Blown 383 Stroker Has Trouble on the Dyno, What Happened? - Engine Power S7, E4

We had big plans for our small block Chevy, but then this

happened

. What was it? That's disgusting. This

happened

. This little small block Chevy has gotten a lot of time here in terms of

engine

power

. It has been affected by four technical councils and multiple stages. It was built where it made more and more

power

every time we bolted it to the

dyno

. It's now been claimed by a couple of Johnny-come-lately's we work with every day here at Powernation stores. Now they had something specific in mind. I listened, sat down and ordered the parts to take this small block 383 to the next level and now you can hear the reasons behind it and

what

vehicle it goes on.

I'm here with Jeremy and Jimmy from Carcass and they're going to tell us about the project that this

engine

is going into, how it all came about. It started life as an 84-ton ex-Chevy military truck and was extremely slow, so we needed to add a lot of horsepower. This is an engine. In fact, you've seen it before. This is a 2.0 rear 383 that ran great naturally aspirated, but

what

's in it now? What type of engine? It's a very tired non-turbo 6.2 liter diesel, it only makes 130 horsepower and we have to step it up. It sure is some kind of dog, well this is an old school blower, these are one of my favorite things to build, not just for you, just because they work well, but visually they look amazing, yeah, and everything What we're looking for is something that's going to stick out of the hood and really catch people's attention and that's definitely going to do that.

I haven't ordered a large front face and headstock since the early end, so it will stick out quite nicely, yes, and that's the look we're going for. We sure want a life size Hot Wheels car, well you know we've been doing this lately, when everything is ready you have to go down and run the

dyno

, you've used the dyno before, but let's put them behind of the controls and pull the lever on this thing. Like, what are you guys thinking about the power of this thing? This is not our stadium at all, this is their stadium, so know that we are thinking seven and seven hundred pounds on us.

You have to be careful because it's a stock block, it has an stock man cap that has bolts on it, but you know, it's a stock block, so with our pulley situation we can change them so we can overdrive or underdrive. blower, so we have some options, okay, as long as it starts with a six, how about that? Well it's easy so we can run it until it removes the parts so but we're not going to do that it's going to be a fun project we can't wait to see this work yeah we can't wait to go down and press the lever a bit, we'll see in a couple of days, that's good, it will be ready for you with a good plan we can start the transformation on this small block, now a lot of pieces have to be removed for all the new things to be installed and I'm not going to stay there and bore them by removing a distributor.

I'm sure they would do it a lot. I'd rather check this out the last time we had this bullet on the dyno it had a single manifold and a 4150 carburetor. We ran the poles from 4500 to 6800 rpm and it made 561 horsepower at 6700 rpm and 491 lbs. ft of torque at 5100 rpm, that's why in the 671 positive displacement supercharger kit for a small block Chevy, the housing has been extensively redesigned, but still retains that nostalgic look that makes it perfect for anything from a party dragster to a high-end dragster. Urban construction within the housing is unique to lobe rotors that will provide maximum boost at low rpm.

The housing is CNC machined and its gear sets are matched for precise rotor alignment. The kit is completed with an upper and lower pulley belt tensioner in the form of belt pulleys. and all the hardware to attach it to the supplied pulleys will allow this blower to get around 10 to 12 psi on a small block or five to seven psi if we're on a big block, but keep in mind it's just a pulley change. Far from taking a gas pump motor to an extreme race bullet with the fasteners out of the inlet, we can remove it, but there seems to be a good problem sealing it with Permatex silicone and let's say it's tighter than a Clean the silicone from the porcelain rails with a first gear yoke was also not easy, demonstrating the strength and sealing qualities of proper silicone to remove the water pump balancer cam and remove the two-piece timing cover and the distribution chain. are removed, the valve train comes out next, make sure you keep everything in order so that it comes back on in the same place where it came out of the cam that comes out, it was designed for normal use, it has a standard firing order and gave good power to the new cam.

It's also a custom routine, it's from Comp Cams and it has some interesting specs. It has a space circle of 900,000 like the camera that was removed. The lobe separation is one hundred and sixteen degrees. We chose to have four degrees of advanced terrain because it is a blow-in application. and we want as much torque as possible in the lower rev range, the core was a specially designed 4:7 firing order change application. The duration of the application at 50 thousandths is 250 on the intake and 260 degrees on the exhaust lift in the valve with a 1: 6 is 704 thousand on both the intake and the exhaust, now the timing set is activated again and The cam is graduated, it is a process that requires several special tools that can be picked up at Summit Racing in one kit and is a great addition to any tool collection, the intake centerline came to 112 degrees, 4 degrees advanced just as it we plan, this shows the precision of the personalized grinding of the compositions.

We wanted the supercharger to match the engine block, so we painted it with dupli-color x' grabber green engine enamel. Next up, our biggest 383 achievement, plus we stopped by Trick Flow to check out their new Mopar small-block cylinder head. rockauto.com presents to you firsthand that high compression and forced induction engines are especially hard on head gaskets. SCE gaskets offer two solutions Vulcan cut ring head gaskets feature composite bodies with flexible perforated metal core to eliminate coolant and oil leaks. Stainless steel rings grip and bite into the cylinder head for a tight fit to maintain combustion pressure in the cylinders.

No sealants or machining required. Vulcan cut ring head gaskets are rated for a static compression ratio of 16 to 1 35 pounds of boost and up to 250 ml nitrous oxide horsepower. SGS head gaskets are multi-layer steel gaskets with a portion of the plate central folded back on itself essentially doubling its thickness, this evenly distributes the clamping load to the cylinder head maintains pressure within the combustion chamber welcome back as we finish the build of our supercharged 383 complementing the camshaft our roller lifters Comp Sportsman mechanicals are designed for professional racing and high-level street use. They have an 800 40 mm outside diameter and are available with needle bearings or bronze bushings.

We choose the hub design. They have two pressurized EDM oil feeds and a shallower oil band for added strength. A skirted wheel strengthens the riser lugs and a stake axle eliminates clips and provides excellent axle retention. the pushrods are dropped and the rocker arms go back to the engine and there are stock locations we install them in firing order and set the adjuster to zero lash the rocker arms girls can go on and they are tight they affect the lash settings so Make sure they are in place if you have them, the whip is set cold at 14000 on the intake and 16,000 on the exhaust.

An iron block and aluminum head will increase the whip around 6000 when it reaches a temperature that reaches 20 thousand. on the intake and 22,000 on the exhaust, which is the lash recommended by the camp supplier. Pat is putting some Permatex silicone on the engine so this lower manifold will seal as well as the last one. Now this is for small block Chevy and it will. accept a 671 or 871 blower now just note that this will not work on Vortech or fast burning cylinder heads. Now comes the statement maker with a totally different look. Is it a booger or a blower?

We know some will like the Green. and hated by others if you don't like it, because it won't go on your pavement anyway. This is exactly what it is when you put the crankshaft in a cruiser. Perfect, I have to step back and look at it. Do I look like a man? I think we nailed it in the color scheme when you're standing, he's got this really cool little black half bow and then everything else is green. I like it too. There's no point in not trying to do it. something nice, we could have left it natural but it is best to drill the blower bolts out of aluminum and for good reason if the engine has unwanted backfire the bolts will be sheared allowing the blower to lift slightly off the manifold, which will allow pressure to be released this will potentially eliminate the possibility of damaging the blower rotors or in case it is an additional safety in addition to the breaker plate, the carburetor mounting plate continues below, it is configured for based carburetors ​​On 240 150, two pulleys are included in the kit and can be used for overdrive or underdrive of the blower.

We'll use the pulley locations that produce the most boost, which is 10 to 12 pounds with 11 percent overdrive. Next, engineering and construction of the new mph. Our Trick Flow cylinder head specialties sum up their mission with the motto Ultimate Bolt on Performance for over 30 years they have designed and manufactured cylinder heads, intake manifolds and engine accessories with a focus on high performance at an affordable price. The first step is engineering using advanced solid modeling software. The cylinder heads receive modifications such as new port valve angles and combustion chambers and relocated spark plugs, the runners and combustion chambers are designed first as they are the most critical area for air flow, the rest of the cylinder head is designed Based on this port configuration throughout the process, the cylinder heads are scanned with a laser creating a precision 3D model using thousands of data points.

Digital scanning allows engineers to measure ahead in five to six hours instead of 30. or more, simply put, the time saved reduces development cost and gives engineers more time to focus on their main task. The goal is to improve the engine parts. One of Trick Flo's latest designs is the 190-cylinder power-ported cylinder head for Mopar small-blocks. A unique feature of this head is the modified pushrod location which allows the head to fit LA and Magnum engines with flat tappet or hydraulic roller cams, additionally, accessory holes have been drilled into the cylinder head for the types. of LA and Magnum engines.

Cheats Flow Manager Mike Downs showed us how the power port cylinder head goes from an aluminum casting to a finished cylinder head. What we have here is the aluminum casting, this is the first part of our manufacturing process, this is how we get the casting from the foundry, so what you have here is after the first machining operation, what we are doing is remove about 7 pounds of balloon to get it. to a point where it's actually ready to be ported and then made into a final piece, now that it weighs quite a bit you know a lot of people are interested in where the castings come from because of the quality and material of where they are made.

It's melted. All our castings are of national origin. We do not leave the United States for any of our castings, so yes, we try to have everything made in the USA. A blank casting is placed on Makino's four-axis CNC machine. Large quantities of material are extracted. It is precisely removed from the ends of the head to start the process. The machining fluid keeps the part cool and lubricates the cutter, preventing metal chips from accumulating in the cutting head. The smaller bits cut the gimmick flow logo on the head and drill and tap the head. accessory holes, well, at this point it's starting to look more like a cylinder head.

I see you did a few more things, tell us what we do at this point, so what we did after we machined it in Makino, we took it and added seats and guides, so now it's ready to be ported because as you can see right now, the camera The combustion chamber is not finished and the intake and exhaust runners are not yet finished. These particular ones have a multi-size one size chamber or a one size chamber. runnerintake and exhaust ok, very good, a 5 axis CNC mill does the job, the cutting head moves and rotates while the cylinder head rotates shaping the port to exact specifications.

Trick Flow offers four levels of performance depending on your horsepower and budget needs, ranging from a standard called faster casting to fully CNC runners and machine chambers with a high-resolution surface for maximum airflow, the 190 power port is Street Ported the third level of performance with fully CNC runners and cams along with a standard resolution finish now we are on to one of my favorite parts of the operation, the valve job, yes this is the final step in the cylinder head machining process. This is where the final cuts are made to the valve seats, the cylinder head will be washed and ready for finishing.

Well, I find the assembly very interesting because it is still done by hand. We can control both the depth and the vibration or the finish of the seat surface. In this way, Trick Flow uses its own custom multi-angle cutters to optimize airflow for your port designs by making the seats concentric ensures proper valve seal, which is essential for generating horsepower. Final assembly is done by hand. An experienced technician installs the valves and checks the spring height, then installs the spring retainers and locks as he works. Kurtis examines the head. For any defect, despite all the benefits of industrial technology, there is still no replacement for an experienced professional who gave the cylinder one last quality control trick.

Flo has designed a matching intake manifold for the Mopar S small block and we were able to take a look at some of the hardware that the original mold used to create the intake, so what we have here is something that most people He can not see. This is actually our Mopar small block intake manifold. We show the head. We show the entire process. of that, this is actually the manifold that goes with that cylinder head and then what we have here are the casting tools that are used to make that aluminum casting and then here are core pieces that as you can see are built like a puzzle, so you have your poking areas where they would be, that's right, everywhere here where you see the air is full of sand when the aluminum is poured in and then they put it through a vibrating process and break up all the sand and you.

We are left with a good casting now this is one of one yes this is our only group so you guard it very closely yes we do the quality of the casting I mean this looks like just a small amount of machining and it's ready to go that's right and we are very fortunate to work with limits that produce high quality parts that meet our strict visual standards and our strict quality standards. Very cool, these Mopar guys are from the Mekong. I hope so, the PowerPort 190 stock promises high performance and meets its expectations. internal dyno, the 360 ​​cubic inch engine made 499 horsepower at 6200 rpm and 457 pound-feet of torque at 4900 rpm, that's what people are looking for, they want to see their flow numbers and they want to see their Energy efficiency. that's what they're paying for, so really this is the culmination of all the design, all the engineering, all the documents, all the manufacturing, we put it all together here to show our customer that we're delivering maximum performance.

Then what started as a dyno session ended as a post-mortem. powernation is brought to you by rockauto.com but today this happened, what was that? That sucks, that happened, we had an oil spill. I didn't hear anything audible, oh no, but it went off. There's a lot of oil in the front of the engine, it comes back up, look at that right there, that's what's supposed to be empty because it has an evacuation center, that's bad, bad, air, fuel, it was good , we heard something stop. number three, you know there it is, it has pressure in a crankcase, that's not a good port within 400 rpm, we go up to 2.2 oh, I know, I think we heard it, let's see it, I think we heard it, it started like any other another day. finishing the last details of the engine but well you know the rest when things go wrong in the dining room there are a couple of things that happen first some vulgar language second some throwing tool third when you look out the window you see dollar The bills are on fire now, Either way, the engine will have to be repaired and that is exactly what we will do an autopsy on the engine, so to speak, and it is really not surprising that this engine has finally given up the ghost.

This has been severe abuse. our R&D engine, over 300 camshaft dyno tests, intake manifold tests, nitrous tests and now a supercharger, so we're going to take it apart and see what happened. Wow, I was going to come down here to see what kind of numbers the old mule was putting up. down, but this doesn't look good, it worked fine until it stopped working. Now it looks like we've had a little problem and as we take it apart we see that number five has a bunch of aluminum in it, the plug is a little bit on the warped side, yeah all that silver, wow that's aluminum.

The interesting thing is that none of the other plugs look bad at all and with an air-fuel ratio of 12 to 212 four wasn't too lean, so we're tearing it apart scientifically and very, very thoroughly to see what's going on. Well, this isn't the first power add-on you guys had on this thing, no, not at all, this thing has been abused, it's the little guy's original engine, no, but we built it. Yeah, the '62 went through Mike and Pat's burnout contest, it went through different tests with manifold cam cylinder heads and then the last time we ran it before this it was on nitrous and it made 720 horsepower, so we were whipping a little bit for the blocked stock, you know, small block Chevy and we may have heard it, so what happens is that with a high cycle time, a lot of heat is added, which happens on the part top of the piston is annealed and what happened is it became soft and I'm not saying that's what happened, it's that you didn't have the cylinder heads off, but it looks like it burned the LAN ring or burned a hole in the center of a piston so well that I'm sure it should work fantastic when you make it. guys you're done and we have some time so when you're done let me know we're coming back down because I want to hear it work and I want to see it work because that blower pulley and the belt is absolutely amazing to look at it was a chance to put some parts on it new.

You know, you try to be a hero and you end up with zero sometimes, so that's what happened here, so we'll do it, we'll get our heads together. I'll go and grab them so you can see the damage, yeah, sure, and we'll need a lot of help scraping and packing and stuff like that, so if you're available, yeah, I've got some, so you guys don't do it. I don't even have a watch on, no it's okay just let me know when you're done, without any help from Jeremy we started to take the engine apart and it didn't take long to find the problem.

That's where we cook it. its exactly what i thought happened look at all the condition of all the other pistons look at the burn everything is fine everything looks good if you miss the tune up Roach will ever eat them all yes and so he did who knows what happened there okay so the parts let's go ahead and get the main and rod bearings we need to set up the pistons we need gaskets yeah we need a blower gasket and that's it there's another machine working on that we're there to find out more about everything seen.

On today's show, visit powernation tv.com.