Product Information
| UPC | 352826922517 |
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| Product Type | Shipped Product |
| Shipping Cost | $485 |
| Number of reviews | 0 |
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BBC CHEVY 572 COMPLETE ENGINE. SOLID ROLLER CAM 868 HP @ 6500 RPM. 776 lb./ft torque @ 5200 rpm. This engine is fully assembled from intake to oil pan. Important note. This engine is available in three different configurations. Our highest hp version comes equipped with a single plane Profiler intake that requires a 1050 Dominator carb. This engine will produce approx. 868 hp, and requires race fuel. Our next version runs a Speedmaster single plane intake and uses a 4150 style carb, size 1050 Brawler, and produces approx. 823 hp. The 4150 style carbs are much less in cost and offer improved driveability. Race fuel required. Our third and newest version of this engine runs 93 octane pump gas, and uses a 4150 style carb with a Speedmaster single plane intake. This engine produces approx. 807 hp. The carb used on this engine was a custom built Pro-Systems 1050cfm unit.These carbs are only a couple hundred dollars more than the low cost Brawler. We will soon be using them on all of our high end engines. We tested this engine with a Brawler 1050 prior to running it with the Pro-Systems unit. The Brawler dropped approx. 28 horse power. Both were the same CFM, both were 4150 style and both were tuned optimally. This new version of the 572 Super Pro Street engine is very appealing. Consider the fact that it runs pump gas, broke into the 800+ hp numbers, uses a 4150 style carb for improved drivability on the street. All three of these engines have the same cam and heads. The dyno report on this version is listed below along with version one and two of this engine. Important note. Our user id is: skipwhite, and our 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 seller under this name since approximately 2003. We have no other 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 in the lower part of this ad for a more detailed explanation.
- NEW GENERATION DART BLOCK WITH SPLAYED MAIN CAPS. - BRAVO 335cc ALUMINUM ALLOY HEADS ASSEMBLED BY US WITH PREMIUM HARDWARE. - COMP BILLET CORE SOLID ROLLER CAM AND MOREL TIE BAR STREET STRIP ROLLER LIFTERS WITH HIGH PRESSURE PIN OILING. - SA GEAR BILLET TIMING SET WITH TORRINGTON BEARING AND ROLON CHAIN 9 KEYWAY. TOP OF THE LINE. - COMP ULTRA PRO-MAGNUM ROCKERS. - SCAT 4340 FORGED CRANKSHAFT, CLEVITE BEARINGS. BALANCED ON OUR CWT BALANCER TO BELOW 2 GRAMS. - SCAT H-BEAM RODS WITH ARP 2000 CAP SCREWS. - WISECO PREMIUM FORGED PISTONS, (2618 ALLOY). - MELLING M-SELECT SERIES OIL PUMP # 10774 WITH M-SELECT DRIVE ROD. - CHAMP CUSTOM 7.5 QT. OIL PAN WITH OIL CONTROL SYSTEM. - ATI SUPER DAMPER SFI RATED - SFI HEAVY DUTY DOUBLE WELDED FLEXPLATE. - ONE YEAR LIMITED WARRANTY ON SUPER PRO STREET ENGINES. SEE DETAILS BELOW. Our 572 engine will produce up to approx. 868 horse power at approx. 6500-6600 rpm. The build sheet is at the lower part of this listing. This engine is an excellent choice for use in classic pro street rods. High mileage use is not recommended with this engine. We now offer this engine in three versions. Read the complete ad. See our other listings for the de-tuned daily driver version of this engine. We can also set any of our engines up for marine use. Our machinists/engine builders 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 44 to 69. We have a total of eight machinists/engine builders. One year limited warranty on pro street engines, see details below. Here are a few good reasons why we think the 572 engine is a better choice than the stock GM bbc engine. 1. The 572 will accelerate any heavy car much better than any of the smaller cubic inch bbc engines. 2. The exhaust note from this big block engine is much deeper than that of any of the smaller cubic inch bbc engines. 3. Low maintenance with a decent level of drivability. 4. 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 5900 rpm or less depending on cam choice. 5. Should you ever decide to sell your car or truck with this engine, the resale value would be greatly increased. We do a full test run on every engine we build on a test mule. 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. The build sheet is as follows: BBC NEW GENERATION DART BLOCK BORE 9.800" STD DECK HEIGHT
 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 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. READ THIS LISTING COMPLETELY BEFORE YOU BUY ELSEWHERE! ********************************************************** Crankshaft Specs.
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 forged pistons are rated very high in the street/strip performance industry. They are made using the 2618 aircraft alloy and have fully machined crowns. We prefer the 2618 alloy over the lower cost 4032 alloy. This alloy may fragment from the effects of detonation and if this happens, it can be very destructive to the engine. Those types of pistons are fine for stock or mild engine builds, but should never be used in carbureted engines built to high horse power levels. The forged 2618 alloy piston is 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 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. 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. We have built approximately 8000 engines using the Wiseco pistons. The engines have been for street rod and strip use. We have seen no problems, nor have there been any complaints. They are an excellent product in every respect. These pistons are also suitable for use with nitrous or blower setups. The picture below is a file photo of our Wiseco piston.  MAHLE HIGH PERFORMANCE MOLY RINGS
Scat 4340 Forged Crankshaft. The picture below is a generic file photo of a Scat crankshaft.
Some of the benefits of the Scat crankshaft supplied with this assembly: 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. This crank is suitable for use up to approx. 800+ hp. Crank Polishing. Pictured below is our ABS crank polishing machine in action. We polish the crank on every engine we build. This extends bearing life, keeps oil cooler, and with the reduced friction, a slight increase in horsepower is gained. Many machine shops fail to do this. The finish on most cranks are at the bare minimum of acceptance, and we know this can affect bearing life. We have measured the RA finish with our profilometer, and found it to be as high as 25 RA finish on many of the cranks. We bring that number down considerably.
We now use the Clevite bearings in our engines.
Our choice of rods are the Genuine Scat brand heavy duty 6.385 H-beam rods with ARP 2000 cap screws.
We use genuine Scat rods with ARP cap screws in all of our engines. Our Scat rods are bronze bushed, and unlike Eagle I beam rods, these are fully forged 4340 alloy. 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. Genuine ARP 2000 cap screws. ATI SUPER DAMPER SFI INCLUDED.
INTERNALLY BALANCED, SFI rated, 7.074" DIAMETER, REDUCED ROTATIONAL MASS, OFFERS EXCELLENT CLEARANCE. BILLET ALUMINUM TIMING POINTER. FEW SELLERS FINISH OFF THEIR TURN KEY ENGINES AS WE DO. 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.
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. Bravo aluminum cylinder heads. 335cc runner size.
Assembled by us with premium PBM competition grade valves, Comp high pressure hyd. roller 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.
Below are the actual flow numbers for our Bravo 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 use the Bravo heads on most all of our bbc engines builds all the way up to the 572 engine. The horse power numbers they produce are exceptional as compared to any of the low to mid range priced heads on the market.
Fel Pro 1057 premium race grade series head gaskets, ARP head bolts, and rocker studs.
ARP HEAD BOLTS AND WASHERS AND ROCKER STUDS.
COMP ULTRA PRO-MAGNUM ROCKERS.  The new Ultra Pro Magnum™ Roller Rocker Arms not only live up to the lofty standards of the original Pro Magnums™, but they also take stud mount rocker performance, stability and value to a whole new level. The modern arched, web-like design delivers increased strength and rigidity while still reducing the moment of inertia and optimizing the dynamic balance. Important notice. If you've read our warning on engine builders using low grade no-name rods and cranks, a 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 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 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. Morel Pro-Sportsman Solid Roller Lifters. . The picture above is a file photo. The actual Morel bbc lifters will have a slightly different appearance. 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. Our choice of lifters are the Morel Pro Sportsman tie bar lifters. These lifters are much more expensive than the regular tie bar roller lifters, and have many unique features. Pictured below is our Speedmaster single plane intake. We also offer this engine with a Profiler intake for version 1 of this engine at no extra charge.
304 STAINLESS ALLEN HEAD INTAKE BOLTS ARE USED ON ALL OUR ENGINES.
BBC Chevy Flat Nose Comp Solid Roller Billet Core Cam  Part number: 11-000-9, Spec card # 48558 720/715 lift. 276/286 duration 112 lobe sep. Max power will be achieved at approx. 6200 rpm and will produce right at 822 hp. Engines using this cam should run a stall converter in the 3000-3500 rpm range. Final gearing when used in a car or sport truck could actually be in the 3.55 range or numerically higher. This cam would be most suitable in vehicles weighing no more than 3800 lbs. This cam does not develop a high rate of vacuum. Below are our dyno results on this engine using this cam. Your results may vary depending on carb choice. Dominator carbs will always out-do the 4150 style carbs in top end horse power. If drivability is a concern, we advise using a 1050 cfm 4150 style carb on this engine. The horse power numbers will always improve anywhere from 5-10 more than what the dyno results show after the rings have fully seated. We actually made this power with a low cost Brawler 1050 carb. and a low cost Speedmaster single plane intake. Version 1 of our 572 Super Pro Street engine. This engine is available in three different configurations. All three will have the same cam and cyl. heads. The differences are outlined with each dyno report. Our highest hp version comes equipped with a single plane Profiler intake that requires a 1050 Dominator carb. This engine will produce approx. 868 hp, and requires race fuel. The potential of the 572 Super Pro Street engine is much greater than what you see above with a improved fuel delivery system. The Profiler intake and a Holley 1050 Dominator carb brought the HP numbers up to 868. This only increased the rpm by 200 over the regular setup. 6500 rpm making 868hp is very impressive to say the least. No additional drama brought to the engine other than a couple hundred rpm and the use of a Dominator carb.
Version 2 of our 572 Super Pro Street engine. Our next version, (2) runs a Speedmaster single plane intake and uses a 4150 style carb, size 1050 Brawler, and produces approx. 823 hp. The 4150 style carbs are much less in cost and offer improved drivability. Race fuel required. Check out version three for those that desire to run pump gas.   Version 3 of our 572 Super Pro Street engine. Our third and newest version of this engine runs 93 octane pump gas, and uses a 4150 style carb with a Speedmaster single plane intake. This engine produces approx. 807 hp. The carb used on this engine was a custom built Pro-Systems 1050cfm unit. These carbs are only a couple hundred dollars more than the low cost Brawler. We will soon be using them on all of our high end engines. We tested this engine with a Brawler 1050 prior to running it with the Pro-Systems unit. The Brawler dropped approx. 28 horse power. Both were the same CFM, both were 4150 style, and both were tuned optimally. This new version of the 572 Super Pro Street engine is very appealing. Consider the fact that it runs pump gas, broke into the 800+ hp numbers, uses a 4150 style carb for improved drivability on the street. All three of these engines have the same cam and heads. The differences are compression ratio, carb style, and intake manifold.
Timing components: SA Gear 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 $97.50, 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. This 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. 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. The 7.5 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. 1/4th 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 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.
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.
Studded Mini Nut Set.
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.
Melling # 10774 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-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.
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