ERE-383 #65 for Ellwein Engines company car


ERE 383 #65
Flat top 383 with mild GM-846 cam.
 Eagle main caps, Eagle forged crank,
Callies Compstar rods.
Engine designed for occasional street/strip/club-racing.
12.33 @ 110.78 mph



This is the short block that had been installed in my 1995 Impala SS for many years.  It is a stock crank budget 355 with Mahle flat top pistons.  The engine saw almost no drag strip time and only a few laps at Virginia Int'l Racway due to power steering issues.

Finally found some time to pull the motor, (with the help of ERE-67 Thomas Ferretti).

The replacement block is one I took back from a customer due to the pistons being too noisy.  I'll be using the same rotating assembly which consist of an Eagle forged crank, Compstar rods and custom Ross pistons.  The pistons have .006" cylinder clearance which makes them quite loud due to rocking in the bores.

Here I have the block cleaned up and ready for assembly.

Main clearance is set and thrust is .007"

Pistons cleaned up and installed.

I'm going to experiment with a standard volume oil pump in combination with the somewhat larger main bearing clearance of a "race" motor.

The pump is a Melling M155 with standard pressure spring.  The pickup is installed by Stan at Stef's.

Test fitting of my personal Stef's oil pan.  I've had it laying around for years.  It is 2nd generation (my design).  This has billet front 1/2 moon but still with the thin and soft side rails.  The 3rd generation, (latest design), has billet side rails and an oil level tell-tale plug.

Windage tray nut and stud hits the oil pan scraper.

One problem found is that the scraper bumps into the windage tray nut.  This was fixed by pushing the scraper down.

GM 846 camshaft.  Crane 109831 cam:
222/230/112,  .543/.563" lift with 1.6 rockers.

A few things going on here:  This is a Hex-Adjust timing set I had laying around.  I lost the bolts that came with it and so found these ATI damper bolts which sit flush to allow the opti-spark to fit nicely.  The eccentric cam pin button needs to be ground down so that it fits flush or else it opti-spark (or in this case the TorqHead sensing unit) will not fit.

Cam degree first check with eye-ball intake centerline gives 106 and cam card states 107.

2nd check via .050" intake lift shows 4.0 BTDC and cam card states 4.0 BTDC.  I'm close enough.

Photo taken here to record the new rear main seal that I'll be testing out on my engine.  This is a double lip seal from Mahle which is only a few bucks more than the FelPro. 

I'm making sure the dipstick tube and "stick" fits and does not bump into the windage tray.  The Eagle caps are angled such that the stick will slide by and past the windage tray hole, (as required).

Timing cover on.

Oil pan bolted on.  Crank turned while listening and feeling for interference and all is good.  The oil pump pickup clearance was checked and it's a tad large at 1/2" from pickup to pan bottom but in this case it's not adjustable.

Here I am prematurely installing the TorqHead hub and reluctor. (Live and learn).  Turns out the sensing unit goes in 1st and then the hub.  If you do the hub/reluctor first then the sensing unit does not have enough  room to insert into the nose of the cam.

RTV and $0.50 Kennedy.

Sensing unit 1st, then hub-reluctor.

This TorqHead kit was already aligned on the old 355LT1 but here on this new 383 combo with different timing set it looks like I should re-align and re-gap the sensor.  Thankfully I saved the gap and aligning jig.

Photo to show my cleaning set up.  For blocks I use the pressure washer with solvent and hot water, (I have an outside main line to the hot water heater).  For other engine parts I use my Safety Kleen parts washer and elbow grease.

Moore Performance ported LT4 cylinder heads.  These were ported for a 396cid blower motor.  I never measured the chamber volume.

I measured 2 chambers.  1st one here gave me 61cc, (more than I guessed).

And the 2nd one gave 61cc.  That is unusually large for a GM LT4 head.  I'm glad of this because I have a flat top 383 and I don't want 12.5 compression ratio.  This gives 11.7

I'm using dielectric grease for the seal and denatured alcohol.

I've been waiting for the GMPP lifter tray.  I'd like to be able to experiment with different camshafts and this LS style tray will allow for a quicker swap.

And here it is.

Rockers all installed and adjusted.  The 5/16" pushrod guide plates are typical in that they don't line up the rocker tips to the valve tips very well.

This is the worst of em.  The rest were better.  I'll leave it like this.  So...I'm using 7.250" pushrods and these older style Comp 1.6 roller rockers and the original Moore Performance CNC ported LT4 heads that came with the car when I bought it. (it had a 396LT1 blower motor).

GM 846 cam, CNC ported LT4 heads at 61cc, TorqHead LS1 PCM control system.

Planning to run a 150 - 200 hp nitrous kit of some sort.  What is the best kit out there now-a-days?

Lets put it into it's rightful home to power The Heavy Eliminator II

Slipped in with only minor snagging of #8 coil and the windshield wiper motor.

On the motor mounts and 2 of 6 tranny-engine bolts installed.

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