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Description
It’s hard to beat the classic 383 “stroker” for Small-Block torque, but Chevrolet Performance engineers found away. They matched it with the driving convenience of electronic fuel injection!
Rated at 450 horsepower and 436 lb.-ft. of torque, the SP383 EFI also features a high-performance roller camshaft and lightweight aluminum, Fast Burn-style cylinder heads with modern valvetrain technology that includes beehive-type valve springs and aluminum roller rocker arms.
The SP383 EFI incorporates a port-style injection system, with the injectors plumbed in a carburetor-style intake manifold, and the throttle body mounted in the conventional position of the carburetor, which allows for a traditional air cleaner and a classic appearance. It’s a vintage look that offers contemporary drivability and strong performance.
Our SP383 EFI Deluxe kit includes the distributor, damper and flexplate, ready to install.
INSTALLATION NOTES
• Crate engine kit includes pre-programmed, self-learning control system
• Come with a 12.750" externally balanced, 153-tooth automatic transmission flexplate. An externally balanced flywheel is required for manual transmission applications.
• Not intended for marine applications
Notes: Engine does not come with pictured water pump and spark plug wires. Purchase 12361051 if needed
TECH SPECS
Part Number: 19433045
Engine Type: Chevy Small-Block V-8
Displacement (cu in): 383
Bore x Stroke (in): 4.005 x 3.800
Block (P/N 19432109): Cast iron with 4-bolt main caps
Crankshaft (P/N 12489436): Forged steel
Connecting Rods (P/N 19355754): Heavy-dut forged steel
Pistons (P/N 12499103): Hypereutectic aluminum
Camshaft Type (P/N 19210723): Steel hydraulic roller
Valve Lift (in): .509 int ake / .528 exhaust
Camshaft Duration (@.050 in): 220° int ake / 2 30° exhaust
Cylinder Heads (P/N 19417592): Fast Burn aluminum; 62cc chambers
Valve Size (in): 2.000 int ake / 1.550 exhaust
Compression Ratio: 9.72:1 (nominal)
Rocker Arms (P/N 19432297): Aluminum roller style
Rocker Arm Ratio: 1.5:1
Recommended Fuel: Premium pump
Ignition Timing: 36° Total at 4,000 rpm
Maximum Recommended rpm: 6,000
Balanced: External
Flexplate (P/N 14088765): 12.750"
More Details
GM Notes:
After review of this case we have come to this conclusion. The ISC is damaging the ECU thru the use of a high amperage draw Aeromotive fuel pump (FP) running directly off of the ECU fuel pump control. They have voided this ECU’s warranty.
Keith’s case text from the 21st: he installed the new wiring kit , engine started and ran about 15 minutes and shut off and will not start , the fuel pump is not running , but will with a jumper to it and it make s grinding noise , he call Aeromotive where he got the pump and they are telling him he needs to add a 2nd relay to control the fuel pump with 10 gauge wire , Jules is inquiring where he should insert the relay in the system
Our response to the above: advised there should be no need for a 2nd relay , but is Aeromotive insists on it then he should have Aeromotive review the schematic and have them determine where they would want it to be
Unfortunately our response is incorrect. Per the ZZ6EFI I-Sheet on page 8: The maximum current for the fuel pump is 10 amps. If the fuel pump current will exceed 10 amps, a fuel pump relay is necessary. The added FP relay would be wired getting its power directly from the battery thru an appropriate fuse holder. The ground from the EFI system would control the added relay. If anyone has questions on to wire this please let me know.
Almost ALL current OE and certainly aftermarket high performance fuel pumps are going to draw more than 10amps running. The Edelbrock EFI system supplies power to the FP thru its main relay and the ECU supplies the ground to energize the FP. We do not have an Aeromotive FP p/n that he is using but I went thru some of Aeromotives I-Sheets and the lowest relay and fuse amperage I found is 20amps and then goes up.
Since we state in both the ZZ6EFI and SP383EFI I-Sheets on page 8 that anything over a 10 amp draw pump must use a relay with its own power supply to run the pump the ISC was voided the warranty on this ECU. We will still pay for what they have done and we approved so far but they need to add a FP relay with its on power supply. If the ECU will still not ground the FP ground circuit they MUST go over the install one more time looking at all system grounds. The battery main ground strap must go directly to the engine block (not frame and then block) and all ECU system grounds either go directly to battery negative lug or to the engine block. If all grounds are good they will need to purchase another ECU. If that is the case let me know and I will see if Edelbrock or CPP can get them one for purchase.
This brings a point I have tried to stress over the years. Whenever a new I-sheet comes out we all need to read the entire I-sheet when we have time. This I-sheet clearly states that 10 amps is the max. I missed it we all missed what was the cause of failure in this case.
In my opinion ALL ZZ6/SP383EFI system should be using a FP relay and not relying on the internal ECU ground control which can only handle 10 amps.
The SP383EFI does NOT require a vacuum referenced fuel pressure regulator. The CALs are different and the SP383EFI I-sheet IS correct.
