went thru this
I was leaning towards a crate engine, but every time I made a decision, Chevy changed the availability. So, I had a reputable local shop build me a 406. Not that I would go to the 400 sbc again, though mine is fantastic,
I heartily recommend the longer stroke, for the torque.
We speak of horsepower, but really WANT torque. The near-BBC stroker does that nicely and you maintain the relatively economical rear end ratios while greatly improving the acceleration. My car pulls evenly and very hard to fuel shutoff at 6300 RPM.
My upgrade was more involved, coming from a X-fire to TPI ('90 Camaro box) and I probably have a bit more cam than you want for a DD.
My absolutes:
1- ceramic coated long tube headers,
2- find an experienced/qualified chip guy
NOW,
3-
ONE tuner/builder,
4- NO superRam
Reasons: 1- the ceramics are thermally efficient and will last much longer, while keeping the under hood temperatures much more reasonable. That is important due to all the plastic parts, i.e. electrical connectors (which allow the car to run). Also, I FELT the difference with the thermal improvement.
2- the new ECM (or chip) will make (or not) the engine package street friendly and reliable while maximizing the output from whatever package you build. I have seen the good and half-fast.
3- Everyone has an opinion on how to build a great engine. Combining approaches can end with a lesser result, plus many claims are prefaced by "up to xx h.p. gain). "Up to", can be a minus number for your hard-won performance dollar. Find someone who quietly builds fantastic engines and doesn't blow smoke. The right shop needs no bluster; their results speak loudly enough. One example, some tuners like higher fuel pressure and smaller injectors to deliver a given amount off fuel, believing the spray pattern is better. Others, reverse that (the same amount of fuel). I run factory pressure and the right-sized injectors for that pressure.
4- The SR is a PITA to dis/assemble and mine abuts the WW motor. Sure, it allows a great low end and a good top end, but so do other intakes. just be careful not to overdo the size or it will lack air velocity and kill the low end. This ties directly into the camshaft choice; all dictated by what you want the motor to excel at doing.
Define as best you can; more than MY initial "I want more power" approach, and the right shop will build a motor like mine that men fear for its tire-shredding power in an awesome Corvette.
Any time you take to plan now, will be returned later, for le$$.
:dancenaughty
