600 HP 350 SBC?

[WeingartnerRacing]

My personal 355 made 672hp on methanol at7800rpm 660s on gas.

12 to 1
Brodix dragon slayers ported by me flowed 330 242cc
.780/.670 lift
252/258
108lsa
Brodix newer bm intake for Sbc I ported
1000cfm race demon carb.

It’s going into an s10 soon

[pastry_chef]

what was the RPM limit for the EMC that year? I see what some have posted here but am sure most are well over that RPM.

Stan

average HP between 2500 to 6500 RPM to decide the winner.

Some specs on the engine.
peak HP of 619 at 6500 RPM and torque of 529 at 5000 RPM

bore 4.040-inch
stroke 3.562-inch
rod 6 inches

compression 11.4:1
running on 92 octane

AFR 1204 (AFR 215cc Raised Runner w/ partial CNC)
Intake Port Volume 190cc (as delivered), 215cc (as finished)
Intake Port Flow (at 28 in, .600-lift) - 315.8 cfm
2.08-inch intake valve, 1.6 exhaust

Cam
Intake Total Lift .565-inch
Intake Adv. Duration 282 degrees
Intake Valve Duration at .050 - 234
Exhaust Valve Total Lift .530-inch
Exhaust VAdv. Duration 282
Exhaust Valve Duration at .050 - 234
Lobe Separation Angle - 108
1.6 intake rocker, 1.5 exhaust

Edelbrock 2926 - Single-plane Super Victor for raised runners

Demon Carb - 975 cfm

[GARY C]

My personal 355 made 672hp on methanol at7800rpm 660s on gas.

12 to 1
Brodix dragon slayers ported by me flowed 330 242cc
.780/.670 lift
252/258
108lsa
Brodix newer bm intake for Sbc I ported
1000cfm race demon carb.

It’s going into an s10 soon

That should get it done.

[GARY C]

That's because it's cheaper to build a bigger cubic inch engine to meet the power goals, and the bigger CID engine is much more streetable at the same power output.

To build a street/strip 358cid engine to make 600hp, by 7,000rpm, you're going to be right on the edge for compression ratio for 93 pump gas. The tune is also going to be on the edge, to the point, you'll be afraid it'll burn a piston, if the weather changes too much. What you'll actually have is a race engine, that will be driven on the street, but needs to be maintained like a race engine.

Now look at building a 421cid, to make 600hp. You can hit that power level by 6,400rpm, and with 1 point less of compression. It'll make a lot more torque, won't need as much stall, will idle better, and won't need the perfect tune to survive.

If you're starting from scratch, the 421 will be cheaper to build, and more reliable.

Yes I helped a cpl of friends with their 421's 650/675 hp range.

With the parts I have for the 357 my option would either be 10.2 compression or 12.2, how much would the compression be worth or would the dome just be a hindrance for only 2 points of compression? Running the correct fuel of coarse.

I am not looking to set any records, just wondering what is possible with my pile of parts.

Big Joe said 1 point of compression is worth 15-18 hp approx
Look at the dyno sheet Tony (knight engines) put up of our Aussie 308 (355) cast heads 11:1 compression etc average 1.3 ft/lbs.
As people here in the know it is R And D, experience, flow bench work, dyno etc.
The average punter like myself will always be down 50-100 hp compared to the guys who actually understand what they are doing

Yes I saw Tony's build, I would be happy with those numbers.

I also forgot that Joe ran a raised runner head and a magic intake.

[RevTheory]

I think a 10.5:1 version of Joe's EMC engine would be a killer 23* hot-street engine. Maybe a subtle tweak here or there because valve springs and hyd/roller lifters have improved since then but still a great blueprint.

[SpeierRacingHeads]

Here is a mid 600's 355cid! Cost a little more than one would think.

[econo racer]

Unless being used for a high dollar class it just makes way more sense to build a 400 cid or bigger much cheaper.

[KnightEngines]

it seems more shops would be turning out street engines close to this on a regular bases, it seems even the shops that win EMC can not or will not build their customer an engine that can match the ft lb per cube... the norm being produced seems to be mid to high 1.2 ft lbs with the occasional 1.3's.

That's because it's cheaper to build a bigger cubic inch engine to meet the power goals, and the bigger CID engine is much more streetable at the same power output.

To build a street/strip 358cid engine to make 600hp, by 7,000rpm, you're going to be right on the edge for compression ratio for 93 pump gas. The tune is also going to be on the edge, to the point, you'll be afraid it'll burn a piston, if the weather changes too much. What you'll actually have is a race engine, that will be driven on the street, but needs to be maintained like a race engine.

Now look at building a 421cid, to make 600hp. You can hit that power level by 6,400rpm, and with 1 point less of compression. It'll make a lot more torque, won't need as much stall, will idle better, and won't need the perfect tune to survive.

If you're starting from scratch, the 421 will be cheaper to build, and more reliable.

Yes I helped a cpl of friends with their 421's 650/675 hp range.

With the parts I have for the 357 my option would either be 10.2 compression or 12.2, how much would the compression be worth or would the dome just be a hindrance for only 2 points of compression? Running the correct fuel of coarse.

I am not looking to set any records, just wondering what is possible with my pile of parts.

I would likely use the 10.2 pistons & mill heads to get 11.2-11.6:1, or chop down the crown of the 12.2 pistons.
You'll want to be low/mid 11's for comp to run on 93.
Cam you'll want to be in the 260's, likely 266/270 on 108 would get it done if you use more aggressive lobes than a typical street roller. My lobes of choice for this type of build are the crane endurance racing lobes, .438 intake & .400 exhaust teamed up with 1.7 or at the very least 1.6 rockers.
I'd go the 1.7's in a shaft rocker - jesel sportsman. Not cheap rockers, but rigid & stable, which is important.
Cam choice would be dependant on heads, so don't go order that cam I listed, that's just a ballpark!

Heads will need 2.2-2.3" mcsa & flow in the mid/high 280's at max valve lift to be used.
Ports should be kept conservatively sized, just big enough to get the job done, 300+ cfm 200+cc heads will kill it.
I'd use 2.055/1.6" valves & an aggressive 45 deg valve job with 89% intake throat & 91% ex throat.
I would have no problem whatsoever using iron heads.

Good valve springs (I use isky RAD a lot), TS retainers - keep it light, but no need for featherweight.

Intake would be a strip dominator 300-25, it will need porting, but it's better to take a manifold that is a bit small & open it up rather than fit a manifold that is too big.
An engine like this will usually respond to a 2" super sucker style spacer.
850 carb, I like the quickfuel q series as a good cost effective carb, but there are plenty of good choices.

Headers should be 1 3/4" primary 26-28" long, 2.5 merge into 3" collector, 16" long.
There could be a case for stepped headers, but I'm not smart enough to say.

[Elroy]

Here is a mid 600's 355cid! Cost a little more than one would think.

Bracket piece?

[SpeierRacingHeads]

Here is a mid 600's 355cid! Cost a little more than one would think.

Bracket piece?

No, NHRA legal Super Stocker

[Elroy]

No, NHRA legal Super Stocker

Oh so yeah...expensive bracket racing with a slight twist then.

[SpeierRacingHeads]

No, NHRA legal Super Stocker

Oh so yeah...expensive bracket racing with a slight twist then.

Bracket racing with engine rules. Backbone of the sport, IMO.

Super Stock is the best class in racing.

172cc head, flows 250 and they make 660+..

Efficiency. Guys need to study and learn.

[Elroy]

Bracket racing with engine rules. Backbone of the sport, IMO.

That the NHRA shits on every chance they can it seems.

[MELWAY]

No, NHRA legal Super Stocker

Oh so yeah...expensive bracket racing with a slight twist then.

Bracket racing with engine rules. Backbone of the sport, IMO.

Super Stock is the best class in racing.

172cc head, flows 250 and they make 660+..

Efficiency. Guys need to study and learn.

That’s off the chain. Are they still flat top piston compression limited engines?

[SpeierRacingHeads]

Oh so yeah...expensive bracket racing with a slight twist then.

Bracket racing with engine rules. Backbone of the sport, IMO.

Super Stock is the best class in racing.

172cc head, flows 250 and they make 660+..

Efficiency. Guys need to study and learn.

That’s off the chain. Are they still flat top piston compression limited engines?

This engine is 10.5-1.. I agree, insane.