StrokerEngine.com

 

Dyno tests are examples not Stroker Engine claims.

 

The following are links to pages show power output levels for various products.
I include them to help you understand how to choose appropriate components that will work well together.


Below these links are a few parts combination tested by their manufacturers to produce various horsepower and torque levels.
By studding these comparisons will help you to see the results of camshaft durations, and intake port sizes.

Making power is a result of physics not "black magic".
High horsepower engine will require higher RPM and more efficient airflow.
This may result in a rougher idle and less vacuum than you are prepared to live with.

For the average high performance street engine 400 to 450 horsepower and torque is very obtainable.
Engine that must pass a smog emissions test will be limited to the level of horsepower they can produce.

500 plus horsepower engines can work well enough on the street,
but be prepared to lower your rear end ratio and give up some gas mileage.

There is a major transition point for camshaft duration at over 230 degrees @ .050" lift.
Longer durations will begin to dramatically reduce idle quality, vacuum
and will require a high stall speed torque converter.

When considering camshaft manufacturer's torque converter recommendations,
keep in mind they are assuming you are wanting the fastest possible launch
and full utilization of engine power. This is really for drag racing with good traction.

On the street tire spin usually spoils this type of launch.
Further you will not likely want to leave at full throttle everything you leave a traffic light.
As such choosing a lower than recommend stall speed might make the car more street friendly.

Higher stall converter have a "sloppy" feel to them below the stall speed.
This means if you are cruising at an RPM below the stall speed,
your converter will not feel locked up.
This "feeling" is a personal preference,
so please keep this in mind when choosing both the camshaft and torque converter.


A camshaft with more than 240 duration @ .050" lift will require a faster idle,
less vacuum for the power brakes and maybe difficult to "hold on the line".
However it is the key to making over 450 horsepower.

You must decide what is more important to you,
maximum horsepower at a higher RPM or more friendly drivability.
A really long duration cam may require your shifting into neutral at a long traffic light stop.

As you look over the performance comparisons in this site,
and other engine supply sites, keep in mind this "general rule of thumb".
Greater horsepower requires greater airflow.
More torque requires faster airflow.
Finding the right balance is what building your perfect engine is all about.
A high horsepower motor is more difficult to drive on the street.

A slight exception to this rule is obtain by using better heads.
Although I don't like to promote one head manufacturer over another,
it does become apparent by looking at the number sbelow, that
Air Flow Research (AFR) Heads do produce more horsepower
and torque with a similar camshaft than do the others found in this site.

Should you choose to use AFR Heads, bare in mind that AFR are a
small company with a big reputation. They are hard press to keep
up with all the orders they receive. Therefore please be prepared
to wait approximately 8 weeks for your heads to arrive.

By ordering these heads first I can complete your engine order very
shortly after these heads arrive.

As always I am here to help, and consultation is free.

See Dyno Testing the SBC

Technical Articles 

Bored & Stroked

 SEE BLOCK DECK HEIGHT TABLES

 

 BKR7E is 1283

 http://www.corvettefever.com/techarticles/153_0503w_spark_plug_basics/index.html

Big performance in a little package.
These NGK V-Power spark plugs offer economical performance for nearly any automotive application, and are the only plugs with NGK's V-Groove technology. They enhance ignitability, lower the voltage requirement of ignition systems, and have strong anti-fouling characteristics, while improving fuel mileage and acceleration performance. The V-Power plugs also are highly durable against electrical and chemical wear, making them a long-life replacement plug. Because of the V-Groove, the spark occurs at the edge of the center electrode. So heat is not absorbed by the electrode itself. This allows the flame kernel to expand quickly and efficiently for a complete burn and great performance.

The plugs used by winning racers.
These G-Power Platinum spark plugs deliver the power and quality you expect from NGK. The fine pure platinum electrode tip remains virtually unchanged and reaches self-cleaning temperatures to deliver longer durability and optimum performance. Compared to conventional plugs, G-Power delivers better starts, superior acceleration and greater fuel economy.

These NGK Iridium IX spark plugs feature an ultra fine center electrode that's designed not too thin to ensure maximum durability and life of the spark plug and not too thick for an accurate and consistent spark. They represent the ultimate evolution of spark plug technology and performance. Iridium is significantly stronger than any metal used in spark plugs today. It's the hardest metal used (in fact, iridium is 6 times harder than platinum) which has allowed NGK engineers to design an ultra fine center electrode reducing the voltage requirement for spark.  

 

 

How to Select and Service Spark Plugs Click Here 

Racing Spark Plug Cross Reference Chart

 

 

Autolite Racing PN
Champion
PN
NGK
PN
NGK Stock Number
AR12 RV9YC R5674-7 3535 
AR13 RV9YC R5674-6 4449 
AR23 RV9YC BPR6FS 2623 
AR24 RV12YC BPR6FS 2623 
AR25 RV15YC4 UR4 6630 
AR32 RF9YC AP8FS 2227 
AR33 RF9YC AP7FS 2127 
AR50 N59YD R5672A-10 3395 
AR51 N61YD/N6YC R5672A-9 7405 
AR52 N63YD/N7YC R5672A-8 6564 
AR53 N9YC BP6ES 7333 
AR72 J12YC R5670-7 2891 
AR73 J12YC R5670-6 6659 
AR74 J12YC R5670-6 6659 
AR92 S57YC R5724-10 7993 
AR93 S59YC R5724-9 6434 
AR94 S61YC R5724-8 4175 
AR103 RS9YC BPR6EFS/TR6 3623 
RF10C AR6FS 3323 
AR131 V55C R5673-10 4050 
AR132 V57C R5673-9 3442 
AR133 V59C R5673-8 3249 
AR134 V63C R5673-8 3249 
AR135 V63C R5673-7 4367 
RV8C R5673-6 4256 
N3C R5671A-7 4091 
AR472 S57C B9EFS 1085 
AR473 S59C B9EFS 1085 
AR474 S61C B8EFS 1049 
AR764 RS12YC TR5 2238 
AR2592 C59 R5671A-10 5820 
AR2593 C61 R5671A-9 5238 
AR2594 N2C B9ES 2611 
AR3910 C59YC R5672A-9 7405 
AR3911 C61YC R5672A-8 7173 
AR3923 RC9YC BKR6E 6962 
AR3924 RC12YC FR5 7373 
AR3931 C55C R5671A-11 6596 
AR3932 C57CX R5671A-10 5820 
AR3933 C59CX R5671A-9 5238 
AR3934 C61CX R5671A-8 4554 
AR3935 C63C R5671A-7 4091 
L87YC BP6HS 7331 
       

AC Delco to NGK Cross Reference

AC
DELCO
NGK
PN
NGK Stock
Number
40TS R5674-7 5034
41XL R5671A-8 4554
42S R5670-6 2746
42TS R5674-6 4449
436T R5673-9 3442
436TS R5674-9 6468
436XLS R5672A-9 7405
438T R5673-8 3249
438TS R5674-8 5657
438XLS R5672A-8 7173
43S R5670-6 2746
43TS R5674-6 4449
440T R5673-7 2817
440XLS R5672A-8 7173
44S R5670-5 2298
45S R5670-5 2298
46S R5670-5 2298
C44S R5670-5 2298
M43S R5670-6 2746
M90 R5670-9 3913
MR41T R5673-8 3249
R42S R5670-6 2746
R43S R5670-6 2746
S40XL R5671A-10 5820
S41XL R5671A-9 5238

 

 

 

AN Size

Hose Size

Thread Size

-3 3/16 3/8-24 SAE
-4 1/4 7/16-20 SAE
-6 3/8 9/16-18 SAE
-8 1/2 3/4-16 SAE
-10 5/8 7/8-14 SAE
-12 3/4 1-1/16 SAE
-16 1 1-5/16 SAE
-20 1-1/4 1-5/8 SAE
 

 

 

 

 

 Let's Talk about Rod Lengths Click Here

Camshaft Talk

Torque Equivalencies

Inch pound
in-lb.

Approximate
Foot pound
ft-lbs

Approximate Newton Meter
Nm

10

0.8

1.1

20

1.7

2.3

30

2.5

3.4

40

3.3

4.5

50

4.2

5.6

60

5.0

6.8

70

5.8

7.9

80

6.7

9.0

90

7.5

10.2

100

8.3

11.3

110

9.2

12.4

120

10.0

13.6

130

10.8

14.7

140

11.7

15.8

150

12.5

16.9

160

13.3

18.1

170

14.2

19.2

180

15.0

20.3

190

15.8

21.5

200

16.7

22.6

210

17.5

23.7

220

18.3

24.9

230

19.2

26.0

240

20.0

27.1

250

20.8

28.2

260

21.7

29.4

270

22.5

30.5

280

23.3

31.6

290

24.2

32.8

300

25.0

33.9

310

25.8

35.0

320

26.7

36.2

330

27.5

37.3

340

28.3

38.4

350

29.2

39.5

360

30.0

40.7

370

30.8

41.8

380

31.7

42.9

390

32.5

44.1

400

33.3

45.2

410

34.2

46.3

420

35.0

47.5

430

35.8

48.6

440

36.7

49.7

450

37.5

50.8

 

Formulas for converting other torque designations into inch pounds (in-lb.).

in-lb. = ft-lb. × 12
in-lb. = Nm × 8.851
in-lb. = kgf-cm / 1.15

 $350 Classic Performance 12 Volt Electric Vacuum Pump KitsNo vacuum? No Problem.
These Classic Performance 12 volt electric vacuum pump kits are designed to produce the vacuum that is required to operate power brakes. They mount inline between the intake manifold and the power booster. The pumps are internally regulated to turn on when vacuum drops below 15 in. of vacuum, and to shut off once it reaches 25 in. of vacuum. These kits include the vacuum pump, vacuum hose, and all necessary mounting hardware.

Octane Ratings:

The octane rating is the most important characteristic of gasoline (petrol) and other fuels used in spark-ignition internal combustion engines. It is a measure of how resistant the fuel is to premature detonation (knocking). It is measured relative to a mixture of 2,2,4-trimethylpentane (an isomer of octane) and n-heptane. So an 87-octane gasoline has the same knock resistance as a mixture of 87% isooctane and 13% n-heptane. A complementary standard for diesel fuel is the cetane number.

The most common type of octane rating worldwide is the Research Octane Number (RON). RON is determined by running the fuel through a specific test engine with a variable compression ratio under controlled conditions, and comparing these results with those for mixtures of isooctane and n-heptane.

There is another type of octane rating, called Motor Octane Number (MON), which is a better measure of how the fuel behaves when under load. MON testing uses a similar test engine to that used in RON testing, but with a preheated fuel mixture, a higher engine speed, and variable ignition timing to further stress the fuel's knock resistance.

Depending on the composition of the fuel, the MON of a modern gasoline will be about 8 to 10 points lower than the RON. Normally fuel specifications require both a minimum RON and a minimum MON.

In most countries (including all of Europe Australia New Zealand) the "headline" octane that would be shown on the pump is the RON, but in the United States and some other countries the headline number is the average of the RON and the MON, sometimes called the Anti-Knock Index (AKI), Road Octane Number (RdON), Pump Octane Number (PON), or (R+M)/2.

Because of the 10 point difference noted above, this means that the octane in the United States will be about 4 to 5 points lower than the same fuel elsewhere: 87 octane fuel, the "normal" gasoline in the US and Canada, would be 91 in Europe.

Iron Heads US 91 octane 9.5:1 max CR Aluminum Heads 10.5:1 Max Cr

Stroker Engine has been know to push these numbers.

 

More on the subject

 

 

Cylinder Heads

http://www.bob2000.com/carb.htm 

TrickFlow Dyno Proven Combos

Edelbrock Dyno Proven Combos

Edelbrock EFI Dyno Proven Combos

Holley SystaMax II Dyno Proven Combo

COMPETITION CAMS DYNO CHARTS

COMPARING SBC CYLINDER HEADS

COMPARING BBC CYLINDER HEADS

Quick Review Of 383 Combos

 

109 Small Block ChevyDyno tests

Page 1   Page 2    Page 3     Page 4   Page 5

 

 Dyno Testing the SBC

Balancing Machines

 

  ENGINE WEIGHTS

Chevy small block V8    575         (generic for '60s-'70s motors)
Chevy small block V8    535     (1) ('59 Corvette 283 w/alum. intake)
Chevy small block LS1   460     (185)
Chevy 5.7 industrial V8 434     (182) '99 iron long block w/water pump only
Chevy LT-5 DOHC 5.7     600     (122)
Chevy L98 5.7 V8        600     (122)
Chevy V8 348/409        620     (1)
Chevy V8 348/408        655     (83)
Chevy big block V8      685         Mark IV
Chevy big block V8      ---         Mark V
Chevy 396 BB            610     (235) iron heads, alum. wp and intake, no acc.
Chevy 454               675     (10)
Chevy 7.4L V8           656     (183) iron, no intake, exh, carb, starter
Chevy 427 ZL-1          550     (35) all-aluminum, "20# lighter than SB"
Chevy 6.5L Diesel V8    644     (183)
Chevy 400 SB            470     (235) aluminum heads and intake, no acc. or wp
 
Chevy LS flexplate     460  Flywheel 490
Chevy LQ style           540
LSX block  225


Ford flathead V8        616     (241) "complete with clutch and gearbox"
Ford Cosworth DFV       353     (2) (racing engine, DOHC, 3.0L)
Ford 255 Windsor        468     (4)
Ford 289/302 V8         460     (168) (late 5.0s are a bit lighter)
Ford 221-302W           460     (48)
Ford Indy 255 pushrod   360     (120) all aluminum, 1963
Ford Indy 255 DOHC      400     (120) 1964, later known as Foyt Coyote V8
Ford 5.0 V8             450     (109)
Ford 5.0 V8             411     (171) 89 Mustang 5.0 GT (dry) inc: manifold,
                                      carb(?), headers and alternator.  Not
                                      inc: starter, smog pump, power steering
                                      pump, AC compressor, flywheel
Ford BOSS 302           500     (48)
Ford 351 Cleveland      550     (48) (includes BOSS and Australian 302-C)
Ford 351 Windsor        510
Ford 351 Windsor        525     (48) (168)
Ford 351M-400           575     (48)
Ford Y block V8         625         (272-312 CID)
Ford FE big block       650         (332-428 CID)
Ford FE big block       670     (1) ('59 352 CID)
Ford FE                 625     (48)
Ford 427 SOHC           680     (48)
Ford 429/460 V8         640
Ford 429-460            720     (48)
Ford 460 V8             720     (10)

Mopar Slant Six         475
Mopar 273-340 "A" V8    525
Mopar 360 "A"           550
Mopar 361-383-400 V8    620     (5)
Mopar 413-426W-440 V8   670     (5) (10)
Mopar Street Hemi       765         (690 bare)

 

Click For More Dyno Testing

http://www.piratesofhorsepower.com/

Racing Articles

http://www.tmossporting.com/tabid/3104/Default.aspx

 
 

 There are over two hundred pages in this site. Be prepared to use your "BACK BUTTON". 

 

Wondering what horsepower numbers mean for drag racing?

1/

2/

3/ 1/8 Mile & 1/4 Mile ET

Click the above icons for different calculators to compare as they vary in results.  

 

 

Firing Orders

odd-fire animated gif

AMC (most V8 engines): Clockwise 1-8-4-3-6-5-7-2

Buick (most V8 except HEI): Clockwise 1-8-4-3-6-5-7-2

Chevrolet: Clockwise 1-8-4-3-6-5-7-2

Chrysler (including Hemi): Clockwise 1-8-4-3-6-5-7-2

Ford (5.0L HO, 351W, 351M, 351C, 400): Counter-clockwise 1-3-7-2-6-5-4-8

Ford: Counter-clockwise 1-5-4-2-6-3-7-8

Oldsmobile (1967 and up): Counter-clockwise 1-8-4-3-6-5-7-2

Pontiac (most 1955-81 V8 engines): Counter-clockwise 1-8-4-3-6-5-7-2 Note: 307 Pontiac V8 engine rotates clockwise.

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