BBC Chevy Turn Key 632 Stage 10.5 Engine, AFR, Merlin Block, 915 hp-Serpentine
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BBC CHEVY HYDRAULIC ROLLER CAM STAGE 10.5 TURN KEY 632 CUBIC INCH ENGINE. WITH CVF 8 RIB SERPENTINE ACCESSORY DRIVE SYSTEM. 915 HP AT 6000 RPM
840 lb feet of torque at 5000 rpm.
AFR fully cnc'd heads, Merlin IV block.
The CVF 8 rib Serpentine kit is one of the highest quality setups on the market. All of the brackets and pulleys are made in the USA from billet aluminum. Many similar front accessory kits use a 6 rib design, and are made from cast/machined parts. We also offer this setup with an air conditioning compressor, and a power steering delete if desired. This accessory system comes in polished aluminum or powder coated black.
We also offer our engines with a lower cost basic front accessory kit, with electric water pump option and with no turn-key options at all (base engine). See all our engine listings.
Pictured below is an angled downward shot as the engine would appear when observing it in the car.
Also available in black as pictured below on our small block engine.
We also offer our engines with a lower cost basic front accessory kit, with electric water pump option and with no turn-key options at all (base engine). See all our engine listings.
RUNS ON PREMIUM PUMP GAS. JE FORGED PISTONS AND SCAT 4340 FORGED CRANK AND H-BEAM RODS, WORLD MERLIN IV BLOCK, AFR FULL CNC'd 377cc ALUMINUM HEADS
This engine uses a tall deck block (10.200)
FULLY ASSEMBLED FROM INTAKE TO OIL PAN
Introducing our Stage 10.5 Hydraulic Roller cam, 915 hp at 6000 rpm engine. The build sheet is at the lower part of this listing. This engine is designed for high performance street rodding or strip use.
This engine is tuned to deliver max torque at a very low rpm and make all of its available power at 6000 rpm. Premium pump gas friendly. This engine will deliver very impressive power in the low to mid rpm range, and have decent street manners.
For those wanting this engine for use in heavy duty trucks, and for hauling, let us set you up with the correct cam, intake, and compression ratio.
One year limited warranty, see details below.
This engine uses a brand new World Merlin IV with a tall (10.200) deck height, with all new internals.
Here are a few good reasons why we think the Stage 10.5 engine is a better choice than any of the 572's on the market.
1. The Stage 10.5 bbc engine will accelerate any heavy car much better than any of the 572's.
2. The exhaust note from this big block engine is much deeper than that of the typical 572 engines on the market.
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 heavy vehicles much better than any of the smaller cubic inch bbc engines on the market.
4. Low maintenance and decent drivability , while generating 915 hp or more.
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 6000 rpm. The hydraulic roller cam is very reliable and will not require a bronze distributor gear, as it has a normal cast gear.
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 using an engine test mule on every engine we build. The engine is run for two intervals of 20 minutes each, and every possible issue is addressed. When you receive the engine, it will be ready to install and run. We also include an engine stand as 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.
The compression range will be approx. 10.85:1 depending on how we set it up based on your needs. The JE forged pistons are highly resistant to the damaging effects of detonation.
The build sheet is as follows:
BBC WORLD PRODUCTS MERLIN IV BLOCK BORE 10.200" TALL DECK HEIGHT
We now use all of the Merlin IV blocks in all of our BBC engine builds as of 7/17/2018. The Merlin block is light years ahead in overall construction as compared to any of the other blocks on the market. The main caps all have ARP hardware. 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 Merlin IV block to be superior to other blocks in numerous ways.
World Products has completely redesigned the famed Merlin Big Block Chevy casting, incorporating numerous improvements and new features to virtually every area of the block.
Designated the Merlin IV, this new block is offered in all popular sizes and deck heights and is sure to be a favorite among racers and professional engine builders.
New Merlin IV features include upgraded 35,000 psi iron alloy with added material in the main webs, cam tunnel, and cylinder walls for increased strength.
The block also has an increased volume priority main oiling system with a .500" main oil galley. A front oil feed for dry sump systems is incorporated with front oil cross-overs and restrictor provisions, which now utilize standard pipe plug restrictors. The main oil galley has been relocated so that blocks with a 60mm cam will not require bushed lifter bores.
This Merlin IV has a 55mm Babbitt cam journal and .904" lifters. Cam journals up to 2.480" or 60mm Babbitt and 1.062" lifter bores can be accommodated.
All deck heights are nominally .600" thick, feature blind head bolt holes, and use standard length bolts or studs. The inside head stud provisions have also been revised to add strength by extending the bosses below the deck thickness in the casting.
The new block features siamese cylinder bores. Nodular iron or billet steel 4-bolt main caps are standard and are stepped and dowelled register and utilize ARP fasteners.
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.
Below are the specs of the rotating assembly portion of this engine.
The picture above is a file photo of the rotating assembly that comes with this engine. See the detailed info below for the actual pictures and items included in this engine.
Fully balanced in house.
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.
JE CUSTOM MADE FULLY FORGED PISTONS. JE PISTONS ARE 100% MANUFACTURED IN THE USA. THESE ARE CUSTOM BUILT AND HAVE LATERAL GAS PORTING. TOOL STEEL GRADE WRIST PINS.
The pistons used in this engine are a +3cc dome top.
The JE 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.
The wrist pins that are included are made from a tool steel grade material, and have thicker than normal walls. These are a very expensive type of wrist pin, and capable of handling very high amounts of horse power.
Our JE 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.
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.
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 to below considerably.
Our choice of rods are the Genuine Scat brand heavy duty 6.700 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.
MAHLE HIGH PERFORMANCE MOLY RINGS
We now use the Clevite bearings in our engines.
ATI SUPER DAMPER SFI INCLUDED.
INTERNALLY BALANCED, SFI rated, 7.074" DIAMETER, REDUCED ROTATIONAL MASS, OFFERS EXCELLENT CLEARANCE.
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 assembly.
Three CWT balance machines under one roof is a rare sight.
Our crew wrapping up for the day. Pardon the mess.
AFR aluminum cylinder heads. 377cc runner size.
Fel Pro 1057 premium race grade series head gaskets, ARP head bolts, and rocker studs.
Edelbrock Victor II single plane intake # 2897
304 STAINLESS ALLEN HEAD INTAKE BOLTS ARE USED ON ALL OUR ENGINES.
Comp custom ground cam.
Part number: Special Grind.
Peak advertised hp of 915 would come in around 6000 rpm. A 3,000 stall converter is recommended for better acceleration when using this cam and a final gear of 3.30 or higher is all that is needed. With our single plane intake, this cam will achieve the advertised horse power. The carb used on our dynoed test engine was a 1450 Dominator.
Below are our dyno results on two of our 632 engines with a single plane Victor II Edlebrock intake and a Quick Fuel 1450 cfm Dominator carb. The horse power numbers will always improve anywhere from 5-10 more than what the dyno results show after the rings have fully seated. The two 632 engines were within 10 hp of each other, and were ran on different days. Being within 10 hp of each other on such high horse power engines shows great consistency in our opinion. We did spend a bit more time on carb tuning with the second engine as you can see the fuel to air numbers are slightly better on the second engine and that was most likely responsible for the additional 10 hp, plus that engine had a few more runs on it and this most likely allowed the rings to seat in better. Take notice that the average hp numbers are within 5 hp of each other, and the average hp is very important in terms of overall performance though out the rpm range. We have choose to advertise our hp numbers in the add on the conservative side due to changing factors such as weather or other factors beyond our control. The correction factor in the dyno program is not 100% perfect, and less than ideal weather during testing can skew the results by a few hp plus or minus. Our brand new Super Flo dyno is very accurate, and set to factory standards.
Official Dyno report on our 632 engine with this cam and a single plane intake.
Below is our second Stage 10.5 engine dyno report. These two engine were built a week apart for use in a twin engine boat.
The chart below is a layover of the two 632 engines. As mentioned above the second engine did have a few more runs on it, and more time spend on tuning the carb.
COMP SHORT TRAVEL LIFTERS & HOWARDS CHROMOLY PUSHRODS.
File photo. Actual appearance may vary.
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 Comp Short Travel tie bar lifters. These lifters are much costlier than the regular tie bar roller lifters, and have many unique features.
• Designed to perform at higher engine speeds
• Minimize internal piston movement to allow higher engine rpm
We have several different options in valve covers. Here are our most popular choices:
These are just a few of our popular valve covers you may choose from. We do have several more choices to select from in our other listings at no additional cost.
BILLET ALUMINUM TIMING POINTER. VERY FEW SELLERS FINISH OFF THEIR 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.
As you can see in the picture below, these timing pointers have a glove like fit.
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 $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.
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.
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 exceeds 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 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 are confident that the price we have on our engine will never be matched by our competition!
We include an engine lift plate and heavy duty engine stand with casters with every engine we build.
This engine has a one year limited Warranty with unlimited mileage.
You can enjoy your engine with occasional spirited driving, as it is well designed for it, but we will not cover damage caused by racing or improper tuning. A rev limiter and fuel to air ratio monitoring device must be used on this engine. The rev limiter should be set to cut off at its peak horsepower or less if you choose, and this should allow many years of service without a problem.
Your carb should be tuned to allow the correct fuel to air ratio. This ratio can vary depending on many factors such as altitude, vehicle weight, gearing, type of driving, etc. These values should be in the recommended safe zone.
Continue reading for more detailed information on timing and carburetion. You must follow the oil recommendations listed below.
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.
If your engine has a Merlin IV 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 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 6-6.5 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, and you must also use a fuel pressure regulator, and gauge, set to approx. 6.0-6.5 psi. Only use engine oils with 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.
If you insist on running a mechanical fuel pump, then using a race grade oil becomes essential. To further protect the cam, we offer a very special fuel pump rod made from an ultralight material. It’s made from a proprietary blended, carbon reinforced, bearing-grade polymer. This fuel pump rod only weighs 25 grams, and is very strong yet gentle on the eccentric cam lobe.
Unlike the common light weight hollow rod on the market, this rod is one third the weight, and a bit more costly. By reducing the reciprocating mass of the fuel pump rod, the load on the eccentric cam lobe is greatly reduced. We offer this rod in our other listings.
As for oil filters, we recommend a high quality oil filter. Racing oil filters are excellent.
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 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. Oil leaks are greatly reduced 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.You should replace the low cost oil filter that comes on the engine with a high quality oil filter, but opt for the medium length version, as this will help maintain oil pressure and volume much better than the short version.
Your engine booklet will include the balance sheet and other information on this engine such as, cam card, and your invoice will show your personal selection of the options offered. We usually mail this out prior to shipping the engine.
THIS ENGINE USES THE BEST PARTS. WE’VE REVIEWED WHAT THE COMPETITION IS OFFERING, AND WE’RE 100% CONVINCED WE ARE OFFERING A FAR BETTER VALUE.
Many have asked why we’re able to sell such an engine for such a great price. It’s because we’re also a major distribution center for all of the parts used in this engine, as well as a full scale machine shop. Our purchase price for the parts used in this and all of our engines are at master warehouse distributor (WD) pricing. Few machine shops ever get to master-wd pricing. We also believe in keeping our profit levels low enough to allow the working man a chance to build his car the way it should be built.
Your selection of what type transmission you’re going to use with your new engine is very important. I'm going to give you the real lowdown on what transmissions I recommend, as well as the ones I would stay away from. For those building a very mild, (detuned) street rod, (small cam choice, dual plane intake) these recommendations are not as critical.
700R4: Worst possible transmission choice.
TH350: Best transmission choice, hands down.
4L60E Electronically controlled trans.
Four and five speed Manual Trans.
A final 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 2002. 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.
We are often asked if the Merlin IV block is able to handle high horse power builds. If you're building this for street and strip applications, then this block will handle most any build-up you do. 1200-1500 hp builds are not uncommon with this block. Durability and longevity with high horsepower builds are not a problem with the Merlin IV block. Nos, twin turbo, blower, high compression builds are also not a problem. The Merlin IV block should last a lifetime, even if built up to 1200 hp. You will also find this block used in many marine applications.
Note from Skip White, President.
We have the most advanced machinery available on the market. Our Centroid DRX block and decking machine cost $80,000. We torque plate hone the cylinder walls using a state of the art Sunnen SV10 diamond hone. Very few shops have this model. It not only produces a superior bore finish that allows a faster break-in time, but it also creates a very straight and uniform finish with virtually no distortion or variance in the cyl. walls. This machine cost us approx. $60,000. Most of the very high end engine builders are now using this model.
Many of our customers have asked if they can tour our shop before buying an engine, and we certainly welcome this. Pictured below are some of the many machines we have in action.
Do feel free to ask any questions you have about this engine using the contact tab associated with this ad.
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