BBC CHEVY 632 STAGE 9.5 TURN KEY MOTOR DART BLOCK, AFR HEADS 825 hp-SERPENTINE
$16,150.00
Available
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IMPORTANT NOTE
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4.600" BORE X 4.750" STROKE
- NEW GENERATION DART B LOCK WITH SPLAYED MAIN CAPS. 10.2 DECK
- AFR ENFORCER ALUMINUM ALLOY HEADS.
- COMP HYD. ROLLER CAM & COMP SHORT TRAVEL TIE BAR ROLLER LIFTERS ARE USED WITH CAM CHOICE 1. MOREL LIFTERS ARE USED WITH CAM CHOICE 2 AND 3
- SA GEAR BILLET TIMING SET WITH TORRINGTON BEARING AND ROLON CHAIN 9 KEYWAY. TOP OF THE LINE.
- COMP CAMS ULTRA PRO MAGNUM ALUMINUM ROCKERS 1.7 RATIO.
- Manley 4340 FORGED CRANKSHAFT, CLEVITE HP BEARINGS. BALANCED ON OUR CWT BALANCER TO BELOW 2 GRAMS.
- MANLEY H-BEAM RODS WITH ARP 2000 CAP SCREWS.
- WISECO PROFESSIONAL SERIES FORGED PISTONS. 850+HP RATED.
- MELLING M-SELECT SERIES OIL PUMP WITH M-SELECT DRIVE ROD.
- CHAMP CUSTOM 8 QT . OIL PAN WITH OIL CONTROL SYSTEM.
- ATI SUPER DAMPER SFI RATED
- TWO YEAR WARRANTY .
Pump gas friendly.
Our 632 Hydraulic Roller cam engine will produce 825 horse power at approx. 5700 rpm. The build sheet is at the lower part of this listing. This engine is an excellent choice for use in classic street rods, sport trucks, 4x4 trucks, and can be used as a daily driver. High mileage use is not a problem with this engine. We can also set any of our engines up for marine use.
This engine will produce more than triple the horse power of the original BBC 396, 427 and 454's and an enormous amount of torque. Pump gas friendly. For those wanting to put this engine in a classic car or sport truck, select cam choice # 1 or # 2 with the Hurricane intake. This engine will deliver very impressive power in the lower rpm range, and have a very high degree of drivability and long life.
See our other listings for the fully dressed out turn-key version.
Two year warranty, see details below.
This engine is designed to have a high level of drivability, or street manners. Cams #3 and #4 are our favorites for offering exceptional low end and mid range performance plus max drivability without needing to deepen final gearing or the need for a high stall speed torque converter.
If you choose to go with the Hurricane single plane intake and the first choice cam, it will bring the hp numbers up to 825 .
Please read the cam info provided below on the four cam choices before purchasing this engine. It is very important that you choose the correct cam and intake for your car and its intended purpose.
Here are a few good reasons why we think the 632 engine is a better choice than any of the smaller cubic inch bbc engines.
1. The 632 will accelerate any heavy car with great ease, much better than any of the smaller cubic inch bbc engines.
2. The exhaust note from this big block engine is much deeper than that of any of the smaller cubic inch bbc engines.
3. Installing this engine in heavy cars or trucks without killing acceleration, or having to deepen the final gear, and needing a huge stall converter is a real plus. This engine will accelerate a 7500 lb vehicle effortlessly.
4. Low maintenance and excellent drivability even in very heavy cars and trucks, while generating up to 825 hp.
5. Longevity and reliability. You don't have to turn the engine to a critical rpm range to produce its max hp output. There's nothing unsafe about running an engine that's well built like this up to 5,700 rpm. The hydraulic roller cam is very reliable and will not require a bronze distributor gear, as it has a normal cast gear.
6. Should you ever decide to sell your car, or truck with this engine, the resale value would be greatly increased.
We do a full test run on every engine we build on a test mule. The engine is run for two intervals of 15 minutes each, and every possible issue is addressed. When you install the engine, you must verify that the timing is set at the correct value, and the fuel to air ratio must be verified. We also include an engine stand like the one pictured, wheels included, and an engine lift plate.
As of 10/25/2016, we completed installation of our second brand new Super Flow 902S dyno. This dyno is dedicated for dyno testing and tuning on our bbc engine line only.
De-tuned engines with different cam and intake combos will move the torque into the low rpm range, and is very desirable if you’re sporting around on the street, rather than all-out racing. The de-tuned version of this engine will also allow you to set the car up closer to stock and increase drivability to a very high degree. Throttle response is also noticeably better. We can help you with a cam and intake selection that best suits your needs.
The build sheet is as follows:
We now use the New Generation Dart blocks in our BBC 572 engine builds. The New Generation Dart block is light years ahead in overall construction as compared to any of the other blocks on the market. Dimensional specs are spot on, and this has been an issue with other blocks we have used in the past. Many of the top engine builders, ourselves included, have found the new Dart block to be superior to the earlier generation Big M series Dart block in many ways.
Dart Machinery has completely redesigned the Big M series Block. They have incorporated numerous improvements and new features to virtually every area of the block.
The block is bored to size with our new Centroid touch probe machine. Few machine shops have a machine of this accuracy.
We also deck the blocks to an RA finish of approx. 15 or better. The decking procedure is also done by our Centroid CNC machine.
We often find many brand new blocks to have a sloping deck of up to 4 thous. When we're finished decking the block, it is within approx. .001 accuracy from end to end. Many machine shops fail to catch this as the machinery they use does not allow for such accuracy.
We then plate hone the block with our new Sunnen SV10 diamond hone machine. This is also a very advanced machine that hones the block with a finish unlike conventional machines.
The final step is to clean the block in our high pressure block washer.
Pictured below is the rotating assembly that comes in this engine.
(file photo, actual parts may vary, see details below)
The pistons for the 632 are actually a -3cc flat top.
The photos above and below are file photos. Actual appearance may vary. This picture is to give you an idea of parts used in the rotating assembly portion of this engine. All parts are brand new, first line, unblemished, and balanced in house.
READ THIS LISTING COMPLETELY BEFORE YOU BUY ELSEWHERE!
Crankshaft Specs.
- Crankshaft: Genuine Manley
- Crankshaft Stroke: 4.750"
- Crankshaft Material : 4340 Forged.
- Journal Diameter: STD BBC
- Rear Main Seal: 2 pc RMS
- Rods: Genuine Manley
- Rod Type: Manley H-Beam
- Rod Length: 6.700
- Rod Material: Forged 4340 Alloy.
- Rod Bolt/Cap Screw: ARP 2000 Cap Screws.
- Pistons: Wiseco Fully Forged. Machined Crown, High Performance for street/strip use.
- Piston Size: 4.600"
- Piston Volume: Flat Top -3cc
- Compression Height: 1.240
- 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
- Main Bearings: Clevite HP High Performance Series.
- Rod Bearings: Clevite HP High Performance Series.
- Balance: In House on CWT balancer.
- Damper: ATI Super Damper SFI Internally balanced.
- Flexplate: Heavy Duty SFI 168 tooth or 153 tooth. Manual Trans. flywheels available.
Our Wiseco Forged pistons are custom designed with an increase in compression height. This has many advantages. Here are a few facts about compression height and deck height.
Our custom made pistons have a compression height that is .010 taller on bbc pistons, and .015 taller on sbc pistons, as compared to most all of the catalog pistons on the market. We find this to be a very valuable feature.
Since our pistons sit at a taller than normal compression height, we only have to remove approx. .005-.010 off the deck surface of the block. Our goal is set the piston at zero deck (flush with the deck surface). This maintains the deck's thickness, making it much stronger than a block that has been cut down .025. The engine will also run a bit cooler with a thicker deck. It's well known that the deck dissipates much of the built up heat an engine generates. This also allows for future deck re-surfacing without compromising the integrity of the block. On our bbc engines, we actually leave the piston about .003 to .005 in the hole to allow for possible piston rock. Our sbc engines will have the pistons setting right at zero with the deck.
These pistons are also suitable for use with mild nitrous or blower setups that do not exceed a 25% increase in horsepower over the engines naturally aspirated rating.
MAHLE HIGH PERFORMANCE MOLY RINGS
The New Manley Pro-Series #190280 with 6 counterweights, 4340 Forged Crankshaft.
The picture below is a generic file photo
Some of the benefits of the new Manley Pro-Series crankshaft.
Manley Pro Series crankshafts are considered a top tier level crank as compared to the more common brands available. They feature forged 4340 construction and undergo a multi-step heat-treatment process and are then nitrided for added strength. The crankshafts are stress-relieved, shot-peened, and magnafluxed. Manley Pro Series crankshafts have micro-polished large .125 in. radius journals, gun-drilled mains, and lightened rod journals for weight reduction. The counterweights are fully profiled and they are designed for internal balancing. These crankshafts will include a spec. sheet that validates journal sizes and checks for taper on each journal as well as finish quality. As of this date, 5/8/24 We have now upgraded all of our 632 engines and 632 short block kits with the Manley Pro Series crank.
Crank Polishing.
We now use the Clevite bearings in our engines.
Our choice of rods are the Genuine Manley 6.700 H-beam rods with ARP 2000 cap screws.
The Manley H-beam rods are very high rated in the racing industry. They easily outrank most of the other common brands on the market.
Genuine ARP 2000 cap screws.
ATI SUPER DAMPER SFI INCLUDED.
INTERNALLY BALANCED, SFI rated, 7.074 " DIAMETER, REDUCED ROTATIONAL MASS, OFFERS EXCELLENT CLEARANCE.
We did not offer this billet timing pointer in the past. However, we noticed that there was a birds-eye view of the timing pointer from the driver side of the engine, so we decided to use these on all of our engines.
HEAVY DUTY SFI RATED FLEXPLATE MADE IN THE USA INCLUDED.
This SFI flexplate is made in the USA and will resist cracking and warpage to a very high degree. One good telltale in identifying a low quality flexplate is the lack of welding on each side where the plate mates to the ring gear. They usually have a pale grey color to them, as they are not coated, and will rust quickly. Ours are welded on both sides, and are much thicker than an OE plate, and are zinc dichromate coated.
We do offer this engine with a manual flywheel. In most cases we do have both sizes, 153 and 168 tooth, available.
We offer premium grade Ram brand SFI Billet Steel flywheels for manual transmission use at an additional cost. See our other listings. This engine includes a flexplate for automatic transmission use at no additional cost.
When purchasing a flywheel for manual transmission use, be sure to know what tooth count you need. There are two sizes available, and it is of the utmost importance to select the flywheel that is correct for this engine. There are several factors that must be addressed when choosing your correct flywheel. The tooth count must be correct. This is very important. There are two sizes available, and it is the bellhousing size on the transmission that determines this. Another important factor is if the engine your purchasing is internally balanced often referred to as neutral balanced or if it is an externally balanced engine, often referred to as externally balanced. Big block and small block engines will also have a different bolt pattern in most cases. To sum it up, there are three important factors to look for when selecting the correct flywheel, tooth count, int. or ext bal. and whether or not you purchasing a big block or small block engine. The Ram brand flywheels we offer are very high quality. See our other listings for a complete line of the Ram brand SFI flywheels.
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.
Assembled by us with premium PBM competition grade valves, Melling springs, Comp retainers, Comp Viton valve seals, Comp spring ID locators, Comp 10 degree locks.
Notice the multi angle valve seat cut. These heads are designed to very high standards.
More pictures below of some the details on our new AFR Enforcer heads.
Pictured below is a heads up shot of the front. The AFR logos on the front of the heads really stands out much better in person. The indoor lighting and camera flash created a good bit of glare.
ARP HEAD BOLTS AND WASHERS.
MOREL PRO-SPORTSMAN LIFTERS & TREND CHROMOLY PUSHRODS .
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.
COMP ULTRA PRO-MAGNUM ROCKERS.
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. We have on occasion used the Scorpion Race series line or the Comp Gold Arc roller rockers in our engines when the Comp Ultra Pro Magnums are not available.
We are offering several cam choices listed below in this engine. Read the specs carefully.
Cam Choice # 1 By Comp Cams.
Part number: MYSTERY CAM Special Grind.
Peak advertised hp of 835 would come in around 5,800-6,000 rpm. A 2500 stall converter is recommended for better acceleration when using this cam and a final gear of 3.30 or higher is all that is needed. With our single plane intake, this cam will achieve the advertised horse power. The carb used on our dynoed test engine was a 1150 Dominator. Cam lope is somewhat radical at idle. This cam offers decent drivability, but should not be used in very heavy vehicles such as 4x4 trucks.
Official Dyno report on our 632 engine with cam choice #1 and a single plane intake. This engine setup has a high level of drivability.
Cam Choice # 2 By Comp Cams.
Part number: 01-461-8
575/575 lift.
254/260 duration
112 lobe sep.
Cam choice # 2 offers increased drivability and improved low end power, with very little sacrifice of the max power as compared to cam choice # 1, a 15 hp decrease at the most. The torque numbers will remain nearly the same and come in approximately 100 rpm lower compared to cam choice # 1. Valve train stability and longevity is increased with this cam. This cam is recommended for use in vehicles with tall gearing, and sport trucks that may encounter light hauling. Max power will be achieved at approx. 5750 rpm. You may use the single plane intake with this cam and not affect the low end power to any noticeable amount.
Cam Choice # 3 By Comp Cams.
Part number: 01-451-8
547/547 lift.
230/236duration
112 lobe sep.
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Attention Valued Customers!
When it comes to highly technical questions, our sales team at Skip White Performance might not always have the detailed answers you're looking for, especially on topics like installation procedures or tuning.
For those with detailed or specific questions, we strongly recommend checking out automotive forums and communities where these products are frequently discussed. These forums are a treasure trove of information and can provide the expert advice you need. Additionally, YouTube has countless tutorials and guides that walk you through the installation process and other technical details.
Please note: While we're here to provide top-notch products, we cannot be held responsible for any damage resulting from the use or installation of this product. Make sure to do your research and proceed with caution!
Thank you for choosing Skip White Performance!
Disclaimer
Skip White Performance is not liable for any collateral damage or incidental issues arising from the use or misuse of our products. High-performance parts are intended for experienced professionals and enthusiasts. Use at your own risk.Product Information
UPC | 373490795143 |
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Product Type | Shipped Product |
Price (excl. tax) | $16,150.00 |
Price (incl. tax) | $16,150.00 |
Tax | $0.00 |
Availability | Available |
Shipping Cost | 498.5 |
Number of reviews | 0 |
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