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LT1 Engine Build - Late-Model 383 Buildup The Finale

We Got What We Were Looking For-And A Whole Lot More!

Photography by Terry Cole, Roy Landgrave

But what about the real test? Pump gas on boost. Well, we were not disappointed, especially since we had to back the timing way down from what it was with the high-octane fuel (from 36 degrees to 28). Despite the loss of timing, the difference in horsepower and torque readings between good gas and pump gas measured only a slight loss of 6.6 percent in horsepower and a minute 3.2 percent drop in torque. That meant that our street-worthy 383 stroker has a legitimate 686 ponies and 671 ft-lbs of torque on tap, on drive-through 92-octane junk fuel.

As for drivability, the peak horse reading was at 5,700, which is where the dyno stopped the test (yup, it was still climbing), while torque peaked at a tractor-like 4,900rpm. This engine, with a maximum of 9.7 pounds of boost, made 504 ft-lbs of torque at 3,100 and was still making 634 ft-lbs at 5,700 when we shut her down. And, the temperature needle never got hotter than 212 degrees F (which is about normal for late-model reverse-cooling LT1s).

In summary, this engine may have more horsepower than most of us will ever be able to use on the street. But, for the cost of good parts and the ATI D-1 Procharger, you can have a bona fide 700-horse street engine that is tame enough to sit in traffic or wild enough to propel its nearly two-ton carriage down the quarter-mile in the 10-second zone. That part of our project still remains to be seen. But stay tuned-in the coming months we will attempt to swap out our donor car's original low-mileage LT1 and stab in this potent 383 stroker in its place.

Hot Box
I'm a hot rodder to the core, but as most of you know, my roots are in high-winding small-blocks with carburetors and solid-lifter roller cams, not electronics and fuel injection. I don't profess to know a lot about the computer controllers that can wring out the most power from today's EFI machines. Sequential port fuel injection; bank-to-bank firing, individual cylinder timing. It all sounds like space-age jargon to me. But with the help of BDS's Craig Railsback and the Federal-Mogul Speed-Pro C-Com electronic engine management control system, I'm learning.

First, the C-Com software is designed for those wishing to have the most control over their EFI machines. It's designed for competition, not to circumvent the factory OBD-11 computer for street use. The C-Com allows the engine tuner to choose what sort of fuel-injection control best suits the conditions. Two systems are available.

First, for most applications, the Bank-To-Bank system is perfect. This controller fires half of the engine's injectors each 180 degrees of crankshaft rotation. This gives the engine improved fuel delivery and performance, and, for street applications, better driveability. This system is ideal for converting an engine from a carburetor to EFI. Other items that this system can control are the idle air, fan, fuel pump, single-stage nitrous, and program knock retard. A wide-band O2 sensor for closed-loop can also be used. And, it can be upgraded to the Sequential system, if the need arises.

The Sequential Electronic Fuel Injection system was designed for the ultimate in power production and tuning. It uses technology that will individually fire each injector for optimizing fuel delivery. It can also be equipped with options that allow for individual cylinder fuel/timing, and will facilitate adding a two-stage nitrous setup.

Both systems can be individually programmed by using a PC-based (386 and higher) laptop computer. With this capacity, you can literally program the engine to recognize the special needs of specific cams, superchargers, compression ratios, etc.

In our case, we were able to tell the engine that it needed to have driveability as well as maximum power output. And, when the 383 finds its way into the Camaro's engine bay, if the need arises to add a little more fuel or back the timing off, our PC won't be too far away.

PUMP GAS
RPM TORQUE HP
3,000 490.8 283.3
3,100 504 298.5
3,200 511 311.2
3,300 521 328.1
3,400 530 342.6
3,500 540 360.5
3,600 548 375.2
3,700 556 391.7
3,800 568 411.2
3,900 581 432.3
4,000 591 449
4,100 603 471.9
4,200 616 492.7
4,300 624 511
4,400 632 529
4,500 647 554
4,600 659 578
4,700 666 595
4,800 669 611
4,900 671 625
5,000 670 638
5,100 670 651
5,200 668 660
5,300 665 672
5,400 658 676
5,500 651 682
5,600 643 685
5,700 634 686
SOURCES
ATI ProCharger
14801 W. 114th Terr.
Lenexa
KS  66215
913-338-2886
www.procharger.com
Tilton Engineering
P.O. Box 1787
25 Easy St.
Buellton
CA  93427
Arizona Speed and Marine
6313 W. Commonwealth
Chandler
AZ  85226
Extrude Hone
1 Industry Blvd.
Irwin
PA  15642
8-00/-613-1065
www.extrudehone.com
Carbon Components
223 17th St.
Huntington Beach
CA  92548
Titan
13001 Tree Ranch Rd.
Ojai
CA  93023
CNC Cylinder Heads
727-527-8866
www.cncheads.com
GM Performance Parts
www.gmperformanceparts.com
McLeod
1600 Sierra Madre Cir.
Placentia
CA  92870
Manley
1960 Swarthmore Ave.
Lakewood
NJ  08701
7-32/-905-3366
www.manleyperformance .com
Billet Fabrication
649-F Easy Street, Dept MMFF
Simi Valley
CA  93065
Aeromotive Systems
218 W. 74th St.
Kansas City
MO  64114
MSD
El Paso
TX  79936
915-857-5200
www.msdignition.com
ARP
531 Spectrum Circle
Oxnard
CA  93030
805-278-7223
Pro Gram Engineering
P.O. Box 472
Barberton
OH  44203
Crane Cams
530 Fentress Blvd.
Daytona Beach
FL  32114
3-86/-252-1151
N/A
www.cranecams.com
SRP
714-898-9764
www.srp.com
Childs & Albert
24849 Anza Drive
Valencia
CA  91355
www.childs-albert.com
Beck Racing Engines
21616 N. Central Ave., Suite 1
Phoenix
AZ  85024
Federal Mogul/Fel-Pro
26555 Northwestern Hwy.
Southfield
MI  48034
Vrbancic Bros. Racing
N/A
customcarbs.com
Cola Performance Products
19122 S. Santa Fe Ave.
Rancho Dominguez
CA  90021
Tpis
4255 County Rd. 10 East
Chaska
MN  55318
Cloyes
P.O. Box 287
Paris
AR  72855
Airflow Research
28611 W. Industry Dr.
Valencia
CA  91355
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