Knowing what goes into a motor must also eventually come out, we equipped the small-block with a set of 1-5/8-inch FlowTech headers. The headers were run into a 2.5-inch dyno exhaust featuring 18-inch collector extensions. Naturally a full-length exhaust system may rob the motor of a few horses, so too will the installation of the accessories and water pump. Our dyno session included a CSI electric pump, no accessories, and the MSD distributor set to provide 35 degrees of total advance. The ported cast iron heads seemed to run best at 35 degrees, something we attribute to the minor combustion chamber polishing performed as part of the porting. While we were anxious to find out if the combination produced the desired results, we curbed our impatience and allowed the motor a good 40-minute break-in period. After a few short whacks to verify the air/fuel curve, we let the hammer fly and were rewarded with peak readings of 367 hp and a whopping 422 lb-ft of torque. The mild cam timing allowed the motor to produce peak power at just 5,200 rpm, a fact that should help ensure a long life. The low peak-power rpm also produced an impressive torque curve. Not only did the motor produce 422 lb-ft at 3,900 rpm, but the 0.030-over 350 produced over 400 lb-ft for nearly a 2,000-rpm spread. Even way down at 2,500 rpm, the impressive combination produced nearly 400 lb-ft of torque. It is torque like this that will allow this 365hp version to motor past the high-winding L76 327s of yesteryear. Given the mild cam, ported stock heads, and minimal compression, we were quite pleased with the entire powercurve. That the motor made peak power at only 5,200 rpm indicates that we had plenty of power potential left, should we elect to run a wilder cam profile or a set of aftermarket cylinder heads. Is the build up of a 365hp small-block that thumps out 422 lb-ft. of torque earth shattering? Probably not. But besting the small-block legends of yesteryear using ported smog heads, a mild cam, and 9.1:1 compression should be considered at the very least, mildly amusing. 12 For the ultimate in low buck, a factory cast-iron four-barrel Q-jet intake might suffice, but we elected to upgrade the induction system. 12 For the ultimate in low buck, a factory cast-iron four-barrel Q-jet intake might suffi 13 The upgraded induction system consisted of an Edelbrock Performer RPM Air Gap intake, topped with a Demon Fuel Systems 650 Street Demon. A dual-plane intake is the ideal choice for street use, as it offers the best overall power band. 13 The upgraded induction system consisted of an Edelbrock Performer RPM Air Gap intake, 14 Not wanting to choke off the exhaust flow, we installed a set of 1-5/8-inch Flow Tech headers with 18-inch collector extensions. 14 Not wanting to choke off the exhaust flow, we installed a set of 1-5/8-inch Flow Tech Spec Sheet 365-HP 355 Block: 4-bolt Chevy Crank: Cast 3.48-inch Stroke Rods: LT-1 Pink 5.7 inches Pistons: JE Pistons Flat-Top Replacement Single-Eyebrow (9.1:1) Bore Size: 4.030 (0.030 over) Compression Ratio: 9.1:1 with 76 cc chamber Heads: Chevy Iron 882 casting-Hand Ported by L&R Automotive Intake Valve Size: 2.02 (originally 1.94) Exhaust Valve Size: 1.60 (originally 1.50) Cam: Comp Crane PowerMax Lift: 0.427 n, 0.454 ex Duration (@ 0.050): 204 in, 216 ex Lobe Separation: 110 degrees Intake Manifold: Edelbrock Performer RPM Air Gap Carburetor: Demon Fuel Systems 650 Street Demon Distributor: MSD Billet Headers: Flow Tech 1 5/8-inch Exhaust: 2.5-inch (Dyno) Mufflers: None 15 The moment of truth finally came and our traditional small-block did not disappoint. The 0.030-over 350 pumped out an impressive 367 hp and an even more amazing 422 lb-ft of torque. With numbers like that, you can’t help but find this build up at least mildly amusing! 16 The one thing you should notice even before the impressive peak power number is the broad torque curve. Naturally all the bench racing centers on the 367 horsepower, but the fact is it will be the 400-plus lb-ft produced from 2,900 rpm to 4,700 rpm that will provide the most smiles per mile. Heck, even down as low as 2,400 rpm, the small-block belted out 390 lb-ft of torque. It is this kind of tire-shredding torque that will provide crisp throttle response and plenty of passing power. The impressive thing is, this power was produced with a set of ported factory cast iron cylinder heads, a mild emissions-legal cam, and pump-gas-friendly compression. If cared for with regular oil changes and tune-ups, this motor should have no trouble providing years and years of trouble-free performance. As a side note, it would also make one heck of a street-driven replacement for that valuable original L76. SOURCES Crane Cams 1830 Holsonback Drive Daytona Beach FL 32117 866-388-5120 http://www.cranecams.com/ Fel-Pro 26555 Northwestern Highway Southfield MI 48033 248-354-7700 www.federal-mogul.com L&R Automotive 13731 Bora Drive Sante Fe Springs CA 90670 562-802-0443 www.lnrengine.com Holley 1801 Russellville Road Bowling Green KY 42101 270-781-9741 www.holley.com JE Pistons 15312 Connector Lane Huntington Beach CA 92649 714-898-9763 www.jepistons.com ARP Bolts 800-826-3045 www.arpbolts.com « | 1 | 2 | 3 | View Full Article By Richard Holdener Enjoyed this Post? Subscribe to our RSS Feed, or use your favorite social media to recommend us to friends and colleagues!