CHEVY TURN KEY SBC 383 SUPER STROKER STAGE 2.2 DART BLOCK, CRATE MOTOR 510 hp
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SBC CHEVY TURN KEY STAGE 2.2 HYDRAULIC ROLLER CAM 383 CUBIC INCH ENGINE 510 HP STREET ROD SETUP.
RUNS ON PREMIUM PUMP GAS.
Pictured below is our turn key engine with the single plane intake. The second picture further down in the ad shows it with the optional dual plane intake.
DART SHP BLOCK WITH SPLAYED MAIN CAPS.
FORGED 4.030 BORE WISECO PISTONS, SCAT 3.750 STROKE CRANK, AND 6.0 SCAT RODS NKB ALUMINUM HEADS.
THE ENGINE IS COMPLETE AS SHOWN FROM CARBURETOR TO OIL PAN. EDELBROCK PREMIUM PLUG WIRES ARE INCLUDED BUT NOT INSTALLED.
Pictured below shows the engine with the dual plane intake manifold.
Introducing our Turn Key Stage 2.2 Roller cam 383 cid 510 hp engine.
4.030" BORE X 3.750"
- DART SHP BLOCK WITH SPLAYED MAIN CAPS. COMMONLY USED IN ENGINES BUILT TO 800+ HORSE POWER.
- NKB 64cc ALUMINUM ALLOY HEADS WITH PBM COMPETITION SERIES VALVES.
-COMP HIGH ENERGY ALUMINUM ROLLER ROCKERS.
- COMP CAMS 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 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 WITH ALUMINUM IMPELLER.
- PRO-RACE BRAND 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 #3 and #4 are our favorites for offering exceptional low end and mid range performance plus max drivability without needing to deepen final gearing or the need for a high stall speed torque converter.
If you choose to go with the Hurricane single plane intake and the first choice cam with 1.6 rockers, it will bring the hp numbers up to approx. 515. We do not recommend the single plane intake combined with cam choice 1 on any car that is over approximately 3400 pounds.
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 383 engine is a better choice than the 350 engine.
1. The 383 will accelerate most medium to heavy cars dramatically quicker than the common 350's on the market. The main difference between a 383 and the 350 is that the 383 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 383 engine, do an internet search on SBC 383 vs 350, and you will be convinced of the difference. There is no inherent weakness in the 383 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 350.
4. Very low maintenance, decent drivability, yet costing only slightly more than building a 350 street rod engine. Horsepower will vary, depending on cam, carb and intake choice. You have several 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 NKB 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 383 engine is very desirable compared to those running 350's No 350 can be built up to the level of a 383 while running pump gas with the same compression. The power and torque numbers down low in the rpm band are what make the 383 such an incredible engine, compared to the 350.
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:
Pictured below is the new Dart SHP block. This block is the absolute ultimate in quality, durability, and value.
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!
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.
Flat or Dish top pistons will be used depending on Cam selection.
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.f
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.
Flat or dish pistons, depending on cam choice.
HASTINGS HIGH PERFORMANCE MOLY RINGS
The picture below is a generic file photo of a Scat crankshaft.
Some of the benefits of the Scat crankshaft:
The material used in this crankshaft is manufactured from an exclusive Space Age material that was designed for high strength and fatigue resistance. The Scat cranks are the best value you will ever find. The Scat crankshafts are the best way to build a strong bottom end for, street rods, dirt and circle track racing, and drag strip racing.
Pictured below is our ABS crank polishing machine in action. We polish the crank on every engine we build. This extends bearing life, keeps oil cooler, and with the reduced friction, a slight increase in horsepower is gained. Many machine shops fail to do this. The finish on most cranks are at the bare minimum of acceptance, and we know this can affect bearing life. We have measured the RA finish with our profilometer, and found it to be as high as 25 RA finish on many of the cranks. We bring that number down considerably.
We now use the Clevite bearings in our engines.
Our choice of rods are the Scat Pro Stock rods with ARP-8740 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 8740 cap screws.
PRO RACE BRAND HARMONIC DAMPER, 6.75 DIAMETER INCLUDED.
Pro-Race brand damper is used on all of our engines.
INTERNALLY BALANCED, 6.75" DIAMETER REDUCED ROTATIONAL MASS, OFFERS EXCELLENT CLEARANCE.
1.52" THICKNESS, 2.38" THICKNESS WITH HUB
BILLET ALUMINUM TIMING POINTER. FEW SELLERS FINISH OFF THEIR TURN KEY ENGINES AS WE DO.
We did not offer this billet timing pointer in the past. However, we noticed that there was a birds-eye view of the timing pointer from the driver side of the engine, so we decided to use these on all of our engines.
HEAVY DUTY SFI RATED FLEXPLATE MADE IN THE USA INCLUDED.
This SFI flexplate is made in the USA and will resist cracking and warpage to a very high degree. One good telltale in identifying a low quality flexplate is the lack of welding on each side where the plate mates to the ring gear. They usually have a pale grey color to them, as they are not coated, and will rust quickly. Ours are welded on both sides, and are much thicker than an OE plate, and are zinc dichromate coated.
We do offer this engine with a manual flywheel. In most cases we do have both sizes, 153 and 168 tooth, available.
Our CWT 5500 Balancer.
We do our own balancing with our new state of the art CWT 5500 Series balancers. The CWT 5500 is the ultimate for precision balancing. We now have three of these in our machine shop. We consider this machine to be highly advanced compared to the Hines balancer we once used. We balance every rotating assembly we sell within 2 grams or less at no extra charge. A balance sheet is included with your engine.
Three new CWT balance machines under one roof is a rare sight.
Our crew wrapping up for the day. Pardon the mess.
NKB 200cc ALUMINUM HEADS
In the flowchart below, the NKB-200s are superior to the Procomp heads in flow rates, and also edge out the Dart SHP heads on the intake side. The intake numbers are far more important than the exhaust. The overall average flow numbers on the NKB-200 heads are higher than most any brand of non cnc'd cast aluminum heads on the market.
The difference in horsepower and torque generated by the NKB heads is monumental compared to most all of the low cost sbc heads on the market. We offer several different cam choices with our 383 engine.
Here is a rundown on the hardware used in the NKB heads and the assembly process.
The retail cost at most High Performance stores on the PBM Competition valves is $239
We are now using the Competition Series PBM valves in all of our 383 and 406 engines. These are considered a high end valve. These valves have an undercut and backcut feature.
The backcut feature reduces valve weight by an average of 12.5 grams per valve. This weight reduction of approx. 208 grams off the complete set of valves has a monumental effect on acceleration, deceleration, and valve train life. It may be difficult to understand how this works, but rest assured, this is a huge reduction. The valve spring compression and rebound action will remain stable for a much longer time running lighter weight valves, as well as reducing valve float.
The backcut feature is not be mistaken for undercut. These valves have both features. Backcutting is an additional radius, but located on the head of the valve to increase the flow numbers and reduce valve weight. The flow increase is approx. 3-6 points on the flow bench, and possibly more, depending on the initial flow rate of the heads.
According to one of our machinists who built Winston Cup engines for 15 years, the exhaust valves had an additional radius cut on the outermost edge that allowed a better escape of the exhaust gas. This cut on the exhaust valve is in addition to the back-cut feature. The competition series are made from a much higher temp alloy than most other stainless valves. There are at least three levels of stainless valves on the market, excluding those used in very high level racing such as pro-mod. The PBM competition series is compared to the highest level of those three. As a final note, backcutting a set of valves is said to improve flow in the low lift area, and this is most desirable on street rods.
Comp High Performance Dual Springs, Part Number 987-16
Our Comp springs are 1.43 diameter, with an inner spring and internal damper. Others are using springs that are much smaller in diameter. Smaller diameter springs may be in the correct spring pressure zone, but they usually have a shorter life. Comp springs are made in the USA. All of our engines using the NKB heads use these springs. Spring failures are near non-existent.
COMP CAMS "POSITIVE STOP" VITON VALVE STEM SEALS. # 529-16
Comp 10 degree machined valve locks.
We use only Comp Super 10 degree machined locks. Our head builder noticed the low grade locks on the market fit more loosely than he felt they should, not to mention the possibility that they were made of inferior metal. He envisioned the engine being much more prone to dropping a valve at high rpm. Using these locks, we have yet to have an engine drop a valve due to a valve lock failure.
Comp Cams retainers # 75740-16 and Comp Cams ID locators Part number: 4771-16
Our Comp Cams retainers # 75740-16 and Comp ID locators # VTH-4771-16 are made from 4130 chromoly steel. These retainers have a perfect fit with the Comp valve locks. We have used these on all of our engines for many years, and have had zero failures.
We hone all of the bronze valve guides with a ball berry flex hone to establish not only perfect clearance, but also a semi cross hatch finish for oil retention. We finish off with a natural bristle brush. The heads are then placed in our parts washer and cleaned with high pressure hot water, then pressure dried. Before installing the valves, we apply a heavy coat of engine assembly lube to the valve stems. The coating on the valve stems is essential to protect the bronze guides from gaulding on initial startup.
Our next step is to set the spring pressure to a predetermined pressure using a spring height checking device, most suitable for street rod use. The springs we are using allow for a near perfect seat to nose ratio. Be warned that some sellers of aftermarket heads may not be checking the installed height when assembling the heads, and may not be setting them up to the correct pressures. We have a full scale machine shop with several very knowledgeable engine builders that know and fully understand how to properly assemble a set of heads. Combine the possibility of poor assembly methods with incorrect or low grade hardware, and it is easy to see how failures can result.
Head gaskets are Fel Pro 1003 premium race grade series, and ARP head bolts, and rocker studs.
Comp Cams High Energy Aluminum Roller Rockers.
Delphi Anti Pump up lifters.
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.
Cam Choice #1
Special Grind # 33161
PART NUMBER: 08-000-8-11323
110 lobe sep.
Comp Cams SBC Xtreme Energy Step Nose Hydraulic Roller Camshafts.
This cam choice, coupled with our single plane intake and our -7.5ccforged pistons with 1.5 rockers, will produce right at 503 horsepower at approx. 5,900 RPM. We recommend the dual plane intake for better drivability, and throttle response. The dual plane intake will move the torque down lower in the rpm range. The single plane intake would allow the engine to make its peak advertised horsepower at the peak rpm, but these type intakes move the torque band higher up in the rpm range. Expect a slight loss of top end power with the dual plane intake, but low speed drivability and cruising are greatly improved. If you car is in the lighter weight range and has a decent final gear, (3.55-3.73 or numerically higher), then you may select this build with our flat top pistons and 6 inch rods at no additional cost. The compression range is a bit on the high side, but considering the flat top pistons allow much better combustion, detonation is really not a problem. An octane boost additive would be recommended.
The single plane intake is not recommended for use in vehicles weighing over 3,800 lbs unless your vehicle is set up with a somewhat deep final gear, (3.55-3.73 ratio). Our cam timing components were left in the straight up position. Ignition timing was set at 34 degrees total and 93 octane fuel was used. During very hot weather, total timing should be set at 31-32 degrees. A final gear of approx. 3.73 or numerically higher, and a stall of approx. 2,500 would be the bare minimum. Preferably a stall speed of approx. 3,000 to 3,200 would be highly recommended, especially if you have chosen this setup with a single plane intake.
Below are our dyno results on one of our 383 engines with this cam choice with a single plane intake and the 1.5 rockers. Results will vary depending on intake and rocker choice. The horse power numbers will usually improve anywhere from 5-10 HP more than what the dyno results show after the rings have fully seated.
Official Dyno report on our 383 engine with this cam choice, a single plane intake with 1.5 rockers, a Brawler carburetor, and an HEI distributor.
If you choose cam choice 1 with the single plane intake combination, it is highly recommended that you upgrade the ignition system to an MSD Pro Billet distributor and CDI unit. You may also want to upgrade the carburetor to the Brawler dual pumper series. The acceleration and overall performance is greatly enhanced with the Brawler mechanical secondary carburetor. These important upgrades are essential for improved tuning, idling and overall performance. If you do decide to use the MSD Pro Billet distributor, we suggest you use the black timing degree bushing to increase the initial timing and possibly the lighter springs to control how soon the mechanical advance comes in. You may even "lock-out" the distributor, depending on your car's overall setup. The CDI unit will make a huge improvement in how the engine runs at idle and low speed cruising, as well as high rpm operation.
Cam choice #2
Special Grind # 33151
PART NUMBER: 08-000-8-11480
111 lobe sep.
Comp Cams SBC Step Nose Xtreme Energy Hydraulic Roller Camshafts.
This cam choice is the perfect all around setup for those wanting a decent bottom and mid range while still generating excellent power at the top. Horsepower rating would drop off by approximately 25 with this cam when using the single plane intake and 1.6 rockers. This setup will generate its peak power at approx. 5600 RPM and this can vary depending on rocker and intake choice. Vacuum is increased with this cam compared to cam choice 1.
If your car is in the medium weight range or up to approx. 4,000 lbs, and you want slightly better streetability, then this is a very good cam choice. You still want to keep the final gear ratio at 3.55 or numerically higher. You may choose 1.5 or 1.6 rockers with this cam, but we recommend the 1.5 rockers if you would like to further improve low end response. A stall converter in the 2500 rpm or higher range would be suitable for this setup.
This cam should be paired up with the dual plane Crosswind intake for better drivability. The single plane Hurricane can be used, but the dual plane will have much better bottom end and mid range response. You can also expect a longer valve train life with this cam compared to the larger cam choice. This cam will also have a lopey idle, but not as radical as the larger cam above.
Official Dyno report on our 383 engine with this cam choice, a single plane intake with 1.6 rockers and a Brawler 750 carb.
Cam choice #3
PART NUMBER: 08-000-8-13436
111 lobe sep.
Comp Cams SBC Step Nose Xtreme Energy Hydraulic Roller Camshafts.
This cam choice has a lower lift and duration than the others offered above, and is highly recommended for use in heavy cars or full size sport trucks. The low end response and mid-range power with this cam is very good. Horsepower rating would be approx. between 405-420 depending on intake and rocker choice.
The rule of thumb for cam size: the smaller the cam in a given application, the better will be the low end response. One more benefit to the smaller cam is the reduced requirements for lower gearing and higher RPM stall converters. A final gear ratio of 3.30 would be acceptable with this cam.
This would be the only cam choice for running an overdrive transmission such as the 700R4 cruising at around 2000 RPM in overdrive. A stock stall converter may be used with this cam, but for improved acceleration, a 2000-2250 stall is recommended, especially in heavy vehicles with a tall final gear. If you are running an overdrive transmission, then choose this cam with the 1.5 ratio rockers, and the Edelbrock EPS intake.
Valve train life is greatly extended with this cam as compared to the others, and drivability is at its best. Low and mid throttle response is very strong. This cam choice will also produce the greatest amount of vacuum at idle compared to those listed above. You may run power brakes with this cam. This cam is best paired up with our Edelbrock EPS intake. This particular intake is offered at no extra cost. The EPS intake actually has amazing off idle power compared to any of the larger runner dual plane intakes. This intake is the most practical intake to select when you use this cam. Fuel mileage would be at its best with this cam and the EPS intake. We also run a lower compression piston with this combination, making the engine less prone to detonation.
Official dyno results with this cam, 1.5 rockers, dual plane EPS intake, SL-600 carburetor, NKB heads, and an HEI distributor. Notice the rpm range where we started this dyno run with this cam. We are unable to start a run at this low of an rpm with any of the larger cams used in a 383 engine. The torque numbers this cam produces in the off idle range would be far greater with this cam and intake combo than with any of the larger cam selections.
Notice the torque curve on the graph below. This combination is all about huge low end torque. We started the pull on this at 3600 rpm, and that can't be done on any of the cams above. The torque in the low rpm range with this cam is very impressive.
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, INCLUDED
BILLET ALUMINUM CUSTOM THROTTLE BRACKET.
This item is included with the engine. We only have them available in the colors shown below. This item will only be included in sbc turn key engines purchased after 7/20/2021
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 Slayer 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 Slayer 750 cfm (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.
Pictured below is the Edelbrock Performer EPS dual plane intake. If you're going with cam choice # 2 or 3 and require more bottom end power, we strongly recommend this intake. This intake offers incredible low end response and has excellent hood clearance for those installing this engine in a C3 Corvette with a non-cowl stock hood.
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.
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.
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.
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.
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.
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 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.
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. Oil leaks are greatly reduced by using the exhaust evac system.
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.
High volume satin aluminum water pump with an aluminum impeller.
120 AMP ONE WIRE CHROME ALTERNATOR AND ALUMINUM BRACKET KIT.
WATER PUMP, CRANK, AND POWER STEERING PULLEY WITH BRACKETS, INCLUDED.
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 include a 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.
The Super Flow is the best dyno in the industry.
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.
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