CHEVY SBC TURN KEY 406 STAGE 3.0 AFR HEADS DART BLOCK CRATE MTR 530hp SERPENTINE
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4.155" BORE X 3.750"
- DART SHP BLOCK WITH SPLAYED MAIN CAPS. COMMONLY USED IN ENGINES BUILT TO 800+ HORSE POWER.
- AFR ENFORCER 64cc ALUMINUM ALLOY HEADS WITH PBM COMPETITION SERIES VALVES.
-COMP HIGH ENERGY ALUMINUM ROLLER ROCKERS.
- COMP HYD. ROLLER CAM AND STREET STRIP ROLLER LIFTERS. A CUT ABOVE THE OTHERS.
- SA GEAR BILLET TIMING SET WITH TORRINGTON BEARING AND ROLON CHAIN 9 KEYWAY. TOP OF THE LINE.
- SCAT CRANKSHAFT, CLEVITE BEARINGS. BALANCED ON OUR CWT BALANCER TO BELOW 2 GRAMS.
- SCAT COMPETITION RODS WITH ARP 8740 CAP SCREWS.
- WISECO PREMIUM FORGED FLAT TOP PISTONS. 800+HP RATED.
- QUICKFUEL 4 BARREL CARB. SLAYER 600 OR 750 CFM DEPENDING ON CAM CHOICE.
- MELLING M-SELECT SERIES OIL PUMP WITH M-SELECT DRIVE ROD.
- CHAMP CUSTOM OIL PAN WITH OIL CONTROL SYSTEM.
- ALUMINUM WATER PUMP.
- PRO-SPORT SFI DAMPER.
- TWO YEAR WARRANTY.
Two year warranty, see details below.
This engine is designed to have a high level of drivability, or street manners. Cams #2 and #3 are our favorites for offering exceptional low end and mid range performance plus max drivability without needing to deepen final gearing or the need for a high stall speed torque converter.
If you choose to go with the Hurricane single plane intake and the first choice cam with 1.6 rockers, it will bring the hp numbers up to approx. 530. We do not recommend the single plane intake combined with cam choice 1 on any car that is over approximately 3400
Please read the cam info provided below on the cam choices before purchasing this engine. It is very important that you choose the correct cam and intake for your car and its intended purpose.
Here are a few good reasons why we think the 406 engine is a better choice than the 383 engine.
1. The 406 will accelerate most medium to heavy cars dramatically quicker than the common 383's on the market. The main difference between a 406 and the 383 is that the 406 torque comes in much lower. The difference is so dramatic that you would estimate the engine to have a much higher horsepower rating than it actually has. If you're not familiar with the 406 engine, do an internet search on SBC 406 vs 383, and you will be convinced of the difference. There is no inherent weakness in the 406 engine when using a Dart high performance block. These engines are built to last. All parts used have much higher hp ratings than this engine is producing.
2. The exhaust note that this engine produces is much deeper than that of any of the smaller cubic inch engines on the market. The difference is dramatic to say the least.
3. This engine can be installed in medium to heavier cars without killing acceleration, having to deepen the final gear, and needing a huge stall converter. This engine will accelerate a 3600 lb or heavier car much better than the 383.
4. Very low maintenance, decent drivability, yet costing only slightly more than building a 383 street rod engine. Horsepower will vary, depending on cam, carb and intake choice. You have up to three different cams to choose from, and two styles of intake manifolds plus two rocker ratios.
5. Longevity, reliability and low maintenance. You don't have to turn the engine to a critical rpm range to produce its max hp output. There is nothing unsafe about running an engine that's as well built as this up to approx. 6,200 rpm. Our AFR aluminum heads use very high quality hardware. The new Dart Super High Performance block would be indestructible if built to the power rating of this engine. The Wiseco Racing pistons are rated at 800+hp. The protection against detonation is at its highest with these type pistons.
6. Should you ever decide to sell your car, the resale value of a street rod with a 406 engine is very desirable compared to those running 383's No 383can be built up to the level of a 406 while running pump gas with the same compression. The power and torque numbers down low in the rpm band are what make the 406 such an incredible engine, compared to the 383.
We do a full test run on every engine we build on a test mule. The engine is run for two intervals of 15 minutes each, and every possible issue is addressed. When you install the engine, you must verify that the timing is set at the correct value, and the fuel to air ratio must be verified. We also include an engine stand like the one pictured, wheels included, and an engine lift plate.
The build sheet is as follows:
Dart SHP block, splayed caps
The block is bored to size with our new Centroid touch probe machine. Few machine shops have a machine of this accuracy.
We also deck the blocks to an RA finish of approx. 15 or better. The decking procedure is also done by our Centroid CNC machine.
We often find many brand new blocks to have a sloping deck of up to 4 thous. When we're finished decking the block, it is within approx. .001 accuracy from end to end. Many machine shops fail to catch this as the machinery they use does not allow for such accuracy.
We then plate hone the block with our new Sunnen SV10 diamond hone machine. This is also a very advanced machine that hones the block with a finish unlike conventional machines.
The final step is to clean the block in our high pressure block washer.
Pictured below is the rotating assembly that comes in this engine.
(file photo, actual parts may vary, see details below)
The photos above and below are file photos. Actual appearance may vary. This picture is to give you an idea of parts used in the rotating assembly portion of this engine. All parts are brand new, first line, unblemished, and balanced in house.
READ THIS LISTING COMPLETELY BEFORE YOU BUY ELSEWHERE!
- Crankshaft: Genuine Scat
- Crankshaft Stroke: 3.750"
- Crankshaft Material : Cast Nodular
- Journal Diameter: STD SBC
- Rear Main Seal: 2pc RMS
- Rods: Genuine Scat
- Rod Type: Scat I-beam, Bronze Bushed.
- Rod Length: 6.0
- Rod Material: Forged 4340 Alloy.
- Rod Bolt/Cap Screw: ARP 8740 Cap Screws.
- Pistons: Wiseco Fully Forged. High Performance for street/strip use.
- Piston Size: 4.155"
- Dome Volume: RD D-cup Dish. Comp. ratio calculates out to approx. 10.5:1
- Compression Height: 1.140
- Piston Material: Forged 2618 Aircraft Alloy
- Piston Rings: Hastings High Performance, Moly, Standard Tension.
- Ring Size and Fit: 1/16 1/16 3/16.
- Ring Material: Cast/Stainless/Moly
- Main Bearings: Clevite
- Rod Bearings: Clevite
- Balance: In House on CWT balancer.
- Damper: Pro-Race brand Pro-Sport Series SFI 6.61" Internally balanced.
- Flexplate: Heavy Duty SFI 168 tooth or 153 tooth. Manual Trans. flywheels available.
Our Wiseco Forged pistons are custom designed with an increase in compression height. This has many advantages. Here are a few facts about compression height and deck height.
Our custom made pistons have a compression height that is .010 taller on bbc pistons, and .015 taller on sbc pistons, as compared to most all of the catalog pistons on the market. We find this to be a very valuable feature.
Since our pistons sit at a taller than normal compression height, we only have to remove approx. .005-.010 off the deck surface of the block. Our goal is set the piston at zero deck (flush with the deck surface). This maintains the deck's thickness, making it much stronger than a block that has been cut down .025. The engine will also run a bit cooler with a thicker deck. It's well known that the deck dissipates much of the built up heat an engine generates. This also allows for future deck re-surfacing without compromising the integrity of the block. On our bbc engines, we actually leave the piston about .003 to .005 in the hole to allow for possible piston rock. Our sbc engines will have the pistons setting right at zero with the deck.
These pistons are also suitable for use with nitrous or blower setups.
The picture below is a generic file photo of a Scat crankshaft.
Some of the benefits of the Scat crankshaft:
The material used in this crankshaft is manufactured from an exclusive Space Age material that was designed for high strength and fatigue resistance. The Scat cranks are the best value you will ever find. The Scat crankshafts are the best way to build a strong bottom end for, street rods, dirt and circle track racing, and drag strip racing.
We now use the Clevite bearings in our engines.
Our choice of rods are the 6 inch SCAT COMPETITION SERIES rods with ARP-8740 cap screws.
The Scat Pro-Comp extreme duty I-beam rods should not be mistaken for ProComp rods. These rods are made exclusively by Scat, and have nothing to do with the ProComp company. The critical sizing and installation of the ARP cap screws is performed on a Sunnen machine in the USA by Scat Industries. These rods are excellent for those wanting the extra security offered by a rod with 7/16 ARP cap screws.
Take notice of the design of these rods. They are far superior to conventional style I-beam rods. We are now using this rod in all of our Stage 4 and up SBC engines. We also use this rod in our big block 540/555 engines, making approx. 700+hp
If you do a search on the Scat Pro-Comp rods, you will find a vast amount of info on many car forums. All of the info is 100% positive. These rods are run in engines that not only produce high horsepower levels, but also run at continuous RPM. Notice the general appearance in the pictures. These rods do look impressive. The style is reminiscent of a steel billet rod.
The fact that these rods are incredibly strong and well made, coupled with the fact they are light weight and offer better clearance than any H-Beam rod on the market, made it an easy decision to use them in all of our high horsepower street/strip engines.
The Scat rods do have genuine ARP 8740 Series 12 point cap screws. These rods offer excellent block clearance in the lower end of the cylinders. Full base cams will require a considerable amount of clearancing. We strongly recommend using a reduce base cam with this assembly. Be sure to do a roll over test after installing each rod.
We now offer a special line of Comp cams for hyd. roller setups for street rod use. They all have a reduced base circle, (1.050). These cams require much less clearancing as compared to a full base cam. These cams do not cost any more than the large base circle cams, and do not require a special distributor gear. All of our sbc engines now use these cams. We have six to choose from, with numerous dyno reports. These cams are outstanding in performance compared to any of the other brands/profiles we have used in the past. We certainly like the idea of not having to grind into the rod body and bolt.
The Scat rods do have genuine ARP 8740 Series 12 point cap screws. These rods offer excellent block clearance in the lower end of the cylinders.
To give you an idea of just how much faith we have in the Scat Pro-Competition rods, we use them in our SBC 421/427 engines. The 427 engine has a deeper stroke crank, heavier pistons, and these engines make up to 625 hp and turn up to 6800 rpm. We've had zero failures on over 1500 of these engines built. Considering they do this well in the 427, they would most likely never fail in a 406 engine under any conditions. For those running high HP applications, we do recommend upgrading to the ARP2000 rod bolts. (See below)
We have noticed some sellers using generic rods and crankshafts in their rotating assemblies. These non-branded (no-name) rods and cranks are often poor quality in many ways. You will notice many sellers fail to mention the actual brand of these products. 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. Failures of such critical parts in your engine may result in catastrophic damage. Machine shops are sometimes able to correct some of the problems with these low quality rods and cranks, but at great expense to the customer. As for the questionable alloy these items may be produced from and the potentially incorrect heat treating methods used, little can be done to verify this and nothing can be done to correct it. As you may have noticed, this is why we specify the name brand and series of every part used in our assemblies.
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 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.
Head gaskets are Fel Pro 1003 premium race grade series, and ARP head bolts, and rocker studs.
We have had a vast amount of experience with the Dehphi hydraulic roller lifters. They are a good quality lifter and work well in our engines.
Howards Brand Chromoly One pc. Pushrods.
Howards brand are the only type of pushrod we use in our engines. 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.
We are offering several cam choices listed below in this engine. Read the specs carefully.
Official Dyno report on our 406 engine with cam choice #1 and a dual plane intake.
Cam choice #1 and a dual plane intake.
This cam choice (2) is the perfect all around setup for those wanting excellent bottom and mid range power, while still generating decent power at the top. Horsepower rating would drop an additional 10-15 hp below the cam choice 1. Drivability and street manners would be considered excellent. Heavy cars, upwards of 3800 lbs or more, would do well with this cam choice. No need for a high rpm stall with this cam, but you would still require a stall in the 2200-2500 rpm range for optimal acceleration.
If your car is in the heavy weight range, and/or geared on the steep side and you want much better streetability, then this is the correct cam choice. You still want to keep the final gear ratio at approx. .320 or numerically higher. If you have an overdrive trans., then this cam, coupled with the dual plane intake, would allow the engine to cruise in overdrive with rpm in the 1950-2050 rpm range. Should you have a Turbo 350 trans, then this cam choice would allow you to run a somewhat taller final gear to allow decent highway driving in the lower rpm ranges.
You may choose 1.5 or 1.6 rockers with this cam, but we recommend the 1.5 rockers for even better low end response, especially if you plan on running an overdrive transmission. You can also expect a much longer valve train life with this cam compared to the larger cams listed above, especially with the 1.5 ratio rocker choice.
Carb size when using this cam will drop. You'll notice slightly better mileage and better throttle response with this carb versus the larger carbs required when running the larger cams. If your vehicle is very heavy, over 4400 lbs, then we recommend our cam choice #3.
Cam choice #3
111 lobe sep.
Comp Cams SBC Step Nose Xtreme Energy Hydraulic Roller Camshafts.
Cam choice #3 would be an excellent choice for those with a heavy car or truck. This cam would also be the best choice for those running a 700R4 trans. Low speed cruising, running an A/C, and excellent vacuum for operating power brakes are all possible with this cam.
Great off idle power. A stall converter in the 1600-2250 range would give excellent results. Gearing could be considerably taller, allowing for much better mileage and low rpm highway cruising.
Excellent of idle power is what to expect from this cam choice. Carb size will drop once more with this cam. Possibly better mileage, and for certain, throttle response would be excellent with this cam. Valve train wear and noise would be nearly nonexistent when coupled with 1.5 or 1.6 rockers.
One more benefit of this cam choice is that we can set the engine up with a reduced compression ratio, and this would offer great protection against detonation, and also extend the life the of engine. Running mid grade fuel or even regular grade fuel becomes a possibility with the reduced compression ratio.
The information above on cam selection is not etched in stone. You could step outside these guidelines in either direction to some degree and still have very good street manners. The larger cams could possibly cross the finish line sooner in cars that are setup properly compared to the smaller choices, but the smaller cams will have a better feel in the lower to mid rpm range without all the drama of the more radical setups above.
We're all hungry for as much horsepower as we can get, but building an engine of a given size to higher horsepower will always require a trade off. The 406 engine offers the best of both worlds when it comes to bottom and top end power, but the bigger cams are more demanding on gearing and stall, sensitive to weight, and suffer on drivability as well as valve train wear and tear.
THE CAMS LISTED WILL COVER MOST NEEDS FOR ANY STREET ROD OR SPORT TRUCK.
QUICK FUEL SLAYER 600, Brawler 670, OR 750 CFM CARB, DEPENDING ON CAM CHOICE.
Quick Fuel Technology (QFT) has engineered its new Slayer series vacuum secondary street carbs with all the features. The Slayer is not some stripped-down off-shore QFT copy, it features the same QFT race engineering, all-aluminum construction and hand-built quality that goes into all QFT race-winning carburetors.
The Slayer's incredible value is made possible by QFT's new CNC machining centers and the unique design that utilizes a secondary metering plate with changeable jets, eliminating the costly secondary metering block unneeded for most street/strip cars. The majority of fine tuning on a street carburetor is done on the primary side, and the Slayerâ„¢ provides all of the popular options: changeable idle air and high-speed air bleeds, 3-stage emulsion circuits, changeable primary idle feed restrictions and power valve restrictions.
A truly welcomed feature is the QFT QuickSet adjustment on the vacuum secondary diaphragm that provides a quick external twist adjustment without changing springs. Secondary metering can be altered with changeable main jets and the secondary float is also notched for jet extensions.
Additional features are a fully adjustable electric choke, and a semi polished finish that will improve any engine compartment. The Slayerâ„¢ 750cfm (Part # SL-750-VS) features a 1-11/16" throttle bore and a 1.375" venturi.
You have a choice of single or dual plane intake. The single plane intake (1st pic below) should only be used on cars that are very lightweight and have good hood clearance.
We now offer the single plane intake in powder coated black finish as a $49.00 upgrade.
Dual Plane Intake shown below. This is a large runner dual plane intake. They make excellent mid range power.
304 STAINLESS ALLEN HEAD INTAKE BOLTS ARE USED ON ALL OUR ENGINES.
Pictured below are some of our most popular valve covers. They are fabricated aluminum, and very high quality. You may select from any of the valve covers we have listed at no additional cost for your engine.
The satin covers below are by far the most popular.
RETRO STYLE FINNED. OUR SECOND MOST POPULAR CHOICE.
THE RETRO FINNED VALVE COVERS CONTRAST NICELY WITH THE CHROME AND POLISHED ITEMS.
OUR RETRO STYLE TALL FINNED VALVE COVERS HAVE BECOME VERY POPULAR. YOUR CHOICE.
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.
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.
If your engine is equipped with the 7 qt. Champ oil pan, it 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 5 qt. oil pan. The 5 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 of a quart. Doing this may 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. The higher capacity 7 quart oil pan is an optional upgrade on some of our engines.
To be clear on what we're saying, we would like to see you add right at 6.75 quarts of oil grand total in your engine and oil filter when using the higher capacity oil pan. When using the stock appearing oil pan, we would like to see you add right at 4.75 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.
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.
Listed below are more of the items installed on the outside of the engine, which makes it a "Turn Key" engine.
If you chose cam choice 1 or 2, then we highly recommend using an exhaust evac. system. The vacuum created by the engine is somewhat insufficient when using these larger cams, heads, carb and intake to operate a pcv system at its best. The exhaust evac system will pull the crankcase gases out of the engine at a very smooth and controlled rate. This allows the rings to seat in much faster and better, and can increase horse power to some degree by reducing crankcase pressure. Another benefit of the evac system is that you're not contaminating the fuel and air mixture with semi-burned byproducts from the engine oil and combustion process.
After the engine is completely broken in, the pcv setup may be sufficient. However, it may not be the best choice. The break-in time may also be slower with the pcv setup.
We also offer a vacuum pump system for the ultimate in crankcase pressure control.
If you do decide to use an exhaust evac system, we have a few more recommendations. The bullet style perforated mufflers, like those made by Magnaflow and many other companies, must be used. In our opinion, they sound the best and, most importantly, they allow the exhaust evac system to work properly. Magnaflow is a popular brand of the true straight through mufflers, and there are several other brands on the market such as Corsa, Borla, and Bullet. The sound level is controlled by the length you choose. The 12-16 inch length sounds the best to us. These mufflers have smooth perforated inner walls. They should not be confused with traditional glass packs with fluted walls, which are very restrictive and have a somewhat sloppy sound.
Traditional chambered mufflers, like Flowmaster, create a back pressure pulse that will interfere with the operation of an exhaust evac. system. Chambered mufflers have the reputation of helping bottom end throttle response, but you will have a decent amount of bottom end power with this engine, especially if you have chosen cam choice 2, 3 or 4. In our experience, the straight through perforated mufflers sound and perform better in every respect, and allow the proper use of an exhaust evac. system. More info. on this subject below.
If your vehicle is a pre 75 model that came with a point style distributor, then you should opt for the full size HEI dist with the OE style cap, not the Super Cap. Both distributors are identical, but the OE style coil cover does allow a slight more firewall tunnel clearance. Some models may not even allow the use the OE style HEI distributor. If you think you are going to encounter this problem, then you may choose our MSD Pro Billet ditributor and CDI system. It has a small base and is identical in size to the original point style distributor. It will require the use of an externally mounted coil, and CDI unit. This type ignition system is far superior to an HEI distributor in many ways.
EDELBROCK MAX-FIRE ULTRA-SPARK 50 OHM UNIVERSAL SPARK PLUG WIRE SET AND OUR MSD STREET FIRE HEI DISTRIBUTOR ARE INCLUDED.
The Edelbrock Max-Fire Ultra Spark wires are premium grade wires. They have the same specs as the top of the line MSD Super Conductor wires. The Edelbrock wires have a 50 ohm impedance per foot rating and are 8.5 mm in diameter. As you may know, plug wires come in many different grades. These wires are on the high end of the scale. They are also totally suitable for use with HEI distributors and capacitative discharge ignition systems such as the MSD Pro-Billet distributors that run the 6AL box. Most of the lower grade wires on the market have a much higher level of resistance and are usually only 8.0 mm diameter. The lower the ohm rating the better. Edelbrock wires are 100% made in the USA. The plug wires are included but not installed on the engine. Due to the many different style headers being used, we will send the universal wires with the engine for custom fitment. The wires are available in red or black.
If your vehicle is a pre 75 model that came with a point style distributor, you may encounter firewall clearance issues with the MSD HEI distributor. If you think you are going to encounter this problem, then you should upgrade to the MSD Pro-Billet distributor. This unit will clear any firewall. You will need a CDI box such as the MSD 6AL and an external coil when using the MSD Pro-Billet distributor. We offer these systems in our other listings. The MSD CDI system is far superior to the regular HEI distributor in many ways. We strongly recommend it.
The plug wires are included but not installed on the engine. Due to the many different style headers being used, we will send the universal wires with the engine for custom fitment.
The MSD HEI distributor will be installed in the engine.
MSD STREET FIRE DISTRIBUTOR. The MSD Street Fire HEI distributor is a far superior unit compared the low cost HEI unit on the market. The failure rate is near non existent. We find the advance curve characteristics also to be more in suitable for street rod engines. We have also noticed that the degree span from initial to total timing is a slightly closer, approx. 18 degrees variance. This allows the engine to have more initial timing when operating at low speed without the use of the vacuum advance.
The MSD Street Fire HEI distributor is now included in all of our turn key engines as of purchases made after 1/8/2021
We include an engine lift plate and heavy duty engine stand with casters with every engine we build.
We offer this engine with selected upgrades. Listed below are some of the most requested ones. Many not only improve performance, but further enhance the reliability and longevity of your engine, along with resale value. Most of these upgrades are low in cost considering the benefits they offer.
If you purchase a starter from us you will have to install it. There is no way for us to properly shim the starter (should it be needed) while the torque converter and transmission are not installed. The flexplate will change position when the transmission is installed and the torque converter is hooked up to the flexplate. Some flexplates have a slight amount of run-out/warpage when the trans. and torque converter are not connected to it. This makes correct starter installation difficult. Only when you have the torque converter mounted to the flexplate can you properly install and adjust the starter.
Suggestion: While the engine is out of the car, still mounted on the engine stand, bolt up your torque converter to the flexplate. This will flatten out the flexplate to a great degree. Then, mount your starter on the engine. This is the only time you will have a birds eye view of the starter gear and ring gear from the back of the engine. You can see ifthe proper amount of mesh is there.
It's possible that once the transmission is installed and the torque converter is hooked up to the flexplate, the position of the ring gear may move a slight bit more. The transmission shaft centers up to the torque converter, and this causes the flexplate to further change shape slightly. This may alter your initial starter adjustment, and if it does, you may need to do a light adjustment once the transmission is installed.
We strongly suggest using our Powermaster 9100 or 9400 starter on this engine. These starters have proven to be highly reliable, and offer excellent header clearance.
IMPORTANT NOTE ABOUT DE-TUNING.
For those with very heavy vehicles, such as 4x4 quad cab trucks, 3/4 ton trucks, and crew cab/ex-cab trucks, Suburbans, plus trucks that may do light to medium trailer towing, we recommend the de-tuned version of this engine.
For those wanting to run a supercharger, we recommend our extra deep dish pistons with the 75cc heads regardless of the vehicle.
Our machinists each 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 40 to 67. We have a total of seven machinists/engine builders.
We have dyno tested the original creation of this engine with every cam and intake choice available extensively. We now include the engine test mule run at no additional cost. The engine is thoroughly tested for leaks, vibration, unusual noises, overall engine sound and feel.
THIS ENGINE IS BUILT WITH THE BEST AVAILABLE PARTS WITH CONSIDERATION TO KEEPING THE COST OF THIS ENGINE REASONABLE. WE'VE REVIEWED WHAT THE COMPETITION IS OFFERING, AND WE'RE CONVINCED THAT WE ARE OFFERING THE BEST VALUE FOR THE MONEY.
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