Easy 550-Plus Horsepower Chevy Build (Naturally Aspirated!)

Good morning everyone, lots of fun today. We are the automotive specialist. We just finished testing this engine with the one and only Keith Thornton and I'll show you the

build

here in just a minute, but Keith tells us what we've got. I have a 400 cubic inch small block that was in a 32 roadster with a straight drive and the customer wants something he can drive and not embarrass himself at traffic lights, so I think when you see the numbers on the dyno you'll think we've accomplished our mission. There, this is going to be fun. I can't wait to show it to you.

Wait, the idea of ​​this

build

is a

naturally

aspirated

engine that makes over 500

horsepower

without breaking a sweat and can reliably withstand tons of abuse. Because what's the fun in having a baby motor all the time? Anyway, you'll notice that there are no exotic parts in this field and if you want to double this recipe with less expensive parts, you can, you just may give up some durability. The foundation of this build is a new Chevy Dart SHP block, extended 4-bolt main caps, priority main lubrication, thick covers, and the ability to take up to a 3.75-inch hit right out of the box, makes the SHP be a very popular option for anyone looking to generate power. without spending a lot of money, the new blocks make it to most of the machine, but the automotive specialists overhauled everything and kept the cylinder diameters at four inches. 125,000 entering the block is a rotating assembly comprised of Monarch Rankine rods and molybdenum pistons first and foremost.

In fact, Dorton and his team balanced the crankshaft for the weight of the connecting rods, bearings, pistons and rings and double-checked virtually every dimension critical or not, Monon connecting rods are H-beam and measure 6 inches long with a size standard that starts at 2 inches and one hundred thousandths. and the socket pin for a floating wrist pin. All rods were resized and fitted with a set of coated ACL rod bearings. The mains are also loaded with ACL bearings. Additionally, both the main and connecting rod bearings are coated for added protection. Then, everything. clearances are checked and drawings are prepared before final assembly these molybdenum pistons are not custom so they are available for anyone to order they are forged and have a Molly patented skirt coating to reduce scuffing and wear between the skirts and the cylinder walls. twenty-two CC plate on the top of the piston to bring the compression ratio to the range of nine point seven to one just to get the engine running safely on pump gas, the rings are a combination of 1.2 1, 2 2.0 millimeters and since it will be a

naturally

aspirated

engine The Jordan engine keeps the gaps relatively tight at 20 mm for both the top and second rings.

The forged Molnar crankshaft has a three inch 750,000 stroke combined with a 4-1 25 bore making the final displacement of this engine 400 cubic inches once the crankshaft. It is placed in the bearing supports. Dorton checks again for interference issues. By the way, after wearing the crankshaft, he can check how the assembly works. She lubricates the races on the main journals to ensure that the main bearings do not rub on a chamfer on either side of the journals. Note how the lubricant assembly that wipes on the journals is well off the chamfers with the crank in place. The main caps are tightened into position with light lubrication on the threads.

The 7/16 input bolts are torqued to 70 foot-pounds while the three. The outer eighth-inch bolts are torqued at 45 across the way to verify that the crankshaft is working properly. A light coating of engine oil lubricates the cylinder walls and the piston and connecting rod assemblies are ready to enter the block. An interesting feature of these Mona cranks. They are relieved below the start to create a little extra space for stroke builds, as you can see here, as the crank swings the rod near the edge of the old pan rail, there is enough rod cut at an angle to make just a little more of free space and with that the rotating assembly is complete.

Valve timing duties are handled by a billet steel roller cam from Crane Cams. It is ground with 236 and 244 degrees of duration at 50 thousand lifts and with a 1.5 ratio rocker arm will produce 548 thousandths of an inch of lift on the intakes and 550 8,000 saan on the exhaust, although this is a Dorton Coach roller, all with a lot assembly. Lubricant just to make the initial startup of the components a little easier. The timing set is a Cloyce double roller that makes advancing or retarding the cam as

easy

as loosening three bolts and turning the cam to flick. Once Thornton checks the camshaft timing, he locks out the timing set and installs the timing cover which is also cloyse.

This cover is cut from billet aluminum and has two main advantages over a common stamped steel cover: First, it has a removable center cover to make camshaft timing adjustments once the engine is complete, it is possible without having to leave drop the old fender, remove the timing cover, second, there is also a built in cam knob that is adjustable and provides a precise way to dial in the correct amount of camshaft in play, an ATI super shock look because it is specifically tuned for certain factory power levels and is also SFI certified, so if this engine's 32 roadster ever sees tracking down the technician won't be a problem, all the paint options that fit the chassis were limited, but Dorton found this among the burgers that fits the car and now we're ready to go back to the top of the engine, a set of comic elements.

MLS gaskets will seal the combustion gases after soaking in engine oil to make sure the internal parts are full. Dorten installs a set of high-performance tie rod roller lifters from Crane Cams. The cylinder heads are an FRS eliminator. Street heads for small blocks. Chevy and in addition to being overhauled, they are just as they came out of the box which includes 195 CC intake runners with a 2o 50 intake valve and 600 inch exhausts, the 65 CC combustion chambers combined with the plate pistons They will create a gas friendly pump. nine point seven to one compression ratio mentioned above, both the intake and exhaust ports, as well as the combustion chambers, are all CNC cut for maximum port-to-port flow and repeatability.

FRS Eliminator Street heads come equipped with PAC Racing valve springs rated at 600k max. valve lift and one hundred and forty pounds of seat pressure, are held in place primarily by retainers and seven-degree locks. After testing, Donar discovered that seven-inch, 200-mil-long pushrods center the rocker arms over the valve tips and use a set. of 16 trim performance pushrods with a 5/16-inch diameter Dorton actuates the valves with a set of one-to-five-to-one ratio rocker arms from Crane Cams. These rocker arms have aluminum bodies to reduce mass and our full roller on both the trunnions and tips. Because the lifters are hydraulic, whip adjustment is relatively simple once the clearances between the cam lobe lifter, a pushrod, and the rocker arm are taken.

Dorton gives the whip adjuster an extra half turn and then tightens everything with the adjuster locks. Dorton has built winning racing engines. and pretty much every level, including the NASCAR Cup Series, and he's never worried about hitting a number just to brag, this engine is designed to be fun to drive and then a two and a half thousand pound roadster with a manual transmission, this guy bad it will definitely be because the The car is so light that it takes only one plane, specifically the Victor jr. by Edelbrock. it reduces the low-rpm torque just a little and helps make the car a little more drivable while making as much power as possible up top and an MSD distributor takes care of directing the spark to the appropriate cylinder at the appropriate time to dynamometer tests.

One of Holly's new 750 CFM Brawler carburetors and it ran well with a crisp throttle and produced peaks of five hundred and sixteen pound-feet of torque at 5100 rpm and helped five hundred thirty-six point seven five

horsepower

at fifty nine hundred rpm . Then, just as a check, he swapped the Brawler for an 830 CFM Holley twin-pump engine, apparently the engine liked the added air because the Peaks jumped 15 to work at 531 pound-feet and 26 in horsepower to 557 points. You can see from the dyno graph that the 830 is the green and purple lines by the way the larger car not only produced better peak numbers, but outperformed the smaller carb across the range, but that It doesn't mean that the 830 is definitely the best option in terms of street driving when you want a responsive throttle, the smaller 750 Club will probably be the best option, but Dorten will let the customer decide what they want overall.

This is a 557 horsepower build that will make some serious power around the world. RPM range and it will be a blast to drive and just about anything you can imagine putting it in, you will notice that this build used new, high quality components, but as we mentioned earlier in the video, it didn't use any exotic components. here to hit the mark, just good engine building technique, you may not get the same problem-free longevity, but you certainly can't replicate this build with cheaper components and no matter how you do it, there will always be 557 horsepower. natural suction force. fun