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not enough grunt !

Discussion in '1973-1991 K5 Blazer | Truck | Suburban' started by riz, Feb 15, 2001.

  1. riz

    riz 3/4 ton status

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    <font color=purple> I don't seem to have as much grunt as I thought I would with my new engine, It seems to lag a little when I'm accelerating. The old worn out motor used to pull real hard and now with the Beck Racing Engine with about 400 h.p. it doesn't seem to be snapping my neck like it should be. It is as simple as adjusting the TV cable in or out ? Nothing else has been changed except the new flywheel during installation. Any ideas guys, I'm getting frustrated that it doesn't accelerate like a rocket like it should. Any and all input will be appreciated !</font color=purple>

    <font color=purple>L8r,

    .Riz.<font color=purple>

    [​IMG]
     
  2. RaisedK5

    RaisedK5 1/2 ton status

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    How was it built, what i mean is was it built for high RPM HP or built for torque? It maybe that it has a real strong top end , but not as strong a bottom end as the old motor. what are the specs on the Mill?

    RaisedK5

    "Friends don't let friends drive Fords"
     
  3. riz

    riz 3/4 ton status

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    368 HORSEPOWER @ 5500 RPM
    416 FT. # TORQUE @ 4100 RPM
    ON 92 OCTANE



    PICTURE FOR ILLUSTRATION PURPOSES ONLY

    NEW PARTS LIST

    KEITH BLACK HYPEREUTECTIC PISTONS
    CHILDS & ALBERT DURA-MOLY RINGS
    CLEVITE 77 MAIN & ROD BEARINGS
    DURABOND CAM BEARINGS
    BRE BRASS FREEZE PLUG KIT
    ARP WAVE-LOC 190,000 PSI ROD BOLTS
    ARP CHROME MOLY MAIN & HEAD BOLTS
    FEL-PRO REAR MAIN SEAL
    FEL-PRO HEAD GASKETS
    CRANE CAMS HYDRAULIC CAMSHAFT & LIFTERS
    CRANE CAMS TRUE ROLLER TIMING SET
    CRANE CAMS LOCK PLATE & BOLT KIT
    CRANE CAMS ROLLER TIP ROCKERS
    DART IRON EAGLE CYLINDER HEADS W/BRONZE GUIDES
    BRE 2.020 & 1.600 1PC SWIRL POLISHED STAINLESS STEEL VALVES
    BRE HIGH PERFORMANCE VALVE SPRINGS & CHROME MOLY RETAINERS
    BRE HD HEAT TREATED VALVE LOCKS & TEFLON PC SEALS
    GM GUIDE PLATES
    BRE CHROME MOLY PUSHRODS
    BRE SELECT/SEASONED 350 ENGINE BLOCK, CRANK & 5.7 STEEL RODS
    BRE NEW TIMING CHAIN COVER
    BRE OIL PAN & TIMING COVER BOLTS
    MULDOON OIL PAN ­7 QT. KICKOUT & OIL PUMP PICK UP TUBE
    MELLING HV OIL PUMP & STEEL COLLARED OIL PUMP DRIVE
    ARP OIL PUMP STUD
    EDELBROCK PERFORMER RPM INTAKE MANIFOLD
    ARP 12PT STAINLESS STEEL INTAKE AND VALVE COVER BOLTS
    FEL-PRO PERFORMANCE INTAKE GASKETS
    FEL-PRO THICK VALVE COVER GASKETS
    BRE CHROME STEEL VALVE COVERS W/ BAFFLES,BREATHERS & GROMMETS
    BRE CHROME SPREADER BARS & TIMING POINTER
    FEL-PRO 1-PC SILICONE OIL PAN GASKET
    FEL-PRO TIMING COVER GASKET & SEAL
    GM HD 8" DAMPNER
    *EDELBROCK 750 CFM CARBURETOR
    *BRE HI-FLOW LOW PROFILE CHROME AIR CLEANER
    *ACCEL BLUEPRINT HEI DISTRIBUTOR & SUPER COIL,
    *BRE/MOROSO BLACK MAX SPIRAL CORE IGNITION WIRES
    *R&M WIRE LOOMS
    *CHAMPION SPARK PLUGS
    *BRE STUD TYPE DISTRIBUTOR HOLD DOWN CLAMP
    *STEEL BRAIDED PLUMBING & FITTINGS FROM PUMP TO CARB
    *MR GASKET 110 GPH MECHANICAL SIX VALVE FUEL PUMP


    LABOR

    THERMAL CLEAN BLOCK
    MAGNAFLUX BLOCK
    TAP ALL BOLT HOLES & STAGE II DEBUR BLOCK
    ALIGN HONE MAINS
    SURFACE BLOCK SQUARE W/BHJ FIXTURE
    BORE & HONE CYLINDERS W/BHJ TORQUE PLATES
    INSTALL CAM BEARINGS
    FILE FIT RINGS
    MAGNAFLUX & PRECISION GRIND CRANKSHAFT
    SHOTPEEN & RECONDITION CONNECTING RODS
    SIDE CLEARANCE RODS
    PINFIT PISTONS
    BALANCE ASSEMBLY
    MICROPOLISH CRANKSHAFT
    INSTALL PISTONS ON RODS WITH HEATER AND ALIGN
    RADIUS SEAT PERFORMANCE VALVE JOB
    STAGE II PORT & POLISH HEADS
    HONE GUIDES FOR FIT
    SURFACE HEADS
    ASSEMBLE LONGBLOCK
    DEGREE CAMSHAFT
    WELD P/U TUBE TO PUMP AND SET CLEARANCE
    INSTALL MANIFOLD AND ACCESSORIES
    *INSTALL CARBURETOR, FIT AND INSTALL HOSE ENDS AND FITTINGS
    *INSTALL DISTRIBUTOR AND CUSTOM TAILOR PLUG WIRES


    <font color=purple>L8r,

    .Riz.<font color=purple>

    [​IMG]
     
  4. realsquash

    realsquash 1/2 ton status

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    You will have to optimize your igintion timing and carburator. Try *advancing* your distributor a teeny bit at a time. You'd be suprised. Also try for a distributor re-curve. BRE should be able to tell you what ignition curve is best. It makes a HUGE difference.

    Squash
    <A target="_blank" HREF=http://www.trailrunners4x4.org/users/realsquash>http://www.trailrunners4x4.org/users/realsquash</A>
     
  5. riz

    riz 3/4 ton status

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    <font color=purple> Can you explain the distributor re- curve or ignition re-curve you're talking about ?</font color=purple>

    <font color=purple>L8r,

    .Riz.<font color=purple>

    [​IMG]
     
  6. Andreas

    Andreas 1/2 ton status

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    Do you know the specs on the camshaft ? That´s a pretty important item in any engine. Won´t do you much good in a truck if it´s coming alive at 2500rpms or so.
    What about your tranny ? Got an automatic ? If so, you got the correct stallspeed?

    Andreas

    406cui of pure sh*t[​IMG]
    <A target="_blank" HREF=http://hem.passagen.se/znus/>http://hem.passagen.se/znus/</A>
     
  7. tRustyK5

    tRustyK5 Big meanie Staff Member Super Moderator GMOTM Winner Author

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    OK riz, go ahead and call me stupid, i look at the pic of your motor every day on my screen saver. Is it a 350, 383 or 400?
    If it is a 350, I'd say you might want to re-gear to make use of that motor. You have 2.02 heads and a 750 CFM carb. Neither of these two items are well known for producing low end torque on a 350 (if it is a 350) I'd also like to see the cam specs. I would suspect that it really wakes up after 2500 rpm though.

    Rene

    [​IMG]
     
  8. SlyDog

    SlyDog 1/2 ton status

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    I think its a 383 from what the description is and what it says at their website . . .

    [​IMG]
     
  9. Blazer_Boy

    Blazer_Boy 1/2 ton status

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    This is gonna sound stupid and I'm probably wrong but, what gears are you running. Big tires and numerically low gears make for a slow time to get rolling.

    June 2001 - The Texas Sawz All masacre begins. Be afraid rust, be very afraid. [​IMG]
     
  10. Gandolf

    Gandolf 1/2 ton status

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    I would experiment with small changes in timing, like was previously suggested. Also, you may have the wrong jets in the carb. Sometimes small changes in jets can produce significant improvement in power. This is best done on a dyno by someone with lots of experience.

    '89 K5 Silverado..."You can’t have a real adventure, unless the outcome is truly uncertain".
     
  11. Dieselmh

    Dieselmh 1/2 ton status

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    If you're hitting your peak TQ @ 4100 rpm, what is it rated at @ takeoff rpms? How steep is your TQ curve? Your engine may be designed for maximum peak HP and TQ, but not much on takeoff. You may also need to replace/upgrade your fuel pump and fuel filter. You may have a flow prob.

    Diesel

    Only the small claim that size doesn't matter.
     
  12. 1Blazin71

    1Blazin71 1/2 ton status

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    Stupid question perhaps, but are you sure this new motor has lossened up? That is, a freshly built motor usually needs between 500-1000 miles before all the newly mated components wear down enough to overcome the natural friction that comes from being assembled for the first time.

    I know that there was a noticable seat of the pants difference in my ZZ4 after the first few hundred miles.

    Beyond that, the timing/advance curve is the most likely place to get more lower end.


    Matthew Meyer
    matthewm@inhollywood.com
    '71 K5 - 4" Lift 35"s
    ZZ4 350 - 700R
     
  13. riz

    riz 3/4 ton status

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    <font color=purple>Good point about the " loosening up " ............ I haven't had it out that much at all so I probably haven't got the break in miles on it yet. I've been doing interior upgrades and have it tore apart for quite some time, so hopefully this spring when I really get it out the performance will pick up.</font color=purple>

    <font color=purple>L8r,

    .Riz.<font color=purple>

    [​IMG]
     
  14. Josh

    Josh Registered Member

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    Beck Racing is a very reputable company. I have talked to those guys here and they are quite friendly, if you are having any questions/problems with your engine you should definately give them a call 602-997-0800. I would also have to agree with someone else that 2.02 heads and a 750 carb on a 350 is somewhat large for low end. It looks more like a "revver" to me, but is should still pull somewhat.

    Josh
     

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