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BBC CHEVY HYDRAULIC ROLLER CAM EXTREME TORQUE
TURN KEY 540/555 CUBIC INCH ENGINE 731 HP
RUNS ON PUMP GAS. WISECO FORGED PISTONS AND SCAT COMPETITION SERIES RODS, DART BIG M SPORTSMAN BLOCK, BRAVO ALUMINUM HEADS
This engine comes fully dressed out on the front as pictured above. The carb, distributor, wires and starter are not included with this engine. We have those items available in our other listings.
FULLY ASSEMBLED FROM INTAKE TO OIL PAN
Our 540/555 Hydraulic Roller cam engine will produce 731 horse power at approx. 5900 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. This is engine may also be setup for use in larger work trucks, or motor homes. We can also set any of our engines up for marine use.
This engine will produce nearly triple the horse power of the original bbc 396, 427 and 454's and much greater 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.
Two year warranty, see details below.
This engine uses a brand new Dart Big M Sportsman block, (standard deck height) with all new internals.
This engine is designed to have a very high level of drivability, or street manners.
We have displayed many pictures of this engine at various angles. The turn key package looks great at any angle.
Below is a straight down image.
The colored bolt caps shown on the engine are not included. We offer the bolt caps for sale in our other listings.
The ARP head bolts have an attractive black oxide finish on them, with the branded ARP logo on each bolt, and the intake bolts are made from a high grade semi polished stainless steel and have an allen head socket design. Many people prefer the engine without the colored bolt caps, so we have decided to not include them any longer.
Here are a few good reasons why we think the Stage 7.0 engine is a better choice than any of the original equipment big block engines produced by GM.
1. The Stage 7.0 bbc engine will accelerate any heavy car much better than any of the underpowered original GM bbc engines.
2. The exhaust note from this big block engine is much deeper than that of the typical stock GM big block 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 much better than any stock bbc engine.
4. Low maintenance and high drivability even in very heavy cars and trucks, while generating up to 731 hp at the same cost as building a 496 engine.
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 5,800 rpm. The hydraulic roller cam is very reliable and will not require a bronze distributor gear, as it has a normal cast gear. Our aluminum heads use very high quality hardware. All of our valves are from PBM, and are considered to be very high quality valves.
6. Should you ever decide to sell your car, or truck with this engine, the resale value would be much greater.
We do a full test run using an engine test mule on every engine we build. The engine is run for two intervals of 20 minutes each, and every possible issue is addressed. When you receive the engine, it will be ready to install and run. We also include an engine stand as 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 compression range will be approx. 10.5:1 depending on how we set it up based on your needs. The Wiseco forged pistons are highly resistant to the damaging effects of detonation.
The build sheet is as follows:
Pictured below is the new Dart Big M Sportsman block. This block is the absolute ultimate in quality, durability, and value.
Dart Block Specs. and features.
- Standard 9.800" deck ht.
- Siamesed extra thick cylinder walls to resist cracking and improve ring seal (minimum .300" thick with 4.625" bore).
- Uses +.300" tall Gen VI style lifters.
- Scalloped outer water jacket walls improve coolant flow around the cylinder barrels to equalize temperatures.
- 4 bolt ductile iron main caps have splayed outer bolts for extra strength.
- True priority main oil system lubricates the main bearings before the lifters.
- Oil filter pad is drilled and tapped for an external oil pump.
- Lifter valley head stud bosses prevent blown head gaskets.
- Rear main cap uses standard oil pump and two piece seal - no adapter required!
- Mechanical fuel pump boss, clutch linkage mounts, and side and front motor mounts simplify installation in any chassis.
- Dual oil pan bolt patterns fit standard and notched oil pans.
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.
Below are the specs of the rotating assembly portion of this engine.
The picture above is a file photo of the rotating assembly that comes with this engine. See the detailed info below for the actual pictures and items included in this engine.
Fully balanced in house.
Connecting Rod Specs.
Piston & Ring Specs.
Bearing, Damper, and Flexplate Specs.
Listed below is a complete breakdown of all the parts that are included in this engine.
WISECO FULLY FORGED PISTONS, RATED AT 800+ HP. WISECO PISTONS ARE 100% MANUFACTURED IN THE USA. THEY ARE ONE OF THE HIGHEST RATED PISTON BUILDERS IN THE COUNTRY.
The Wiseco fully forged pistons are rated very high in the street/strip performance industry. They offer several price levels of pistons, starting with the Pro-Tru Street version made with 4032 forged alloy. The next level up would be the Professional series that are much more expensive and made from 2618 aircraft alloy.
Our custom made Wiseco pistons are very close in comparison to the Professional series as they are made using the 2618 aircraft alloy and have fully machined crowns.
We have seen a few engine builders use the
forged 4032 alloy. They may fragment from the effects of detonation
, and we find them to be very risky for any carbureted street rod engine that produces high horse power numbers. We would not even consider using such pistons. Such pistons can allow the connecting rods to destroy the block, crank, and cylinder head. 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. These type of pistons will not stand much detonation. The forged 2618 alloy piston is so 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 pistons have a compression height that is .010 taller than nearly all 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 new Dart block to put the piston to deck height where we want it to be. This also allows for future deck re-surfacing and still not ending too far below stock deck height. On our bbc engines, we actually leave the piston about .003 to .005 in the hole to allow for possible piston rock.
Since nearly all bbc catalog pistons on the market sit .020 below the surface of a virgin block, the only way to achieve a zero deck or close to it would be to cut approx. .020 off the deck surface. This compromises the integrity of the block, in our opinion.
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.
Our custom made Wiseco forged pistons are made from 2618 aircraft alloy. We find this alloy to be much more suitable for high performance engines than the common 4032 forged alloy. You will usually see the higher end pistons on the market using 2618 aircraft alloy.
Why go with 2618 forged pistons? If you encounter certain tuning issues, detonation is highly probable, and its effects can cause severe damage to your engine. The 2618 forged piston is able to withstand the damaging effects from detonation to a higher degree than the lower cost 4032 forged pistons, especially non-forged hypereutectic pistons such as Speed Pro or Keith Black, and many others.
We have built approximately 3500 engines using the Wiseco pistons. The engines have been for street rod and strip use. We have seen no problems, nor has there been any complaints. They are an excellent product in every respect.
The picture below is a file photo of our Wiseco pistons.
MAHLE HIGH PERFORMANCE MOLY RINGS
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 value you will ever find. The Scat crankshafts are the best way to build a strong bottom end for, street rods, dirt and circle track racing, and drag strip racing. This crank is suitable for use up to approx. 600-650 hp.
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 to below considerably.
We now use the Clevite bearings in our engines.
Our choice of rods are the SCAT COMPETITION SERIES rods with ARP-8740 cap screws.
The Scat Pro-Comp extreme duty I-beam rods should not be mistaken for ProComp rods. These rods are made exclusively by Scat, and have nothing to do with the ProComp company. The critical sizing and installation of the ARP cap screws is performed on a Sunnen machine in the USA by Scat Industries. These rods are excellent for those wanting the extra security offered by a rod with 7/16 ARP cap screws.
Take notice of the design of these rods. They are far superior to conventional style I-beam rods.
If you do a search on the Scat Pro-Comp rods, you will find a vast amount of info on many car forums. All of the info is 100% positive. These rods are run in engines that not only produce high horsepower levels, but also run at continuous RPM. Notice the general appearance in the pictures. These rods do look impressive. The style is reminiscent of a steel billet rod.
The fact that these rods are incredibly strong and well made, coupled with the fact they are light weight, made it an easy decision to use them in all of our high horsepower street/strip engines.
We have noticed some engine builders using low cost generic rods and crankshafts in their engines. These non-branded, (no-name) products are often poor quality in many ways. You will notice many of the low end engine builders fail to mention the actual brand of the rods or cranks used in their engines. Upon further investigation you will find such parts not to be a branded name product. They may label these parts with a name, but one that is totally unrecognizable in the industry. Our experience in years past with such rods and cranks has been disappointing to say the least. Besides the obvious issues such as incorrect sizing and machining that is difficult to correct, the questionable alloy these items may be produced from and the potentially incorrect heat treating methods used, could prove to be disastrous. Little can be done to verify this and nothing can be done to correct it. Failures of such critical parts will usually result in catastrophic damage to the engine. As you may have noticed, this is why we specify the brand name, and series of every part used in our engines.
Many of the inferior "no-name" rods on the market will also have "no-name" rod bolts in them. We have seen these bolts before, and they are very low quality. They don't have ARP's rolled thread design, and they don't torque down with the same characteristics as a genuine ARP bolt. It's not just a matter of having a different brand bolt in the rods; these bolts are low quality in many ways. They have been known to fail in engines to a much greater degree than a high quality rod bolt, and this failure usually causes catastrophic damage in the engine. Beware of rods that don't mention the rod bolt brand. As far as we're concerned, ARP bolts are the only brand we would ever use or accept in a set of rods.
Genuine ARP 8740 cap screws.
PRO RACE BRAND SFI HARMONIC DAMPER, 7.0 DIAMETER INCLUDED.
Pro-Race brand dampers are used on all of our engines.
We have noticed others using a low grade knockoff brand damper/balancer, and we have encountered them in the past. They are substandard in appearance, and are often out of spec. The timing marks were also poorly marked on some of the balancers we have come across. Another problem with low grade dampers is the elastomer bonding can lose its adherence to the inner and outer structure. This problem is referred to as a slipped damper. We have only encountered this once in 10 years with the Pro-Race brand dampers.
BILLET ALUMINUM TIMING POINTER. VERY FEW SELLERS FINISH OFF THEIR TURN KEY ENGINES AS WE DO.
We did not offer this billet timing pointer in the past. However, we noticed that there was a birds-eye view of the timing pointer from the driver side of the engine, so we decided to use these on all of our engines.
HEAVY DUTY SFI RATED FLEXPLATE MADE IN THE USA INCLUDED.
This SFI flexplate is made in the USA and will resist cracking and warpage to a very high degree. One good telltale in identifying a low quality flexplate is the lack of welding on each side where the plate mates to the ring gear. They usually have a pale grey color to them, as they are not coated, and will rust quickly. Ours are welded on both sides, and are much thicker than an OE plate, and are zinc dichromate coated.
We do offer this engine with a manual flywheel. In most cases we do have both sizes, 153 and 168 tooth, available.
Our CWT 5500 Balancer.
We do our own balancing with our new state of the art CWT 5500 Series balancers. The CWT 5500 is the ultimate for precision balancing. We now have three of these in our machine shop. We consider this machine to be highly advanced compared to the Hines balancer we once used. We balance every rotating assembly we sell within 2 grams or less at no extra charge. A balance sheet is included with your assembly.
Three 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 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.
Below are the actual flow numbers for the Bravo 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.
SCORPION RACING ALUMINUM ROLLER ROCKERS or COMP ULTRA PRO-MAGNUM ROCKERS.
THE BEST HIGH PERFORMANCE RACING ROCKER ARMS MANUFACTURED IN THE USA.
Our bbc 572 and 598 engines use the Scorpion Endurance Series rockers, which are the top of the line. We use them instead of the regular Race Series Scorpion rockers because they weigh 496 grams less per set. This is a monumental difference when it comes to valve train weight. They cost considerably more than the regular race series Scorpion rockers, but the increased performance and reduced burden on the valve train is well worth it. You may choose the Comp Ultra Pro-Magnum rockers instead of the Scorpion rockers at no additional cost. They are both very high quality roller rockers.
We were amazed at the low level of sound produced in the valve train when we did a test run using our first set of Scorpions. We attribute this quiet operation to the close tolerances in the trunnion section. The trunnion barrels are also micro polished.
The rockers have a lifetime warranty. The aluminum body is made from a 7000 series aircraft alloy. Most rockers have a considerable amount of side play in the trunnion section, and may have an excessive amount of needle bearing clearance. The Scorpion does not have much of a loose feel in the trunnion. Many round track and drag racers run these at very high rpm levels and even run them on solid roller setups. With the milder spring pressures of our engines, these rockers should last a lifetime.
The potential for valve float under high rpm is a real issue with most high performance engines using hydraulic roller components. By reducing the weight on valve train components, you also considerably reduce the possibility of valve float as well as wear and tear on the valve train components.
The significant reduction in weight of valve train components will dramatically increase the life of every moving part in the valve train. Since some of our cam choice options are large, and these engines may be driven many miles, we see this reduction in weight as absolutely necessary. The lighter weight components do not reduce the durability of these items; on the contrary, they improve durability significantly. These components are high quality, so the weight reduction in their construction does not compromise them in the least.
All Scorpion Rockers Feature:
Needle Bearing Fulcrum and Roller Tip, Centerless Ground Trunnion, Centerless Ground Pin & Roller, Burr-Free Thru Hole in Trunnion, Large Machined Seat, Thick Walled Adjusting Nut, Pedestals Machined from Solid Steel, Black Oxide Coated Steel Parts, & 100% CNC Machined.
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 Scorpion, Comp Ultra Pro Magnum, and Comp Gold Arc rockers in all of our engines. The difference in these compared to the low grade no-name rockers on the market is huge.
HOWARDS MAX EFFORT LIFTERS & HOWARDS CHROMOLY PUSHRODS.
We use Howards 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 Howards brand Max Effort tie bar lifters. These lifters are much costlier than the regular tie bar roller lifters, and have many unique features.
Pictured below is our Speedmaster single plane intake. We also offer the Edelbrock line of single and dual plane intakes as an upgrade.
304 STAINLESS ALLEN HEAD INTAKE BOLTS ARE USED ON ALL OUR ENGINES.
We are offering three cam choices listed below in this engine. Read the specs carefully.
Cam Choice # 1 By Comp Cams.
Part number: 01-461-8
112 lobe sep.
Cam choice # 1 offers decent drivability and low end power. Valve train stability and longevity is very good with this cam. This cam is recommended for use in light to medium weight vehicles with tall gearing, and sport trucks. 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.
We recommend a stall converter in the 2250-2500 rpm range. Final gearing when used in a car or sport truck could actually be in the 3.55 range or even taller, and overdrive use may be possible. Mileage with taller gearing is also a plus. This cam would be suitable in heavy vehicles weighing up to 4500 lbs. Drivability with this cam is decent. This cam may not develop enough vacuum to operate power brakes.
Official Dyno Results on Cam Choice 1 in our 555 engine with a single plane intake and our new 335cc rectangular port heads.
This is an excellent cam and head combination. Our new 335cc bbc heads have proven to be exceptional.
Official Dyno Results on Cam Choice # 1 in our 555 engine with a dual plane intake and flat top pistons. This engine had the low compression, (9.56:1) flat top pistons, and our former line of cyl. heads. Our new heads would have possibly exceeded these numbers especially with normal compression ratio. This setup would have been better suited with the Cam choice # 2 from what we're seeing. Low compression setups are for very heavy vehicles, and smaller cams are more in line with such setups. The smaller cam would have made better off idle power.
Cam Choice # 2 By Comp Cams.
Part number: 01-456-8
112 lobe sep.
Cam choice # 2 offers a decent amount of bottom end torque compared to cam choice # 1. This cam selection is the best choice for cars that have very medium to tall gearing. This cam will allow the engine to operate well in the 1900-2000 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 engine. The valve train wear with this cam would be very low. Off idle power is decent. 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.
Official Dyno report with this cam choice, Bravo heads, a single plane intake, and an MSD distributor.
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. 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. Very good acceleration with excellent 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 heavy vehicles, quad cab 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 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. Long range cruising and operating air conditioning is not an issue with this cam.
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.
Billet Aluminum Breather set.
If you chose cam choice 1 or 2, then we highly recommend using an exhaust evac. system. The vacuum created by the engine is somewhat insufficient when using these larger cams, heads, carb and intake to operate a pcv system at its best. The exhaust evac system will pull the crankcase gases out of the engine at a very smooth and controlled rate. This allows the rings to seat in much faster and better, and can increase horse power to some degree by reducing crankcase pressure. Another benefit of the evac system is that you're not contaminating the fuel and air mixture with semi-burned byproducts from the engine oil and combustion process.
After the engine is completely broken in, the pcv setup may be sufficient. However, it may not be the best choice. The break-in time may also be slower with the pcv setup.
We also offer a vacuum pump system for the ultimate in crankcase pressure control.
If you do decide to use an exhaust evac system, we have a few more recommendations. The bullet style perforated mufflers, like those made by Magnaflow and many other companies, must be used. In our opinion, they sound the best and, most importantly, they allow the exhaust evac system to work properly. Magnaflow is a popular brand of the true straight through mufflers, and there are several other brands on the market such as Corsa, Borla, and Bullet. The sound level is controlled by the length you choose. The 12-16 inch length sounds the best to us. These mufflers have smooth perforated inner walls. They should not be confused with traditional glass packs with fluted walls, which are very restrictive and have a somewhat sloppy sound.
Traditional chambered mufflers, like Flowmaster, create a back pressure pulse that will interfere with the operation of an exhaust evac. system. Chambered mufflers have the reputation of helping bottom end throttle response, but you will have a decent amount of bottom end power with this engine, especially if you have chosen cam choice 2, 3 or 4. In our experience, the straight through perforated mufflers sound and perform better in every respect, and allow the proper use of an exhaust evac. system. More info. on this subject below.
Timing components: Rollmaster RLMCS-2090 Race Billet double roller timing set.
Polished Aluminum Timing Cover.
We use the top of the line Rollmaster timing set with a torrington bearing. The difference in quality is dramatic compared to the common true double roller setup. The chain is made in Germany and the sprockets are hardened billet steel (upper and lower). These sets are hand matched for selective sizing.
The cost on this high end timing set is approx $135.00, about three to four times 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 notice the upper gear has a full array of lightening holes.
This top of the line 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.
This is an extended capacity oil pan. The special pickup tube is designed for this oil pan. If you think you may have a clearance issue with the 8 qt pan, let us know and we can use the stock style pan.
The 8 qt pan is approx half an inch deeper than a stock pan, and the kickouts on the side are at the lower section of the sump. They start to swell outward about three inches from the bottom, approx. 3 inches or less on each side. Most vehicles have no problem with this type of pan and it's certainly a much better setup than a conventional oil pan.
The quality of these pans far exceed any of the lower priced oil pans used on many engines.
Our choice of oil pan fasteners is our premium studded mini nut set. The nuts in this kit have serrated faces and built in washers. This is the ultimate set for securing the oil pan to the engine, and is far superior to the typical bolts used by others. We use this same kit on our very high end engines.
Genuine Fel Pro Oil Pan Gaskets are used on all of our engines.
Melling M-Select Oil Pump, and M-Select Drive rod with ARP stud.
The M-Select series oil pump by Melling has several important upgrades compared to the regular Melling M-55 Series. The gears are billet steel, and the body is stronger, coated with corrosion-resistant nitrite. This oil pump also includes the M-Select drive rod. Both components are far superior to the regular Melling oil pump and drive rods used by most other engine builders.
Pictured below are the front end accessories that are included with this engine. They will be installed on the engine.
This is our satin high volume long style water pump with aluminum impeller. This is a very high quality pump.
Our 120 amp chrome plated one or three wire alternator.
Polished billet aluminum alternator bracket.
Chrome plated power steering pump and bracket with aluminum pulley.
We are confident that the price we have on our engine will never be matched by our competition. If you have any application or technical questions, feel free to email or call us at 423-722-5152.
We include an engine lift plate and heavy duty engine stand with casters with every engine we build.
This engine has a Two Year Warranty with unlimited mileage.
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.
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. You may use the lighter weight Schaeffer Supreme 7000 series semi synthetic oil in cooler weather. 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.
Rather than using mileage as an indicator of ring sealing, it’s better to use oil consumption as a guide.
Oil pressure low as 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.
The Dart block used in this engine has priority main oiling. This block routes the oil in a 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. Oil pressure in the filter can be very high when the engine is cold. You must always allow the engine to warm up before any hard acceleration.
There are many special additives in race grade oils that are not in conventional oil. These additives are very valuable for high performance engines. Never add 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.
If you are running a mechanical fuel pump on our engine, you absolutely must follow the oil guidelines to the letter.
We recommend running an electric fuel pump on this engine due to the higher than normal eccentric cam lobe failure rate experienced with engines running a mechanical fuel pump.
The high volume mechanical fuel pumps put an additional strain on the eccentric fuel pump lobe on the cam, and modern roller cam technology may not be addressing the eccentric cam lobe design like it once did years ago, since very few people are running mechanical fuel pumps anymore and the roller cams and lifters do not require these special treatments.
Modern oils further the problem due to the absence of high levels of the zinc compounds they once had. These factors can spell doom for the eccentric fuel pump lobe on the cam in these engines. Use the oils we recommend to avoid such problems.
If you insist on running a mechanical fuel pump, then using a race grade oil becomes essential. To further protect the cam, we offer a special fuel pump rod made from an ultralight material. It’s made from a proprietary blended, carbon reinforced, bearing-grade polymer. This fuel pump rod only weighs 25 grams, and is very strong yet gentle on the eccentric cam lobe. If you do decide to use a mechanical fuel pump, we strongly recommend our Quick Fuel line of mechanical fuel pumps.
Unlike the common light weight hollow rod on the market, this rod is one third the weight, and a bit more costly. By reducing the reciprocating mass of the fuel pump rod, the load on the eccentric cam lobe is greatly reduced. We offer this rod in our other listings.
As for oil filters, we recommend AC Delco, selected K&N, Moroso, or any of the other high quality oil filters on the market.
The Wiseco forged pistons that we use are not made from the low expansion 4032 alloy material. Ours are all made from 2618 Aircraft alloy. This type of alloy has a greater amount of expansion in the bore until fully warmed up, but not as much as some of the all out race pistons. Nonetheless, they do have more clearance until warmed up. Therefore, let the engine warm up before accelerating all out. You should start up and go at a mild driving pace for around 10 min. or longer.
You must use a rev-limiter on this engine. Should you have a warranty issue, proof that you have one 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.
You must run a crankcase ventilation system to pull gases from the crankcase. This is not supplied with this engine. We have these in our other listings. Usually a pcv system will work, but due to the erratic engine air speed, it may not work so well. We recommend an exhaust evac. system with the larger cam choices. After the engine is totally broken in, you may possibly be able to convert back to the regular style valve cover breathers and pcv system.
If you run the exhaust evac system, then you must have straight through mufflers such as the ones made by Magnaflow, Corsa, Borla, and Bullet, etc. These mufflers have perforated walls and flow straight through. These type mufflers will allow the exhaust evac system to gently pull gases from the crankcase at all times at a smooth consistent flow. Your engine rings will seat much faster. Regular chambered mufflers will interfere with the operation of an exhaust evac system.
One other benefit of using an exhaust evac system is the reduction in oil leaks. Excessive crankcase pressure is the cause of many oil leaks. After the rings have fully seated, the crankcase pressure will reduce considerably and oil seepage or minor leaks that may have been present will usually stop. We strongly recommend the Moroso brand exhaust evac system over any of the other brands on the market. They have a patent design that others do not use in the tubes that go into the header collector. The fluted notch in the tubes creates a much better drawing effect than those without it.
If you decided on cam choice three with this engine and have chosen our dual plane intake, the common pcv system may be sufficient, but we still would like you to use the exhaust evac setup at least until the engine is fully broken in.
Educate yourself on the exhaust evac. systems before using them. You will find plenty of great information on the internet about them.
Engine break in: As soon as your engine is installed, check and reset the timing if needed. Get the car on the road as soon as possible, and run the engine in a somewhat aggressive mode, not exceeding 4,500 rpm for the first few hundred miles.
Drive safely please; we’re not asking you to drive fast or aggressively. Just keep your engine under load more than normal. Drive it in a very inefficient manner. Keep the engine with load against it, 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 cylinder walls to establish an even wear pattern.
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 synthetic racing oil. Your engine will continue to seat the rings in to an even higher degree after 300-500 miles of driving, and crankcase pressures will continue drop.
VERY IMPORTANT NOTICE.
This engine does not come 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 a new low cost regular spin-on oil filter.
You must prime your 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. Your new engine that has been sitting around for weeks, if not months, MUST be primed.
You should replace the oil filter that comes on the engine with a brand that we recommend, but opt for the medium length version, as this will help maintain oil pressure and volume much better than the short version.
If you have chosen our Champ stock appearance pan, fill it with approx 5-6 qts. of oil.
If you have the extended capacity Champ pan with kick outs then you will use approx. 7.5-8 qts of oil. Just remember to fill/prime the oil filter with oil before starting the engine.
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 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.
You may try running the vacuum advance if you have our regular HEI in this engine. Cam choice 1 may not allow proper operation of this, but the smaller cams may work well. The vacuum advance is adjustable and we recommend that you try it out. If you feel the vac. advance is putting too much initial timing into the engine, you should be able to adjust some of this out of it. Most aftermarket HEI units have an adjustable vac. advance. When setting the total timing, do not have the vac. advance hooked up. If you can bring your initial timing up from where it is at idle by running the vac. advance, the engine will operate tremendously better, have much better fuel mileage, and run cooler in most vehicles. Being able to run the vac. advance with good results is dependent on many factors.
If you hear valve clatter/ping (as it's called), then you need to try and adjust this out of the vac. advance. If valve clatter (pinging, as it's also known) is present under load, then you may not be able to run the vac. advance, but if the valve clatter is coming in around 3500 rpm or higher, then this could be a sign your total timing is set too high. Try backing it off a few degrees before giving up on the vac. advance. Valve clatter/pinging is actually the sound of the detonation occurring in the engine, and can be very damaging.
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 not run 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 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 the Autolite brand, 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.
Some of our engines come with spark plugs in them, depending on the package you purchase. You may also use NGK part # NGK 4544, 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.
Never use pure antifreeze. 50/50 mixture 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 our cam choice three. The reduced size cams would allow for a lower idle speed.
If your carburetor is not functioning correctly, it can ruin your engine. If your carburetor size is more than one step in either direction from the recommended size, it can cause an imbalance in the fuel to air ratio, and be nearly impossible to tune.
Proper jetting is also a must. 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.
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. If you are running an electric fuel pump, then the Q-Series Quickfuel carbs are best to run. They are also suitable for use on engines running a mechanical fuel pump. They do not have an electric choke system, and this is usually not a problem unless you are running the engine is extremely cold weather.
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 a 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.
Valve train maintenance.
Hydraulic roller setups are virtually maintenance-free and very long lived compared to a solid roller setup.
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 feedback 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 and don'ts is asking for problems. We suggest joining a few good car forums, as they have a wealth of great information.
However, beware of 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.
This engine does not include a fuel pump. This engine is best suited to operate with an electric fuel pump, with a pressure regulator set at 6-6.5 psi. A 125-130 gph rated pump should be sufficient. It's best not use a higher capacity fuel pump than required. 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.
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.
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 very mild, (detuned) street rod, (small cam choice, dual plane intake) these recommendations are not as critical.
700R4: Worst possible transmission choice.
TH350: Best transmission choice, hands down.
4L60E Electronically controlled trans.
Four and five speed Manual Trans.
A final note.
Our eBay user id is: skipwhite, and our eBay 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 eBay seller under this name since approximately 2002. We have no other eBay 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.
We are often asked if the Dart Sportsman block is able to handle high horse power builds. If you're building this for street and strip applications, then this block will handle most any build-up you do. 1200-1500 hp builds are not uncommon with this block. Durability and longevity with high horsepower builds are not a problem with the Dart Sportsman block. Nos, twin turbo, blower, high compression builds are also not a problem. The Dart Sportsman block should last a lifetime, even if built up to 1200 hp. You will also find this block used in many marine applications.
We have displayed many pictures of this engine at various angles. The turn key package looks great at any angle.
This engine uses a long style water pump. It is a much better design than the early model short style water pump. If you are unable to run the long style water pump due to interference issues with your radiator, let us know. Most vehicles will allow the use of the long style water pump as it only protrudes approx. 3/4 of an inch more than the short style.
Below is a somewhat straight down image. This is what you would see looking down into the engine bay. This is a very straightforward setup. Simple to work on or change and adjust belts or any of the accessories.
The images below show what the engine looks like before the front dress up kit is installed.
Note from Skip White, President.
I have reviewed similar 454/468 engines on the market, and I've found many of the parts used to be substandard and overpriced. When I use the term "substandard," I mean relative to the price charged. However, some sellers have parts in their engines that are prone to failure in our opinion. The machine work or lack thereof on many of these blocks may also pose a problem. Many vendors sell BBC engines at similar prices, but most of them use crusty old 454 blocks. These 30-40 year old blocks are past their prime and, even when they were new, made a very poor foundation for an engine generating double the original horsepower. If you see the term "seasoned block" in the build parts list of an engine, that is indicative of of an old junkyard block that's seen many hard miles.
The design differences in the Dart Sportsman block are very impressive and essential for high performance builds. The cylinder walls on the Dart block are nearly half an inch thick when bored to the range used in this engine, and will allow many future rebuilds. The old 454 blocks have much thinner cylinder walls, which are prone to cracking and do not handle heat well. Building a 454/468 with a stock GM block will not allow any future rebuilds, and is at a compromised level and prone to overheating issues.
The priority oiling system used in the Dart block is far superior to what GM had on the OE blocks. Many of the similar 496/505 engines on the market fail to say exactly what is used in their engine builds, or at best, will only give you brand names of the items such as oil pumps, gaskets, timing chain model, pistons, hardware, etc. Most of the items used in these engines are the lower cost version.
For the most part, many of the components used in our engines are far from the lowest cost version on the market. They are in the middle ground, or better. This is why I feel it necessary to mention all of the items in detail used in our engine, as I feel they make the difference in reliability and longevity.
If you want to make a true comparison, then you should request a full build sheet, including brand and the actual part number or description of all parts being used, from our competitors. Some of the items used in this engine are actually lower cost/lower grade, but have nothing to do with reliability or longevity of the engine. These lower cost items keep the price reasonable but do not compromise reliability.
For those wanting a higher horse power engine, see our other listings.
We have the most advanced machinery available on the market. Our Centroid DRX block and decking machine cost $80,000. We torque plate hone the cylinder walls using a state of the art Sunnen SV10 diamond hone. Very few shops have this model. It not only produces a superior bore finish that allows a faster break-in time, but it also creates a very straight and uniform finish with virtually no distortion or variance in the cyl. walls. This machine cost us approx. $60,000. Most of the very high end engine builders are now using this model.
Those offering high performance engines for sale and not disclosing what machines are used on them is unsettling to me. Many of our customers have asked if they can tour our shop before buying an engine, and we certainly welcome this.
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