IC 392 Stroker Motor Advice UT Results
- Thread starter cbmind
- Start date
Robert Kenney
Super Moderator
Cometic HG are multi layer steel MLS.
On a well built 355 sbc, 30 psi 15 psi above ambient on 8.4 CR. Stripped Moonyham roots blower. 34deg locked out timing. 100LL avc gas or 104 leaded racing fuel. nice and fat wot was very happy.
Without knock sensors you’ll be rattling that engine and pushing head gaskets out.
built enough to know the ins and outs of CR
On a well built 355 sbc, 30 psi 15 psi above ambient on 8.4 CR. Stripped Moonyham roots blower. 34deg locked out timing. 100LL avc gas or 104 leaded racing fuel. nice and fat wot was very happy.
Without knock sensors you’ll be rattling that engine and pushing head gaskets out.
built enough to know the ins and outs of CR
Robert Kenney
Super Moderator
Almost anything is possible.
When comparing what you are planning on accomplishing and comparing it to a modern high compression supercharged engine, you need to consider the millions of dollars and thousands of dynamometer hours they have invested to fine tune the heads, pistons, rods, cams, engine configuration and engine controls that allow the engines to survive the punishment.
I believe in your case EFI will be mandatory, including all of the bells and whistles needed to monitor engine conditions, working knock sensors too if availible and adaptable to your engine. Knowing what AFR is survivable at any given load, boost level and inlet air temperature.
Do whatever you plan to do carefully. Sneak up on all variables, starting with cold plugs checked every pull for a while, boost, fat initial fuel mixtures (AFR) like 11-1 under boost, bigger than normal timing retard per pound.
We ran a 2500 hp 540 inch all aluminum BBC running over 12-1 CR in a funny car for many years. 30 pounds of blower, mechanical fuel injection on methanol, port and hat injection. Even after hundreds of successful passes, every pass we ran the valve clearance for changes, and inspected the plugs. Made minute changes to the pill size (main calibration fuel bypass) for air temperature, plug readings, and valve clearance changes. Every season the bearings were checked.
I know this is a different world then you are in but it just demonstrates how important engine management is.
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Very cool example.
Thank you for the advice.
I've been carefully planning this for a long time. Studying the information that's out there.
I had figured on a NA engine until Jim made his comments.
I think I'll wait till the porter gets done with the heads, have them flowed, and compare to the data of work by others that's out there, then decide on whether or not to use forced induction, then decide on CR accordingly.
Honestly, I'm not interested in trying to package any supercharger of any kind, nor turbo(s) under the hood, at this point, but would if there's a compelling reason to do so, like insurmountable poor flowing numbers from the heads.
I run a beefed up 700r4, I'm not interested in anymore internal upgrades or swapping it, either.
I may stick with NA.
I don't NEED the power, but it sure would be fun for a minute or more..
Thank you for the advice.
I've been carefully planning this for a long time. Studying the information that's out there.
I had figured on a NA engine until Jim made his comments.
I think I'll wait till the porter gets done with the heads, have them flowed, and compare to the data of work by others that's out there, then decide on whether or not to use forced induction, then decide on CR accordingly.
Honestly, I'm not interested in trying to package any supercharger of any kind, nor turbo(s) under the hood, at this point, but would if there's a compelling reason to do so, like insurmountable poor flowing numbers from the heads.
I run a beefed up 700r4, I'm not interested in anymore internal upgrades or swapping it, either.
I may stick with NA.
I don't NEED the power, but it sure would be fun for a minute or more..
IH man_cave 007-ultra
New member
Are these his recommended specs for a supercharger-friendly engine? And is/are there any particular shop or shops in the U.S. who are a good choice for building up such an engine and/or installing a supercharger on such an engine (under an oem hood)?
I wouldn't say that.
His point about supercharging was that there was more to gain from supercharging, then anything else.
As far as builders, you just have to search. IHPA might do it. I don't know.
I used local enthusiast clubs to fined a machinist. They are managing the bulk of the work of the motor.
You can get on binder planet, and search posts by cycomick. He did a supercharged 345 using an Eaton m90 and multiport fuel injection. Years ago.
Best of luck!
Some bench racing cam selection results included.
Not bad for an old ag water pump cornfield motor.
CID is around 440.
Compression 10:1.
2" long tube headers.
411HP/ 560TQ NA. Absolute torque monster
.
Steady climb from idle to 4500rpm, then dumps after that like a brick.
I want it to climb to at least 5250, but like everyone else, limited by the heads.
With 7PSI of boost, this brings me to my goal of 600HP or better. 10PSI max puts me near 700HP.
Not bad for an old ag water pump cornfield motor.
CID is around 440.
Compression 10:1.
2" long tube headers.
411HP/ 560TQ NA. Absolute torque monster
.Steady climb from idle to 4500rpm, then dumps after that like a brick.
I want it to climb to at least 5250, but like everyone else, limited by the heads.
With 7PSI of boost, this brings me to my goal of 600HP or better. 10PSI max puts me near 700HP.
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No, it will be Terminator X. MPFI.
The HFI is a great setup, but limited for this motor.
Carbed at first for NA, then MPFI on the tweaked 4brl OEM intake, then custom intake and ported TVS2300 unit.
Ohiofarmer
New member
any update
Ohiofarmer
New member
Thank you. Going to be rebuilding mine soon. Waiting to see how yours turns out. What cam did you go with? You get the heads to flow enough? you can message me if its easier. Thank You Roger