Small Block Chevy Build Stage 3: 383 Becomes A 406 To Make Mega Horsepower - Engine Power S3, E14

you've ordered and been waiting for its return the rebranded internal

power

mouth-full

small

block

Chevy is a two-

stage

build

that started as a bare-bones budget show out of the Summit Racing catalog the starting point It was a remanufactured

block

from Summit Racing that came fully machined and spaced for up to 3,750 stroke with H-rods, we then loaded it up with one of their 355-inch motor kit Pro Packages that included a cast steel crank, Eyebeam rods, and Flat top cast pistons. A hydraulic flat tappet valvetrain was incorporated and for induction it receives Summit Racing aluminum heads and a Y-shaped intake manifold.

Holly Street called Fedot 650 CFM fuel so it could

make

357

horse

power

and 389 lb-ft. foot of torque. Stage two is where it arrived. a little more serious, still called an internal power mouse, but got an incredible attitude tune, cubic inches increased to 383 with an eagle competition rotating assembly, a solid roller cam and moly forged pistons raised the compression ratio to 11 to 1 new roller. The lifts plus induction and Beltrane got a radical upgrade, plus we added a set of AFR 220 eliminator heads and a super trick AFR Titan TX, our racing composite intake plus the Jessel Sportsman axle rocker system on top of the QFT Black Diamond 950 card to unleash the impressive 547

horsepower

and 495 pound-feet of torque now, here's how the

engine

has looked after that dyno session so far, now Pat and I are going to Take this apart and place all the pieces in the respective order and location.

Now some of the parts are staying the same, but some are changing, like the intake manifold block pistons and a couple of others now, the reason is that we are going to add a big boost, so we will show you why we chose those other parts when we get to them to start, the MSD Pro Billet distributor comes out, the AFR intake can be removed, the valve covers are followed by the Jessel shaft rockers, all the pushrods, the ARP head bolts are removed in the opposite order to that in which they were tightened, this prevents any deformation of the cylinder head at the front, the water pump comes off and also the balancer with the oil drain, the pan is removed along with the timing cover and the chain distribution, now the cam is removed and we can rotate the

engine

and begin to remove the piston. and rod assemblies finally the crank comes out and this block will be cleaned, sprayed with rust preventative and packaged for future use when it comes time to

make

over 550 horsepower with a factory

small

block Chevy block, that's when Raise the red flag and it's time.

To start looking for an aftermarket one now, we plan on nearly doubling that horsepower number with the power adder on this engine

build

, so we went ahead and ordered a block that can handle that kind of power. This is the Darts Little Em iron block now. It is designed to be a true racing part and accepts off-the-shelf small block Chevy components. It comes in a standard nine or 25 deck height and has extra thick Siamese cylinder walls that resist cracking and improve ring seal now that they are available in a four inch or 125 diameter and 350 or 400 main bearing sizes, Head bolt holes are blind threaded eliminating water leaks and decks are extra thick to promote excellent head gasket sealing, riser valley is open which improves return of oil to the crankcase and Enlarged lifter bosses accommodate oversized and offset lifters.

A priority main lubrication system is another feature. The terminology now means that the oil is directed to the main bearings first for more reliable true racing style lubrication. It is also equipped with front and rear external oil inlet crossovers and restrictive provisions. making the pipes and external oil pumps very easy to use on the bottom billet steel four bolt main blade caps will hold the crankshaft in place when we return assembly begins all builds have to start somewhere place and the cam bearings are first this block requires a specific cam bearing assembly which you can get directly from Dart along with freeze plugs and oil gallery plugs which come in a kit.

This block has more plugs than a stock small block Chevy, so make sure they are all there. We check all of our main bearing clearances and they are running with a set of royal purple Lubricate on them, the crank goes in, the caps are put in place and seated, then torqued to 65 foot-pounds from the center out. , okay, now we specify the custom cam and here are the numbers for duration in 50 thousandths is 256 for the intake 264 on the exhaust, the lobe separation is one hundred and fifteen degrees and the gross lift at the valve is 631 on both the intake as in the exhaust, the same adjustable timing assembly is again activated and with a piston and a rod in the number one cylinder, the cam can be graduated, it is up on an intake centerline of one hundred and fifteen degrees, Our coated bearings, rings and pistons all come from our official supplier, Moly, now they went ahead and came to hand deliver all of this to us. and we talk about it a little bit when we do this and we put that coating on those coatings about three tens of thousands thick and we remove very little material from the bearing before we coat it, so this one has our slippery style design that uses the holes of the pin that come in, maybe like you cut the sides of the piston and we have anodized ring grooves in some cases, but they are all, oh my, accumulator grooves, we apply thick fire lambs to them, especially if it's a boosted application, make sure you have enough meat there.

I usually use a good radius on the chainring so we don't have any problems with a thin pin spot on the back of the ring slot. The piston and rod assemblies are ready to go in now, now the pistons are one millimeter one millimeter two. package of millimeter rings and we separate the second ring at 28,000 s and the top ring at 26,000 for our improved application now with the bearing lubricated they are ready to use an ARP conical ring compressor, we can insert them into the holes of the rods they are being tightened to 63 foot-pounds with ultra-torque arp as lubricant.

Now we'll add some dual color engine enamel to the block, it's not what you'd expect for the color but we did it because we can. We're installing a two-piece Summit Racing Timing Cover that makes cam changes easier. If we decide to change it in the future, at the bottom we can install the oil pump bolt along with this Melling shark tooth high pressure and volume oil pump. The truck is from Canton. To match your chainring we will use which is a road racing style with dual output, a windbreak tray and built in crank scrapers, its oil capacity is seven strings and ARP fasteners will attach it to the Summit Racing balancer which we used in

stage

two. is reuniting with the cranks now, the pre-lubricated tie rod style solid roller lifters can drop into the block lifter holes and the 36 mil thick Kemetic MLS gaskets will seal the heads to the block with all other variables and with This gasket thickness we have a compression ratio of nine point two to one.

We are reusing these AFR 220 CC eliminator heads. They are recommended for racing or radical street engines. Now we move on to ARP bolts with ultra torque lubricant. The final torque spec is 80 foot-pounds with the The rocker arms brackets on the original pushrods are dropping, followed by the 1.5 ratio shaft rockers. The cold clearance setting is 14,000 on the intake rocker arm and 16,000 on the exhaust for induction and the Edelbrock super victor will seal the deal and AFR valve covers will cover the valve train. Next we're on the dyno, so all's good, time to get serious and see what this 406 cubic inch small block is all about.

We'll give it to you in both forms, naturally aspirated and boosted, as a boost producer for our The small block is an approximation of our Jers f1s with a polished finish. It is now a self-contained unit, meaning it does not rely on engine oil for lubrication. Now this unit is really compact for its power potential capable of supporting 1100 horsepower and 1575 CFM. It now has a maximum impeller speed of 74k rpm and an internal boost ratio of 542. They supplied this sturdy but lightweight black support shaft that houses the belt tensioner. Now, if you need a custom support setup, be sure to talk to your technician.

Guys, these blowers have an aerator inside that must be in a specific position for proper lubrication, so this label must be facing up when the unit is installed. We ordered this kit with a 12 rib serpentine system. They also offer toothed drives when used with a serpentine configuration. F-series blowers receive a one-year warranty. These systems can operate with or without an intercooler. Now we opted to use one and our choice was this ProCharger universal part that will support up to 1300 horsepower. Now, running an intercooler like this allows you to run more boost, have a higher percentage of power gain and also use a lower octane fuel at the same boost level as a non-intercooled piece to plumb it all, they ship a universal piping kit With all the necessary clamps and couplers in advance, it is a professional chargers race bypass valve and its job is to relieve pressure from the system when the throttle paddles go from the fully open position to the closed position, which will prevent damage from surge of the compressor when decelerating, which can ruin an entire list of precision parts now that you know how the ProCharger system is installed. and it works, I went ahead and removed the belt, hat and intercooler tube so we could run this thing naturally aspirated and see what these small blocks got at a nine point two to one compression ratio with an immediate player, which we put into operation.

At temples, our purpose in powering this naturally aspirated engine is to see the difference between all the engine pulls and bolts driven with the ProCharger. Now this motor was built specifically for boost so the MA pulls will not make as much power as a motor built specifically for now we plan to add 15 pounds of boost with the ProCharger which is one atmosphere pressure and that should come close to doubling the power output, let's see what happens, come on, we're starting with 30 degrees of timing and an rpm sweep from 4,000 to 7,000 rpm how spicy, that's more than I expected Wow 5:38 with 492 power on the tour Wow, okay, I mean, all we have to do with this is see where it maxes out and then we'll go to a blower. pole, so we upped the timing to 32 degrees and repeated the original 5:46 sweep with 497 foot-pounds, boy, if you just ran this naturally aspirated thing its entire life, that would be really nice, oh yeah, absolutely, it's low on my mind. was doing, I mean, built to increase these things that generate great power absolutely with everything sounding great, we added another two degrees for a total of thirty-four five fifty-two and five long, oh, I knew it was going to break five in that one, so we'll introduce another degree for a total of thirty-five and we'll do a final port fifty-five 501 on the tour Hello, we're on the right time and which is good because I want to see some of those momentum numbers that we're going to take a break, but when we get back this thing will be ready to go and in improved shape, see you, then we'll come back and have everything ready to go, but we had to do one more thing before we turn it on, we took apart every Oil Filter on every engine we We use it on the dyno, whether you see us do it or not, and this time it's a little easier because we have a one-filter system that can be cleaned.

Now we look for our pieces or any debris inside the filter element. and this one looks great, so we're ready to continue in the race. Gasoline is our choice for higher octane fuel when we need something up to a hundred and five. This is now mixed directly with pump gasoline to increase octane points. It is now tested and We will keep our blower motor safe from detonation, so following this mixture chart we want one hundred octane. We are now using 93 octane pump gas, so we will mix it at threeounces and a half per gallon. We have five gallons in the jug.

The goal is 17 and a half ounces of race gasoline, once mixed, shake the jug and pour it into the cell, that's it, we have you primed and ready, but with a new addition, an 850 CFM carburetor with fuel technology Fast designed specifically for powered blowing. The applications push some air out of that valve. Yeah, that's a completely different sound. Actually, it is a strange powerhouse. Okay, 35 to 55 to 600, 919 horsepower, 885 pound-feet of torque now 28 degrees at a time and Wow, at this point the tension will increase. on the belt and of course check the spark plugs for any signs of damage oh nothing crazy will leave the timing there for now and increase the sweep from 4000 to 6500 rpm not bad at all 936 with 881 lb-ft this power curve is just To also help cancel out the levels, it doesn't actually run out of air because it's pressurized, we'll add two degrees of timing for a total of 30 and do another 976 rip with 893, that's our, you know, we can keep putting.

Time on grievance is up, yeah, I mean, we have good gas, yeah, I'm not worried about the gas, and it's not like that, it has no signs of detonating, it actually looks very, very good, we'll check the spark plugs once further. then add two additional grades for a total of 32 Allison, boy make it or not 982 with 899 lb-ft oh my gosh but look how much power they have it has a 6500 up to 6500 do you think so? We really cool this intercooler and let the head unit cool a little bit and we'll see what I'll do after 20 minutes on ice, we're back to our final quest for a thousand horsepower, 993 horsepower, 917 pound-feet of torque, so close.

As close as you can get without doing it, but I don't care, everything looks great yet still has great power. Hey, can we use a direct motor, a real street motor? It doesn't matter, it's just a great combination, we showed it to you guys not long ago. The different types of piston rings that are available for the Bullitt you are building now I will show you what it takes to set them up correctly for your application and I am talking about piston rings and clearance, they are extremely important in any engine build. And just like setting bearing clearances, we as motor manufacturers have the ability to make those tolerances whatever we want with measurement and use of the proper tools depending on the materials and application, the Spaces between the rings must have a minimum amount to optimize power, but also to not cause damage to the engine.

OEM side rings usually come pre-separated to speed up the assembly process, they are massively designed. Production wouldn't be slowed down by having to hand polish the rings for each engine, that doesn't mean the gap shouldn't be checked, although we'll get to that in a moment. Aftermarket rings for high performance engines are the exact opposite of most. Made so that the engine manufacturer has the freedom to establish what space he wants depending on the type of power plant being built. Why is space so important? Well, it's about sealing the cylinder pressure that generates combustion. The better the seal, the more power can be generated. but if it has too much space which gives a path for the combustion pressure to pass through the rings and enter the crankcase, which we refer to as a ball, at the other end, there is not enough room for thermal expansion and it will allow the ring The ends come together and that will cause damage to both the cylinder and the piston and in the worst case, cause catastrophic engine failure.

Proper filing and fitting of rings is not particularly difficult, but it does require specialized equipment and good care. in detail to do the job well, you will need a tool to square rings of your hole size and a set of quality feeler gauges to perform this operation, as well as a stone to deburr the ring after having ground it, maintaining the spaces of the square ends. each other is as important as the space itself and to do that you need to use a ring grinder. There are a couple of different types, but they both achieve the same goal.

This manual ring grinder from Summit Racing has a crank that turns an abrasive wheel once set up correctly the ring makes contact with the wheel removing material a high quality electric grinder like this one available from Goodson has very precise clamping precision controls and A dial indicator for consistency Ring manufacturers provide a guide with each set of rings so you can set To increase the minimum ring end gaps based on their recommendation, it is done by taking the hole size and multiplying it by its factors. depending on what the engine has for cylinder pressure, from naturally aspirated applications to high boost applications including blowers, nitrous turbos and even exotic fuels.

This is yet another procedure that should not be taken for granted because remember there is no guesswork in engine building, as much fun as this engine is, it is capable of doing so much more with the pulley change and we have so much more for you below . time