383 stroker blueprints for 460hp+

I have a 383 stroker im building to throw into my 84' El Camino, but I'm not sure wat kinda power im looking at. This is my set up:
I'm going with Trick Flow® Super 23 Street/Strip Cylinder Heads, edelbrock airgap intake, 650 0r 750 cfm carb, Hedman 13/4" headers,  10.4:1 pistons, and hydraulic roller cam. I still havent decided were I was going to get my 383 stroker kit from cuz i dont got a whole lot. But Is this set up putting me on the right track for 460+ hp? My goal is around 484hp, i'd like your inputs on what else would help me reach my goal. Thankx

Tranny- TH350, later will be a 700r
Rear end- stock for now but will Soon be 3.73 gears  

strokerpilot:
I have a 383 stroker im building to throw into my 84' El Camino, but I'm not sure wat kinda power im looking at. This is my set up:
I'm going with Trick Flow® Super 23 Street/Strip Cylinder Heads, edelbrock airgap intake, 650 0r 750 cfm carb, Hedman 13/4" headers,  10.4:1 pistons, and hydraulic roller cam. I still havent decided were I was going to get my 383 stroker kit from cuz i dont got a whole lot. But Is this set up putting me on the right track for 460+ hp? My goal is around 484hp, i'd like your inputs on what else would help me reach my goal. Thankx

Tranny- TH350, later will be a 700r
Rear end- stock for now but will Soon be 3.73 gears

383 Test Engine Specifications


Type:
Small block Chevy, 383 cubic inches

Compression:
10.1:1 (Trick Flow heads)

Reciprocating Assembly:
Trick Flow 3.750" forged crank and 5.7" forged rods, Keith Black hypereutectic pistons with -12cc dish

Camshaft:
Comp Cams hydraulic roller, 230°/236° duration @ .050, .510"/.520" lift

Rocker Arms:
Trick Flow roller, 1.5 ratio

Induction:
Edelbrock Victor Jr. manifold with Holley 750 cfm double pumper

Ignition:
MSD Billet distributor and 6AL ignition

Exhaust:
Hooker 1 3/4" primary headers, 3" dual exhaust with 2-chamber Flowmaster mufflers


Superflow Tables
Dyno Results as Tested on 383 C.I.D Chevy
Trick Flow 23 Degree Street Heads, 10.1:1 Compression

--------------------------------------------------------------------------------

RPM      Hp     Tq
   
3,000  232.4  406.8
3,500  273.9  411.0
4,000  333.1  437.3
4,500  382.9  446.9
5,000  429.4  451.0
5,500  456.2  435.6
6,000  460.4  403.0
-------------------------------------------------------------------------------

388 Trick Flow Specialties

Al Noe, head honcho at cylinder head manufacturer Trick Flow Specialties. Al's 1967 Chevy Camaro is a fair-weather daily driver that also spends time on the autocross circuit and the drag strip. The F-body has a 388 cubic inch stroker small block that specs out as follows:

350 four-bolt block bored .060 over
3.75 inch stroke Summit Racing forged crank, 5.7 inch Summit Racing H-beam rods
10.4:1 Wiseco flat top pistons
COMP Cams Xtreme Energy hydraulic roller cam (230°/236° duration @ .050, .510/.520 inch lift)
Trick Flow Super 23™ Street/Strip aluminum heads (72cc chambers milled to 70cc, 195cc intake/72cc exhaust runners, 1.460 inch dual valve springs)
Holley Stealth Ram manifold with 1,000 cfm ACCEL throttle body, DFI Gen7 controller, and owner-fabricated cold air intake
Mallory 81 Series dual-magnetic pickup distributor, ACCEL 300+ digital ignition box
On Trick Flow's Superflow dyno, the 388 made a respectable 484 horsepower at 6,000 rpm and 464 foot-pounds of torque at 4,800 rpm. Those are nice numbers for a dual-use small block…but not enough for Mr. Noe.

Al wanted to update the 388 to be more competitive on the autocross circuit while staying as streetable as possible. He came up with three specific goals:

Add approximately 50 to 60 peak horsepower
Ability to rev up to 6,800-7000 rpm to allow autocrossing in second gear (few to no upshifts to third gear)
Reduce low end torque for better low-speed exits from the corners

The basic short block was updated with a Trick Flow Track Max™ hydraulic roller cam (246°/254° duration @ .050, .588 inch lift). The idea of the bigger cam was to build more high-rpm power and bleed off some low-end torque. The Holley/ACCEL EFI system would remain as well (though its limitations would be revealed in testing, as you will soon see).

The big star in the makeover is Trick Flow's newest Gen 1 small block Chevy cylinder head, the Super 23 Race CNC. Here are the specifications:

CNC-ported 230cc intake/78cc exhaust runners
CNC profiled 70cc combustion chambers
2.080/1.600 inch stainless steel valves
1.530 inch dual valve springs rated to .680 inches of valve lift
Assembled with 10 degree locks and titanium retainers, ARP 7/16 inch rocker arm studs, and guideplates
At first glance, the Super 23 Race CNCs look like overkill for the 388. In fact, Trick Flow recommends the heads for engines over 400 cubic inches and pushing 600 horsepower. But remember the plan-more power upstairs, less low-speed torque. The combination of fewer cubic inches, a big cam, and high-flow cylinder heads should meet the criteria quite well.

Test One: Holley Stealth Ram/ACCEL EFI

The 388 was assembled at Trick Flow world headquarters in Tallmadge, Ohio, then strapped to one of the company's Superflow dynos for testing. The engine cranked out 533 horsepower at 6,500 RPM; torque was up by 12 to 476 foot-pounds at 5,200 RPM. Peak power levels shifted upwards by about 500 rpm as well.

Even before the test, Trick Flow engineers knew they were leaving horsepower on the table. The Holley Stealth Ram was restricting airflow-its port openings are shorter than the ports on the Super 23 Race CNC heads. “The height of the (Stealth Ram's) port is limited because of how Holley cast the fuel injector bung into the port," explained Trick Flow's Todd Hodges. “We attempted to port-match the intake manifold to the heads by making the intake's ports as tall as possible, but they still hung down over the cylinder head ports by about 3/16 of an inch. That is not optimal for making maximum power."

Test Two: Edelbrock Super Victor Intake/Holley HP 750 Carburetor

To help the 388 breathe better, Trick Flow replaced the fuel injection with an Edelbrock Super Victor single plane intake and a Holley HP Series 750 cfm carburetor. Designed to build power through 8,500 rpm, the Super Victor's runners extend into the plenum area, increasing the manifold's total volume. That means the Super Victor can handle lots of airflow. Trick Flow port-matched the manifold to the 2.110 x 1.25 inch intake openings on the Super 23 Race CNC cylinder heads.

After completing the intake swap, Trick Flow put the hammer down on the 388. The reward was even more power-565 horsepower at 6,800 rpm, a gain of over 5 percent with a simple induction change. Torque was up a tick to 485 foot-pounds at 5,200 rpm, with a flatter curve overall. Low rpm torque dropped as expected; it was down roughly 18 foot-pounds from 3,500 to 4,000 rpm.

So the 388 works on the dyno-how does it perform in the car? Even with the Holley/ACCEL EFI reinstalled, Al says the engine “pulls like a freight train!" While he hasn't taken the car to the track since the upgrade, Al expects the reborn stroker to shave ETs around 3/10s to a half-second and boost top speed by approximately four to five miles per hour. That extra top end power will come in handy in the twisty stuff as well.

Before you get all worked up about Al leaving horsepower on the table, be assured that he will be replacing the restrictive induction system with the Edelbrock Super Victor manifold and a four-barrel style throttle body EFI setup. 32 extra horsepower will sure help if someone ever gives Al a triple-dog dare.  
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cam lift and duration play a huge part in hp,so we would need to know those to take a guess.  

Even with all the best of parts, there is still a hi-skill level required,,, to find massive power.
 
When The Flag Drops,,,



The Bull Chit Stops,,,

P. Engineer.,. Engine Builder

HEy great man thankx alot man, and this is all off pump gas right?  

I know building the right engine can be pricy, but are there any less expensive pistons that can be used to still get in between 500 to 550 horsepower? Also, do you use the 383 master rebuild kit for the build?  

Going for cheaper options with pistons is a formula for disaster  
skyeking

I went on Northern Auto Parts website and saw the 383 Master Engine Rebuild kit for $675.00.

383 Chevy (to 1980 using 5.7 Rods)  Master Kit

Includes

Performance Camshaft
Federal Mogul Lifters
Quality Moly Piston Rings
Hypereutectic Pistons
Clevite Rod Bearings
Clevite Main Bearings
Clevite Cam Bearings
Cloyes true roller Timing Components
Melling high volume Oil Pump
Melling Frost Plugs
Sealed Power/Felpro Gasket Set  
Scat stroker Crankshaft


These are the rods they offer:
25700P SCAT PROSTOCK LIGHTWEIGHT FORGED I BEAM 5.7 RODS PRESSED FIT $215.99
25700 SCAT PROSTOCK LIGHTWEIGHT FORGED I BEAM 5.7 RODS BUSHED $228.99

The options for the biggest camshaft is 244/254 Duration @ 50 .510 .533 Lift 112 Lobe. Would this kit be sufficiennt for the horsepower i'm looking to get?  

Not with a speed pro cam  



Professional Hi-performance engine builder

Pontiacman2:
Not with a speed pro cam



+1
500 horse for $1000 is like pulling a rabbit out of a hat,,, a magician might be able to build 1 horse for $2.50,,, but as a rule of thumb, it costs $10 per horse.
I think most newbies romance themselves into believing that they can buy cheap parts and with little or no skill, put pros out of business.
Sounds like a train wreck in the making. Furthermore, it's an insult to guys like us, that DO KNOW how to build this stuff,,, but not for $2.50 per horse.
nuff said

 
When The Flag Drops,,,



The Bull Chit Stops,,,

P. Engineer.,. Engine Builder

I think Once you cross the 400hp level you need to go with a forged piston.that is one of the reasons we try to keep new builders in the 400 ballpark cost and Knowledge.or said another way Knowledge Costs.A VERY Smart Man Said SPEED COSTS MONEY HOW FAST DO YOU WANT TO GO.btw I know a hyper can take a lot of punishment.  

400 to 450 is about as far as I'd safely want to push the envelope,,, beyond that, the cost goes up real quick,,, for specialty parts.

 
When The Flag Drops,,,



The Bull Chit Stops,,,

P. Engineer.,. Engine Builder