383 Stroker Engine with LS3 Power

Displacement Chase

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Edge On 2/23

10. Just like there's an up and down to the piston, there's an inside and outside edge on the rod. This is how it should align to the crank.

Shaved Down 3/23

11. Whether or not your rods smack the block in a stroker will be determined mostly by the design of your rods. Only a couple of our cylinders had clearance issues, and in these spots we torqued the bolts to 45 ft-lb, marked the fasteners, removed them, and shaved them down a bit.

Comp Magnum Double Row Timing 4/23

12. After installing our COMP Magnum double-row timing set (PN 2100), Chris went through the procedure to degree the cam. After making sure the Number One cylinder was at top dead center (TDC), he set the pointer on the wheel. The COMP card called out for the cam to be installed at 108.0, but since our chain only had three adjustment points, we had to choose between installing it on a 106 or 110 intake centerline. COMP does offer timing sets with more adjustability, but we were satisfied with the cam being set to 106. Once done, we installed our Speedway steel timing cover (PN 910-17402, $9) using some of the black six-point fasteners from our ARP engine assembly kit (PN 534-9801, $102).

Pistons At Zero 5/23

13. Chris also double-checked and found that our pistons were just where we wanted them at zero deck. We might try a little forced induction down the line so we built the engine at a boost-friendly 9:1 compression. Without the blower, this will also let us run the engine on el cheapo 87-octane gas.

Comp Retrofit Kit With Delron 6/23

14. The COMP retrofit kit came with a Delron button (PN 202), but we had to scrounge around the shop for a retaining plate. Also, due to the face design of our timing cover, Chris had to shave a bit off the button to get a perfect fit.

Speedway Motors High Volume Oil 7/23

15. For the oiling system we went with a Speedway high-volume oil pump (PN 577-OP55HV, $30). We paired this with Speedway's steel oil pan (PN 910-9005, $30) and their oil pump driveshaft (PN 545-22070, $15).

Speedway Motors 196cc Blueprint 8/23

16. At just $896 for the pair, it's hard to imagine a better deal out there than these 195cc BluePrint heads from Speedway (PN 910-8002). They spec out with 75cc runners, 64cc combustion chambers, and come fully assembled. The stainless valves are 2.02- and 1.60-inch, while the valveguides are manganese. The heads came assembled, so we took the easy route of running these springs rather than the ones that came in COMP kit.

Head Gaskets From 9/23

17. Using the head gaskets from our gasket kit (PN 915-2350, $30), we installed the BluePrint heads and secured them using hex bolts from our ARP head bolt kit (134-3601, $80). We could have reused the stock bolts, but for $80, this was a much easier and stronger option.

Lifters From Comp 10/23

18. Next to go in were the lifters from the COMP kit (PN 853-16). These hydraulic roller full-travel link-bar lifters are far easier to use than trying to modify the block for a spider setup.

Comp Magnum Roller Tip 11/23

19. Also in the COMP kit were these Magnum roller-tip rockers (PN 1412-16). They were installed using the included pinch nuts, but we had to use a very thin-wall socket to get them secured and adjusted in place. If you have the coin, invest in a set of poly locks, which are easier to deal with.

Weian Speed Warrior Dual Plane Aluminum Intake 12/23

20. To top off our long block, we ordered a Weiand Speed Warrior dual-plane aluminum intake manifold (PN 8150, $145) and a Holley 4150 Street HP 750 carb (PN 0-82750, $505).

Intsall 13/23

21. After installing the balancer that came in the Speedway kit, valve covers (PN 910-17104, $90), SuperSeal steel-core gaskets (PN 910-17001, $15), and the blueprinted HEI CNC-machined distributor (PN 910-12342, $70) we were ready to pour in some 30-weight oil, spin on a K&N oil filter, and fire up the stroker.

Standard Corrected Power Graph 14/23

22. After jinking with the timing a bit, (the carb was good to go right out of the box), Westech's Steve Brule found the engine's sweet spot at 34 degrees. From then on the engine was very consistent as you can see by these two back-to-back pulls. Peak torque was at 4,200 rpm, but more important is that there was over 400 lb-ft from the start of the pull at 2,900 rpm all the way to 5,700 rpm, which equates to a fun street car engine. Peak power was at 5,800 rpm, and it would have made a bit more with the stiffer valvesprings that were included in the COMP kit. Still, it's a solid engine built with all-new parts putting out more power than an LS3.


Comp Cams
Memphis, TN 38118
Westech Performance
Mira Loma, CA 91752
Speedway Motors
Lincoln, ME 68528
Holley Performance Products
Bowling Green, KY 42101
Evod Garage


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