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 suffi
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
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
1830 Holsonback Drive
1801 Russellville Road
15312 Connector Lane
26555 Northwestern Highway
13731 Bora Drive
Sante Fe Springs