FULLY ASSEMBLED FROM INTAKE TO OIL PAN.

4.030" BORE X 3.750" STROKE

GM ROLLER BLOCK WITH 4 BOLT MAIN CAPS.

- AFR ENFORCER 200cc ALUMINUM ALLOY HEADS.

- COMP CAMS ROLLER CAM . A CUT ABOVE THE OTHERS.

- SA GEAR BILLET TIMING SET WITH TORRINGTON BEARING AND ROLON CHAIN 9 KEYWAY. TOP OF THE LINE.

- COMP HIGH ENERGY ALUMINUM ROCKERS 1.5 OR 1.6 RATIO.

- SCAT CRANKSHAFT, CLEVITE BEARINGS. BALANCED ON OUR CWT BALANCER TO BELOW 2 GRAMS.

- SCAT RODS WITH ARP 8740 CAP SCREWS.

- WISECO PREMIUM FORGED PISTONS. 800+HP RATED.

- MELLING M-SELECT SERIES OIL PUMP WITH M-SELECT DRIVE ROD.

- CHAMP OIL PAN WITH OIL CONTROL SYSTEM.

- PRO-SPORT SFI DAMPER.

- TWO YEAR WARRANTY .

This engine is designed for street/strip use. Pump gas friendly.

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 #2 and #3 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 with 1.6 rockers, it will bring the hp numbers up to approx. 503 . We do not recommend the single plane intake combined with cam choice 1 on any car that is over approx 3,400 lbs and/or cars with a steep (tall) final gear.

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 383 engine is a better choice than the 350 engine.

1. The 383 will accelerate most medium to heavy cars dramatically quicker than the common 350's on the market. The main difference between a 383 and the 350 is that the 383 torque comes in much lower.  The difference is so dramatic that you would estimate the engine to have a much higher horsepower rating than it actually has. If you're not familiar with the 383 engine, do an internet search on SBC 383 vs 350, and you will be convinced of the difference.

2. The exhaust note that this engine produces is much deeper than that of any of the smaller cubic inch engines on the market. The difference is dramatic to say the least.

3. This engine can be installed in medium to heavier cars without killing acceleration, having to deepen the final gear, and needing a huge stall converter. This engine will accelerate a 3600 lb or heavier car much better than the 350.

4. Very low maintenance, decent drivability, yet costing only slightly more than building a 350 street rod engine. Horsepower will vary, depending on cam and intake choice. You have up to four different cams to choose from, and two styles of intake manifolds plus two rocker ratios.

5. Longevity, reliability and low maintenance. You don't have to turn the engine to a critical rpm range to produce its max hp output. There is nothing unsafe about running an engine that's as well built as this up to approx. 6,150 rpm. Our AFR Enforcer aluminum heads use very high quality hardware. The Wiseco Racing pistons are rated at 800+hp. The protection against detonation is at its highest with these type pistons.

6. Should you ever decide to sell your car, the resale value of a street rod with a 383 engine is very desirable compared to those running 350's. No 350 can be built up to the level of a 383 while running pump gas with the same compression. The power and torque numbers down low in the rpm band are what make the 383 such an incredible engine, compared to the 350.

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 9/15/2013 we completed installation of our brand new Super Flow 902S dyno. In the past, we outsourced our dyno work. We were unable to do the research and development we truly wanted, and this prompted us to make the $105,000 investment. It's been one of the best investments we have ever made. Every aspect of our engines can now be monitored, calibrated, and tuned. Best of all, we can now see what combos generate the best power, with consideration to drivability.

One thing we have noticed is that the de-tuned engines with different cam and intake combos certainly do have less top end horsepower than expected, but the torque increase in the low rpm range is much greater than in the higher horsepower setup. This increase in torque down low is what you want 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.

The build sheet is as follows:

The bare block is a fully machined re-manufactured true GM late model roller block. 1 pc. rear main seal style and designed for street or strip applications. All internals and external items in this engine are 100% brand new.

The compression range will be approx. 10.5:1. This setup will certainly generate the highest horsepower when coupled with our cam choice # 1. We do not see any problems with a 10.5:1 compression range in light to medium weight cars. For those choosing cam choice 3 we will lower the compression ratio slightly. The lower compression is all that's needed with the smaller cam, and this further increases reliability to a great extent. Fuel requirements can be lowered to mid grade 89-91 octane with the reduced compression, but do also consider the many other factors that increase the need for octane, such as outside temps, altitude, ignition timing, vehicle weight, gearing, payload, etc. We would prefer that you use premium fuel regardless of what setup you have choose. Were more or less on the thin line between mid-grade and premium fuel requirements with the reduced compression setup.

This 4 bolt main bare block used for this engine is an OEM late model GM roller block that has been fully reconditioned/re-manufactured. The rotating assembly and all other parts except the block are 100% brand new. This engine is set up with your choice of several different hydraulic roller cams.

The blocks used for building our Stage 2 roller cam 383 do have four bolt main caps.

These blocks will accept mechanical fuel pumps.

As you can see in the picture above, this is a true roller block.

Listed below are all the machining procedures performed on this block. These are 1 pc. rear main seal style.

Mains have been line-honed to factory specs. This important procedure is often skipped, and failure to do this usually results in a short-lived build.

Block has been bored and torque plate honed. The use of a torque plate when honing is a very important procedure, and many blocks on the market don't have this performed.

Pictured below is the rotating assembly that comes in this engine.

(file photo, actual parts may vary, see details below)

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 Scat Internally bal. front.
• Crankshaft Stroke: 3.750"
• Crankshaft Material : Cast Nodular
• Journal Diameter: STD SBC
• Rear Main Seal: 2 pc RMS

• Rods: Genuine Scat Competition
• Rod Type: Scat Competition I-beam, Bronze Bushed.
• Rod Length: 5.7 or 6.0 Your Choice. We have pistons to accommodate both rods.
• Rod Material: Forged 4340 Alloy.
• Rod Bolt/Cap Screw: ARP 8740 7/16th" Cap Screws.

• Pistons: Wiseco Fully Forged. High Performance for street/strip use.
• Piston Size: 4.030"
• Dome Volume: RD D-cup Dish. Comp. ratio calculates out to approx. 10.5:1
• Compression Height: 1.140 or 1.440 depending on rod length choice.
• Piston Material: Forged 2618 Aircraft Alloy
• Piston Rings: Hastings High Performance, Moly, Standard Tension.
• Ring Size and Fit: 5/64 5/64 5/64.
• Ring Material: Cast/Stainless/Moly

• Main Bearings: Clevite
• Rod Bearings:  Clevite
• Balance: In House on CWT balancer.
• Damper: Pro-Race brand Pro-Sport Series SFI 6.61"
• Flexplate: Heavy Duty SFI 168 tooth or 153 tooth. Manual Trans. flywheels available.

The Wiseco forged pistons are rated very high in the street/strip performance industry. They

are made using the 2618 aircraft alloy and have fully machined crowns. We prefer the 2618 alloy over the lower cost 4032 alloy. This 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 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 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 with mild nitrous or blower setups that do not exceed a 25% increase in horsepower over the engines naturally aspirated rating.

The pictures below are file photos of our Wiseco pistons. Flash glare on the piston top seems to have enhanced the milling marks. These are hardly visible with the naked eye.

Flat or dish pistons, depending on cam choice. 5.7 or 6.0 inch piston and rod combinations available

HASTINGS HIGH PERFORMANCE MOLY RINGS

Scat Crankshaft

The picture below is a generic file photo of a Scat crankshaft.

Some of the benefits of the Scat crankshaft:

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.

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 now use the Clevite bearings in our engines.

Scat Connecting Rods

Genuine Scat Competition Bushed Rods with ARP 12 point 7/16" cap screws are now used in all of our rotating assemblies and 383 Stroker engines.

As seen the in close-up picture below, Scat Competition rods have a very solid build quality.

The quality of the Scat rods is unsurpassed by any of the low cost no-name rods on the market  and they exceed the quality of some of the branded names as well.

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. We are now using this rod in all of our Stage 4 and up SBC engines. We also use this rod in our big block 540/555 engines, making approx. 700+hp

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 and offer better clearance than any H-Beam rod on the market, made it an easy decision to use them in all of our high horsepower street/strip engines.

The Scat rods do have genuine ARP 8740 Series 12 point cap screws. These rods offer excellent block clearance in the lower end of the cylinders. Full base cams will require a considerable amount of clearancing. We strongly recommend using a reduce base cam with this assembly. Be sure to do a roll over test after installing each rod.

Genuine ARP 8740 cap screws.

Pro-Sport harmonic SFI damper, 6.61 diameter, included.

The SFI Pro-Sport damper Offers an extreme level of safety against breakage, and is very resistant against slippage of the elastomer damping material. SFI dampers are not only made from a better grade of steel, they are also constructed differently and have a much better appearance. They usually last much longer than a non-SFI damper. Many drag strips require this on engines producing high horse power levels. The SFI certification is laser etched into the side. Damper failure rates are much higher on engines using a non-sfi damper coupled with hp ratings exceeding 450 and turn 5600 rpm or higher.

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-eye view of the timing pointer from the driver side of the engine, so we decided to use these on all of our engines.

1.52" THICKNESS, 2.38" THICKNESS WITH HUB

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 engine.

Three new CWT balance machines under one roof is a rare sight.

Our crew wrapping up for the day. Pardon the mess.

AFR Enforcer 65cc 200cc ALUMINUM HEADS

The AFR Logo's clearly display the true mark of excellence that these heads are known for.

In the flowchart below, the AFR Enforcer heads are superior to the Procomp/Speedmaster heads in flow rates, and also edge out the Dart SHP heads on the intake side. The intake numbers are far more important than the exhaust. The overall average flow numbers on the AFR heads are higher than most any brand of non cnc'd cast aluminum heads on the market of an equal runner size.

Notice the intake ports on the AFR Enforcer heads. They allow for a perfect fit with most intakes on the market. Our engines all include an intake manifold. The picture below is one of our engines in the build process.

The difference in horsepower and torque generated by the AFR Enforcer heads is monumental compared to any of the low cost sbc heads on the market.

Assembled by AFR with premium  metric competition grade valves, Pacaloy dual springs, Viton valve seals, Comp spring ID locators.

Head gaskets are Fel Pro 1003 premium race grade series, and ARP head bolts, and rocker studs.

Comp Cams High Energy Aluminum Roller Rockers.

Important notice.

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 non branded, (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 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 High Energy, Comp Ultra Pro Magnum, Comp Gold Arc, Scorpion Race and Endurance Series rockers in all of our engines. The difference in these compared to the low grade no-name rockers on the market is huge.

Delphi Anti Pump up lifters.

We have had a vast amount of experience with the Dehphi hydraulic roller lifters. They are a good quality lifter and work well in our engines.

Howards Brand Chromoly One pc. Pushrods.

Howards brand are the only type of pushrod we use in our engines. M ade 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.

We are offering several cam choices listed below in this engine. Read the specs carefully.

Cam Choice #1

Special Grind # 33161

PART NUMBER: 08-000-8-11323

520/540 lift

236/242 duration

110 lobe sep.

Comp Cams SBC Xtreme Energy Step Nose Hydraulic Roller Camshafts.

This cam choice, coupled with our single plane intake and our -7.5cc

forged pistons with 1.5 rockers, will produce right at 503 horsepower at approx. 5,900 RPM . We recommend the dual plane intake for better drivability, and throttle response. The dual plane intake will move the torque down lower in the rpm range. The single plane intake would allow the engine to make its peak advertised horsepower at the peak rpm, but these type intakes move the torque band higher up in the rpm range. Expect a slight loss of top end power with the dual plane intake, but low speed drivability and cruising are greatly improved. If you car is in the lighter weight range and has a decent final gear, (3.55-3.73 or numerically higher), then you may select this build with our flat top pistons and 6 inch rods at no additional cost. The compression range is a bit on the high side, but considering the flat top pistons allow much better combustion, detonation is really not a problem. An octane boost additive would be recommended.

The single plane intake is not recommended for use in vehicles weighing over 3,800 lbs unless your vehicle is set up with a somewhat deep final gear, (3.55-3.73 ratio). Our cam timing components were left in the straight up position. Ignition timing was set at 34 degrees total and 93 octane fuel was used. During very hot weather, total timing should be set at 31-32 degrees. A final gear of approx. 3.73 or numerically higher, and a stall of approx. 2,500 would be the bare minimum. Preferably a stall speed of approx. 3,000 to 3,200 would be highly recommended, especially if you have chosen this setup with a single plane intake.

Below are our dyno results on one of our 383 engines with this cam choice with a single plane intake and the 1.5 rockers. Results will vary depending on intake and rocker choice. The horse power numbers will usually improve anywhere from 5-10 HP more than what the dyno results show after the rings have fully seated.

Official Dyno report on our 383 engine with this cam choice, a single plane intake with 1.5 rockers, a Brawler carburetor, and an HEI distributor.

Important note.

If you choose cam choice 1 with the single plane intake combination, it is highly recommended that you upgrade the ignition system to an MSD Pro Billet distributor and CDI unit. You may also want to upgrade the carburetor to the Brawler dual pumper series. The acceleration and overall performance is greatly enhanced with the Brawler mechanical secondary carburetor. These important upgrades are essential for improved tuning, idling and overall performance. If you do decide to use the MSD Pro Billet distributor, we suggest you use the black timing degree bushing to increase the initial timing and possibly the lighter springs to control how soon the mechanical advance comes in. You may even "lock-out" the distributor, depending on your car's overall setup. The CDI unit will make a huge improvement in how the engine runs at idle and low speed cruising, as well as high rpm operation.

Cam choice #2

Special Grind # 33151

PART NUMBER: 08-000-8-11480

510/525 lift

230/238 duration

111 lobe sep.

Comp Cams SBC Step Nose Xtreme Energy Hydraulic Roller Camshafts.

This cam choice  is the perfect all around setup for those wanting a decent bottom and mid range while still generating excellent power at the top. Horsepower rating would drop off by approximately 25 with this cam when using the single plane intake and 1.6 rockers. This setup will generate its peak power at approx. 5600 RPM and this can vary depending on rocker and intake choice. Vacuum is increased with this cam compared to cam choice 1.

If your car is in the medium weight range or up to approx. 4,000 lbs, and you want slightly better streetability, then this is a very good cam choice. You still want to keep the final gear ratio at 3.55 or numerically higher. You may choose 1.5 or 1.6 rockers with this cam, but we recommend the 1.5 rockers if you would like to further improve low end response. A stall converter in the 2500 rpm or higher range would be suitable for this setup.

This cam should be paired up with the dual plane Crosswind intake for better drivability. The single plane Hurricane can be used, but the dual plane will have much better bottom end and mid range response. You can also expect a longer valve train life with this cam compared to the larger cam choice. This cam will also have a lopey idle, but not as radical as the larger cam above.

Official Dyno report on our 383 engine with this cam choice, a single plane intake with 1.6 rockers and a Brawler 750 carb.

Official Dyno report on our 383 engine with this cam choice, a single plane intake with 1.5 rockers and a Sniper EFI system.

Cam choice #3

PART NUMBER: 08-000-8-13436

498/502 lift

220/226 duration

111 lobe sep.

Comp Cams SBC Step Nose Xtreme Energy Hydraulic Roller Camshafts.

This cam choice has a lower lift and duration than the others offered above, and is highly recommended for use in heavy cars or full size sport trucks. The low end response and mid-range power with this cam is very good. Horsepower rating would be approx. between 405-420 depending on intake and rocker choice.

The rule of thumb for cam size: the smaller the cam in a given application, the better will be the low end response. One more benefit to the smaller cam is the reduced requirements for lower gearing and higher RPM stall converters. A final gear ratio of 3.30 would be acceptable with this cam.

This would be the only cam choice for running an overdrive transmission such as the 700R4 cruising at around 2000 RPM in overdrive. A stock stall converter may be used with this cam, but for improved acceleration, a 2000-2250 stall is recommended, especially in heavy vehicles with a tall final gear. If you are running an overdrive transmission, then choose this cam with the 1.5 ratio rockers, and the Edelbrock EPS intake.

Valve train life is greatly extended with this cam as compared to the others, and drivability is at its best. Low and mid throttle response is very strong. This cam choice will also produce the greatest amount of vacuum at idle compared to those listed above. You may run power brakes with this cam. This cam is best paired up with our Edelbrock EPS intake. This particular intake is offered at no extra cost. The EPS intake actually has amazing off idle power compared to any of the larger runner dual plane intakes. This intake is the most practical intake to select when you use this cam. Fuel mileage would be at its best with this cam and the EPS intake. We also run a lower compression piston with this combination, making the engine less prone to detonation.

Official dyno results with this cam, 1.5 rockers, dual plane EPS intake, SL-600 carburetor, NKB heads, and an HEI distributor. Notice the rpm range where we started this dyno run with this cam. We are unable to start a run at this low of an rpm with any of the larger cams used in a 383 engine. The torque numbers this cam produces in the off idle range would be far greater with this cam and intake combo than with any of the larger cam selections.

Notice the torque curve on the graph below. This combination is all about huge low end torque. We started the pull on this at 3600 rpm, and that can't be done on any of the cams above. The torque in the low rpm range with this cam is very impressive.

THE CAMS LISTED WILL COVER MOST NEEDS FOR ANY STREET ROD OR SPORT TRUCK.

Edelbrock RPM Airgap intake upgrade: Cost of this upgrade is $125.00, The Edelbrock RPM Air-Gap intake manifold incorporates race-winning technology. The open air space separates the runners from the hot engine oil, and as a result, the air/fuel mixture stays cooler for a denser charge and more power. Includes rear water outlets, two distributor clamp locations and nitrous bosses. Accepts all late model alternator and A/C brackets for the street.

Dyno Tuning (Carbureted Engines): Cost of the full dyno tune option for carbureted engines is $360.00, options for engines with EFI fuel systems will be $100 more. 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 at 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 that 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 as the seller and for 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.

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.