Our bang-for-the-buck mentality can lend to a host of great ideas and combustive mixtures for making super power on short coin. Don't get us wrong--we love a great custom engine combination making freight-train steam that sends the earth's rotation twisting in the other direction. However, we also still have an affinity for proven short-block combination builds. For the street, our theory for boxed engines has yet to be questioned.
It was important to begin our build on solid ground. GM Performance Parts (GMPP) might as well be called Engines "R" Us, because its catalog is basically a toy store for the itchy automotive soul. Our insatiable appetite for GMPP's ready-to-go short-blocks made the company an easy choice for cost-effective power. The offerings range from sedate two-bolt main 290hp 350s and more muscular and complete 383 turnkey engines to the baddest of the bad, such as the 720hp 572ci big-block. Now, we can't help but get our hands dirty, and the 383 carries the best of both worlds for the street. While we appreciate GM's willingness for drop-in-style turnkey motors with all the bells and whistles, we also wanted to take full advantage of Brodix's new top-end kit.
There we opted for the 383 short-block crate engine (PN 12499106) for a solid foundation. This assembly features a four-bolt main with a one-piece rear main seal, the perfect starting point for solid, reliable power in a box. Inside resides a forged 4340 steel 3.800-inch stroker crankshaft, heavy-duty 5.700-inch connecting rods, and hypereutectic dished pistons--needing only a valvetrain and top end to complete the engine.
For just about $1,950, Brodix will pull out complete matching aluminum 200cc intake runner cylinder heads and a dual-plane manifold combo unlike any other. While the heads come standard with 64cc chambers, we had Brodix mill them to 58 cc (additional $212), bumping the compression ratio. We also took advantage of the CNC combustion chambers option, which added $227 to the tab. Even at 58 cc, pump gas is still a reality with this kit, plus Brodix makes sure to supply everything needed to button up the top end.
What's more is our Comp valvetrain took full advantage of the Brodix package. The Comp 'stick we chose came with 242/248 degrees of duration at 0.050 and 0.540/0.562 inch lift on intake/exhaust. We even topped the valvetrain off with Comp's newest member, the Ultra-Pro Magnum roller rockers with a 1.52:1 ratio.
As usual, we followed the build at Westech Performace Group, as Steve Brul put up the wrenching. We threw in the Comp goodies, bolted on the Brodix top end, installed a Holley 750, and strapped the 383 to the dyno to get the numbers all in one day. Our combo was good for 466 hp and 456 lb-ft, and we even ran the mill to 7,000 rpm to showcase its upper-rpm potential. Read on to see how we pulled it off.
What We Did
Pieced together a reliable yet potent 383 combo for the street
It's a stump-puller from 3,000 rpm on up
$2,400 for top end, $6,035 bottom end
Aside from having to tear open the pallet, our GMPP 383 short-block is essentially ready t
For pistons, GM uses 9.1:1 hypereutectic aluminum slugs to fill the 4.00-inch bore with a
The GMPP 383 comes bare with no valvetrain. No worries, though; we enlisted a set of 0.842
A 4-quart oil pan (5 quarts with filter) comes with the short-block and is loosely bolted
Yup, this 383 comes with just about everything. The oil pump and windage tray were already
1. Brodix dual-plane manifold with 4150 carb base fitted with Holley 750-cfm carburetor. Kansas-like torque curves for everyday grunt and upper-rpm flexibility were abundant.
2. The camshaft took advantage of the Brodix 200cc heads. We swapped out the springs, locks, and retainers to avoid valve float and to increase our rev potential. We swapped in Comp springs (PN 26120), locks (PN 795-16), and retainers (PN 613-19) for more open/closed seat pressure.
3. Comp 7.300-inch-long pushrods (PN 7949-16) push the Comp hydraulic rollers we have in place with H-bars. The pushrods are heat-treated chromoly with 0.080-inch wall thickness.
4. As usual, we relied on a Pro-Billet MSD ignition distributor (PN 85551) and wires.
5. Expelling fumes were Hedman 1 3/4 x 3 1/2-inch dyno headers with 18-inch collectors.
|THE PROOF |
|Compression ratio ||9.75:1 |
|Fuel ||91-octane |
|Timing ||37 degrees |
|Spacer ||Wilson tapered |
|Max torque (lb-ft) ||456 @ 5,100 rpm |
|Max power (hp) ||466 @ 6,500 rpm |
|Avg. torque (lb-ft) ||424 |
|Avg. power (hp) ||382 |
|RPM ||LB-FT ||CHP |
|3000 ||389 ||222 |
|3100 ||387 ||229 |
|3200 ||390 ||237 |
|3300 ||397 ||249 |
|3400 ||408 ||263 |
|3500 ||415 ||277 |
|3600 ||422 ||289 |
|3700 ||427 ||301 |
|3800 ||432 ||313 |
|3900 ||437 ||325 |
|4000 ||440 ||335 |
|4100 ||442 ||345 |
|4200 ||445 ||356 |
|4300 ||447 ||366 |
|4400 ||449 ||376 |
|4500 ||449 ||384 |
|4600 ||448 ||392 |
|4700 ||447 ||400 |
|4800 ||446 ||408 |
|4900 ||447 ||417 |
|5000 ||447 ||426 |
|5100 ||456 ||433 |
|5200 ||442 ||438 |
|5300 ||440 ||444 |
|5400 ||436 ||449 |
|5500 ||433 ||453 |
|5600 ||429 ||457 |
|5700 ||424 ||460 |
|5800 ||419 ||462 |
|5900 ||414 ||465 |
|6000 ||408 ||466 |
|6100 ||400 ||465 |
|6200 ||394 ||465 |
|6300 ||388 ||464 |
|6400 ||382 ||465 |
|6500 ||376 ||466 |
If you still aren't convinced about the quality of this 383 short-block, how does a 3.800-
To get the camshaft in place, we removed the surrounding 5/16-inch bolts from the timing c
Rollers We couldn't help but try out Comp's latest line of innovative rocker arms. Ultra-
The Brodix top-end kit even comes with a Fel-Pro head gasket set (FPP-1003). Brul set them
Iron Killer The Brodix 200cc cylinder head package is hard to beat. For just $1,950 you g
Intake valves measure 2.020 inches, and the exhaust valves come in at 1.600 inches. Brodix
Our foundation was a GM 383 short-block assembly (four-bolt main block, forged crankshaft, hypereutectic pistons, 5.700-inch rods, 8-inch harmonic balancer, 12 3/4-inch flexplate, windage tray, 5-quart oil pan, composite timing cover).
The top-end kit included 200cc cylinder heads, clean and blended bowls, CNC combustion chamber, angle milling for increased compression, matched intake ports, 2.20/1.600-inch intake/exhaust valves, dual-plane intake manifold, valve covers, intake gasket, 4150 carb gasket, STD port exhaust gasket, NGK B8ES spark plugs, head bolt kit, intake manifold bolt kit.
|MFG ||DESCRIPTION ||PN ||PRICE |
|GMPP ||Short-block assembly ||12499106 ||$3,500 |
|BRODIX ||Top-end kit ||9991010 ||2,400 |
|ADDITIONAL ITEMS |
|COMP CAMS ||Hydraulic roller camshaft CS XR294HR-10 ||12-443-8 ||266 |
| ||Hydraulic roller lifters ||875-16 ||223 |
|Hardware kit ||08-1000 ||121 |
|Ultra-Pro Magnum roller rockers ||1601-16 ||324 |
|Pushrods ||7949-16 ||135 |
|Beehive springs ||26120-16 ||120 |
|10 steel retainers ||795-16 ||56 |
|10 11/32-inch locks ||613-16 ||24 |
|HOLLEY ||750-cfm 4150HP carburetor ||0-82750 ||526 |
|MSD ||Pro-billet distributor ||85551 ||228 |
|TCI ||Rattler Balancer ||870003 ||384 |
|WILSON ||4-hole tapered combo aluminum spacer plate ||004110 ||128 |
|WESTECH ||Full engine dyno, tune and fuel || ||600 |
| ||TOTAL ||$9,035 |
The roller lifters were presoaked in oil, and we dropped them into each lifter bore with t
From there, we laid down a bead of silicone. Then, using the supplied intake gaskets, we p