BBC CHEVY 555 ENGINE, STAGE 7.0 DART BLOCK, AFR HEADS, CRATE MOTOR 720 hp BASE ENGINE
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4.500-4.560" BORE X 4.250" STROKE
- NEW GENERATION DART BLOCK WITH SPLAYED MAIN CAPS.
- AFR ENFORCER 335cc ALUMINUM ALLOY HEADS.
- COMP HYD. ROLLER CAM AND HOWARDS TIE BAR STREET STRIP ROLLER LIFTERS.
- SA GEAR BILLET TIMING SET WITH TORRINGTON BEARING AND ROLON CHAIN 9 KEYWAY. TOP OF THE LINE.
- COMP ULTRA PRO-MAGNUM ROCKERS
- 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 OIL PAN WITH OIL CONTROL SYSTEM.
- PRO-RACE BRAND SFI DAMPER.
- TWO YEAR WARRANTY.
Pump gas friendly.
Our 540/555 Hydraulic Roller cam engine will produce 720 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 nearly triple 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. 720. We do not recommend the single plane intake combined with cam choice 1 on any car that is over approx 3,500 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 540/555 engine is a better choice than the stock GM bbc engine.
1. The 540/555 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 720 hp at close to the same cost as building a 496 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.
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:
We now use the New Generation Dart blocks in our BBC 572 engine builds. The New Generation Dart block is light years ahead in overall construction as compared to any of the other blocks on the market. Dimensional specs are spot on, and this has been an issue with other blocks we have used in the past. Many of the top engine builders, ourselves included, have found the new Dart block to be superior to the earlier generation Big M series Dart block in many ways.
Dart Machinery has completely redesigned the Big M series Block. They have incorporated numerous improvements and new features to virtually every area of the block.
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!
- Crankshaft: Genuine Scat
- Crankshaft Stroke: 4.250"
- Crankshaft Material : Cast Nodular
- Journal Diameter: STD BBC
- Rear Main Seal: 2pc RMS
- Rods: Genuine Scat
- Rod Type: Scat I-beam, Bronze Bushed.
- Rod Length: 6.385
- Rod Material: Forged 4340 Alloy.
- Rod Bolt/Cap Screw: ARP 8740 Cap Screws.
- Pistons: Wiseco Fully Forged. High Performance for street/strip use.
- Piston Size: 4.500-4.560"
- Dome Volume: Dome Top
- Compression Height: 1.655
- Piston Material: Forged 2618 Aircraft Alloy
- Piston Rings: Mahle High Performance, Moly, Standard Tension.
- Ring Size and Fit: 1/16 1/16 3/16 File Fit.
- Ring Material: Cast/Stainless/Moly
- Main Bearings: Clevite
- Rod Bearings: Clevite
- Balance: In House on CWT balancer.
- Damper: Pro-Race brand SFI 7.0"
- Flexplate: Heavy Duty SFI 168 tooth or 153 tooth. Manual Trans. flywheels available.
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 pistons have a compression height that is .010 taller on bbc pistons, and .015 taller on sbc pistons, as compared to most all of the 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 block. Our goal is set the piston at zero deck (flush with the deck surface). This maintains the deck's thickness, making it much stronger than a block that has been cut down .025. The engine will also run a bit cooler with a thicker deck. It's well known that the deck dissipates much of the built up heat an engine generates. This also allows for future deck re-surfacing without compromising the integrity of the block. On our bbc engines, we actually leave the piston about .003 to .005 in the hole to allow for possible piston rock. Our sbc engines will have the pistons setting right at zero with the deck.
These pistons are also suitable for use with nitrous or blower setups.
The picture below is a file photo of our Wiseco pistons.
MAHLE HIGH PERFORMANCE 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.
We have noticed others using a low grade knockoff brand damper/balancer, and we have encountered them in the past. They are substandard in appearance, and are often out of spec. The timing marks were also poorly marked on some of the balancers we have come across. Another problem with low grade dampers is the elastomer bonding can lose its adherence to the inner and outer structure. This problem is referred to as a slipped damper. We have only encountered this once in 10 years with the Pro-Race brand dampers.
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.
HEAVY DUTY SFI RATED FLEXPLATE MADE IN THE USA INCLUDED.
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.
Assembled by us with premium PBM competition grade valves, Melling springs, Comp retainers, Comp Viton valve seals, Comp spring ID locators, Comp 10 degree locks.
Notice the multi angle valve seat cut. These heads are designed to very high standards.
More pictures below of some the details on our new AFR Enforcer heads.
Pictured below is a heads up shot of the front. The AFR logos on the front of the heads really stands out much better in person. The indoor lighting and camera flash created a good bit of glare.
All of our bbc engines sold as of 2/26/22 will have the AFR 335 Enforcer heads on them. They will display the AFR engraved logo in the front of heads as seen in the picture below of an engine we were in the process of building. Many customers in the past have upgraded to the AFR heads so we have decided to include them on all of our BBC engine builds. The quality and detailed machine work is outstanding as compared to any of the low cost heads on the market.
Below are our actual flow numbers for our new line of AFR Enforcer bbc heads. These numbers are true and accurate. The testing methods we use are considered to be on the conservative side. Some choose to show flow charts for their heads that have been done in a way that shows numbers that are misleading in our opinion. We now use the AFR Enforcer heads on most all of our bbc engines builds all the way up to our street rod 632 engine. The horse power numbers they produce are exceptional as compared to most heads of this size.
Fel Pro 1057 premium race grade series head gaskets, ARP head bolts, and rocker studs.
ARP HEAD BOLTS AND WASHERS AND ROCKER STUDS.
We are offering four cam choices listed below in this engine. Read the specs carefully.
COMP ULTRA PRO-MAGNUM ROCKERS.
We use Comp Ultra Pro Magnum rockers in all of our BBC engines. The difference in these compared to the low grade no-name rockers on the market is huge. We have on occasion used the Scorpion line or roller rockers in our engines when the Comp Ultra Pro Magnums are not available.
We use Trend 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.
Pictured below is our Speedmaster single plane intake.
Important note: in the near future we will be using the Weiand Track Warrior single plane intake pictured below on all our BBC engines that choose the single plane intake. We have found them to improve HP numbers by about 10-20 hp depending on cam choice. The Weiand intake is also a much higher quality intake in attention to detail, fit & finish, and overall appearance. As of this time, 3/18/22 the Weiand intakes are not available. We have had about 50 of them on back order for the past 8 months. The cost of the engine will go up about $150.00 when we change over to them. When they do become available, we will immediately list them as the standard single plane intake on all of our bbc engines. We have not been given a date as to when we might receive these.
We now offer the Speedmaster BLACK POWDER COATED FINISH Single Plane Intake as a $49.00 upgrade.
We also offer the Edelbrock satin RPM Air Gap intake as an alternate choice at no extra charge. This intake is often used in conjunction with the smaller cam choices for de-tuning, and offers much better hood clearance as compared to the line of single plane intakes.
We are offering four 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 fair to decent drivability and upper mid range power. Valve train stability and longevity when using a hydraulic roller cam are somewhat compromised with this cam as compared to the others below. This would only be an issue is the vehicle is to be driven a higher than normal amount of miles or encounters frequent racing. Max power will be achieved at approx. 6000 rpm. It is recommended that you select the single plane intake with this cam. This cam has a very aggressive (lopey/choppy) sound at idle. We have safeguarded the valve train components against pre-mature failure by using special lifters and running the valve springs with a slight increase in pressure. This cam is what would be considered a pre-pro-street setup.
Cam Choice # 2 By Comp Cams.
Part number: 01-456-8
112 lobe sep.
Cam Choice # 3 By Comp Cams.
Part number: 01-451-8
112 lobe sep.
Cam Choice # 4 By Comp Cams.
112 lobe sep.
Dyno reports coming soon
Cam choice # 4 offers a very high level of torque in the lower rpm range. Throttle response is instant with this cam selection. Idle speed may be reduced with this cam as compared to the other cam choices. This cam selection is the best choice for heavy cars and pickup 4x4 trucks all the way up to 1 ton series. Tall gearing and overdrive transmissions are not a problem with this cam choice. This cam will allow the engine to operate well in the 1600-1800 rpm range. Excellent acceleration and street manners. The peak horse power falls an additional amount of about 15-20 under cam choice # 3. Max power is achieved at approx. 5400 or less. The valve train and overall engine wear would be virtually non-existent with this cam. Off idle power is excellent. The power in the low to mid rpm range is much better than any of the cam choices above. Fuel mileage would most likely be best with this cam. Vacuum will be more than enough for operating power brakes. Long range cruising and operating air conditioning is not an issue with this cam.
Timing components: SA Gear 8999T billet double roller timing set.
Polished Aluminum Timing Cover.
We use the top of the line SA Gear timing set with a torrington bearing and rolon chain. The difference in quality is dramatic compared to the common low-cost timing set. The upper sprocket is made from billet steel and the lower is induction hardened with nine keyways. These sets are hand matched for selective sizing.
The cost on this high end timing set is approx $125.00, more than double 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 see that this timing set is very different in appearance to the run of the mill low cost sets often used by others.
One more benefit of this timing set 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.
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, and an 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.
The 8 qt Champ oil pan has kickouts that swell outward approx. 3 inches on each side. If you think you will encounter clearance issues with the kickouts, we recommend opting for the stock appearing 6 qt. oil pan. The 6 qt. pan will still be a Champ pan and will have the windage tray and crank scraper. We strongly recommend reducing the amount of oil used in these oil pans by approx. 1/4 to 1/2 a quart. Doing this may greatly reduce the chance of oil leaks, and reduce oil temps. The larger counter weights used on stroker crankshafts are why we recommend reducing the oil capacity in these engines.
To be clear on what we're saying, we would like to see you add right at 7.0 to 7.5 quarts of oil grand total in your engine and oil filter when using the higher capacity oil pan that has the flat ribbed bottom with kickouts on the side. When using the stock appearing oil pan, we would like to see you add right at 5.5 to 5.75 quarts grand total in your engine and oil filter.
Our engines include a dipstick. It's very important that you re-calibrate the oil level marking on the dipstick. This is due to the fact that the dipstick, oil pan, and block are often made from various manufacturers and we often see variances. Couple this with the fact that you may be running a reduced amount of oil, and the "full" mark on the dipstick will most likely not indicate correctly. Once you have put a predetermined amount of oil in your engine, and run it for a few minutes, let it sit for awhile on level ground, check the oil, and mark your dipstick with a flat file to re-establish the full mark.
The quality of these pans far exceed any of the lower priced oil pans used on many engines.
We do not use the knock off oil pan gaskets on the market. Felpro premium oil pan gaskets are used on all of our engines.
Pictured below is a file photo. The actual Felpro gasket used will be the correct model for this application.
We use our premium studded mini nut set on all of our oil pans and valve covers. The nuts have a serrated face and built in washers. This is the ultimate set for securing the oil pan and valve covers to the engine and is far superior to the typical bolts used by most other engine builders. Our standard engine color is black. Custom paint work on engine blocks and oil pans is available as an optional upgrade. The pictures above and below are file photos to display the studded mini nuts. Other items seen in these pictures may not represent your actual engine.
The M-Select series oil pump by Melling has several important upgrades compared to the regular Melling M-77 Series used by many engine builders. 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. The M-Select oil pump is nearly three times the cost of the regular M-77.
We include an engine lift plate and heavy duty engine stand with casters with every engine we build.
Our new 555 engine is premium pump gas friendly. Do not run regular 87 octane in this engine, premium only,(91-93 octane). Should you ever hear any sign of pinging or clatter (spark knock) in the engine when accelerating, reduce timing one or two degrees and/or invest in a high quality octane boost additive.
IMPORTANT NOTE ABOUT DE-TUNING.
For those with 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.
We have dyno tested the original creation of this engine with every cam and intake choice available extensively. We now include the engine test mule run at no additional cost. The engine is thoroughly tested for leaks, vibration, unusual noises, overall engine sound and feel.
THIS ENGINE IS BUILT WITH THE BEST AVAILABLE PARTS WITH CONSIDERATION TO KEEPING THE COST OF THIS ENGINE REASONABLE. WE'VE REVIEWED WHAT THE COMPETITION IS OFFERING, AND WE'RE CONVINCED THAT WE ARE OFFERING THE BEST VALUE FOR THE MONEY.
We offer this engine with selected upgrades and options. Listed below are some of the most requested ones. Many not only improve performance, but further enhance the reliability and longevity of your engine, along with resale value.
BoostLine connecting rods are designed from the ground up for high-power forced induction and nitrous applications as well as naturally aspirated engines. A patented 3-pocket design, forged from a special 4340 alloy, maximizes strength while minimizing rotating weight. This revolutionary design dramatically improves the rod's big-end stability under tensile loads and provides a 60% improvement in bending strength and 20% stress reduction in tension compared to H-beam designs. All of these benefits make BoostLine rods ideal for any street rod or racing engine.
In addition to BoostLine's innovative design, comprehensive real-world testing, finite element analysis, and meticulous quality control ensure that all BoostLine rods are fit for 2,000-plus horsepower (8-cylinder applications).
All BoostLine rods include high-quality ARP 2000 bolts. Every rod is inspected and finish-honed in America in addition to being analyzed on a Zeiss CMM as part of the final inspection. A detailed inspection report measuring to .0001 in. is provided with every set of BoostLine rods.
Also included with this upgrade are the JE tool steel wrist pins.
For high-impact, drag race, and endurance applications, JE Pistons offers the Series 52 wrist pins. These pins are constructed from 52100 high carbon bearing steel and through-hardened for added stability. All JE pistons are super-finished on both the outside and inside diameters to help reduce piston pin bore wear and minimize fatigue cracking, adding to the overall strength and reliability of the wrist pins. Employing the latest in technology and quality control, the Series 52 wrist pins are checked for the tiniest flaws and to ensure the roundness of each pin. JE Pistons Series 52 wrist pins are available in a variety of lengths, diameters, and wall thicknesses. They are specifically developed for use with JE pistons.
This engine is warranted, with limitations and exclusions as set forth below, for two years from date of sale.
Schaeffer 191 Micron Moly 20W-50 Racing Oil
Zinc = 1900 ppm
Phosphorus = 1800 ppm
Soluble Moly = 350 ppm
Schaeffer 709 Racing Oil 10W30
Zinc = 2100 ppm
Phosphorus = 1800 ppm
Moly = 350 ppm
Zinc = 1400 ppm
Phosphorus 1300 ppm
Zinc = 1100 ppm
Phosphorus = 1000 ppm
A couple of things worth mentioning: Valvoline VR1 doesn't report any Moly in their oil. Schaeffer uses a soluble form of Moly that bonds to metal under heat, pressure, and movement. Once fully bonded, it takes over 500,000 psi per square inch. Schaeffer Oil has the best base stocks and additives that make it the best oil on the market.
Oil pressure of 50-60 lbs in the upper rpm range on a fully warmed up engine is nothing to worry about. You may also notice that oil pressure drops at idle to approx 25-30 lbs when the engine is fully warmed up during very hot weather. This is somewhat common and no cause for alarm. When the time comes to change your first oil filter, the Wix racing filter will most likely improve oil pressure. It will certainly improve oil flow, and GPM rating. The Wix Racing filters are a true racing filter, and have a micron rating of around 60. You will be required to change your oil and filter more frequently when using the Wix Racing filters. Around every 1500-2000 miles.
If your engine has a Dart block, then it has priority main oiling. This block routes the oil in a very different pathway compared to a GM block. The mains and rod bearings as well as the crankshaft are well protected with an ample supply of oil even when the oil pressure numbers are lower than you think they should be.
There are many special additives in true race grade oils that are not in conventional oil. These additives are very valuable for high performance engines. Never add anything to racing oil. This oil has exactly what is needed to protect a high performance engine. Some of these oils will state that they are low or possibly non-detergent, and that is a desirable trait of racing oil.
The anti-foaming agents in race grade oils are much better than what you would find in conventional motor oil. Race grade oils have higher than normal amounts of the zinc compounds in them, and there are many components in the engine that can make great use of these additives.
This engine does not include a fuel pump. This engine is best suited to operate with an electric fuel pump, with a pressure regulator set at 5.5-6.5 psi. A chrome block off plate will be installed on the engine. We believe that the electric fuel pump system is a superior fuel delivery system compared to a mechanical system. If you decide to run a high volume mechanical fuel pump on this engine, then you must use the special polymer fuel pump rod that we offer, and you must also use a fuel pressure regulator, and gauge, set to approx. 6.0-6.5 psi. Only use engine oils with high levels of zinc compounds in them when running a mechanical fuel pump. This will protect the eccentric fuel pump lobe on the camshaft. We strongly recommend the Schaeffer Racing oil. See our other listings for this oil.
You must use a rev-limiter on this engine. Should you have a warranty issue, proof will be required. A rev-limiter will allow you the freedom to drive without having to monitor the tach. Every car from the factory has this feature. Set the limiter to the peak hp rating of this engine or less for added protection.
We strongly recommend using a crankcase ventilation system to pull gases from the crankcase. The exhaust evac system we recommend is made by Moroso. The benefits are numerous as compared to the typical pcv system. Potential oil leaks are greatly reduced or eliminated by using the exhaust evac system.
Engine break in: As soon as your engine is installed, check and reset the timing if needed.
Drive safely please but keep your engine under load more than normal and bring the rpm up and back down to seat the rings much better and faster. This allows the rings to expand in a perfect circle and with greater pressure against the cylinder walls to establish an even wear pattern. This is why race engines are dynoed: to put a good number of passes on the engine under heavy load, as this will partially seat the rings very quickly, making the engine somewhat ready for racing. Failing to do this not only delays the break-in, but can permanently stop the engine from establishing a good wear pattern on the cylinder walls.
If you have opted for our dyno-tuned version of this engine, then ring seating will be partially established. The dyno has a computer controlled break-in mode that we use before doing any dyno testing for power output. Should you opt for the dyno tuning package, it does not mean that your engine is ready for full synthetic racing oil. Your engine will continue to seat the rings in to an even higher degree after 300-500 miles of driving.
Some of our engines offer and extended capacity Champ oil pan that has kickouts that swell outward approx. 3 inches on each side and has a square flat bottom but depth is only about half an inch different from the stock style pan. If you think you will encounter clearance issues with the kickouts, we recommend opting for the stock appearing oil pan. This style pan will still be a Champ pan and will have the windage tray and crank scraper. We strongly recommend reducing the amount of oil used in these oil pans by approx. 1/4th to 1/2 a quart. Doing this may greatly reduce the chance of oil leaks, and reduce oil temps as well as other issues caused by windage. The larger counter weights used on stroker crankshafts create a large amount of windage and are why we recommend reducing the oil capacity in these engines.
Our engines include a dipstick. It's very important that you re-calibrate the oil level marking on the dipstick. This is due to the fact that the dipstick, oil pan, and block are all made from various manufacturers and we often see great variances. Couple this with the fact that you may be running a reduced amount of oil, and the "full" mark on the dipstick will most likely not indicate correctly. Once you have put a predetermined amount of oil in your engine, and run it for a few minutes, let it sit for awhile on level ground, check the oil, and mark your dipstick with a flat file to re-establish the full mark if needed.
Your engine will be in a crate on a pallet, and you will receive a roll around engine cradle at no additional cost. The value of the engine cradle and lift plate is approx. $65.00 Your engine will also be fully insured.
Below are pictures showing how your engine is prepared for shipping. We start with a heavy duty pallet with an OSB base, then the engine is put on an engine cradle, (wheels are included) and bolted to the pallet with an engine lift plate installed on the intake and fully shrink wrapped to avoid scuffing the engine when removing the crate and this also protects the engine in the event the outer crate is knocked loose during shipping. We then build a heavy duty custom engine crate that is bolted and nailed onto the base over the engine and once again shrink wrap the complete crate for added strength. Prior to shipping you will be sent a close up picture showing your engine on the pallet including any other items you purchased with your engine.
We include an engine lift plate and heavy duty engine stand with casters with every engine we build.
Our eBay user id is: skipwhite, and our eBay store name is whiteperformance1. You may have noticed other sellers using a similar name offering similar products. These other sellers have capitalized on our name as we see it, and many customers searching for us will inadvertently find them, thinking we are one in the same company. There is only one "Skip White." We are the original premier eBay seller under this name since approximately 2003. We have no other eBay names, nor are we associated with any other company regardless of the similarity in the name or location. Our official company name is Skip White Performance. Please see the article below for a more detailed explanation.
The real story...Skip White Performance vs. White Performance & Machine
I'm sure many of you have noticed there were 2 high performance engine builders in Kingsport, TN with similar names, leading to a great amount of confusion.
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