CHEVY BBC 555 STAGE 7.0 TURN KEY ENGINE, DART BLOCK, AFR HEADS 720 hp
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BBC CHEVY HYDRAULIC ROLLER CAM EXTREME TORQUE
540/555 CUBIC INCH ENGINE 720 HP
This engine comes fully dressed out on the front as pictured above. The carb, distributor, wires and starter are not included with this engine. We have those items available in our other listings.
Important note. The picture above is an engine with our former line of cylinder heads. All of our bbc engines sold as of 2/26/22 will have the AFR 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.
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. We also offer our bbc engines setup with a blower as pictured below.
RUNS ON PUMP GAS. WISECO FORGED PISTONS AND SCAT COMPETITION SERIES RODS, NEW GENERATION DART BLOCK, AFR ENFORCER ALUMINUM HEADS
FULLY ASSEMBLED FROM INTAKE TO OIL PAN
Our 540/555 Hydraulic Roller cam engine will produce approx. 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.
Two year warranty, see details below.
This engine uses a brand new Generation Dart Block, (standard deck height) with all new internals.
This engine is designed to have a very high level of drivability, or street manners.
Here are a few good reasons why we think the Stage 7.0 engine is a better choice than any of the original equipment big block engines produced by GM.
1. The Stage 7.0 bbc engine 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 the same cost as building a 496 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 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.
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 compression range will be approx. 10.5:1 depending on how we set it up based on your needs. The Wiseco forged pistons are highly resistant to the damaging effects of detonation.
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 555 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.
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.
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 5000 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 pistons.
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. 600-650 hp.
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.
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.
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, made it an easy decision to use them in all of our high horsepower street/strip engines.
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 8740 cap screws.
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.
BILLET ALUMINUM TIMING POINTER. VERY 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.
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.
AFR 335cc ENFORCER ALUMINUM HEADS.
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.
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.
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.
Premium Morel Hydraulic Roller Lifters.
Our choice of lifters are the Morel brand tie bar lifters. These lifters are much costlier than the regular tie bar roller lifters, and have many unique features. Engines using larger cams will have the Comp Short Travel, Comp Evolution series, or Gaterman Max Effort lifters in them. We have also been setting up some engines that run the larger hyd. roller cams with what is referred to as a hybrid valve train. This setup offers the maximum amount of protection and performance when running cam choice 1.
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.
304 STAINLESS ALLEN HEAD INTAKE BOLTS ARE USED ON ALL OUR ENGINES.
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.
It is strongly recommended that you run a stall converter in the 2500-3000 rpm range with this cam choice. Final gearing when used in a car or sport truck should be in the 3.40 to 3.73 range. Transmissions with overdrive will not operate well in overdrive gear when using this cam choice. This cam would be most suitable in vehicles weighing up to 4000 lbs or less. This cam may not develop enough vacuum to operate power brakes. A vac. storage canister will be required.
Official Dyno Results on Cam Choice 1 in our 555 engine with a single plane intake and our new 335cc rectangular port heads.
Cam Choice # 2 By Comp Cams.
Part number: 01-456-8
112 lobe sep.
Cam choice # 2 offers a slight increase in bottom end torque compared to cam choice # 1. This cam selection is the best choice for cars that have medium to tall gearing. This cam will allow the engine to operate well in the 2000-2200 rpm range. Very good acceleration with improved street manners. The peak horse power falls about 15-20 under cam choice # 1. This cam would also be excellent for medium to heavy vehicles. Max power is achieved at approx. 5800 or less. This cam has been very popular for those more concerned about drivability and outright longevity of the valve train and engine. Off idle power is very good. We see no drawbacks to going with this cam. The power in the low rpm range is amazing. Vacuum may be enough for operating power brakes. This is our most popular cam choice. Idle is still very choppy and lopey much like cam choice 1 but smooths out a bit sooner, and power comes in earlier.
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.
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.
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.
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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