Just a few more question..

Since the last one went so well. And I've been staying up all night thinking of different things to do to an engine..I need some questions answered, please.

1. I've been thinking of buying an lt1 engine for cheap, if I can find it, and stroking it out. Somewhere along the lines of 396? I know that the heads will have to change, but what kind of push rods, rockers or roller rockers, valves, springs would I have to use in order to get enough air and fuel into the engine to make some good power? And I've always read that a ported lt1 intake is better then an lt4 one, that would include having the heads ported as well right? And bigger TB? What about a ported lt4 intake with the heads to fit?

2. Someone, anyone, explain rear gears to me. What are the good ones? What would be used in order to get 500+ power to the ground? And I'm not worried about fuel economy. Possy traction?

3. Compression ratios? What?

OK, I'll try and help you out a little, but I'm sure the other guys who know more will add/modify what I think.

1) A 396 LT1 is possible, but you'll have to bore it to the max, which is .004. Then you'll need a new rotating assembly to match the block's new measurements. No need to mention the proper crank that gives that longer stroke to reach the stout number of 396. Plus balancing of the rotating assemble. You'll also have to have the block machined to match and clear the new rotating ass'ly..

As far as valvetrain, you'll have to see what cam you'll need to fill the new cubes. As well as the proper ratio for rockers, titanium springs and hardened pushrods at the proper lengths. I think you could get it all in a package from where ever you get the cam. Like comp cams.

As far as manifold and heads. If anything, you'll DEFINATELY have to have the stockers ported. But the ported LT4 manifold would probably be a better option. As far as the heads, I would go aftermarket with bigger valves and better flow. And you'll probably want a bigger throttle body, like a 58 or so.

2) As far as the rear end goes, with that much power, I'd go with 4.10's. But someone else will elaborate on that one more.

3) Compression ratio can be described in 2 ways, dynamic or static. It's basically is the difference between the area in the cylinder when the piston is at BDC and TDC. There are numerous factors that affect comp ratio; like stroke, piston crown design, valve relief pockets, gasket thickness, etc...

Sounds like a big project you will be taken up. People can write books on each question you posted, so these definately aren't all the answers. I'm in school right now, so I'll come back later with some more info.

In my "GM High Tech Performance Magazine", they featured an article on Golen's 396 LT1, you may want to look that up for ideas. Its the August 06 issue.
They used a Callies 4340 forged crank that gave a 3.875-inch stroke and a total bore of 4.030 ot make the 396. They used TrickflowLT1 aluminum casting heads, ported and polished. Milled the heads for an 11.5:1 comp ratio. 2.02 and 1.60 valves with a Comp Cam 236*/244*, 585"/576", 112 LSA. Estimated power was 520hp@6200rpm and 490 ft-lbs of torque @ 4000rpm, and they also utilized a 3000-stall and a 4.10 final drive.
They obviously supported it with a good tune and bolt-ons, which I will not bother to mention.

Also, in GM HIgh Tech Performance Mag, they are doing several articles on building a 383 LS1 stroker, in detail and have several good articles to give you ideas. But in the Sept. 06 issue, they go over comp ratio.
In order to calculate comp ratio, you will need to know the: Combustion chamber volume, Head Gasket Volume, Deck clearance volume, valve relief pocket volume, and crevice volume. But they go into detail about it in the article.

Look everything up on their website:
www.gmhightechperformance.com (http://www.gmhightechperformance.com)

Got it on order. Thanks man, that answers some of my questions.