tech Tip 2005......
ISKY Racing Cams - Do It Right. Race with the Legend. Camshafts, Connecting Rods, Valve Springs, Lifters

Crank. Use the crank of your choice. You can cut the main journals of a stock 400 crank to fit into the main saddles of the 350 block or you can buy a specifically-made aftermarket crank. Your choice. If using an aftermarket crank, pay attention to the fillet radius. You may need to use bearings with a wider fillet to clear at the corners of the journals and avoid interference.

Heads. Air Flow Research 195 street heads with 75cc chambers. Straight plug part number 1036, angle plug part number 1038 depending on header interference and your personal choice. Screw 'em onto the block with Fel-Pro #1003 head gaskets (AFR #6800). (0.041" compressed). This will put the squish (piston crown to cylinder head at TDC) at 0.041".
195cc Small Block Chevy: Aluminum cylinder head manufacturing and flow dynamics

Intake. Airflow Research #5028. This is the manifold listed in combo 11, but I would talk to AFR about using the #5030 to find out if it might work better on this relatively low-rpm motor.
SBC Manifold: Aluminum cylinder head manufacturing and flow dynamics

Carburetor. Holley 600 CFM. I'd talk with AFR to determine the specific model to use in this application.

Headers. Equal-length, 1 5/8" primaries, 2 1/2" tubing to the back using an "X" pipe right before the mufflers. Don't get caught up in all the muffler hype. There's probably not 5 hp difference in any of them when the dust settles. I like to use 36" long glasspaks myself.

Cam. I don't know if AFR still offers the cam shown in combo 11, but if they don't, I'm sure they could give you the detailed specs (LSA, installed centerline, etc.) to use to arrive at the hp and torque figures shown. The short lift is gonna be easy on valve springs too.

Ignition. I think it's hard to beat an HEI, especially if revs are limited. KB doesn't like advance to exceed 34 degrees and I suspect AFR would tell you the same thing. Put 12 in at the crank and configure the weights, springs and stops for an additional 22, all in by 2,800-3,000 rpms. Also use vacuum advance.

NOW HEAR THIS!!!!! I don't want to hear any carping about the cost of AFR heads. You either want to use the best or you don't. If you can't afford 'em yet, wait until you can.

P.S. It wouldn't surprise me a whole bunch if this motor (configured as I've outlined) would make the same power on 89 or even 87 octane fuel.

P.P.S Please read this article I wrote to understand and correct the interface between the heads and intake manifold so that you have a good seal there....
Manifold/Head vacuum leak, internal - Crankshaft Coalition Wiki