forged 383 build, afr heads... suburban... lots of pics
07-25-2012, 05:37 PM
#12
Awesome build. Keep us updated and keep the pics coming!
Circle D talked to me about a 278mm stall for the 4l80e that they are just about to release. Sounds like that could be a good fit in this daily driver. 3000 stall or so. Tranny cooler is always a good idea. Everyone on here has had great success with the 40k by long. I'm in the process of adding one to my truck now. GL with the build
Circle D talked to me about a 278mm stall for the 4l80e that they are just about to release. Sounds like that could be a good fit in this daily driver. 3000 stall or so. Tranny cooler is always a good idea. Everyone on here has had great success with the 40k by long. I'm in the process of adding one to my truck now. GL with the build
07-25-2012, 06:24 PM
#13
TECH Fanatic
Thread Starter
Thanks for all the replies!
I just got an email that my AFR heads have shipped!! Too bad I'll be overseas when they arrive...
Here's the setup for degreeing the cam. I inverted the lifter trays to aid as a visual in making the pushrods vertical for the dial indicator. I measured each cam lobe in 7 places, and the lifters did not turn, they did not need to be restricted. All the lobes checked out ok with only minimal variances.
for one cylinder, I took measurements at every .010" increment. here is the result for position relative to TDC vs lobe lift. cam specs are in the first post.
I am currently modifying this graph to include the piston valve relief surface postion also relative to TDC. This should give an accurate visual representation of PtV clearance. More on that later.
I also got the TSP 1-3/4" headers. My plan is to use them with the stock cats which will require several new welds, more on that later.
I just got an email that my AFR heads have shipped!! Too bad I'll be overseas when they arrive...
Here's the setup for degreeing the cam. I inverted the lifter trays to aid as a visual in making the pushrods vertical for the dial indicator. I measured each cam lobe in 7 places, and the lifters did not turn, they did not need to be restricted. All the lobes checked out ok with only minimal variances.
for one cylinder, I took measurements at every .010" increment. here is the result for position relative to TDC vs lobe lift. cam specs are in the first post.
I am currently modifying this graph to include the piston valve relief surface postion also relative to TDC. This should give an accurate visual representation of PtV clearance. More on that later.
I also got the TSP 1-3/4" headers. My plan is to use them with the stock cats which will require several new welds, more on that later.
07-31-2012, 05:52 AM
#17
TECH Fanatic
Thread Starter
the research I did at the time suggested that the 1-3/4" size was well suited for a low-rpm 383. However, I'm open to anything, do you have a good source on the subject that might say otherwise? thanks!
07-31-2012, 09:13 AM
#19
I have seen dyno charts that suggest the 1 7/8" headers are actually an improvement starting fairly low in the RPM range and don't give anything up down low.
Of course there are times when they would be overkill... but what I am refering to was on an intake only 5.7
Of course there are times when they would be overkill... but what I am refering to was on an intake only 5.7
09-15-2012, 10:23 AM
#20
TECH Fanatic
Thread Starter
The swap is done!
I have a hard shifting problem, I posted a thread in the tranny section here:
https://www.performancetrucks.net/fo...e-swap-507736/
Here are some more pics!
Using hawk tool to press on new timing gear, old gear is a spacer.
Clearancing windage tray:
Degreeing cam. I used the bridge dial stand to find TDC, then I adjusted the pointer on my degree wheel. This allowed me to check all remaining cam lobes using just one dial indicator on the pushrod.
There is some small error in the cam timing, particularly on the .006" valve closing side. I would attribute this to tolerances with my measurement setup and some variance with the cam grinding also.
Average measured values:
Exhaust Installed Centerline = -114.2 deg
Intake Installed Centerline = 115.2 deg
LSA = 114.7 deg
I have a hard shifting problem, I posted a thread in the tranny section here:
https://www.performancetrucks.net/fo...e-swap-507736/
Here are some more pics!
Using hawk tool to press on new timing gear, old gear is a spacer.
Clearancing windage tray:
Degreeing cam. I used the bridge dial stand to find TDC, then I adjusted the pointer on my degree wheel. This allowed me to check all remaining cam lobes using just one dial indicator on the pushrod.
There is some small error in the cam timing, particularly on the .006" valve closing side. I would attribute this to tolerances with my measurement setup and some variance with the cam grinding also.
Average measured values:
Exhaust Installed Centerline = -114.2 deg
Intake Installed Centerline = 115.2 deg
LSA = 114.7 deg