Rear Main Rod Specs.
Piston & Ring Specs.
- Rods: Genuine Scat
- Rod Type: Scat H-Beam
- Rod Length:6.385
- Rod Material: Forged 4340 Alloy.
- Rod Bolt/Cap Screw: ARP 8740 Cap Screws.
Bearing, Damper, and Flexplate Specs.
- Pistons: Wiseco Fully Forged. Fully machined Crown, High Performance for street/strip use.
- Piston Size:4.560"
- Dome Volume:Dome Top
- Compression Height: 1.218
- Piston Material: Forged 2618 Aircraft Alloy
- Piston Rings: Mahle High Performance, Moly, Standard Tension.
- Ring Size and Fit: 1/16 1/16 3/16.
- Ring Material: Cast/Stainless/Moly
Listed below is a complete breakdown of all the parts that are included in this engine.
- Main Bearings: Clevite HP High Performance Series.
- Rod Bearings: Clevite HP High Performance Series.
- Balance:In House on CWT balancer.
- Damper: ATI Super DamperSFIInternally balanced.
- Flexplate: Heavy DutySFI168 tooth or 153 tooth. Manual Trans. flywheels available. See upgrade and option list below.
WISECO FULLY FORGED PISTONS, RATED AT 800+ HP. WISECO PISTONS ARE 100% MANUFACTURED IN THE USA. THEY ARE ONEOF THE HIGHEST RATED PISTON BUILDERS IN THE COUNTRY.The Wiseco forged pistons are rated very high in the street/strip performance industry. Theyare made using the 2618 aircraft alloy and have fully machined crowns. We prefer the 2618 alloy over the lower cost 4032 alloy. The 4032 alloy may fragment from the effects of detonation and if this happens, it can be very destructive to the engine.Those types of pistons are fine for stock or mild engine builds, but should never be used in carbureted engines built to high horse power levels.The forged 2618 alloy piston is much more resistant to the effects of detonation and heat.
Our Wiseco Forged pistons are custom designed with an increase in compression height. This has many advantages. Here are a few facts about compression height and deck height.
Our custom made Wiseco 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 15,000, (yes fifteen thousand, not a typo) 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 withnitrous or blower setups.
The picture below is a file photo of our Wiseco pistons.
MAHLE HIGH PERFORMANCE MOLY RINGS
Scat 4340 Forged Crankshaft.
The picture below is a generic file photo of a Scat crankshaft.
Some of the benefits of the Scat crankshaft supplied with this assembly:
The material used in this crankshaft is manufactured from an exclusive Space Age material that was designed for high strength and fatigue resistance. The Scat cranks are the best valueyou will ever find. The Scat crankshafts are the best wayto build a strong bottom end for street rods, dirt and circle track racing, and drag strip racing. This crank is suitable for use up to approx. 800+ hp.
Crank Polishing.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 use genuine Scat rods with ARP cap screws in all of our engines. Our Scatrods 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, thequestionable 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 incatastrophic 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.
ATI SUPER DAMPER SFI INCLUDED.
INTERNALLY BALANCED, SFI rated, 7.074" DIAMETER, REDUCED ROTATIONAL MASS, OFFERS EXCELLENT CLEARANCE.
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-eyeviewof 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 telltalein identifying a low quality flexplate is the lack of welding on eachside where the plate mates to the ring gear. They usually have a palegrey color to them, as they are not coated, and will rust quickly.Oursarewelded on both sides, and are much thicker than an OE plate, and are zinc dichromate coated.
We do offer this engine with an SFI billet 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.
Bravo aluminum cylinder heads. 335cc runner size.
Assembled by us withpremium PBM competition grade valves, Melling springs, Comp retainers, Comp Vitonvalve seals, Comp spring ID locators, Comp 10 degree locks.
Notice the multi angle valve seat cut. These heads are designed to very high standards.
Below are the actual flow numbers for our Bravo bbc heads. These numbers are true and accurate. The testing methods we use are considered to be on the conservative side. Some choose to show flow charts for their heads that have been done in a way that shows numbers that are misleading in our opinion. We use the Bravo heads on most all of our bbc engines builds all the way up to the 572 engine. The horse power numbers they produce are exceptional as compared to any of the low to mid range priced heads on the market.
Fel Pro 1057 premium race grade series head gaskets, ARP head bolts, and rocker studs.
ARP HEAD BOLTS AND WASHERS AND ROCKER STUDS.
We are offering four cam choices listed below in this engine. Read the specscarefully.
COMP ULTRA PRO-MAGNUM ROCKERS.
The new Ultra Pro Magnum™ Roller Rocker Arms not only live up to the lofty standards of the original Pro Magnums™, but they also take stud mount rocker performance, stability and value to a whole new level. The modern arched, web-like design delivers increased strength and rigidity while still reducing the moment of inertia and optimizing the dynamic balance.
If you've read our warning on engine builders using low grade no-name rods and cranks, a similar situation exists in the roller rocker market. We do not use or sell off-shore, (no-name) roller rockers, period. They have proven to be faulty in many ways. The center trunnions are not polished, nor is the center of the roller tip true to size or polished. Metal fragments are often left inside the trunnion housing and will cause destruction of the needle bearings. The aluminum alloys used are never aircraft aluminum alloys as are used in all USA made roller rockers. They often mention the alloy as being 6061, and that is a very soft form of aluminum. The 6061 alloy used on these will assure rocker-flex on any higher than stock spring pressures, and this will affect performance.The pins and keepers that hold the parts together are often of poor quality and improperly installed. The front roller will usually scoot along the valve tip, as it can't roll properly due to rough internal surfaces.
We have honestly seen valve tips that were scalloped out due to the front roller dragging across them. This will cause the valves to side-load against the valve guides in the heads and surely cause damage to them if run like this for very long.
We have scrutinized these products in the past and found all of the above problems, and I can tell you there are most likely many more. We would not use them in an engine under any circumstances. You will also see many of these rockers made from stainless on the market. They use a low grade stainless that actually has a near non-existent amount of nickel in them, but that's not the real problem with them, as stainless steel has no advantage over high grade heat treated steel when it comes to a roller rocker. The lack of hardness of the rocker body is the real problem. The problems with these stainless rockers are the same as mentioned above. These are the roller rockers you see on the market for around $119 and up to $169 for the so called stainless ones. They are pure junk, in our honest opinion. They could possibly be used on a budget back yard stock build up that has a very low spring pressure, with a cam that has very low lift, but then you would be better off with the stock stamped rockers on such a build.
We have heard of many engines using these rockers that came apart and spilled needle bearings into the engine, only to end up in the oil pump. It seems like some engine builders do not care how long the parts in your engine last, or they simply don't know this. I can tell you for sure that using such low grade, "no-name" roller rockers is asking for trouble.
We use Comp Ultra Pro Magnum rockers in all of our BBC engines. The difference in these compared to the low grade no-name rockers on the market is huge.
Premium Morel Hydraulic Roller Lifters.
We use Trend brand premium pushrods in all of our engines. They are lightweight in design, yet very strong. Made in the USA from 4130 chromoly steel. Regular hardened pushrods will most likely flex in the engine when running above normal RPM ranges, and risk bending under high RPM. These do not have the welded ball on the end. We only use the swedged one pc. design, which is a well proven design far superior to the style many others use in engines. 4130 chromoly steel is also much stronger, and will resist flexing. When a pushrod flexes in the engine, you lose lift. Don't be misled by the term "hardened," as this is nothing more than a stock style low cost push rod. They will flex in the engine or possibly bend permanently.
Our choice of lifters are the Morel brand tie bar lifters. These lifters are much costlier than the regular tie bar roller lifters, and have many unique features. Engines using cam choice 1 will have the Comp Short Travel or Gaterman Max Effort lifters in them.
Pictured below is our Speedmaster single plane intake. We also offer the Edelbrock satin RPM Air Gap intake as an alternate choice at no extra charge.
304 STAINLESS ALLEN HEAD INTAKE BOLTS ARE USED ON ALL OUR ENGINES.
We are offering four cam choices listed below in this engine. Read the specscarefully.
Cam Choice # 1 By Comp Cams.
Part number: 01-461-8
112 lobe sep.
Cam choice # 1 offers decent drivability and excellent mid range power. Valve train stability and longevity are excellent with this cam. Max power will be achieved at approx. 5900 rpm. You may use the single plane intake with this cam and not affect the low end power to any noticeable amount. This cam has a very aggressive (lopey/choppy) sound at idle.Cam choice # 1 will allow you to run a stall converter in the 2500-3000 rpm range. Final gearing when used in a car or sport truck could actually be in the 3.30 range or even taller. Transmissions with overdrive may be used but driving in overdrive at highway speeds with rpm numbers below 2000 may pose a problem. This cam would be most suitable in vehicles weighing up to 4500 lbs or less. This cam may not develop enough vacuum to operate power brakes. A vac. storage canister may be required.
Below are our dyno results on our 572 engines with cam choice # 1. Your results may vary depending on intake choice. The horse power numbers will always improve anywhere from 5-10 more than what the dyno results show after the rings have fully seated.
Official Dyno Results on this cam in our 572 pump gas engine with a single plane intake, Bravo 335 rectangular port heads, 1050 Brawler carburetor, and MSD distributor.
Official Dyno Results on this cam in our 572 pump gas engine with a single plane intake, Bravo 335 rectangular port heads, 1050 Brawler carburetor, and MSD Dyno Results on this cam in our 572 pump gas engine with a single plane intake and new Bravo 335 rectangular port heads. Compression ratio was 10.2:1 Cam used was our Comp 575/575 lift hyd. roller.
Cam Choice # 2 By Comp Cams.
Part number: 01-456-8
112 lobe sep.Cam choice # 2 offers a slight increase of bottom end torque compared to cam choice # 1. This cam selection is the best choice for cars that have medium to tall gearing. This cam will allow the engine to operate well in the 2000 rpm range. Very good acceleration with improved street manners. The peak horse power falls about 15-20 under cam choice # 1. This cam would also be excellent for medium to heavy vehicles. Max power is achieved at approx. 5700 or less. This cam has been very popular for those more concerned about drivability and outright longevity of the valve train and engine. The valve train wear with this cam would be very low. Off idle power is very good. We see no drawbacks to going with this cam. The power in the low rpm range is amazing. Vacuum should be enough for operating power brakes.
The combination below was done with this cam using a single plain intake. The HP numbers are excellent.
Official Dyno report with this cam choice, AFR heads, a dual plane intake, a Holley Super Sniper fuel injection system, and an MSD distributor. The torque in the low rpm range with the EFI system is very style="display: inline; font-family: "Times New Roman"; font-weight: 400;">Cam Choice # 3 By Comp Cams.
Part number: 01-451-8
112 lobe sep.Cam choice # 3 offers a huge amount of bottom end torque. Throttle response is instant with this cam selection. This cam selection is the best choice for cars that have very tall gearing or overdrive transmissions. This cam will allow the engine to operate well in the 1800 rpm range. Excellent acceleration and street manners. The peak horse power falls an additional amount of about 15-20 under cam choice # 2. This cam would also be excellent for medium to heavy vehicles, and 4x4 pickups. Max power is achieved at approx. 5500 or less. This cam has been very popular for those more concerned about drivability and outright longevity of the valve train and engine engine. The valve train wear with this cam would be virtually non-existent. Off idle power is excellent. We see no drawbacks to going with this cam. The power in the low to mid rpm range is amazing. Vacuum should be enough for operating power brakes. Long range cruising and operating air conditioning is not an issue with this cam.
Official Dyno report with this cam choice, Bravo heads, a dual plane intake, a Brawler 850 carb, and an HEI distributor. This cam produces an immense amount of torque in the low rpm range. We highly recommend this cam for applications that desire very high amounts of torque in the low rpm range.
We have several different options in valve covers. Here are our most popular choices:
These are just a few of our popular valve covers you may choose from. We do have several more choices to select from in our other listings at no additional cost.
Timing components: SA Gear 8999T billetdouble 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 frombillet steeland 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.
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.
The 8 qt Champ oil pan has kickouts that swell outward approx. 3 inches on each side. If you think you will encounter clearance issues with the kickouts, we recommend opting for the stock appearing 6 qt. oil pan. The 6 qt. pan will still be a Champ pan and will have the windage tray and crank scraper. We strongly recommend reducing the amount of oil used in these oil pans by approx. 1/4 to 1/2 a quart. Doing this may greatly reduce the chance of oil leaks, and reduce oil temps. The larger counter weights used on stroker crankshafts are why we recommend reducing the oil capacity in these engines.
To be clear on what we're saying, we would like to see you add right at 7.0 to 7.5 quarts of oil grand total in your engine and oil filter when using the higher capacity oil pan that has the flat ribbed bottom with kickouts on the side. When using the stock appearing oil pan, we would like to see you add right at 5.5 to 5.75 quarts grand total in your engine and oil filter.
Our engines include a dipstick. It's very important that you re-calibrate the oil level marking on the dipstick. This is due to the fact that the dipstick, oil pan, and block are 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.
The quality of these pans far exceed any of the lower priced oil pans used on many engines.
We do not use the knock off oil pan gaskets on the market. Felpro premium oil pan gaskets are used on all of our engines.
Pictured below is a file photo. The actual Felpro gasket used will be the correct model for this application.
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.Melling # 10774 M-Select Oil Pump, and M-Select Drive rod with ARP stud.
TheM-Selectseries oil pump by Melling has several important upgrades compared to the regular Melling M-77 Series used by many engine builders. The gears are billet steel, and the body is stronger, coated with corrosion-resistant nitrite. This oil pump also includes the M-Select drive rod. Both components are far superior to the regular Melling oil pump and drive rods used by most other engine builders. The M-Select oil pump is nearly three times the cost of the regular M-77.
We include an engine lift plate and heavy duty engine stand with casters with every engine we build.
Our new 572 engine is premium pump gas friendly. Do not run regular 87 octane in this engine, premium only,(91-93 octane). Should you ever hear any sign of pinging or clatter (spark knock) in the engine when accelerating, reduce timing one or two degrees and/or invest in a high quality octane boost additive.
IMPORTANT NOTE ABOUT DE-TUNING.
For thosewith heavy vehicles, such as4x4 quad cab trucks, 3/4 ton trucks,and crew cab/ex-cab trucks, Suburbans, plus trucks that may do light to medium trailer towing, we strongly recommend the de-tuned version of this engine.
We have dynotested theoriginal 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.
THISENGINE 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.
We offer this engine with selected upgrades and options. 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.
Edelbrock Pro-Flo 4 XT EFI System.This has become a very popular upgrade on many of our engines. For those not wanting to deal with the potential quirks of a carburetor, this is the way to go. This is a true fuel injection system with 8 injectors, (one per cylinder). Drivability becomes vastly improved over a carb or standard throttle body efi. Throttle response in the low to mid rpm range is superior to that of a carburetor. Startup and warm-up are also greatly improved. Tuning stays spot on regardless of altitude or weather conditions. These systems make it very easy to tweak the tuning on your engine to better serve your application. Our engine room crew has found the Edelbrock Pro-Flo system to be a very straightforward setup. This system comes with its own high energy variable ignition system. The timing is controlled through the built in ECU. The Pro-Flo system has a slightly higher cost, but is well worth it, in our very strong opinion. Our company founder, Skip White, stated that he has no problems with running a carb on a street rod engine, but the ability to tune the engine to perfection and the fact that fuel metering is so perfect with the Pro-Flo system has changed how he thinks an engine should receive its fuel and air, and variable ignition timing allows for max power when driving under optimal conditions. The difference in drive between the two is vast, to say the least. Consider the fact that by the time you purchase a carb for an engine of this size and the ignition system, plus receiving credit for the intake manifold that would otherwise be used to accommodatethe carb, the difference to move up to the Pro-Flo system is not much in cost. We have installed approximately 50 of these on engines in our dyno room, and have yet to encounter any problems.
This system provides you with a high performance Pro-Flo XT-style intake and 90mm throttle body. Unlike regular throttle body EFI systems, Pro-Flo 4 features the fuel rails and individual injectors for each cylinder mounted on the manifold. This Edelbrock design produces the best fuel atomization and distribution for the ultimate performance, as well as delivering the most control and the most efficient way to deliver fuel to your engine. Along with innovative design, Pro-Flo 4 systems have the latest technology with an all-new ECU, and even more features for advanced tuning, with the key being their exclusive E-Tuner app with base calibrations developed on their dyno.
Cost for this upgrade is calculated by taking the retail difference between the intake manifold that comes with this engine and the retail cost of the Edelbrock Pro-Flo System. This is a great value with many benefits, in our opinion.You can see this and other upgrade options in our store under the "UPGRADES" category, or simply do a search with the key word, "Upgrade" in the search bar when shopping in our store. Before you finalize your purchase of this assembly you may add any of these upgrades to your shopping cart.
SFI Rated Billet Steel flywheel upgrade/option for manual transmission.Upgrade to a SFI billet steel flywheel 168-tooth or 153-tooth for manual transmissions. We highly recommend the SFI billet steel flywheel for those running hard. These are fully cnc'd and far superior in many ways compared to the regular cast iron flywheel.
Cost for the SFI billet flywheel option is$169.00We have this upgrade/option featured in our other listings. There will be a Chevy 153 tooth and a Chevy 168 tooth size available. Be sure you know the size you need. You can see this and other upgrade options in our store under the "UPGRADES" category, or simply do a search with the key word, "Upgrade" in the search bar when shopping in our store. Before you finalize your purchase of this engine you may add any of these upgrades to your shopping cart.Please go to the "UPGRADES" category of our store to add upgrades.
ARP-2000 rod bolts:This is one upgrade that we find to be very valuable. The rod bolts are most likely to fail under hard use, moreso than the rod itself. When a rod bolt fails during high RPM, total engine destruction is usually the result. The ARP-2000 rod bolts are a very good upgrade, in our opinion. We actually have few, if any, problems with the regular ARP-8740 bolts, but those who run hard always upgrade to the ARP-2000 rod bolts. The ARP-2000 rod bolts also torque at a higher number, and this increased clamping force is also a factor in keeping the big end of the rod stable and true to size. The ARP-2000 bolts are installed in the rods and this upgrade is only available with the Competition rod upgrade.
Cost of this upgrade is$89.50We have this upgrade featured in our other listings. You can see this and other upgrade options in our store under the "UPGRADES" category, or simply do a search with the key word, "Upgrade" in the search bar when shopping in our store. Before you finalize your purchase of this engine, you may add any of these upgrades to your shopping cart.Please go to the "UPGRADES" category of our store to add upgrades.
Wiseco BoostLine Rods and Tool Steel Wrist Pin upgrade.For those wanting ultimate protection in their engine, this upgrade is the answer. The Pro-Pac kit comes with the Wiseco BoostLine rods, tool steel thick wall wrist pins, and ARP 2000 rod bolts. This is an excellent upgrade for those running any type of forced induction, (blowers, NOS, twin turbo, high compression builds). This is also an excellent upgrade for those running naturally aspirated street rod engines. Connecting rod or rod bolts and/or wrist pin failures willusuallycause catastrophic damage to the engine. The Pro-Pac kit can handle horse power levels in the 2,000+ range. The 4340 alloy has been through a very special heat treating process. These rods are what we use on all of our extreme high HP applications. As mentioned, this is also an excellent upgrade for medium HP builds that may encounter some hard run time. BBC engines that have been stroked above 4.250 can greatly benefit from this setup. It's well known that engines with long stroke cranks have a greatly increased load on the rods and wrist pins when encountering rpm in the upper ranges. We consider this upgrade very valuable for those that encounter any serious running. The Pro-Pac upgrade includes three actual upgrades: the rods, tool steel wrist pins, and the ARP 2000 rod bolts. Our company founder, Skip White, sums this upgrade up in a few words: "bullet proof." The idea that when you bring your engine rpm up to its limits, and know that the breaking point is often not far away, this upgrade offers a great amount of protection from what could be total engine destruction.
Cost of this upgrade is$960.00We have this upgrade featured in our other listings. You can see this and other upgrade options in our store under the "UPGRADES" category, or simply do a search with the key word, "Upgrade" in the search bar when shopping in our store. Before you finalize your purchase of this engine, you may add any of these upgrades to your shopping cart.Please go to the "UPGRADES" category of our store to add upgrades.
BoostLine connecting rods are designed from the ground up for high-power forced induction and nitrous applications as well as naturally aspirated engines. A patented 3-pocket design, forged from a special 4340 alloy, maximizes strength while minimizing rotating weight. This revolutionary design dramatically improves the rod's big-end stability under tensile loads and provides a 60% improvement in bending strength and 20% stress reduction in tension compared to H-beam designs. All of these benefits make BoostLine rods ideal for any street rod or racing engine.
In addition to BoostLine's innovative design, comprehensive real-world testing, finite element analysis, and meticulous quality control ensure that all BoostLine rods are fit for 2,000-plus horsepower (8-cylinder applications).
All BoostLine rods include high-quality ARP 2000 bolts. Every rod is inspected and finish-honed in America in addition to being analyzed on a Zeiss CMM as part of the final inspection. A detailed inspection report measuring to .0001 in. is provided with every set of BoostLine rods.
Also included with this upgrade are the JE tool steel wrist pins.
For high-impact, drag race, and endurance applications,JE Pistons offers the Series 52wristpins. Thesepinsare constructed from 52100 high carbon bearing steel and through-hardened for added stability. All JE pistons are super-finished on both the outside and inside diameters to help reducepistonpinbore wear and minimize fatiguecracking, adding to the overall strength and reliability of thewristpins. Employing the latest in technology and quality control, the Series 52wristpinsare checked for the tiniest flaws and to ensure the roundness of eachpin. JE Pistons Series 52wristpinsare available in a variety of lengths, diameters, and wall thicknesses. They are specifically developed for use with JE pistons.
Polished Speedmaster intake upgrade:The polished intake upgrade is very popular, and certainly adds a bright fresh look to your engine.
Cost for the polished intake upgrade is$61.00We have this upgrade featured in our other listings. You can see this and other upgrade options in our store under the "UPGRADES" category, or simply do a search with the key word, "Upgrade" in the search bar when shopping in our store. Before you finalize your purchase of this engine, you may add any of these upgrades to your shopping cart.Please go to the "UPGRADES" category of our store to add upgrades.
Dyno Tuning:This is one of the most important upgrade/options we offer. There are many benefits to this service. The engine is first run at fast idle to bring the water and oil temp up to normal operating temperature. It is then run for approx. 20 minutes under a simulated load at around 3k rpm to promote initial ring seating. After this, the engine is shut down to allow us to check the readings on the spark plugs, and for any possible oil leaks. This cool down is considered part of the engine's first heat cycle. We then follow up with multiple low to medium rpm runs to further the break-in process of all the moving parts in the engine. During these multiple runs, we are paying close attention to the EGT, (exhaust gas temp) readings, vacuum pump readings, oil temp and pressure, coolant temp, and overall engine sound. At this point, we start the actual dyno tuning process and this focuses around the air to fuel ratio numbers and what timing numbers produce peak power. We usually have to change carb. jetting several times, adjust the idle circuits, and the air-bleeds occasionally have to be changed. We then establish the engine's full horse power and torque numbers at a given rpm limit.
Having your engine dyno tuned will allow it to run its absolute best, and is very important in protecting the engine from potential damage caused by the carburetor running excessively rich or lean. This also establishes the engine's hp output and max rpm. These numbers are very important to know. There is one more value we consider just as important to what we have mentioned above. An engine that has been dyno tuned has also been validated to be in perfect operating condition. This is something that running the engine on a test mule can't provide. Any problems the engine may have will show up during the dyno tuning process. We have on rare occasion seen a popular combination show hp numbers that were not where they should be. Some of these problems give no indication other than reduced hp numbers. We find and fix such problems. The problem may be something simple and easy to find and in some cases very difficult to pinpoint. We will not send the engine out until it's perfect. If you choose not to purchase the dyno tuning package, we will still do a test mule run, as many engine builders do, and it certainly is better than nothing but pales in comparison to a full dyno tuning. When engines are dyno tuned, the chances of you having a problem are near non-existent. Unforeseen problems may still, occur but they are rare. We have kept the cost on this extensive procedure low to not only make it affordable, but it gives us great peace of mind knowing the engine will be in perfect operating condition when it is received. The cost to do a repair once the engine is installed can be very expensive for both us the seller and the customer. When you see the final dyno run of your engine on youtube, consider the fact that approximately five man hours, around $25.00 worth of fuel, oil and filter and $105K worth of dyno equipment went into making that one minute final test run video.
Cost of the full dyno tune option is$350.00We have this upgrade featured in our other listings. You can see this and other upgrade options in our store under the "UPGRADES" category, or simply do a search with the key word, "Upgrade" in the search bar when shopping in our store. Before you finalize your purchase of this engine, you may add any of these upgrades to your shopping cart.Please go to the "UPGRADES" category of our store to add upgrades.
Pictured below is one of our actual Super Flow dyno's. This is a 2016 model and highly advanced compared to the much older models many shops have. We have two of these in use at our shop.
The Super Flow is the best dyno in the industry.
This engine is warranted, with limitations and exclusions as set forth below, for two years from date of sale.
- Should a major problem arise with this engine within the first year of use, the warranty covers all parts and labor and we will pay for shipping the engine both ways.
- Keep the crate your engine came in to ensure a safe return to our workshop.
- Wedo notcover the removal or re-installation of the engine at any time during the warranty period.
- Our engines must be used with a rev limiter. Should warranty issues arise, proof of the rev limiter use will be required.
- Should a problem occur in the first year of the warranty that we determine can be repaired by you or a qualified repair shop,upon our written approval,we will pay for the repair based on our in-house hourly rates for labor and our estimate of a reasonable amount of time to make the repair with the engineon a stand as you received it.To be specific, due to the difficulty of accessing certain engine parts in some vehicles, we arenotresponsible for the additional time and labor costs you may incur in removing and replacing such parts.
- In the second year, the warranty will cover all parts minus any labor to remove and install needed parts. The cost of shipping the engine to us is not covered in the second year of warranty.
- Tuning or maintenance are not covered under the warranty. Tuning includes jetting or adjusting the carb, ignition timing, or readjusting the rockers. Tuning would also include changing out plugs to optimize temp range for your needs. Setting ignition timing is also considered tuning. You must check the timing on this engine before it is driven.
- If you are not satisfied with the cam or intake you have chosen, we will exchange any of these items for up to 60 days. You will pay for shipping and any required labor.
- Damage due to overheating, detonation or extreme abuse will not be covered by the warranty.Detonation damage is evident upon removal of the cyl. heads.
- Engines used in marine applications will have a limited warranty of ONE year from date of sale. The first six months will cover parts and labor, and the second half of the one year period will cover parts only. Marine engines must upgrade to a 4340 crank unless the engine already comes with this, and the ARP-2000 rod bolts.
- All external items on the engine, such as the carburetor, distributor, alternator, water pump, and power steering pump, will be warranted for the time period specified by the manufacturer. Most of these items have a warranty of one year or less.
- Our engines are custom built to your specifications (e.g., cam choice, intake, engine color, compression ratio, and upgrades).
You can enjoy your engine with occasional spirited driving, as it is well designed for it, but we will not cover damage caused by racing or improper tuning. A rev limiter and fuel to air ratio monitoring device must be used on this engine. The rev limiter should be set to cut off at its peak horsepower or less if you choose, and this should allow many years of service without a problem.
Your carb should be tuned to allow the correct fuel to air ratio. This ratio can vary depending on many factors such as altitude, vehicle weight, gearing, type of driving, etc. These values should be in the recommended safe zone.
- It is highly recommended that you re-torque the intake manifold. The gasket sealant tends to shrink after a period of time and this may cause the intake bolts to lose their proper torque values. The torque range is approx. 25-30 lbs.
- The spark plug gaps should all be re-checked. For those running an HEI distributor, the plug gap should be approx. .040-.045 Those running an MSD 6AL unit should gap the plugs to approx. .035-.040 These values are very controversial and you may experiment as to what runs best in your engine. Widening the gap too much can put a strain on the ignition components. Be sure your plug wires are completely fastened onto the spark plugs.
- If your engine came equipped with a front end accessory setup, we recommend that you check all of the bracket and pulley bolts. It would be rare to find any of them loose, and it should only take a few minutes to check. We would also like you check the belt alignment.
- Check your flexplate or flywheel bolts.
- Check fuel bowl levels in the sight glass on the carb once you have the engine running. Be sure your fuel pressure is set in the correct range. Adjust the choke on the carb. We would prefer you set the choke to a loose setting. Setting it tightly may allow it do its job better, but can cause engine damage over a period of time due to excess fuel entering the engine upon warm up. Be sure to use a high quality fuel filter.
You may not find a problem with any of the items mentioned above, but considering the small amount of time it takes to check them, we find it to be a valuable preventive measure.
As it's been said, "an ounce of prevention is worth a pound of cure."
Continue reading for more detailed information on timing and carburetion. You must follow the recommendations listed below.
Tuning, maintenance, and oil recommendations.
This engine must be maintained with oil specifically designed for high performance engines. The life of the engine can be greatly extended if you run a race grade engine oil such as our Schaeffer brand racing oil. We strongly recommend the Schaeffer Micron Moly 20w-50 grade in warm to hot weather or you may run the 10w-30 weight Schaeffer Supreme 7000 series semi synthetic oil in cooler weather. The part number for this oil is 709-06 for the six qt. case or 709-12 for the full case. After the engine is fully broken in, you may move over the Schaeffer full synthetic oil. The Schaeffer brand oil is very highly rated. It is the only brand of oil we use when dyno tuning.Racing oil must be changed more often than conventional oil. Every 2000 miles or less would be optimal.We offer a full line of this oil in our other listings.
Here is a brief outline of the average additive levels in the Schaeffer Oils as compared to Valvoline VR1. We only use Schaeffer oil in our dyno room, and strongly recommend its use in our engines. The 10W-30 7000 series oil is totally acceptable to use in one of our brand new engines. It will not interfere with the break-in process. The 20W-50 Micron Moly is also an excellent choice to use in warm weather.
Schaeffer 191 Micron Moly Racing OilZinc = 1900 ppmPhosphorus = 1800 ppmSoluble Moly = 350 ppm
Schaeffer 709 Racing Oil 10W30Zinc = 2100 ppmPhosphorus = 1800 ppmMoly = 350 ppm
Valvoline VR120W50Zinc = 1400 ppmPhosphorus 1300 ppmValvoline VR1
10W30Zinc = 1100 ppmPhosphorus = 1000 ppm
A couple of things worth mentioning: Valvoline VR1 doesn't report any Moly in their oil. Schaeffer uses a soluble form of Moly that bonds to metal under heat, pressure, and movement. Once fully bonded, it takes over 500,000 psi per square inch. Schaeffer Oil has the best base stocks and additives that make it the best oil on the market.
This engine doesnotcome with oil in it. The oil that was used during the test run or dyno tuning will be drained as this is required by the shipping companies. We also prefer draining the oil as this gives us a chance to examine it for metal particles. The filter is removed and is also closely examined for metal particles or debris.
To prevent oil from dripping onto the shipping pallet, we re-install an extended life high quality oil filter. This oil filter that we supply has an internal by-pass valve in it and is rated at 25 micron filtration. Run the oil and filter for a period of approx. 500 miles.
You may wonder why we're using an extended life oil filter but want it replaced in such a short period. These extended life oil filters are an excellent choice for a new engine. They have a much larger capacity for the higher amount of debris developed from the new engine without affecting the oil flow volume. They also have better designed bypass valves and stronger cases on them. All of these features are essential to a new engine.
When replacing the filter with one of your choice, you must use a high quality oil filter that has a by-pass valve in it. Some filters may also have an anti-drainback valve on them, but they are not necessary on V-8 Chevy engines, but the bypass valve feature is a must. Our engines are now equipped with a billet oil filter adapter that requires the use of an oil filter that has its own by-pass valve in it. Alwaysopt for the medium lengthversion, as this will help maintain oil pressure and volume much better than the short version.If your headers are an issue with the medium length filter, then the shorty version is acceptable. See our listings for the recommended oil filters.
Billet aluminum oil filter adapter.
Racing oil filters such as the Wix Racing oil filter may only be used after the engine is completely broken in. These racing filters have a very loose media and provide very little resistance and a high oil flow volume, but due to the loose media, they don't filter small particles of debris from the oil. They are only to be used on engines that do not see high mileage use, and have gone through one or two oil changes with low micron rated filters.
You must prime your new oil filter. Priming is not needed when changing oil on a well broken-in warm engine that has been running moments before changing the oil. If your new engine has been sitting around for weeks, or possibly months, then you must prime the oil filter.
Oil pressure of 50-60 lbs in the upper rpm range on a fully warmed up engine is nothing to worry about. You may also notice that oil pressure drops at idle to approx 25-30 lbs when the engine is fully warmed up during very hot weather. This is somewhat common and no cause for alarm.
If your engine has a Dart block, then it has priority main oiling. This block routes the oil in a very different pathway compared to a GM block. The mains and rod bearings as well as the crankshaft are well protected with an ample supply of oil even when the oil pressure numbers are lower than you think they should be.
There are many special additives in race grade oils that are not in conventional oil. These additives are very valuable for high performance engines.Neveradd anything to racing oil. This oil has exactly what is needed to protect a high performance engine. Some of these oils will state that they are low or possibly non-detergent, and that is a desirable trait of racing oil.
The anti-foaming agents in race grade oils are much better than what you would find in conventional motor oil.Race grade oils have higher than normal amounts of the zinc compounds in them, and there are many components in the engine that can make great use of these additives.
This enginedoes notinclude 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.
You must use a rev-limiter on this engine. Should you have a warranty issue, proof will be required. A rev-limiter will allow you the freedom to drive without having to monitor the tach. Every car from the factory has this feature. Set the limiter to the peak hp rating of this engine or less for added protection.
We strongly recommend using a crankcase ventilation system to pull gases from the crankcase. The exhaust evac system we recommend is made by Moroso. The benefits are numerous as compared to the typical pcv system. Oil leaks are greatly reduced by using the exhaust evac system.
Engine break in:As soon as your engine is installed,check and reset the timing if needed.
Drive safely please but keep your engine under load more than normal and bring the rpm up and back down to seat the rings much better and faster. This allows the rings to expand in a perfect circle and with greater pressure against the cylinderwalls to establish an even wear pattern. This is why race engines are dynoed:to put a good number of passes on the engine under heavy load, as this will partially seat the rings very quickly, making the engine somewhat ready for racing. Failing to do this not only delays the break-in, but can permanently stop the engine from establishing a good wear pattern on the cylinderwalls.
If you have opted for our dyno-tuned version of this engine, then ring seating will be partially established. The dyno has a computer controlled break-in mode that we use before doing any dyno testing for power output. Should you opt for the dyno tuning package, it does not mean that your engine is ready for full synthetic racing oil. Your engine will continue to seat the rings in to an even higher degree after 300-500 miles of driving.
VERY IMPORTANT NOTICE.
The 7.5 qt Champ oil pan has kickouts that swell outward approx. 3 inches on each side. If you think you will encounter clearance issues with the kickouts, we recommend opting for the stock appearing 6 qt. oil pan. The 6 qt. pan will still be a Champ pan and will have the windage tray and crank scraper. We strongly recommend reducing the amount of oil used in these oil pans by approx. 1/4th to 1/2 a quart. Doing this may greatly reduce the chance of oil leaks, and reduce oil temps. The larger counter weights used on stroker crankshafts are why we recommend reducing the oil capacity in these engines.
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.
More tuning recommendations. Very important.
You must be sure that your air to fuel ratio is correct.We strongly recommend purchasing a fuel to air ratio monitor.Proper carb jetting is also a must. If you purchased the dyno package from us then the fuel to air ratio on your carburetor will be tuned within the safe ranges.
If you are using your own carb. on this engine, then you must be sure the fuel to air ratio is correct. If your carb is running too lean, detonation is at your door.
If it is excessively rich, cylinder wash-down from excessive fuel will destroy your bore finish, pistons, and rings quickly, not to mention cause excessive fuel consumption.
A tad on the rich side is not a problem and can help resist detonation; a tad on the lean side will generate the most power and increase fuel mileage.
The optimal air to fuel ratio is approx. 13:1 Set total timing at 30-34 degrees. Total timing refers to the reading at 4500 rpm with the vac. advance disconnected.The closer to the lower number (30 degrees) the total timing is, the safer your engine will be.Do not worry about initial timing, as it will be determined by the total timing.
We do not recommend running the vacuum advance with this engine.
Be sure to have a high amperage battery and high quality starter. The battery must be 850 cca or more. Use heavy gauge battery cables. If you have a hard cranking issue, purchase an in-car timing controller or ignition kill switch. This will allow you to control your timing for optimal performance and ease of starting.
Do notrun regular gas in this engine, no matter how much you have reduced the timing. It may not be enough! You may have run an old car in the past that pinged and clattered under load for many miles, and this didn't seem to hurt it. Most cars from the 60's and 70's had very low compression, especially when nearly worn out, and this is why the detonation did not destroy the engine.Excessive pinging, spark knock or valve clatter, as it's often referred to, may destroy this engine very quickly. Light pinging now and then is unlikely to do any damage, but it certainly will when there is an excessive amount of it under load.
Let any engine with compression numbers above 10:1 clatter and ping for very long, and you will lose the engine due to detonation, and in some cases this can happen very quickly.
Spark Plugs: We recommend theAutolitebrand, part number Autolite 3923.Most of our engines include the correct spark plugs. We also offer a premium NGK plug that is highly suitable for this engine when running in very hot climate. Race grade plugs are fine as they have a few features that are desirable for certain types of driving. Keep the temp in the low to middle range. Use a plug that's too hot, and you are once again close to detonation/pre-ignition; use a plug that's too cold and they will foul constantly, run poorly when cruising at low speed, and be difficult to start.
Most of our engines come with spark plugs in them, depending on the package you purchase. You may also use NGK part # NGK 4554, a plug that is one step lower in heat range than the Autolite plug. The NGK plug is only to be run during very hot weather.
You would be amazed at how much better an engine will run with the correct spark plugs installed, but brand name has little do with this. It's more to do with heat range than any other factor. Factors such as outside temp, altitude, compression ratio, and the type of driving you do determine the temp range to run.
A slight loss of power is also an issue with plugs that are too cold, as well as possible difficulty in starting. However, you can have much more serious issues by running plugs with high temp ranges.
Keep the engine coolant temp as low as possible, but it is not a problem if it runs as high as 210 on very hot days, as long as it's consistent, and not climbing.
Neveruse any of the modern day type antifreeze formulas that are used in most newer cars. This will most likely destroy the gasket material used in these engines. We have a customer that used the orange colored antifreeze made for Toyota trucks as he happened to have this on hand. This led to a failure of the high quality Felpro intake gaskets. The print seal material was partially dissolved allowing great amounts of coolant into the combustion chamber. This led to a catastrophic engine failure. The correct type of antifreeze to use should be ethylene glycol based, usually green colored. There are some animal safe substitutes on the market that should be ok to use. A mixture of 50/50 or even slightly less antifreeze will cool the engine better than a rich mixture of antifreeze. Keep the engine temp down if possible, but don't worry if you can't get it below 210 on a hot summer day. The cooler you keep the engine, the lower the risk of detonation. Set engine idle at approx. 900-950, and never too far below this unless you are running the smaller engine cam choices. The reduced size cams would allow for a lower idle speed.
Never let the engine idle for excessively long periods during the break-in period.
Do not overfill with engine oil. Slightly less than normal is better than too much, in most cases. Using half a quart less oil can greatly reduce potential oil leaks. This is a common practice in many high performance engines.
When setting your carb choke, we recommend setting it on the mild/lean side. It is best for the choke to open up to its full straight up position as quickly as possible. Keep backing it off until cold starting becomes difficult. Quickfuel brand carbs are best to run. They are also suitable for use on engines running a mechanical or electric fuel pump.
If the choke is set up on the aggressive side, it will create an over-rich condition upon every cold start-up and warm-up. This over-rich condition is very damaging to an engine, and will waste fuel.
If you feel you can get by without using the choke, then by all means do without it! The modern day carbs actually do well with very little or no choke. With a few pumps of the throttle and a bit of feathering, the throttle will have you off and going smoothly, in most cases with very little or no choking at all.
Hydraulic roller setups are virtually maintenance-free and require little if any maintenance.
Our recommendations will change from time to time. We never stop trying to build a better engine, and we learn from our own experiences and from response from our customers. We know there's always room for improvement. We're always working on research and development, as does any successful business. We advise checking out the recommendation section of our engine ads on a regular basis.
Why have we given such detailed information on our warranty and maintenance suggestions? Some customers bought our engines and did not fully understand our warranty and the maintenance needs of the engines.
Not knowing is understandable, but failing to educate yourself on the do's anddon'tsis asking for problems. We suggest joining a few good car forums, as they have a wealth of great information.
However, beware of some individuals on forums who think they know it all, and really know very little. Do your research using several sources, and be sure to read between the lines.
For engines equipped with special ordersolidroller cams, the warranty on the valve train components is for 30 days. You may never have a problem with any of the components, but excessive street driving at cruising speed can adversely affect these components.
Solid roller setups on BBC engines should not be driven for excessively long distances or for long periods of time on the street. A weekend of racing at the drag strip would likely have less of an effect on the valve train components than a 100 mile easy drive.
If you do think you will be driving significant numbers of miles, we strongly recommend staying with our hydraulic roller cam package. The warranty on the hydraulic roller cam and valve train components is the same as the rest of the engine. See our other listings for info on all of our engines.
Your engine info will include the balance sheet and other information on this engine such as cam card, and your invoice will show your personal selection of the options offered.
Many have asked why we're able to sell such an engine for such a great price. It's because we're a major distribution center for all of the parts used in this engine, as well as a full scale machine shop. Our purchase price for the parts used in this and all of our engines are at master warehouse distributor (WD) pricing. Few machine shops ever get to master-wd pricing. We also believe in keeping our profit levels low enough to allow the working man a chance to build his car the way it should be built.
A final note.
Our user id is:skipwhite, and our store name is whiteperformance1. You may have noticed other sellers using a similar name offering similar products. These other sellers have capitalized on our name as we see it, and many customers searching for us will inadvertently find them, thinking we are one in the same company. There is only one "Skip White." We are the original premier seller under this name since approximately 2003. We have no other names, nor are we associated with any other company regardless of the similarity in the name or location. Our official company name is Skip White Performance. Please see the article below for a more detailed explanation.
The real story...Skip White Performance vs. White Performance & Machine
I'm sure many of you have noticed there are 2 high performance engine builders in Kingsport, TN with similar names, and this has led to a great amount of confusion.
We are Skip White Performance, NOT White Performance and Machine.Due to the name similarity many customers looking for us online inadvertently find them, thinking we are the same company. Definitely not...there is no connection between the two companies. We don't have a problem with free enterprise (competition). However, when the competition builds their foundation on such things as a name similarity and their supposedly long history of being in business, then we think it's about time we set the record straight.We have owned White Performance since 2003, with the exception of the machine shop, which was owned by Fred White at the time. He continued to operate the machine shop and build engines for us while we continued selling online under the user ID of skipwhite and the store name of whiteperformance1.Due to their limited production capability and many disagreements about the engine building process and workmanship, we opted to open a full scale machine shop of our own a few years later. Fred White began competing against us even though our contract had a non-compete clause in it.As our business grew, we opened a second, much larger warehouse and machine shop around 2011, located on Brookside Ln. in Kingsport TN. By putting heart and soul in this company, we have become the number one street rod engine builder in the nation.Fred sold his shop to an investor in 2016 and the new owners continue to reap the benefits from this confusion between the two shops.This investor lacks any knowledge of this industry. They continue to use the White Performance & Machine name. Contrary to what is posted on their website, Fred White is no longer associated with the company in any way. Their main spiel in advertising is, "In business since 1979," when in fact, we purchased the White Performance company in 2003, with the exception of the machine shop.All in all, we have been in this business 16+ years. Skip White's passion has been owning and building street rods for 47 years on a personal level. The knowledge he has gained over time has allowed him to venture into this business and succeed to a very high level.The great pretenders continue capitalizing on our success due to the name similarity, but have been degrading our reputation. Recently, we have been getting calls nearly on a daily basis from people that now realize there are two shops in this town with very similar names. They complain of serious problems in getting their engines in a timely manner from them. They think they purchased their engine from us. Due to the confusion, there is an increasing amount of negative talk that is starting to reflect on our reputation within the street rod community, when in fact we have a near perfect reputation in this industry.We have an "A+" rating with the Better Business Bureau and we have maintained the A+ rating for many years.FAST FORWARD TO 2019...We have become the largest street rod engine builder in the nation. Our engines, rotating assemblies, and cylinder heads are built to very high standards and shipped to our customers in a timely manner. We are a premier seller on with a positive response score of well over 206,000 and growing, as compared to our competitor’s score of approximately 24,000.Our engines are custom-built to our customers' specifications and are shipped in approx. 2-4 weeks, perhaps sooner, depending on the season. Our rotating assemblies usually ship out in about one week or less, and our heads ship in about a week or less.
Now you know the real story, and we hope this helps with the confusion.
PAYMENT AND SHIPPING DETAILS
Contact us for shipping cost for overseas delivery. We have excellent sources for low cost shipping anywhere in the world.
We have now included a flat rate shipping fee on this engine within the 48 continental states.This rate only applies to delivery to a business with the capability to unload the engine without the use of a lift gate. You must have a dock or fork lift. We can have the engine delivered to a residence with lift gate service but at an additional cost.
Your engine will be in a crate on a pallet, and you will receive a roll around engine cradle at no additional cost. The value of the engine cradle is approx. $49. Your engine will also be fully insured.
We offer greatdiscounts on shipping. Youonlypay the full shipping feeon the highest shipping cost of your items, andhalf priceshipping on all additional items. (However, half-price shipping on additional items does not apply to heavy items like engines, short blocks, etc.) Few offer discounts on shipping such as this. Contact us using the"Ask A Question"tabif you would like us to calculate your shipping cost on multiple item orders.You may also requestan invoice at time of checkout. We will answer your message within one business dayin most cases,so keep shopping and pay half price shipping on all additional items. Our checkout system will automatically calculate your shipping discount at time of payment,so long asyou consolidate your payment.
If you checkout and start over, the auto calculator will not recognize the multiple purchases, and there will be no shipping discount. Should you decide to start purchasing again after checking out, you willneed to contact us so we can calculate your shipping for you.
The half price shipping on all additional items only applies to items that are being shipped in the 48 continentalUnited States.
For tech support, please use the"Ask A Question or Contact" tab.
Transmission Recommendations by Skip White
Your selection of what type transmission you're going to use with your new engine is very important. I'm going to give you the real lowdown on what transmissions I recommend, as well as the ones I would stay away from. For those building a mild, (detuned) street rod, (small cam choice, dual plane intake) these recommendations are not as critical.
700R4: Worst possible transmission choice.
- None, other than there are plenty of them around for a cheap price, and for good reason.
- Fuel injection does make this trans. more tolerable.
- It will get you from point A to point B period!
- Very wide first to second gear spread. First gear is a 3.06 ratio Second is a 1.62 ratio. This nearly equates to skipping from first to third gear with a manual trans.This kills acceleration when these trans go into second gear on a carbureted engine with a healthy cam and large runner intake manifold.Compare this to a TH350. First gear at 2.52 ratio and second gear is 1.52, do the math.
- The 3.06 first gear is so low that any final gear of above 3.55 or numerically higher will have you right at themax rpm at around 35 mph, only to then have your car fall on its face when it hits second gear, feeling like it skipped a gear. Wheel spin is uncontrollable upon hard launches, unless you have a very tall final gear, and then you can for sure count on going nowhere quickly when second gear comes in. Overdrive would be totally useless at highway speed regardless of detuning with a tall final gear, unless you were cruising at around 100 mph.
- Huge cost to build up to a decent street rod level. Don't even consider a stock rebuild to handle 500 hp or more. Under hard use, the 700R4 will fail quickly.
- Limited as to what level these can be built up to. High performance transmission builders and parts suppliers don't even recognize this as a serious transmission.
- More complex to build than a TH350 and far more expensive, especially when built up to handle high hp numbers.
- Having to run a cumbersome throttle value cable to the carb. linkage. This feature actually serves a good purpose, but if not set properly, it can destroy your transmission quickly. Very critical adjustment, and often overlooked.
- The overdrive is actually useless with engines running decent size cams relative to the cubic inch, especially with large runner dual plane intakes, and single plane intakes are out of the question with this trans.
- Stall converters are double the cost of the one run in a TH350.
- This isnot a reliable transmission in a street rod.
- Lowers the value of your vehicle to some degree, especially on high hp builds. These transmissions do not belong in most carbureted street rods. You must detune an engine considerably to operate the overdrive and be able to tolerate the first to second gear drop.
- Could be classified as the worst mismatch of parts known on a true street rod.
- As a side note, I would like to mention that most of us have owned a regular stock street car with a 700R4 trans, or its electronic likeness, a 4L60E, and didn't find much of an issue with the way they operated, especially if the vehicle was fuel injected. This is because stock car engines are designed to operate totally different in the very low rpm range. They have huge amounts of off idle torque compared to the average carbureted street rod that makes 400 hp or more. This off idle instant torque allows the vehicle to keep its speed up decently when the 700R4 drops into second gear, and the same low rpm also allows the overdrive gear to operate normally at very low rpm. There are other factors that also allow these trans. to operate at low rpm, especially on fuel injected computer driven engines.
TH350: Best transmission choice, hands down.
- Excellent gear spread between all three gears.
- Very low cost to build up to various levels of power handling.
- Can be built up to extreme power handling capabilities.
- Most all transmission shops are capable of building these to at least level 1 or 2.
- No TV cable to deal with.
- Stall converters are low in cost, and the selection is broad.
- Very reliable and simple to repair if needed.
- None, simply none! Select a final gear that will allow you the best overall performance and one that allows a decent off the line acceleration, and one that will be in a tolerable rpm range at highway speed. You must have the correct stall converter for optimal performance. This can make a huge difference in the way your vehicle accelerates.
- These are becoming scarce, but there are still plenty of them around, and high performance parts are easily obtained.
- You may have to go through this long story to your less than knowledgeable friends as to why you didn't choose a 700R4, and when you explain it to them, they may still think you don't know what you're talking about.
- Excellent gear spread. Very similar to a TH350.
- Strong internal parts.
- Simple to build or repair to stock buildup levels.
- Very expensive to build up to higher power handling levels, as compared to a TH350. The TH350 has far more high performance parts available at reasonable costs. The 400 trans. is not a practical choice.
- Internal rotating parts (cast iron drum) are very heavy and create a huge drag compared to most any other trans., and this is not a subtle amount of drag. The TH400 is well known to be a heavier duty trans. than a TH350 but this heavy duty factor was designed more for heavy vehicles that may encounter pulling heavy loads. Only the largest of the GM cars weighing around 5000 lbs had these trans. in them, along with heavy duty pickups, usually 3/4 ton or larger trucks. Even the half ton Chevy trucks didn't come with these in them.
- They will certainly hold up better than a stock built TH350, but they are not a desirable trans. for a street rod. You can build a TH350 to level two that would be superior to any stock TH400 in every way for about the same cost. Building a TH400 to a high hp handling level will cost a great deal of money.
- You will never see this trans in a true Pro-Street car.
- Excellent transmission to build up to just about any power handling level.
- Most trans. shops are able to build this trans with ease.
- Very reliable, and simple to work on. Not much to go wrong.
- Decent first to second gear spread.
- Rotational drag is very low with this trans., moreso than any automatic on the market. Very efficient trans.
- Stall converters are not expensive and many choices available.
- Two gears, that's the problem. This trans. can only be run in cars that have a very high hp to weight ratio. It would be fair to say a vehicle weighing approx. 3400 lbs would require an engine output of 1000 hp or more to make it a rational choice, and even then, you would still need a decent final gear to get things moving off the line. The first gear in these is somewhat tall. Those running a T-Bucket roadster weighing around 1800 lbs. with a 500 hp or higher engine could make great use of a Powerglide trans.
- Having only two gears limits having the best of both worlds when it comes to off the line acceleration and cruising at highway speed.
- Has a better gear spread than the 700R4 but not as optimal as the TH350.
- Not much good to say about this trans. It certainly has a place in some special late model applications, but old school Chevy engines is not one of them.
- This transmission can cost up to three times more to build up to a decent power handling level compared to a built up TH350.
- Cannot hold up to high torque engine builds unless an enormous amount of money is spent on this trans.
- Most all the cons you see for the 700R4 exist within this trans.
- This trans is not a reliable trans. compared to any of the early GM trans.
4L60E Electronically controlled trans.
- No TV cable to deal with or shifting linkage. It has pump pressure control and shifting via electronics.
- Not much good to say about this expensive trans. It is virtually a 700R4 with a modern twist.
- Most of the same issues as the 700R4. Terrible choice to run in an old school carbureted engine.
- Very expensive to build up to a high power handling level. Can cost up to $4,000 to build this trans up to a decent level. Computer controlled engines may require this unless you bypass the car's computer system.
- Complex. Very complex!
- Pointless to run such a terrible transmission.
- If you insist on such a trans, the 4L80E is a better choice, as it has a normal gear spread, and is a much stronger trans. Still pointless to use with an old school carbureted engine.
Four and five speed Manual Trans.
- Excellent acceleration at any speed due to many selective gear ratios. Finding a gear at any cruising speed to hit it hard is easily accomplished with a manual compared to an automatic.
- More efficient delivery of horse power to the rear wheels with a manual trans. versus an automatic. In other words,less loss of power due to slippage as encountered with an automatic trans.
- For some people, the fun factor of shifting gears is one of the high points of owning a street rod.
- Very reliable, long lasting. Low maintenance. Simple to change out a clutch if needed.
- Can be very expensive to purchase a high quality modern manual trans. and high performance clutch and flywheel, especially the Tremec Series.
- Can be somewhat complex to change over from an auto to a manual trans.
- If you think your car is going to run faster with a manual versus an auto, you will be greatly disappointed. The automatic transmission can not only shift much faster, but off line acceleration can be controlled to a much greater degree. This is why most drag cars have automatic transmissions. All things equal, a car equipped with an auto trans will outrun one equipped with a regular street rod manual with great ease.
- Missing gears when racing can cause damage to your engine, and loss of control of your vehicle should you drop into the previous gear during an aggressive run. Been there a couple times, dropped a valve in brand new Lotus Esprit shifting out of second into first rather than third, and locked up the back wheels on a Dodge Viper shifting into second rather than fourth at high speed. Nearly lost control of the car at around 80 mph.
- If you're deciding to run a 5 or 6 speed manual trans because of the overdrive gear, be aware that most engines built with large lopey cams, and single plane intakes running a carb will usually not allow effective use of the overdrive gear.
- Tremec T56 transmissions are very popular and highly advanced. They are expensive. They tend to be notchy to shift when new. Takes many miles before they become easy to shift. They can be difficult to install in some early model classic cars, as they are huge compared to early model transmissions. They can cost a great deal of money to rebuild if needed. Still about the best manual trans out there, and can handle very high hp levels.
- Sadly, your wife may not be able to drive your car with amanualtrans. This could be a plus in some cases.