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Features 327sbc 430hp

Discussion in 'The Hokey Ass Message Board' started by ben s., Oct 11, 2013.

  1. ben s.
    Joined: Dec 27, 2009
    Posts: 58

    ben s.
    Member
    from St. Louis

    Just had it on the dyno last Monday. Pulled 431hp @ 6200, an 388tq @ 4700.
    Had it built for a '64 corvette 4speed. Engine built and dyno tested at Morley Performance in Fenton, MO. I picked the heads, intake, and roller cam swap; the shop picked the rest.

    Stock crank and rods, SpeedPro forged .125" dome pistons +.040" over bore; fully balanced lower. Rattler balancer.
    Erson hyd. Roller cam: 226-234@.050", .548" lift i/e, 114lsa
    AFR 195 eliminator heads 65cc c/c, afr +.600" dual valve springs.
    Performer rpm intake with performer 1406 600cfm carb
    Carter 120gph mech. pump
    Pump gas ~9.5:1 comp.
    Mad probillet distr. w/ ign. box and 38* timing.

    http://www.youtube.com/watch?v=kkq2QMJ0nCw&feature=em-upload_owner
     

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  2. tfeverfred
    Joined: Nov 11, 2006
    Posts: 15,796

    tfeverfred
    Member

    Very impressive.
     
  3. I can remember when we thought it was a great when back in 1957 when the Chevy 283 was the first production engine to make one horsepower per cubic inch.....I guess we've come a long way!
     
  4. burnout2614
    Joined: Sep 21, 2009
    Posts: 612

    burnout2614
    Member

    MOST impressive!! peace
     
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  5. boucher racing
    Joined: Oct 11, 2007
    Posts: 135

    boucher racing
    Member
    from nashville

  6. Sounds like good numbers. HRP
     
  7. jimz31
    Joined: Oct 9, 2012
    Posts: 84

    jimz31
    Member
    from PA

    Man that is awesome!!!
     
  8. themoose the almighty chrysler hemi was first with the 1 hp. per ci. it is a undeniable fact of hot rodding history. i own both hemis and sbc. engines.
     
  9. powrshftr
    Joined: Mar 29, 2013
    Posts: 4,550

    powrshftr
    Member

    I'm pretty sure it was the DeSoto 345ci Hemi at 345hp :)


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  10. Yeah your correct...I should have worded it as the first GM production engine
     
  11. Going to be a fun rever
     
  12. ben s.
    Joined: Dec 27, 2009
    Posts: 58

    ben s.
    Member
    from St. Louis

    I'll have to snap a pic of the port work on those AFRs. They are just about the sexiest thing I've seen on an engine part. Works of friggin art, man. Big thanks to the guys at Morley. They are top notch.
     
    Last edited: Oct 11, 2013
  13. GOSFAST
    Joined: Jul 4, 2006
    Posts: 241

    GOSFAST
    Member

    Hi Ben, very nice numbers really, but I believe you are over 10:1 (10.15) on the C.R. (I've assumed some numbers here, D.H., gasket thickness, etc.)

    This is still a non-issue with the aluminum heads, you could actually have been a little higher and be "safe", but you have a slight "cushion" with fuel where you're at now.

    Which piston (part number) did you go with, I'm just curious about the ring-pack?? The 5/64" or 1/16"??

    Thanks, Gary in N.Y.

    P.S. By going the (hyd) roller cam route you "free-up" some 30 (nominal) frictional HP over a flat-tappet. It's the best way to go today!
     
  14. big duece
    Joined: Jul 28, 2008
    Posts: 5,730

    big duece
    Member
    from kansas

    I too, would think your CR would be closer to 11:1? With 65cc heads and .125 dome, bet it sounds sweet. What made you choose the 114 lsa cam?
     
  15. xwing01
    Joined: Jun 26, 2013
    Posts: 428

    xwing01
    Member

    outstanding, way to go
     
  16. I agree too that's CR is closer to 11.5:1 than it is to 9.5:1. ( 10.6 is closer to 11.5 than 9.5)

    But that's fucking awesome !!!!
    Ill have to watch the video later.
     
    Last edited: Oct 11, 2013
  17. ben s.
    Joined: Dec 27, 2009
    Posts: 58

    ben s.
    Member
    from St. Louis

    Hey guys, I originally thought that the comp. RATio would be around 10.5-11, but the shop measured and what heard on it was around 9.5. The block was not decked to zero and they said the pistons were down in the hole. I will have to dig for the compression ht. and all that with the part #'s. That may take some time. I will post that when I track it down. When the shop told me it was aroun 9.5:1 I didn't really press it further as they were the ones that measured everything. I thought the power was on par with at least 10:1, but I trusted their word and honestly didn't care after I saw it run. I know they shoot for .035-.040" quench with the sbc's, the owner told me that himself. I will look around of the info.

    The 114lsa pick was done by the shop. The motor is for my dads ride but he's a busy dude so I picked the parts that I drooled over for my sbc. I told him I'm going for a roller when I get the money, he had the money and liked it, thus the roller conversion was born. I figured it'd be better for that torque curve as the FT cams tend to look a little lazy down low with the 230-240* type duration you'd need for the HP goal. Morley chose the lsa on the 'usually accurate' principle that wider lsa tends to spread out the power band. I have a 108lsa and love it, but for this build it paid dividends with that table flat torque curve.

    So, the nitty gritty cam stuff I can't answer that well, I just knew that a roller would be better all around for this set up.
     
  18. bobby_Socks
    Joined: Apr 12, 2006
    Posts: 938

    bobby_Socks
    Member
    from ǑǃƕǑ

    Pistons were most likely advertised as 9.5.1 with a larger CC head and with the small CC heads it probably raised the compression, I like the spec's on the cam and bet it would make a little more HP with a different intake like an aluminum GM 327/365 HP intake or Weiand Stealth

    I bet you were happy with those numbers I know I would be...
     
  19. ben s.
    Joined: Dec 27, 2009
    Posts: 58

    ben s.
    Member
    from St. Louis

    The car had a press on balancer before. The casting cracked around the crank snout and fell off. It damaged a vintage corvette racing 6-7qt oil pan. There was no bolt hole in the crank for the balancer. Ruined 1-2 rods and boogered up some other stuff. Had the new crank drilled and tapped for a bolt. After that all happened the car sat for about 2 years in his garage. I had some free time and wanted to see it on the road again so we could go out and cruise our cars (mines a 1950 chevy 3100) so I worked up a plan for the build and it's intended use, got his intentions and approval for parts and labor and got to it.
     
    Last edited: Oct 11, 2013
  20. GOSFAST
    Joined: Jul 4, 2006
    Posts: 241

    GOSFAST
    Member

    Let me expand on the C/R.

    An OEM 11:1 327" SB had a 62 cc head, an .022" (steel shim) gasket, a .025" P/D, and the 5 cc dome on the L2166NF (style) piston. This combo yields 11:1 "dead-on".

    The .038" gasket (which is one of my assumptions) would drop it to 10.5:1.

    The 65 cc head as opposed to the 62 cc head lowers it further to 10.1:1.

    This is assuming a 9.025" deck, which, if there was no milling would be near 9.028" (nominal) and bring it down to 10:1.

    The "quench" (which we don't pay all that much attention to on these type builds) with the .038" gasket is going to be around .063"/.068"??

    With an .022" gasket this all changes!

    Have no issue with the 114 LSA on the street. And it's still a very nice build.

    (Add) With respect to the actual C.R. you don't suffer all that much in the HP number, it has more of an effect on the final Torque number. In other words, you should have more Torque with more compression, not necessarily more HP. There is probably more also with a 750 carb, but the 600 will be more
    "street-friendly"??

    Thanks, Gary in N.Y.

    P.S. On a build like this we would definitely use a 1/16" x 3/16" ring pack and most definitely a "nylon-gear" timing chain setup. These 2 items are worth another 30 HP upstairs. Might even use a 1.5, 1.5, 3.0 metric ring pack.
     
    Last edited: Oct 11, 2013
  21. ben s.
    Joined: Dec 27, 2009
    Posts: 58

    ben s.
    Member
    from St. Louis

    Dude I was super pumped with those numbers! The Power Tour (some kind of power tour) actually came through that weekend and they took guesses on hp and dynoed it for the tour. Yeah, even the shop Guys were happy with it. I was thinking aroun 400-405 would be legit, that's the power of a 2000 ZO6 or something in a '64 vette... So fun
     
  22. big duece
    Joined: Jul 28, 2008
    Posts: 5,730

    big duece
    Member
    from kansas

    Good thing he has a 4 speed, cam range is probably going to start above 2k. I havent picked mine yet for my 327, but wont be that aggressive. IF the vette has some rear gear, that would be a FUN ride!
     
  23. ben s.
    Joined: Dec 27, 2009
    Posts: 58

    ben s.
    Member
    from St. Louis

    That was along my train of thought as well. I just figured I was missing something because I'm just some dummy hobbyist
     
  24. 1971BB427
    Joined: Mar 6, 2010
    Posts: 5,527

    1971BB427
    Member
    from Oregon

    The hemi in 1958 almost made it with 392ci and 390 hp. Earlier 354 topped out at 280hp, and 331 topped out at 250hp.
     
  25. powrshftr
    Joined: Mar 29, 2013
    Posts: 4,550

    powrshftr
    Member

    Seriously,check it out.345ci Hemi,345hp.Im pretty positive it was a DeSoto.



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  26. chopt31
    Joined: Dec 1, 2008
    Posts: 1,123

    chopt31
    Member


    you use a nylon gear? what aRE THOUGHTS ON A JACKSON GEAR DRIVE? JUST WANT FOR THE NOISE
     
  27. ben s.
    Joined: Dec 27, 2009
    Posts: 58

    ben s.
    Member
    from St. Louis

    hey man, there was a gear drive on there before, I don't remember the name of it but it was pretty neat. it sounded good, you could hear it at idle and while you were driving. they're pricey and that sucks, but I know my dad never had a problem with it. it had a cool whine to it. it always got a few compliments out and about. I don't know that it adds anything else to the engine aside from sound, but the sound is pretty well worth it. definitely different.
     
  28. ben s.
    Joined: Dec 27, 2009
    Posts: 58

    ben s.
    Member
    from St. Louis

    Pistons (should be): L2166NF40, rings 5/64, 5/64, 3/16; comp. dist. 1.675", head volume: -5.30cc
     
  29. ben s.
    Joined: Dec 27, 2009
    Posts: 58

    ben s.
    Member
    from St. Louis

    stack height appears to add up to 9.00. (3.25/2)+5.7+1.675=9...?
    with these numbers I get at least 10:1 comp., 10.5 isn't unreasonable.
     
  30. ben s.
    Joined: Dec 27, 2009
    Posts: 58

    ben s.
    Member
    from St. Louis

    dyno sheet
    the bsfc figure is wrong. the gizmo wasn't calibrated at this time.
     

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