A few pics of the 396 build. - LS1LT1 Forum : LT1, LS1, Camaro, Firebird, Trans Am, Engine Tech Forums

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post #1 of 134 (permalink) Old 09-23-2012, 01:09 AM Thread Starter
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A few pics of the 396 build.

Block ready to begin assembly. The block was baked, peened, magnafluxed, sonic tested for cylinder wall thickness, bored, decked and machined for wide register splayed 4 bolt main caps.





Many people have asked how much clearancing had to be done for the 3.875" stroke, so here you have it... Just like this on all 8 cylinders.



Crank goes in and a little paint somewhere along the way...







Pistons hung on the rods. Rods are 6" Scat Ultra Q-Lite H-beams and the pistons are forged Keith Black Icons with a compression height of 1.063". I also used Hastings ductile iron top ring, moly faced racing rings.



Bottom end together. Oil pump is a Melling M155HV (3/4" inlet) and a Canton pickup...



More to come...

1995 Camaro Z-28, M6, 396 stroker, Scat forged 3.875" crank, Scat Ultra Q-Lite 6" H-beams, Icon forged pistons (4.030"), splayed 4 bolt w/ARP studs, 12.25:1, AFR 210 heads (2.08"/1.6", 58cc), Comp Ultra Pro Magnum XD 1.7:1 rockers, GM847 cam (234/242 .611"/.632"), Edelbrock LT4 air-gap intake, Spec Stage 3+ clutch, Fidanza aluminum flywheel, 24x conversion, 0411 PCM, TPIS 58mm, Bosch III 42# injectors, Aeromotive 340, Kook's stepped LT's, Kook's custom stainless 3-1/2" merge ORY, Magnaflow
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post #2 of 134 (permalink) Old 09-23-2012, 01:47 AM Thread Starter
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Degreeing the cam. The cam is a GM847, which is ground by Crane for GM. Cam specs are 234/242, .611"/.632" (w/1.7 rockers) and 112 degree LSA. I installed on a 108 ICL - 1 degree retarded from where it was ground..



Timing set installed. I used a Cloyes 9-3157 heavy duty single timing set, which is basically an LT4 Extreme Duty set without the water pump drive gear, which I don't need because I'm using an electric water pump. Also shown are the 1x cam reluctor and the 24x crank reluctor for the EFI Connection 24x conversion.



AFR 210cc heads. I had AFR custom machine my combustion chambers to 58cc to get my compression where I wanted it (12.25:1). Valves are 2.08"/1.60" stainless. Springs are AFR's "red stripe" pac springs -155 lbs on the seat, 412lbs over the nose. Retainers are titanium like all AFR LT heads.







Heads installed. I used Victor .026" head gaskets and ARP 12 point head bolts.





Comp Cams Ultra Pro Magnum XD 1.7:1 rocker arms on ARP 7/16" rocker studs.



Look Ma... No Opti...!



Couldn't resist the photo op somewhere along the way with the Edelbrock LT4 Air Gap and the Kook's headers...



More photos coming... I have to get them off of my iPhone...

1995 Camaro Z-28, M6, 396 stroker, Scat forged 3.875" crank, Scat Ultra Q-Lite 6" H-beams, Icon forged pistons (4.030"), splayed 4 bolt w/ARP studs, 12.25:1, AFR 210 heads (2.08"/1.6", 58cc), Comp Ultra Pro Magnum XD 1.7:1 rockers, GM847 cam (234/242 .611"/.632"), Edelbrock LT4 air-gap intake, Spec Stage 3+ clutch, Fidanza aluminum flywheel, 24x conversion, 0411 PCM, TPIS 58mm, Bosch III 42# injectors, Aeromotive 340, Kook's stepped LT's, Kook's custom stainless 3-1/2" merge ORY, Magnaflow
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post #3 of 134 (permalink) Old 09-23-2012, 03:06 AM
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Nice shortblock heads etc. Big gm847 cam with 1.7rr's looks like the best parts $ can buy should run like a bat out of 4377. How's the M6 transmission going to hold all that torque? what differential you running with this?

93 Z28 T-tops T56 6spd 3.23 Gears,
Mostly Stock.
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post #4 of 134 (permalink) Old 09-23-2012, 03:46 AM
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Impressive build, very well thought out. Like a pro's work should be! That thing is gonna be a beast!

1995 Firehawk #528 resto-mod underway

Planned 383 rebuild: 195cc competition LT4 AFR heads, custom cam grind (still debating specs), 6" or 5.85" rods, forged internals

Upgraded T56: Viper mainshaft and 2nd gear, steel 3/4 shift fork, Billet keys 1-4, bronze shifter cup, internals Cryo'd and REM'd
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post #5 of 134 (permalink) Old 09-23-2012, 08:48 AM
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Curious as to why you went with that intake versus a ported stocker? Unless the heads are LT4 intakes?

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post #6 of 134 (permalink) Old 09-23-2012, 10:25 AM Thread Starter
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Thanks, guys...! It has been a lot of fun.

Viper, that's a good question about the T56. As long as I keep shock loads to a minimum, it should hang in there. Same thing with the rear end. At this point, I'm just planning on running the stock posi rear end with a good set of 4.10 gears and an accurate setup. The thing about this build is that it's a street rod and I'm building it to drive - Power Tour style. I've built so many different engine combinations over the years and for this car I wanted to build something unique and well packaged; where form is just as important as function. I wanted something different than the other LT1 builds I see all the time. Not that there's anything wrong with them, but I wanted something unique. I have very little interest in drag racing (I'm a circle tracker...), so it will, most likely, never see a drag strip. So, basically, the T56 and the rear end just need to hang in there until the tires go up in smoke. It's a built-in torque limiter, of sorts...

SNM... Yep, you guessed it. The ports on the AFR heads are quite large and there is no way that the stock intake was going to be of much use. The Edelbrock LT4 ports matched up very well right out of the box. I just spent about 15 minutes or so at the porting bench cleaning up the casting flash in the runners and they're ready to run.

1995 Camaro Z-28, M6, 396 stroker, Scat forged 3.875" crank, Scat Ultra Q-Lite 6" H-beams, Icon forged pistons (4.030"), splayed 4 bolt w/ARP studs, 12.25:1, AFR 210 heads (2.08"/1.6", 58cc), Comp Ultra Pro Magnum XD 1.7:1 rockers, GM847 cam (234/242 .611"/.632"), Edelbrock LT4 air-gap intake, Spec Stage 3+ clutch, Fidanza aluminum flywheel, 24x conversion, 0411 PCM, TPIS 58mm, Bosch III 42# injectors, Aeromotive 340, Kook's stepped LT's, Kook's custom stainless 3-1/2" merge ORY, Magnaflow
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post #7 of 134 (permalink) Old 09-24-2012, 06:36 AM
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Thanks for the engine porn

94 Z28 M6 hardtop power nothing LS1 lid, ported MAF, Pacesetter LT's, ORY, dump, 7/16 NSA Pro Mags, CSR EWP, Bilstein HDs, BMR springs, 32 front 23 rear sway bars, MSD opti, NGK TR55s, Taylor 8.2mm, B&M ripper shifter, underdrive pulley, Trifecta tune, LT4 KM, Poly LCAs and short TA, 3.73s, 295/35/18s
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post #8 of 134 (permalink) Old 09-24-2012, 08:12 AM
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Quote:
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Thanks for the engine porn
Lol no better explanation

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post #9 of 134 (permalink) Old 09-24-2012, 09:58 AM
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I want it.
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post #10 of 134 (permalink) Old 09-24-2012, 11:18 AM
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Nice build. Why did you go with the 847 instead of something more "custom"?


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post #11 of 134 (permalink) Old 09-24-2012, 02:36 PM Thread Starter
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Quote:
Originally Posted by sweetbmxrider View Post
Nice build. Why did you go with the 847 instead of something more "custom"?
I went with GM847 for several reasons. The duration specs (234/242 @ .050") and LSA (112 degrees) were in the range that I wanted and the lift is a little higher on the 847 lobes than a comparable Comp XFI lobe. I'm running the AFR heads and they flow crazy numbers all the way up to about .625-.630" lift on both sides, where they start to lay down. With that in mind, I wanted to maximize lift by running 1.7 rockers. The 847's have a little less violent lobes than the XFI stuff (duration @ .200" is a bit less...), which lends itself better to a 1.7 rocker, which inherently have an extremely violent opening event.

All told, at the valve (with checking springs), I'm at .611"/.632" total lift and I picked up just a tick under 2 degrees of extra duration on both sides over and above what I would have had with a 1.5 rocker.

If you'll remember my posts about the Engine Analyzer Pro program that I used to model this build, it showed a significant gain by running 1.7 rockers with the AFR heads because of the extra lift. I "tried" many different custom grinds in EA Pro and none of them showed much, if any, gain over the setup that you see here. With a lesser flowing head like a ported stock LT1 or LT4, or even a Vortec head, the longer duration of some of the custom grinds that I "tried" showed a decent gain over the 847, but not with the AFR's.

Plus, at $267 shipped from GM, already on a billet steel cam core with a cast iron oil pump drive gear, it was a LOT less money...

1995 Camaro Z-28, M6, 396 stroker, Scat forged 3.875" crank, Scat Ultra Q-Lite 6" H-beams, Icon forged pistons (4.030"), splayed 4 bolt w/ARP studs, 12.25:1, AFR 210 heads (2.08"/1.6", 58cc), Comp Ultra Pro Magnum XD 1.7:1 rockers, GM847 cam (234/242 .611"/.632"), Edelbrock LT4 air-gap intake, Spec Stage 3+ clutch, Fidanza aluminum flywheel, 24x conversion, 0411 PCM, TPIS 58mm, Bosch III 42# injectors, Aeromotive 340, Kook's stepped LT's, Kook's custom stainless 3-1/2" merge ORY, Magnaflow
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post #12 of 134 (permalink) Old 09-24-2012, 04:12 PM
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Are you sure you want to run 4:10's with a stocker? I'm sure you've seen the size of the pinion gear on one for a baby ten bolt?

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post #13 of 134 (permalink) Old 09-24-2012, 06:47 PM
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Makes me wish. My little lt4 hotcam is also ground on a billet steel cam core.

Last edited by cocobolo95; 09-24-2012 at 06:54 PM.
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post #14 of 134 (permalink) Old 09-24-2012, 07:26 PM
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Quote:
Originally Posted by sweetbmxrider View Post
Nice build. Why did you go with the 847 instead of something more "custom"?
This is a most excellent build....specs are very nicely done....847 cam is a real solid choice for this build.

A bit more lift with those heads would've been nice.....but it would've been just a bit dicey with anything other than shaft mounted rockers.

This engine.....on an engine dyno.....I wouldn't be surprised if it hits at about 550 HP/TQ......

Very nice !!!

KW

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post #15 of 134 (permalink) Old 09-24-2012, 07:31 PM
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Quote:
Originally Posted by Dynamic396 View Post
.....I'm running the AFR heads and they flow crazy numbers all the way up to about .625-.630" lift on both sides, where they start to lay down......
You think so? Did you get them flowed? Are you running them as they came from AFR or did you get them touched up a bit?

When I first got my AFRs and had them flowed, they peaked just under 660". With minor work, they now hit peak flow right around .700".

These heads have crazy flow potential......even with just a little bit of messaging!

KW
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