-=> Quoting KEITH SCUDDER to ALAN MORRISON <=-
 KS> 70's and a fondness for Chevy's. :) You know the 383 you mentioned
 KS> was accomplished by using a 400 SB V-8 with the crankshaft of a 350
 AM>At .030" overbore the above would be a 377.  A 4.155" bore and a 3.48"
 AM>stroke.  The 383 is the other combo with the 400 crank in a .030" over
 AM>350 block.  So it's 4.030" bore with a 3.75" stroke...  a stroker 350.
 KS> We only had some align-boring done on the block and the normal honing
 KS> of the cylinders, stock in size.
So it's a 4.125" bore and 3.48" stroke for a total of 372 cubic inch.
 AM>The 427 came in '69 and earlier Corvettes and could be ordered by dealers
 AM>as a COPO option for the L-88 and ZL-1 Camaros and Corvettes, as I 
call.
 KS> available in any Chevy. Seeing those 454 V-8 Camaros was something.
 KS> The speed shop's car ran high 12's while everybody else in it's class
 KS> were in the 13's. It was sold as a brand-new car from Chevy, just
 KS> alittle changed with the normal warranty also!
The really BAD Camaros could be spotted when it had only mini center hub
caps. Looking inside for the 'radio delete' confirmed L-88 or ZL-1 models.
 KS> What was real nice right from a Dealer was the SS 454 V-8 Chevelle in
 KS> 71'. It was just about the same engine as the 460 HP engine offered in
 KS> the Vette of the same year and same engine size.
 AM> It lost some compression and a fair amount of power after 1970,
 KS> What was the main reason the 70's cars lost so much HP in their
 KS> ratings? Was it because the engine was tested different?
Yes, but it also lost a lot when the compression was forced lower by the
low-lead gas requirements.  As far as HP measurement, it went from Gross
HP, (at the flywheel with no accessories driven) to Net HP, which was more
like it would be installed in a vehicle (driving WP, alt, smog devices, and
stock exhaust system.
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