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BBC CHEVY 496/505 COMPLETE ENGINE HYDRAULIC ROLLER CAM 674 HP
RUNS ON PUMP GAS.
This engine is fully assembled from intake to oil pan.
The engine shown above is an actual representation of the engine you will receive with the exception of the polished intake. This engine includes a satin finish intake. The polished intake is an upgrade option. See the option list below.
DART BIG M SPORTSMAN BLOCK WITH SPLAYED MAIN CAPS.
WISECO PISTONS, SCAT CRANK, AND SCAT RODS. PC ALUMINUM HEADS.
4.310" BORE X 4.250" STROKE
- DART SHP BLOCK WITH SPLAYED MAIN CAPS. COMMONLY USED IN ENGINES BUILT TO 800+ HORSE POWER.
- BRAVO 335 ALUMINUM ALLOY HEADS.
- COMP HYD. ROLLER CAM AND HOWARDS MAX EFFORT TIE BAR STREET STRIP ROLLER LIFTERS.
- CLOYES RACE BILLET TIMING SET. THE VERY BEST CLOYES HAS TO OFFER.
- SCORPION HIGH PERFORMANCE ALUMINUM ROCKERS 1.7 RATIO.
- SCAT CRANKSHAFT, CLEVITE BEARINGS. BALANCED ON OUR CWT BALANCER TO BELOW 2 GRAMS.
- SCAT COMPETITION RODS WITH ARP 8740 CAP SCREWS.
- WISECO PREMIUM FORGED PISTONS. 800+HP RATED.
- MELLING M-SELECT SERIES OIL PUMP WITH M-SELECT DRIVE ROD.
- CHAMP CUSTOM 8 QT. OIL PAN WITH OIL CONTROL SYSTEM.
- PRO-RACE BRAND DAMPER.
- TWO YEAR WARRANTY.
Pump gas friendly.
Our 496/505 Hydraulic Roller cam engine will produce 635 horse power at approx. 5900 rpm. The build sheet is at the lower part of this listing. This engine is an excellent choice for use in classic street rods, sport trucks, 4x4 trucks, and can be used as a daily driver. High mileage use is not a problem with this engine. This is engine may also be setup for use in larger work trucks, or motor homes. We can also set any of our engines up for marine use.
This engine will produce more than double the horse power of the original bbc 396, 427 and 454's and much greater torque. Pump gas friendly. For those wanting to put this engine in a classic car or sport truck, select cam choice # 1 or # 2 with the Hurricane intake. This engine will deliver very impressive power in the lower rpm range, and have a very high degree of drivability and long life.
See our other listings for the fully dressed out turn-key version.
Two year warranty, see details below.
This engine is designed to have a high level of drivability, or street manners. Cams #3 and #4 are our favorites for offering exceptional low end and mid range performance plus max drivability without needing to deepen final gearing or the need for a high stall speed torque converter.
If you choose to go with the Hurricane single plane intake and the first choice cam, it will bring the hp numbers up to approx. 674. We do not recommend the single plane intake combined with cam choice 1 on any car that is over approx 3,200 lbs and/or cars with a steep (tall) final gear.
Please read the cam info provided below on the four cam choices before purchasing this engine. It is very important that you choose the correct cam and intake for your car and its intended purpose.
Here are a few good reasons why we think the 496/505 engine is a better choice than the stock GM bbc engine.
1. The 496/505 will accelerate any heavy car much better than any of the underpowered original GM bbc engines.
2. The exhaust note from this big block engine is much deeper than that of the typical stock GM big block engines.
3. Installing this engine in heavy cars or trucks without killing acceleration, or having to deepen the final gear, and needing a huge stall converter is a real plus. This engine will accelerate a 7500 lb vehicle much better than any stock bbc engine.
4. Low maintenance and high drivability even in very heavy cars and trucks, while generating up to 674 hp at the same cost as building a 454 stock engine.
5. Longevity and reliability. You don't have to turn the engine to a critical rpm range to produce its max hp output. There's nothing unsafe about running an engine that's well built like this up to 5,800 rpm. The hydraulic roller cam is very reliable and will not require a bronze distributor gear, as it has a normal cast gear. Our aluminum heads use very high quality hardware. All of our valves are from PBM, and are considered to be very high quality valves.
6. Should you ever decide to sell your car, or truck with this engine, the resale value would be much greater.
We do a full test run on every engine we build on a test mule. The engine is run for two intervals of 15 minutes each, and every possible issue is addressed. When you install the engine, you must verify that the timing is set at the correct value, and the fuel to air ratio must be verified. We also include an engine stand like the one pictured, wheels included, and an engine lift plate.
As of 10/25/2016, we completed installation of our second brand new Super Flow 902S dyno. This dyno is dedicated for dyno testing and tuning on our bbc engine line only.
De-tuned engines with different cam and intake combos will move the torque into the low rpm range, and is very desirable if you’re sporting around on the street, rather than all-out racing. The de-tuned version of this engine will also allow you to set the car up closer to stock and increase drivability to a very high degree. Throttle response is also noticeably better. We can help you with a cam and intake selection that best suits your needs.
The build sheet is as follows:
Pictured below is the new Dart SHP block. This block is the absolute ultimate in quality, durability, and value.
Dart Block Specs. and features.
- Standard 9.800" deck ht.
- Siamesed extra thick cylinder walls to resist cracking and improve ring seal (minimum .300" thick with 4.625" bore).
- Uses +.300" tall Gen VI style lifters.
- Scalloped outer water jacket walls improve coolant flow around the cylinder barrels to equalize temperatures.
- 4 bolt ductile iron main caps have splayed outer bolts for extra strength.
- True priority main oil system lubricates the main bearings before the lifters.
- Oil filter pad is drilled and tapped for an external oil pump.
- Lifter valley head stud bosses prevent blown head gaskets.
- Rear main cap uses standard oil pump and two piece seal - no adapter required!
- Mechanical fuel pump boss, clutch linkage mounts, and side and front motor mounts simplify installation in any chassis.
- Dual oil pan bolt patterns fit standard and notched oil pans.
The block is bored to size with our new Centroid touch probe machine. Few machine shops have a machine of this accuracy.
We also deck the blocks to an RA finish of approx. 15 or better. The decking procedure is also done by our Centroid CNC machine.
We often find many brand new blocks to have a sloping deck of up to 4 thous. When we're finished decking the block, it is within approx. .001 accuracy from end to end. Many machine shops fail to catch this as the machinery they use does not allow for such accuracy.
We then plate hone the block with our new Sunnen SV10 diamond hone machine. This is also a very advanced machine that hones the block with a finish unlike conventional machines.
The final step is to clean the block in our high pressure block washer.
Pictured below is the rotating assembly that comes in this engine.
(file photo, actual parts may vary, see details below)
The photos above and below are file photos. Actual appearance may vary. This picture is to give you an idea of parts used in the rotating assembly portion of this engine. All parts are brand new, first line, unblemished, and balanced in house.
READ THIS LISTING COMPLETELY BEFORE YOU BUY ELSEWHERE!
Connecting Rod Specs.
Piston & Ring Specs.
Bearing, Damper, and Flexplate Specs.
Listed below is a complete breakdown of all the parts that are included in this engine.
WISECO FULLY FORGED PISTONS, RATED AT 800+ HP. WISECO PISTONS ARE 100% MANUFACTURED IN THE USA. THEY ARE ONE OF THE HIGHEST RATED PISTON BUILDERS IN THE COUNTRY.
The Wiseco fully forged pistons are rated very high in the street/strip performance industry. They offer several price levels of pistons, starting with the Pro-Tru Street version made with 4032 forged alloy. The next level up would be the Professional series that are much more expensive and made from 2618 aircraft alloy.
Our custom made Wiseco pistons are very close in comparison to the Professional series as they are made using the 2618 aircraft alloy and have fully machined crowns.
We have seen a few engine builders use the non-forged hypereutectic pistons, and we find them to be very risky for any carbureted street rod engine. We would not even consider using such pistons. If the pistons are non-forged or forged 4032 alloy, they may fragment from the effects of detonation. This can then allow the connecting rod to destroy the block, crank, and cylinder head. Those types of pistons are fine for stock or very mild engine builds, but should never be used in carbureted engines built to high horse power levels. These type of pistons, especially the hypereutectic version, will not stand much detonation. The forged 2618 alloy piston is so much more resistant to the effects of detonation, and heat.
Our Wiseco Forged pistons are custom designed with an increase in compression height. This has many advantages. Here are a few facts about compression height and deck height.
Our custom made Wiseco pistons have a compression height that is .010 taller than nearly all catalog pistons on the market. We find this to be a very valuable feature.
Since our pistons sit at a taller than normal compression height, we only have to remove approx. .005-.010 off the deck surface of the new Dart block to achieve a zero deck. This also allows for future deck re-surfacing and still not ending too far below stock deck height. On our bbc engines we actually leave the piston about .003 in the hole to allow for possible piston rock.
Since nearly all bbc catalog pistons on the market sit .020 below the surface of a virgin block, the only way to achieve a zero deck or close to it would be to cut approx. .020 off the deck surface. This compromises the integrity of the block, in our opinion.
Another good of our taller compression height is that the ring land above the top ring is much stronger by being .010 thicker. When pistons encounter the effects of detonation, it is not uncommon to see pistons with the ring land above the top ring broken off. The thicker ring land also makes a better heat sink.
You may have noticed that our Wiseco custom made forged pistons are referred to as Racing Pistons on the package. This does not mean that the pistons are for racing only. This is a generic term, referring to their ability to be used in high performance applications as well as for street rod use. These pistons are perfectly designed for use on the street, as well as for medium to upper level drag racing.
Our custom made Wiseco forged pistons are made from 2618 aircraft alloy. We find this alloy to be much more suitable for high performance engines than the common 4032 forged alloy. You will usually see the higher end pistons on the market using 2618 aircraft alloy.
Why go with 2618 forged pistons? If you encounter certain tuning issues, detonation is highly probable, and it's effects can cause severe damage to your engine. The 2618 forged piston is able to withstand the damaging effects from detonation to a higher degree than the lower cost 4032 forged pistons, especially non-forged hypereutectic pistons such as Speed Pro or Keith Black, and many others.
We have built approximately 3500 engines using the Wiseco pistons. The engines have been for street rod and strip use. We have seen no problems, nor has there been any complaints. They are an excellent product in every respect.
The pictures below are file photos of our Wiseco pistons.
HASTINGS 2M SERIES MOLY RINGS
The picture below is a generic file photo of a Scat crankshaft.
Some of the benefits of the Scat crankshaft:
The material used in this crankshaft is manufactured from an exclusive Space Age material that was designed for high strength and fatigue resistance. The Scat cranks are the best value you will ever find. The Scat crankshafts are the best way to build a strong bottom end for, street rods, dirt and circle track racing, and drag strip racing.
We now use the Clevite bearings in our engines.
Our choice of rods are the SCAT COMPETITION SERIES rods with ARP-8740 cap screws.
The Scat Pro-Comp extreme duty I-beam rods should not be mistaken for ProComp rods. These rods are made exclusively by Scat, and have nothing to do with the ProComp company. The critical sizing and installation of the ARP cap screws is performed on a Sunnen machine in the USA by Scat Industries. These rods are excellent for those wanting the extra security offered by a rod with 7/16 ARP cap screws.
Take notice of the design of these rods. They are far superior to conventional style I-beam rods. We are now using this rod in all of our Stage 4 and up SBC engines. We also use this rod in our big block 540/496/555 engines, making approx. 700+hp.
If you do a search on the Scat Pro-Comp rods, you will find a vast amount of info on many car forums. All of the info is 100% positive. These rods are run in engines that not only produce high horsepower levels, but also run at continuous RPM. Notice the general appearance in the pictures. These rods do look impressive. The style is reminiscent of a steel billet rod.
The fact that these rods are incredibly strong and well made, coupled with the fact they are light weight and offer better clearance than any H-Beam rod on the market, made it an easy decision to use them in all of our high horsepower street/strip engines.
Genuine ARP 8740 cap screws.
We have noticed some engine builders using low cost generic rods and crankshafts in their engines. These non-branded, (no-name) products are often poor quality in many ways. You will notice many of the low end engine builders fail to mention the actual brand of the rods or cranks used in their engines. Upon further investigation you will find such parts not to be a branded name product. They may label these parts with a name, but one that is totally unrecognizable in the industry. Our experience in years past with such rods and cranks has been disappointing to say the least. Besides the obvious issues such as incorrect sizing and machining that is difficult to correct, the questionable alloy these items may be produced from and the potentially incorrect heat treating methods used, could prove to be disastrous. Little can be done to verify this and nothing can be done to correct it. Failures of such critical parts will usually result in catastrophic damage to the engine. As you may have noticed, this is why we specify the brand name, and series of every part used in our engines.
Many of the inferior "no-name" rods on the market will also have "no-name" rod bolts in them. We have seen these bolts before, and they are very low quality. They don't have ARP's rolled thread design, and they don't torque down with the same characteristics as a genuine ARP bolt. It's not just a matter of having a different brand bolt in the rods; these bolts are low quality in many ways. They have been known to fail in engines to a much greater degree than a high quality rod bolt, and this failure usually causes catastrophic damage in the engine. Beware of rods that don't mention the rod bolt brand. As far as we're concerned, ARP bolts are the only brand we would ever use or accept in a set of rods.
PRO RACE BRAND HARMONIC DAMPER, 6.75 DIAMETER, INCLUDED.
Pro-Race brand damper is used on all of our engines.
INTERNALLY BALANCED, 7.0" DIAMETER REDUCED ROTATIONAL MASS, OFFERS EXCELLENT CLEARANCE.
1.52" THICKNESS, 2.38" THICKNESS WITH HUB
HEAVY DUTY SFI RATED FLEXPLATE MADE IN THE USA INCLUDED.
This SFI flexplate is made in the USA and will resist cracking and warpage to a very high degree. One good telltale in identifying a low quality flexplate is the lack of welding on each side where the plate mates to the ring gear. They usually have a pale grey color to them, as they are not coated, and will rust quickly. Ours are welded on both sides, and are much thicker than an OE plate, and are zinc dichromate coated.
We do offer this engine with a manual flywheel. In most cases we do have both sizes, 153 and 168 tooth, available.
Our CWT 5500 Balancer.
We do our own balancing with our new state of the art CWT 5500 Series balancers. The CWT 5500 is the ultimate for precision balancing. We now have three of these in our machine shop. We consider this machine to be highly advanced compared to the Hines balancer we once used. We balance every rotating assembly we sell within 2 grams or less at no extra charge. A balance sheet is included with your engine.
Three new CWT balance machines under one roof is a rare sight.
Our crew wrapping up for the day. Pardon the mess.
Our Bravo 335 bbc heads are now used on many of our bbc engines.
Our Bravo 335 aluminum heads with 335cc runners, 124cc combustion chambers, 2.250/1.88 stainless PBM valves, 1.46 diameter Comp dual roller springs. We use our own hardware and do our own assembly.
PBM Competition Series Stainless Valves.
NON MAGNETIC stainless steel PBM Competition Series valves, swirl finished one piece, undercut and backcut. We have used the same valve for years, with zero failures. Non magnetic is very important. Our cost on these valves is around double the price of some low cost valves on the market. We sell these valves for just under $200 in our other listings. They are the only grade of valves we use in our bbc heads. Many head builders use the low cost valves, but we do not use them and never will. If the valves pull a magnet, they are not high temp stainless. They may be stainless, but they have very low nickel content in them.
The backcut feature reduces valve weight by an average of 12.5 grams per valve. This weight reduction of approx. 208 grams off the complete set of valves has a monumental effect on acceleration, deceleration, and valve train life. It may be difficult to understand how this works, but rest assured, this is a huge reduction. The valve spring compression and rebound action will remain stable for a much longer time running lighter weight valves, as well as reducing valve float.
The backcut feature is not be mistaken for undercut. These valves have both features. Backcutting is an additional radius, but located on the head of the valve to increase the flow numbers and reduce valve weight. The flow increase is approx. 3-6 points on the flow bench, and possibly more, depending on the initial flow rate of the heads.
We use Melling brand dual springs that have a 1.46 diameter, with an internal damper. These are made in the USA. Others are using springs that are much smaller in diameter. Smaller diameter springs may be in the correct spring pressure zone, but they are usually very short lived.
We use only Comp Cams Super 10 degree machined locks. Our head builder noticed the low grade locks on the market fit looser than he felt they should, not to mention the possibility that they are made of inferior metal. He envisioned the engine being much more prone to dropping a valve at high rpm. We have yet to have an engine drop a valve due to a valve lock failure.
We hone every guide in the heads with a ball berry flex hone to establish not only perfect clearance, but also a semi cross hatch finish for oil retention. We finish off with a natural bristle brush. The heads are then placed in our parts washer and cleaned with high pressure hot water, then pressure dried. This procedure is not performed at the factory due to the fact some engine/head builders prefer to establish the valve to guide clearance and finish in different ranges. Before installing the valves, we apply a heavy coat of engine assembly lube to the valve stems.
Our next step is to set the spring pressure to a predetermined pressure using a spring height checking device, most suitable for street rod use. The springs we are using allow for a near perfect seat to nose ratio. Be warned that some sellers of aftermarket heads may not be checking the installed height when assembling the heads, and may not be setting them up to the correct pressures. We have a full scale machine shop with several very knowledgeable engine builders that know and fully understand how to properly assemble a set of heads. Combine the possibility of poor assembly methods with incorrect or low grade hardware, and it is easy to see how failures can result.
We have dynoed many engines with the Bravo 335 heads and they performed faultlessly. We have never experienced failure of any kind with these heads.
Fel Pro 1017 premium race grade series head gaskets, ARP head bolts, and rocker studs.
ARP HEAD BOLTS AND WASHERS.
We are offering three cam choices listed below in this engine. Read the specs carefully.
Cam Choice # 1 By Comp Cams.
Part number: 01-461-8
112 lobe sep.
Cam choice # 1 offers excellent drivability and improved low end power. Valve train stability and longevity is excellent with this cam. This cam is recommended for use in light to medium weight vehicles with tall gearing, and sport trucks. Max power will be achieved at approx. 6000 rpm. You may use the single plane intake with this cam and not affect the low end power to any noticeable amount.
By using this cam, your valve train will be much more reliable and longevity is certainly improved. This cam will allow you to run a stall converter in the 2500-2750 rpm range. Final gearing when used in a car or sport truck could actually be in the 3.55 range or even taller, and overdrive use may be possible. Mileage with taller gearing is also a plus. This cam would be most suitable in heavy vehicles weighing up to 5000 lbs. Drivability with this cam is fair to decent depending on your vehicle weight and final gearing. This cam may not develop enough vacuum to operate power brakes.
Below are our dyno results on one of our 505 engines with this cam using a single plane intake. You results may vary depending on intake choice. The horse power numbers will always improve anywhere from 5-10 more than what the dyno results show after the rings have fully seated.
Official Dyno report on our 505 engine with cam choice # 1 and a single plane intake.
674 hp with our new Bravo 335 heads is outstanding. This particular engine only had approx. 9.85:1 compression ratio. Normally we run right at 10.3:1 Our hp numbers would have been higher for certain had we had the compression ratio in the higher zone.
Official Dyno report on our 496 engine with cam choice # 1 and a single plane intake.
681 hp with our new Bravo heads is outstanding.
Cam Choice # 2 By Comp Cams.
Part number: 01-456-8
112 lobe sep.
*****Info. on this cam choice coming soon.*****
Cam Choice # 3 By Comp Cams.
Part number: 01-451-8
112 lobe sep.
Cam choice # 3 offers a huge amount of bottom end torque. This cam selection is the best choice for cars that have very tall gearing or overdrive transmissions. This cam will allow the engine to operate in the 2150 rpm range. Very good acceleration with excellent street manners. The peak horse power falls about 20-25 under cam choice # 1. This cam would also be excellent for heavy vehicles, quad cab 4x4 pickups. Max power is achieved at approx. 5700 or less. This cam has been very popular for those more concerned about drivability and outright longevity of the valve train and engine engine. The valve train wear with this cam would be very low. Off idle power is decent. We see no drawbacks to going with this cam. The power in the low rpm range is amazing. Vacuum should be enough for operating power brakes. Long range cruising and operating air conditioning is not an issue with this cam.
Pictured below is our Speedmaster single plane intake. We also offer the Edelbrock line of single and dual plane intakes as an upgrade.
We have several different options in valve covers. Here are our most common choices:
We also offer this engine in a higher compression version with a solid roller cam option. See our other listings for the full line of our engines.
HOWARDS TIE BAR LIFTERS, HOWARDS CHROMOLY 1pc. .080 WALL PUSHRODS.
We use Howards brand premium pushrods in all of our engines. They are lightweight in design, yet very strong. Made in the USA from 4130 chromoly steel. Regular hardened pushrods will most likely flex in the engine when running above normal RPM ranges, and risk bending under high RPM. These do not have the welded ball on the end. We only use the swedged one pc. design, which is a well proven design far superior to the style many others use in engines. 4130 chromoly steel is also much stronger, and will resist flexing. When a pushrod flexes in the engine, you lose lift. Don't be misled by the term "hardened," as this is nothing more than a stock style low cost push rod. They will flex in the engine or possibly bend permanently.
Our choice of lifters are the Howards brand tie bar lifters. These lifters are much costlier than the regular drop in hyd. roller lifters, and have many unique features.
We did not offer this billet timing pointer in the past. However, we noticed that there was a birds-eye view of the timing pointer from the driver side of the engine, so we decided to use these on all of our engines.
304 STAINLESS ALLEN HEAD INTAKE BOLTS ARE USED ON ALL OUR ENGINES.
Timing components: Cloyes Race Billet double roller timing set. Part # 9-3645X3
Polished Aluminum Timing Cover.
We use the top of the line Cloyes timing set. The difference in quality is dramatic compared to the common true double roller setup. The chain is made in Germany, and the sprockets are hardened billet steel (upper and lower) and made in the USA. These sets are hand matched for selective sizing.
The cost on this high end timing set is approx $141, about four times the cost of the low level budget timing set used by many other engine builders. Should you ever want to confirm that this is what is actually in your engine, you can remove the timing cover, and you will notice the upper gear has a full array of lightening holes.
This top of the line timing set is offered in three different chain tension setups, allowing us to set it up perfectly every time. One more benefit is that timing accuracy is very precise and will remain that way. This timing set will likely last for the life of the engine. This is what you will find in most solid roller engines, as they have very high spring rates, and create an enormous load on the chain and gears, compared to non solid roller setups. It may seem like a bit of overkill to use such a high end timing set, but the versatility and extreme quality outweigh the cost, in our opinion.
SCORPION RACING ALUMINUM ROLLER ROCKERS.
THE BEST HIGH PERFORMANCE RACING ROCKER ARMS MANUFACTURED IN THE USA.
All Scorpion Rockers Feature:
Needle Bearing Fulcrum and Roller Tip, Centerless Ground Trunnion, Centerless Ground Pin & Roller, Burr-Free Thru Hole in Trunnion, Large Machined Seat, Thick Walled Adjusting Nut, Pedestals Machined from Solid Steel, Black Oxide Coated Steel Parts, & 100% CNC Machined. Other benefits include:
If you’ve read our warning on engine builders using low grade no-name rods and cranks, a very similar situation exists in the roller rocker market. We do not use or sell off-shore, (no-name) roller rockers, period. They have proven to be faulty in many ways. The center trunnions are not polished, nor is the center of the roller tip true to size or polished. Metal fragments are often left inside the trunnion housing and will cause destruction of the needle bearings. The aluminum alloys used are never aircraft aluminum alloys as are used in all USA made roller rockers. They often mention the alloy as being 6061, and that is a very soft form of aluminum. The 6061 alloy used on these will assure rocker-flex on any higher than stock spring pressures, and this will affect performance. The pins and keepers that hold the parts together are often of poor quality and improperly installed. The front roller will usually scoot along the valve tip, as it can't roll properly due to rough internal surfaces.
We have honestly seen valve tips that were scalloped out due to the front roller dragging across them. This will cause the valves to side-load against the valve guides in the heads and surely cause damage to them if run like this for very long.
We have scrutinized these products in the past and found all of the above problems, and I can tell you there are most likely many more. We would not use them in an engine under any circumstances. You will also see many of these rockers made from stainless on the market. They use a very low grade stainless that actually has a near non-existent amount of nickel in them, but that's not the real problem with them, as stainless steel has no advantage over high grade heat treated steel when it comes to a roller rocker. The lack of hardness of the rocker body is the real problem. The problems with these stainless rockers are the same as mentioned above. These are the roller rockers you see on the market for around $119 and up to $169 for the so called stainless ones. They are pure junk, in our honest opinion. They could possibly be used on a budget back yard stock build up that has a very low spring pressure, with a cam that has very low lift, but then you would be better off with the stock stamped rockers on such a build.
We have heard of many engines using these rockers that came apart and spilled needle bearings into the engine, only to end up in the oil pump. It seems like some engine builders do not care how long the parts in your engine last, or they simply don't know this. I can tell you for sure that using such low grade, "no-name" roller rockers is asking for trouble.
We use Scorpion, Comp Ultra Pro Magnum, and Comp Gold Arc rockers in all of our engines. The difference in these compared to the low grade no-name rockers on the market is huge. Do a Google search on this subject and you will know then what we’re talking about.
Champ premium oil pan.
The oil pans we use on all of our engines are made in the USA by Champ. The Champ oil pan has a full windage tray, crank scraper, and trap door. Threaded dipstick is included. Extreme duty pickup designed not to fail. The oil pan is made from a thicker than normal gauge material, and has embossed ribs in the body.
This is an extended capacity oil pan. The special pickup tube is designed for this oil pan. If you think you may have a clearance issue with the 8 qt pan, let us know and we can use the stock style pan.
The 8 qt pan is approx half an inch deeper than a stock pan, and the kickouts on the side are at the lower section of the sump. They start to swell outward about three inches from the bottom, approx. 3 inches or less on each side. Most vehicles have no problem with this type of pan and it's certainly a much better setup than a conventional oil pan.
The quality of these pans far exceed any of the lower priced oil pans used on many engines.
Our choice of oil pan fasteners is our premium studded mini nut set. The nuts in this kit have serrated faces and built in washers. This is the ultimate set for securing the oil pan to the engine, and is far superior to the typical bolts used by others. We use this same kit on our very high end engines.
Genuine Fel Pro Oil Pan Gaskets are used on all of our engines.
Melling M-Select Oil Pump, and M-Select Drive rod with ARP stud.
The M-Select series oil pump by Melling has several important upgrades compared to the regular Melling M-55 Series. The gears are billet steel, and the body is stronger, coated with corrosion-resistant nitrite. This oil pump also includes the M-Select drive rod. Both components are far superior to the regular Melling oil pump and drive rods used by most other engine builders.
We include an engine lift plate and heavy duty engine stand with casters with every engine we build.
Our new 383 engine is premium pump gas friendly, with very good street manners. NEVER run regular 87 octane in this engine, premium only unless you have opted for our de-tuned version with a reduced compression ratio. Should you ever hear any sign of pinging or clatter in the engine when accelerating, reduce timing one or two degrees.
IMPORTANT NOTE ABOUT DE-TUNING.
For those with very heavy vehicles, such as 4x4 quad cab trucks, 3/4 ton trucks, and crew cab/ex-cab trucks, Suburbans, plus trucks that may do light to medium trailer towing, we strongly recommend the de-tuned version of this engine.
For those wanting to run a supercharger, we recommend our extra deep dish pistons with the 75cc heads regardless of the vehicle.
Our machinists have many years of experience in building racing engines. This very critical work is done to exacting specs and with great care. Many vendors do not have machinists with the experience or the proper equipment that we are fortunate to have. We have built engines that cost upwards of $50,000. All of our engine builders have been in the engine machining and engine building line of work for their entire working lives. Their ages range from 38 to 65. We have a total of seven machinists/engine builders.
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