I seem to remember the Hot Rod comparison showing very little overall difference between them. The differences were small enough that the "butt dyno" would have a very hard time determining the difference between the two.

Now if you're building a sub 6000 RPM street engine a 377 isn't the best decision; you would have been better off keeping the stock crank and having the additional 29ci. Unless you're going to spin them to the moon you're almost always better off with the longer stroke and the additional cubes.

Joe

Curiosity drove me to find the article... Chevy High Performance, October 2000.  The 383 produced more torque and hp off idle through 5,000rpm, then the 377 began to slightly overtake it beyond 5,000rpm.  The 383 produced peak hp of 450 at 6,000rpm, and the 377 produced 454 at 6,100rpm. 

Both were built with same components: dished 9.5:1cr slugs; mech roller (.570/.576" and 242/248* @ 0.050"); Vic Jr - BG 750cfm; Trick Flow heads w/ 195cc intakes, 64cc and 2.02/1.60" valves.

Was the gap very large at any point? I seem to remember them being within 10 ft lbs of each other across the entire curve, but my memory isn't as good as print

Joe

About +15 for the 383 from idle to ~5,000rpm.  About +5/10 for the 377 from 5,000rpm to 6,500rpm.  Net, not much difference between the two combos tested.  

Thanks for the fact check.

Joe

I appreciate the correction. It is the 262 I was thinking about. Honestly I'd like to go with a 302s 3 inch stroke, and I know they came in forged. BUT!!!! 302 are too hard to come across. So the next best thing in my book would be the 262. Any Ideas on where to find a 302 crank? Again thanks for correcting me.  

302 OEM cranks are becoming hard to find.  Try e-Bay.  They're out here (heck, I have one standing in my garage from the 302 I pulled from a donor '69 Z/28.  I wanted the "010" block).  Don't ask, it's not for sale.  Sorry. 

If you do locate one, I'd be very cautious about it and have it mag'd, checked for straightness, etc.  There's not a 302 in this world that wasn't wound to the hills at some point.    

The "302 crank" is actually a 283 crank.  Try finding one of them.  It might not be forged, but 283's aren't nearly as hard to find as a dz motor.

"The "302 crank" is actually a 283 crank." 

It is and it isn't.  Aside from the forging, '67 302s had small journals as did 283s.  Yet, '68/69 302s had larger journals.

Thanks, that is my car and besides doing all the work myself, (other than spraying the paint), it is also DRIVEN, it is not a trailer queen.  We put over 7,500 miles on it since I brought it out in June.  I really thank Car Craft for doing a feature on it.  

YET ANOTHER blast from the PAST . . . Come on CC!  Where are the JY TURBO STORIES?

"It's simple, really.  Homebuilt turbo V8.  Scrounge up some junkyard turbos and an intercooler, or get 'em off eBay.  Blow through the carb if you must to pacify the 'nobuck' Car Crafters and the technophobes.  Set the budget insanely low so that nearly 'everyone' will like it."

"You doubt me?  Then why on the Hot Rod Power Tour was the crowd two or three deep at times around an ancient Buick Roadmaster (named the 'Grande National') with a junkyard T-3 and cheap, rusting muffler shop crush-bent tubing hung on the original carbureted inline eight cylinder 'Fireball' engine?  Why have hundreds of thousands visited Mike Sitar's 'Too High PSI' junkyard turbo website?"

"A nice follow-up story would be building a secondary alcohol fuel system for when you really crank up the boost on the homebuilt turbo V8 project (I'm thinking cobble together some sort of junkyard factory EFI with an FMU or piggybacking on a cheap SDS aftermarket system.)  Or use a huge turbo and spray it with N20.  Or a BIG-BLOCK turbo V8 . . . ."