We Built A 383 Stroker TORQUE BEAST To Replace Our Customer’s JUNK 327! 

8802 fuel tank sealant is a whole different animal

Been there done that

Hate working on wet wings. Retired now

Did not mind too much working with 8802. Digging out the old sealer was the real problem. I was a A&P for 45 years.

😊Repaired a gas tank with jb weld once on a homebuilt. Stopped dripping on my knee for about a month. Then sent it to a shop to reweld.

Who cares

No! They're just cheap!

@@frankc1430 you evidently have never been around very many farms , because i have yet to meet any sort of farmer who is cheap ,, i don't know any farmer who has a shop and mechanics on call to fix broken equipment ,, the mechanic IS the the farmer ,, and nearly every farm i have worked for has a shop of their own of some sort

@@wildcoyote34 I live in the middle of a farming community! I know a lot of farmers! Anything else you want to know?

@@frankc1430 Yes, we are cheap bastards

This can also be an indication of head flow being a limiting factor.

They called it a torque beast aiming for easy smoky burnouts. I think they nailed exactly what customer wanted and I bet more.

Well balanced, maintains its momentum. Immediate falloff = poorly balanced.

That's not how it works at all. Your generic drop off point does not reference specific rpm, or cylinder head flow characteristics. Most RU-vid Dyno videos are race engine oriented, where the cam is intended to make peak power just before the limitations in cylinder head flow and valve train stability. The majority of Chevy 383 Dyno pulls for this reason would end at 7,500 rpm+ 383's like to rev. And BOTH hp and tq would be up substantially throughout the curve and as long as there is a reasonable margin between max HP and valve float, then all is right with the world. For a street engine this has a really nice fat curve right where it'll be useable. And it'll still do a reasonable job on track. Street and track are opposite sides of the coin. Here's the first 383 dyno video RU-vid recommended after this video, ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-aTr50crxxdg.htmlsi=NCAnV66cB43G6svO comparing the two this has a peakier HP curve and more drop off but wider HP curve making over 522 hp from 5300 rpm to 6800 rpm with a max of 554 HP at 5900 rpm, and 500+ HP from 5000 rpm through 7300 rpm, and 500+ tq from 3500 rpm through 5900 rpm, this was dynoed with a 750 cfm VACUUM secondary carb. The head flow is 5cc more on this head. Probably the main difference is in cam choice. Area under the curve says this build would be faster on track everything else being equal. But again for some reason JAM didn't Dyno beyond 6000 rpm so who knows where the HP drops off. I'd be happy with either in a street vehicle that sees a drag strip often.

@@truracer20 383's like to rev? The traditional 4" bore, 3.750 stroke??

To be fair, shutting down an entire highway with a 36 tired trailer behind a track job at 6.30am is really impolite.

Where I live, the roads are so narrow that everything blocks the road.

The keys to this build are the good cylinder heads, correct compression and enough valve overlap. The supporting equipment also has to be up to the task. With a tighter lobe centerline angle (107° would be better) this combination would have made even more torque.

@@Joshie2256 They should have used a single plain intake on it

@OneIssueVoter No, he does have a 522HP engine. See the difference between engine horsepower & wheel horsepower.

​@@Bill-xc8leno they shouldn't use a single plane. They are looking for low end torque.

​@OneIssueVoteryou are wrong my friend.

agreed, a single plane intake works better, and for a chevy, finding a "street" intake manifold should be easier than other brands.

I remember this from engine masters a while ago. On the most recent sniper episode I'm surprised they didn't note that.

This manifold has the notch in the divider. The issues mentioned in this video with the EFI were strictly user error due to us not having proper O2 sensor placement. The similarities in the dyno results between the Fitech EFI and the Edelbrock 750 reassure me that the Fitech was working as intended on the second day, and with further time to allow the unit to self tune (and the ability to make parameter changes for further tuning) it will likely continue to outperform the carb. For those who feel we should have went with a single plane intake; this is a street engine, not a race engine. We're hopeful the customer will be conscious of the fact that the higher RPM this engine is run, the wear on components increases dramatically and as such, the life of the engine decreases dramatically. With that considered, we felt the dual plane manifold would put us exactly where we wanted our power range to be. In a perfect world with unlimited time and funds, it would be great to test multiple different manifold options and make an educated decision based on the goals of the engine from there.

@@JAMSIONLINE yeah I know, just wanted to put the manifold thing out there into the ether, the manifold thing can be a nightmare for the unsuspecting. Felt like a good place to put that out there. That's a fantastic build BTW! I should have said so!! Sorry!

@@Drmcclung no, I absolutely appreciate the comment and the information for other viewers! :) Just offering some more clarification everyone lol

Was it me, or could you see the angle difference of the intake and head?

I've seen that quite often, and I wonder if the different manufacturers have different ideas of 90° angle...

I was thinking along those lines myself but don’t have much personal experience to go on.

If you deck the block doesn’t that change the geometry of the intake angle ? That would explain why it leaks on just one side. I always let the silicone firm up with the parts lightly assembled so that it compresses rather than pushes out when it’s torqued.

@@bluecollar58 Exactly. Depending on the amount of material removed from the deck and/or cylinder head surface, not to mention the aftermarket manifold, the fit needs to be checked of the intake manifold to the block and heads. Usually the bottom of the intake that meets the wall of China has to have some material shaved off. It can't be too tight against the block or the sealer will squish out and not seal.

A real polluter. Atta boy.

​@@lamarw7757go mow some grass with your electric lawn mower. You're on the wrong channel here.

i use the negative pressure trick to keep from getting oil on me when changing oil

Heh, that video would last a lifetime

Or ticked. If it was my engine I'd paid a bunch of money for ..I'd want that pulled and resealed properly especially if it's in a performance application.

​@@Boga217In what way was it not sealed? You'd be happy to pay for taking off the manifold, applying sealant and re-assembling to achieve the same result. If I was the customer I would applaud the intelligent solution that was employed.

@@johncrowley5612 it was sealed but not well. If you have to inject new sealant onto old new it is one more connection that can leak. So I never said it wasn't sealed..it just was not done properly the first time by his son who admittedly is not an expert by his own words. And as a customer I shouldn't have to pay you more to do your job properly second time.

As the customer I would download the video so when it leaks I can make him fix it right again. His dad's cheap and doesn't want to waste time/labor money to tear down again, clean it, apply proper amount of sealant and reassemble.

@@Boga217 If you'd watched the video it was clearly stated that in the event of it leaking in future they'd help the customer out.

The system has limp mode safeguards just like a stock ECU.

😂😂

I thought the dyno was on pikes peak. 30% correction factor seems like an extreme amount unless it was like 130deg too. I would have figured 10% a more honest correction for 5000ft elevation.