499 MOPAR BUILD, PART 1

IMG_0804

 The final build is shown here. Part 1 of the series provides an overview of the build, with more details to come as we progress with the article series.

 

Build, text and photos by Mike Mavrigian

 (all machining by Koffel’s Place)

 

This is Part 1 of a series involving the build of a performance Mopar bigblock engine. This build starts with a Mopar B-series 400 block, selected for a number of reasons. Since my plan calls for a final bore diameter of 4.375”, the 400 block was a wise choice because of cylinder wall thickness. The 400 block’s original bore is 4.340”. As compared to a 440 block, which starts with a bore size of 4.320”, the 400 block requires only a 0.035” oversize. Using a 440 block would get a bit dicey due to the remaining cylinder wall thickness (enlarging from 4.320” to 4.375” would require a 0.055” oversize).

Also, the 400 block is shorter than the 440 block, requiring shorter pushrods for higher RPM use, and smaller diameter main bore for reduced rotating mass. The 400 B block is also stiffer and more durable than the RB 440 block. The 400 block features a smaller main journal diameter at 2.625” as compared to the 400 block’s main of 2.750” .

 

The plan involves a final cylinder bore diameter of 4.3755” and an extended stroke of 4.150”, which will result in a final displacement of 499 CID. Our connecting rods feature a center-to-center length of 6.760”, and pistons feature a CD (compression distance) of a mere 1.113”. Our forged crank and rods are sourced from Scat, with pistons, wrist pins, locks and rings from JE. Bearings (mains, rods and cam bearings) from Mahle-Clevite. The main caps will be secured with a set of ARP main studs.

Our pistons are flat-tops, with 5cc valve reliefs. Accompanied by 88cc cylinder head combustion chambers, our final compression ratio will be in the range of about 10.38:1

 

NOTE: Scott Koffel of Koffels’s Place II in Huron, Ohio served as my guide throughout this build, recommending specific components and helping me to establish the strategy for the build. All block machining as well as crank balancing was also performed at Koffel’s shop. When it comes to Mopar power, Scott is “my guy.”.

 

 

400 BLOCK CASTING NUMBERS

1971-72………..3614230

1973-78…………3698630

1976-78…………4006530

 

 

 

COMPARISON OF 400 TO 440

 

OE 400 CID

Block deck height…………9.980”

Cyl. bore…………………..4.340”

Stroke………………………3.380”

Conn. Rod length………….6.358”

Rod pin dia. ………………2.375”

Main bore dia. ……………2.8185”

Main journal dia. …………2.625”

 

OE 440 CID

Block deck height…………10.699”

Cyl. bore…………………..4.320”

Stroke…………………….. 3.750”

Conn. Rod length………….6.760”

Rod pin dia. ………..……..2.375”

Main bore dia. …………….2.9435”

Main journal dia. ………….2.750”

 

 

OUR BUILD PLAN

(with 400 block casting number 4006530)

Block deck height…….…….9.955”

Cyl. bore……………….………4.3755”

Stroke………………….……….4.150”

Conn. Rod length……………6.760”

Piston CD………………………1.113”

Rod pin diameter…………….2.374”

Main bore diameter………….2.8185”

Main journal diameter……….2.625”

 

 

 

COOL COINCIDENCE

As fate would have it, I located my block (an original 1976 version, casting number 4006530, which had never been previously altered) in the small town of Plymouth, Ohio, about 48 miles west of my shop. How cool is that? Finding an old Mopar block in a town called Plymouth was too coincidental not to deserve a chuckle or two. Sometimes things happen for a reason. The seller maintains what I suspect may be the largest single concentration of old Mopar parts in the nation (at least the biggest hoard I’ve ever seen), with hundreds of bare blocks, short blocks, complete engines, transmissions, interior parts, trim, suspension parts, etc. Stashed away in an old non-descript industrial warehouse in the flat hinterlands of rural Ohio lies a gold mine of everything Mopar. Now I know where to go for any future Dodge, Plymouth or Chrysler project. And yes, he does have a few hen’s-teeth Hemi engine cores, but he hinted that he’s saving those for his own use.

 

With the bare, grungy, oily and nasty block core in hand, I immediately dropped the block off at a local engine machine shop (Medina Mountain Motors in Creston, Ohio) for baking and mag-checking. I lucked out, as this block had never been overbored or decked, and had no cracks.

The block, along with the JE pistons, was then delivered for block machining to Koffel’s Place in Huron, Ohio, a renowned Mopar engine specialist serving street enthusiasts and racers worldwide.

 

Note: Early Mopar 400 blocks (1971) are thicker wall castings, but hard to find. 1972 –1975 blocks also feature thick-wall castings and theoretically can be safely overbored by as much as 0.060”. The 1976 blocks still retain a decent wall, while 77-78 blocks feature much thinner walls, and should not be overbored by more than 0.030” or so. With all of this said, keep in mind that variances exist block-to-block, so checking cylinder wall thickness with a sonic checker is a must, regardless of the block’s age or casting number.

 

MO01

After test fitting the crankshaft, rods and pistons, we determined that small clearance notches were needed at the bottom of each cylinder bore (biased towards the rear on the left bank and towards the front on the right bank) for rod bolt to block clearance.

 

MO01

The base of each main web also required slight radius reliefs to obtain crankshaft counterweight to block clearance. We maintained a minimum of 0.060″ clearance at all rod bolt and counterweight to block interference areas.

 

 

MO03

The inboard face of the oil pickup tube boss also required slight chamfer clearancing due to the extended stroke, where the No. 1 rod’s bolt head slightly kissed the test-installed pickup tube base.

 

 

MO04

All casting flashings were relieved throughout the block in the crankcase area, main webs, lifter valley drainback ports, etc. in order to remove any potential stress risers.

 

 

MO04A

Prior to main bore align honing, all main cap mating faces were relieved by 0.002″ in order to create a smaller, non-round bore which then allowed align honing to achieve concentric bores at the desired diameter.

 

MO05

Here the block’s main bores are align honed at Koffel’s Place, re-establishing an aligned row of concentric main bores.

 

 

MO06

Deck plates were secured to each bank, installed with pre-crushed head gaskets, with head bolts torqued to 70 ft-lb. The use of deck plates serves to pre-stress the block, mimicking the installed cylinder heads. This allows you to achieve more consistent and round bores once the heads are installed.

 

MO07

Our cylinder bores were final-honed to 4.3755″, providing a piston skirt clearance of 0.005″.

 

 

CAMSHAFT

My initial thought was to go with a roller cam, but Scott Koffel talked me out of it. Using a solid roller seemed like a good idea, but Scott noted that depending on the style of roller lifters, the lifter oil holes in the lifter bores can be exposed during operation, requiring bushing the bores and modifying the oil passages. We opted to stick with a hydraulic flat tappet cam to simplify things and still make good power. Scott’s initial choice was to go with Mopar Performance’s “purple” cam that features a .509” lift with 248/248 duration at 0.050” and a lobe separation angle of 114 for good engine vacuum (this is Mopar’s P/N P5007698AE). Scott’s experience with 400-block builds is quite extensive. He noted that he can actually obtain higher revs with the flat tappet cams as opposed to roller cams, so we went with his recommendation.

Obtaining the cam and lifter kit (as well as the rocker arm shafts and shaft hold-down kit) was done through Summit Racing, since they carry a full inventory of Mopar Performance products (in addition to just about every other brand under the sun). Luckily, since Summit’s main Ohio warehouse is a mere 35 miles from my shop, even ground UPS gets my orders into my hands in one day. This is a great convenience, knowing that I can order anything I need, even at the last minute.

 

 

 

MAIN AND ROD BEARINGS

The Scat crankshaft features a 0.125” radii at main and rod fillets, in order to provide added strength. This requires the use of “narrow” bearings on both mains and rods. In order to address this, we chose Mahle Clevite rod bearings P/N CB-527HND. In order to take care of the main bearings, I shipped my set of Clevite MS876P bearings to Akerly & Childs in California for narrowing, where they remove 0.050” from each side of numbers 1-4 bearings (Note: you can send your bearings to them for narrowing, or you can buy already-narrowed bearing sets directly from Akerly & Childs). The cost for this precision narrowing is minimal and they turn the job around in one day (plus shipping time). Scott Koffel routinely has this modification performed for the majority of his Mopar-build main bearing sets in order to assure proper bearing clearance at the fillets and to achieve proper bearing crush when using performance aftermarket crankshafts. While the Mahle main bearings already feature a generous chamfer to accommodate larger radius fillets, narrowing won’t hurt anything and will eliminate any potential for fillet contact.

 

 

WINDAGE TRAY

Following Scott Koffel’s recommendation, I obtained a Mopar Performance windage tray P/N P5007345, from Summit Racing, designed to clear a 4.150” stroke. The tray will simply need a minor clearancing to accommodate the extended Moroso oil pickup tube.

 

 

CRANKSHAFT

Our Scat forged crank features a 4.150” stroke (providing an additional 0.770” stroke as compared to the OE 3.380” stroke). Main journal diameters measured 2.625” and rod journals measured 2.374”.

Our crankshaft typifies Scat’s attention to detail. Each main and rod journal measured exactly to spec, with generous 0.125” radius fillets for added strength. I also checked the crank for runout, and as expected, I measured zero runout. Oil holes are neatly chamfered for efficient oil paths.

Note: The Scat crank rear main journal’s seal area was finished with a smooth surface. If you encounter a crank that features a serrated contact surface for the rear main seal, you must use a rope-type rear seal. Using a neoprene seal will result in an oil leak due to eventual seal deformity. If your crank features a non-serrated (smooth) seal surface, the neoprene style seal is the best choice.

 

MO08

Our Scat forged crankshaft features a 4.150″ stroke. Along with our finished cylinder bore size, this achieves a displacement of 499 cubic inches. The smaller main bore and main journal size of the 400 block (as compared to the 440 block) provides slightly reduced rotating mass.

 

 

 

 

CONNECTING RODS

My choice for this build required the use of 6.760” connecting rods. I selected a set of forged H-beam beauties from Scat, fitted with 8740 ARP rod bolts.

Each Scat rod and cap are laser-etched with matching numbers, which easily allows you to keep each cap coded to its rod during disassembly, test fitting and reassembly work. Remember: all finished rods are honed to size by the manufacturer, requiring that mated rods and caps are always mated together. Mixing caps and rods can lead to rod bearing misalignment. Since Scat already etches their rods and caps with matching numbers, there’s no need to stamp additional identification numbers.

 

MO09

Our connecting rods are Scat’s forged H-beams, featuring a 6.760″ center-to-center length. The rods are equipped with ARP 7/16″ 8470 rod bolts which are also dimpled at each end to allow bolt stretch monitoring during assembly.

 

MO10

Our JE forged/CNC machined pistons feature a compression distance (from center of pin bore to piston deck) of 1.113″. Combined with our final block deck height, crank stroke and rod length, our pistons will be placed at 0.025″ below deck at top dead center.

 

 

 

CLEARANCING ISSUES

Rod big end to block clearance and counterweight to block clearance checking is a must whenever you increase crank stroke. With a 4.150” stroke crank in a Mopar 400 block, clearancing the bottom of the bores for rod big end bolt head clearance required an offset notch of roughly 0.200” – 0.210” deep by about 0.890”wide at the bottom of each bore, offset to align with opposing cylinder rod bolts. In addition, the base of each main web required slight clearancing for the edges of the crank counterweights Where the main webs meet the block above the bearing saddles (where the main web meets the bottom of the bores), roughly 1/16” was removed, creating a slightly radiused “fillet” area to prevent the edges of the counterweights from rubbing.

The boss that accepts the oil pickup tube also requires a chamfered relief immediately below the No. 1 cylinder bore in order to clear opposing rod big end bolt head. The only remaining clearance issue involves the base of the oil pump pickup tube where an interference at the rod big end shoulder occurs. Depending on the specific pickup tube design and the connecting rod design, this may be addressed by relieving the pickup tube or by removing a bit of material from the rod shoulder. Since the Scat rods are already profiled for stroker applications, removing material from the rod shoulder was out of the question, as this could easily weaken the rod. In our case, the Moroso oil pickupo tube features a thick-wall base. I simply screwed the pickup into the boss, with the pickup oriented at the center of the block and marked the area of the tube base where clearance was needed. With the tube removed, I gently chamfered the tube base, removing about 1/16” of material.

 

 

BLOCK OILING MODS

Both high volume / standard pressure and high pressure /standard volume oil pumps are available. Per Scott Koffel’s advice, we chose a Melling Select M-63HV pump that features 20% higher volume and standard pressure. If increased pressure is desired, the spring is shimmed with a flattened ¼” lock washer.

 

 

BLOCK EXTERIOR

Since I’m way to anal when it comes to a block’s exterior appearance, I spent three days dressing the block’s exterior surfaces using a combination of cut-off wheels, mini belt sanders, die grinders and Roloc abrasive pads. I first eliminated all of the ugly casting seam and edge flashings, followed by dressing those areas to obtain a smooth, uniform surface. Luckily, the majority of the block side surfaces were already relatively smooth and uniform, as compared to other OE blocks that I’ve worked on. Once all machining is complete, a coat of a heavy-build epoxy primer (followed by lots of sanding with 120 through 400-grit paper) should make the block look like creamy-smooth.

 

 

BLOCK MACHINING

Cylinder bores were oversized to a finished diameter of 4.3755” on Koffel’s Sunnen honing machine (OE bore spec was 4.340”). BHJ deck plates were installed to both decks (with already-crushed head gaskets in place), and torqued to 70 lb-ft. After the JE piston skirts were measured at 4.3700”, oversizing began with 180-grit diamond roughing stones, removing 0.027”. This was followed by passes with 220 stones, and finalized with 280. Final honing was performed to a final 4.3755” (providing a piston skirt clearance of 0.0055”).

Once the main caps were shaved by 0.002” and installed using ARP main studs and torqued to 100 lb-ft. The main bores were then align-honed to the loose side of the OE spec at  2.8185”.

Lifter bores were simply honed for cleanup for lifter bore clearance at 0.0015”.

With the crank, rods and pistons mock assembled to check TDC relative to the block decks, we found that pistons were 0.036” below deck (plus, not surprising for a production block, the decks were not parallel or square. In order to establish the decks parallel to the crank centerline, 0.007” was removed from the front, graduating to a removal of 0.011” at the rear, with remaining material removed to establish a final block deck height of 9.955”. This places our pistons at a uniform 0.025” below deck.

Considering our block deck height, location of pistons to the deck, piston dome volume of +5cc, an anticipated 0.040” head gasket crush and the 84cc combustion chambers in our Edelbrock heads, our static compression ratio was calculated at 10.6:1.

Note: Head gaskets that feature stainless steel rings are to be avoided when using aluminum heads, as the hard combustion chamber rings won’t crush sufficiently and can dig into the softer aluminum heads.

Note: Now that our block has been machined, I’ll continue to dress the block exterior, dressing and smoothing surfaces in preparation for final paint. In addition to the performance and functional aspects of the build, I intend to produce a show-quality appearance

 

 

MO16

After test fitting the crank, rods and pistons to determine the required deck surfacing (in order to both achieve our desired block deck height and to square the block decks), the block was set up on Koffel’s surfacing cutter and zero’d.

 

MO17

Both block decks were cut in order to make them both parallel to the crankshaft centerline and to establish our piston TDC point at 0.025″ below deck.

 

MO18

Once the block was thoroughly washed, the Mahle-Clevite camshaft bearings were installed, aligning the bearing oil holes to the feed holes in the upper main saddles. Mopar blocks require stepped cam bearings, with a specific diameter bearing installed at each of the five cam bore locations.

 

 

MO19

A new bronze bushing was installed for the oil pump intermediate shaft. Here Scott Koffel uses a pre-sized bushing, driving it into the block using a spare intermediate shaft as a guide. This prevents the bushing from deforming during the interference fit.

 

MO20

The installed bronze shaft bushing will accept the intermediate shaft without the need to hone the bushing ID to size.

 

 

REAR MAIN SEAL

The Mopar bigblock features a separate aluminum rear main seal retainer that bolts to the block immediately behind the No. 5 main cap. The OE retainer housing, or “cap” is a cast aluminum piece that’s prone to cracking if previously mishandled. Instead of digging up a used retainer, I purchased a machined billet piece from Mancini Racing for about $70, which included bolts and seals (even though I used our Victor seals, which were fully compatible). The kit includes a pair of locating pins to register the cap (insert pins to locate the cap, remove one pin at a time and install the bolts). The rear seal cap bolts will be tightened to 20 ft-lbs.

 

 

CRANKSHAFT BALANCING

As expected, when weighing our pistons and rods, the JE pistons all weighed in within 0.5 gram, and the Scat rods all weighed in within  less than 1 gram rod-to-rod. With today’s machining technology, it isn’t like the old days when you had to find the lightest piston or rod and then remove material from the rest in order to obtain a matched set. We had no need to correct any of our pistons or rods.

Bobweights were made according to our measured weights for pistons, piston pins, rings and support rails, pin locks, rod small ends, rod big ends, rod bearings and an allowance for oil.

 

OUR BOBWEIGHT CARD

Rod rotating………………594g

Rod rotating………………594g

Rod bearing……………….  54g

Rod bearing……………….  54g

Oil allowance………………  4g

Piston………………………489g

Wristpin……………………151g

Locks (1 set)………………    5g

Rings (1 set, w/rail)……….  62g

Rod reciprocating…………285g

Bobweight total…………..2292g

 

Note: 50% reciprocating; 100% rotating

 

MO11

Once Koffel’s Place weighed our rods, pistons, rings, pins, pin locks and rod bearings, bobweights were assembled at a weight of 2292 grams.

 

MO12

Bobweights were installed to the crankshaft, centered on the rod pins and at 90-degrees to each other.

 

MO13

Upon the initial test spin on the crankshaft balancer, it was found that weight removal was required at the front and rear counterweights.

 

 

MO14

The computer balancer indicated that weight removal at the front counterweight location would exceed the leading edge of the counterweight, so in order to compensate, the front counterweight was drilled to accept a small slug of Mallory metal (heavy tungsten). This moved the dynamic balance plane further into the mass of the counterweight, allowing the needed weight removal.

 

MO15

In order to remove initial weight, as well as to provide slight additional counterweight-to-block clearance, the counterweights were slightly reduced in radius on a lathe. This was followed by strategic weight removal from the outer edges of the front and rear counterweights by drilling shallow holes for final weight removal to achieve final balance.

 

 

 

With the bobweights established, each bobweight was installed to the crank, 90-degrees from bobweight to adjacent bobweight. Weight removal was required on the front and rear crankshaft counterweights. Removal from the front counterweight was required beyond the end of the counterweight, so a slug of tungsten (Mallory metal) was installed to the trailing end (the counterweight was drilled horizontally, the weight installed and welded in place). This provided enough added mass to allow removing weight from the counterweight outer edge to achieve balance. The outer edges of the counterweights were also shaved on a lathe, to minimize the removal required by drilling. The process took a while, but the results were worthwhile. The crank was balanced to within 0.75g. The crankshaft is internally balanced. This means that a zero-balance damper and zero-balance flywheel are required. An externally balanced crank would require the damper and flywheel to be attached to the crank during balancing, thereby dedicating the damper and flywheel to that crank. Internal balance, since the damper and flywheel are zero-balanced, allows you to easily replace either the damper or crankshaft or both in the future without the need to re-balance the crankshaft.

 

 

CYLINDER HEADS

Our aluminum heads were sourced from Edelbrock. The  Performer RPM fully-assembled head P/N 60929  features 15-degree angled spark plug ports and 84cc combustion chambers, which will suit our desired compression ratio target in the 10.6:1 range.

An alternative (for slightly higher compression ratio) are aluminum heads from Mopar Performance, P/N 5153524. These are fully-assembled heads featuring 84cc combustion chambers, 210cc intake ports, 2.140” intake valves, 1.810” exhaust valves, chromoly steel retainers, positive stop valve stem seals, bronze valve guides and steel seats. The heads feature standard position intake and exhaust ports and straight spark plug ports. These heads are designed to mate to 413, 383, 400, 426 and 440 Mopar blocks.

Note: Unlike OE Mopar heads, the Edelbrock heads feature angled spark plugs. Because of this, not all header manufacturers offer headers that will accommodate the angled plugs. Edelbrock and Scott Koffel recommends using TTI Exhaust, which offers both shorty and long-tube headers that will suit either straight or angled spark plug cylinder heads.

I’ll provide full details and specifications for the heads in a future article as this build series progresses.

 

 

ROCKER ASSEMBLY

The Mopar “B” engines utilize a shaft-mounted rocker system. For this build I chose a substantial upgrade to Crane aluminum roller rockers, P/N 64790-1, in the original 1.5:1 ratio. These rockers feature a beefy and strong body structure, heavy duty roller bearing trunions for valve contact, a cutaway relief on the underside of the valve area to accommodate larger diameter spring retainers, and the required offset threaded adjuster holes in order to align the pushrods to the rockers. Included in the kit were hardened ball-tip threaded adjusters and nuts, and 0.015” shaft spacer shims and springs. Crane also supplies a bottle of their high pressure lubricant for the threaded adjusters, adjuster ball tips and roller bearings. I sourced Mopar Performance rocker shafts, P/N P4529101 from Summit Racing, along with a set of Mopar Performance billet aluminum rocker shaft hold-down hardware P/N 5249714. An OE-style hold-down kit would be acceptable from a function standpoint, but the blue anodized hold-downs were too pretty to pass up. Instead of using OE type springs between rockers, we’ll use billet aluminum spacers and shim accordingly to obtain precise rocker arm placements. I’ll provide full details concerning the valvetrain in a future article installment.

 

 

WATER PUMP

Whenever I can utilize an electric water pump, I prefer this as opposed to a mechanical pump, since it not only frees up a belt drive, reducing that little bit of drag on the crank, but because the Meziere pumps spit out a dependable, constant push of coolant through the block for superior cooling. And besides, it just plain looks nifty. For this build, I opted for a model WP106S in a black finish in order to contrast nicely against the planned “Hemi” orange of the block and timing cover. The pump included optional heater hose straight –AN fittings, along with a 1 ¾” water neck. The Meziere pump features a choice of right or left position neck for the lower radiator hose, which is a nice idea, accommodating either lower hose location depending on the radiator of choice and the vehicle engine bay configuration. An anodized aluminum plug is provided to seal off the unused port.

 

BUT WAIT: THERE’S MORE

As I mentioned at the beginning of this article, this is simply an overview and introduction to the build. The next article will delve into test fitting and various assembly steps in great detail.

 

 

OUR PARTS LIST (TO DATE)

 

BLOCK…………………………………OE 400 CORE (bored/honed to 4.3755”)

CRANKSHAFT…………………….…..Scat 4-383-4150-6760-2374 forged

CONNECTING RODS……………..…..Scat 2-440-6760-2374-990

PISTONS………………………….……..JE 213460 (w/0.990” wrist pins)

CYLINDER HEADS………………….….Edelbrock 60929 Perf. RPM (84cc chambers)

OPTIONAL CYL. HEADS………………Mopar Performance 5153524 (84cc chambers)

MAIN BEARINGS……………..…….…Mahle-Clevite MS876P (narrowed)

ROD BEARINGS…………………….…..Mahle-Clevite CB527HND

CAM BEARINGS……………………….Mahle-Clevite SH2152S

MAIN STUDS……………………..……ARP 145-5603

DISTRIBUTOR………………………….MSD 8545 Pro-Billet

CRANK TRIGGER…………………..…MSD 8636

SPARK PLUG WIRES…..………………MSD 31189

IGNITION CONTROLLER……………..MSD 6AL

STARTER………………………………..MSD 5098 DynaForce

STARTER BOLT KIT………………..…Totally Stainless 6-3245

CRANK DAMPER…………………….…Fluidampr 720311

CRANK DAMPER BOLT………………ARP 245-2501

CAMSHAFT & LIFTER KIT..………..…Summit Racing, Mopar Perf. P5007698

ROCKER SHAFTS………………….…Summit Racing, Mopar Performance P4529101

ROCKER HOLD-DOWN KIT……….…..Summit Racing, Mopar Performance 5249714

PUSHRODS…………………………………Trend Performance, 8.318″ BOC

ROLLER ROCKERS………………….….Crane 64790-1 (1.5:1)

CYLINDER HEAD GASKETS………….Cometic C-5464-040 (4.500″ bore / 0.040″ thick)

CYLINDER HEAD BOLTS……………..ARP 445-3706

BLOCK DECK DOWELS……………….0.250” x 0.625”

CRANKSHAFT KEY………………….…Mopar P5249822

REAR MAIN SEAL…………………..….Mahle-Victor JV604

TIMING COVER GASKET KIT……..….Mahle-Victor JV834

OIL PAN GASKET………………………..Mahle-Victor OS31416

EXHAUST GASKETS…………………….Mahle-Victor 95026SG

INTAKE MANIFOLD……………….…….Weiand 7533 single plane

FUEL SYSTEM……………………………Holley Terminator EFI system

VALVE COVERS……………………….…Summit Racing SUM-440350

OIL PUMP…………………………….……Melling M-63HV

OIL PAN……………………………………Moroso 20760

OIL PICKUP………………………………..Moroso 24750

OIL PUMP INTERM. SHAFT…………..…Melling IS-63-R

OIL PUMP SHAFT BUSHING…………….Mopar Perf. 1737725

CRANKSHAFT OIL SLINGER……………Mopar P5249636

TIMING SET……………………………….Cloyes 9-3604X9

WATER PUMP……………………….…….Meziere WP106S

WATER PUMP INLET……………….…….Meziere WP1175S

BLOCK PLUG KIT……………………..…..Milodon MIL-34041

WINDAGE TRAY…………………………..Mopar Perf. P5007345

ACCESSORY BOLT KIT…………………..Totally Stainless 6-3123

SPARK PLUGS………………………….…..NGK 7938 (BKR5E)

VALVE COVER ENGRAVING…..…………Plate Engraving

VALVE COVER COATING…………….…..Ace Powdercoating

REAR MAIN SEAL CAP KIT…………….…Mancini Racing MRE223

DISTRIBUTOR HOLD-DOWN BRACKET….440 Source 200-1037

TIMING COVER……………………………..440 Source 121-1012

VALLEY PAN………………………………..440 Source 127-1011

VALLEY PAN RAILS (BILLET)……………440 Source 200-1042

DISTRIBUTOR CLAMP……………………..440 Source 200-1037

TIMING TAB…………………………………440 Source 121-1054

THERMOSTAT NECK (BILLET)……………440 Source 114-1004

FUEL PUMP BLOCK OFF PLATE…………Summit Racing SUM-G243

DIPSTICK ASSEMBLY………………………..Lokar ED-5026

VALVE COVER BREATHERS……………..Edelbrock billet aluminum

BREATHER GROMMETS………………….Summit Racing SUM-G3410

 

 

 

 

 

SOURCE LISTING

 

440 SOURCE

3680 Research Way

Carson City, NV 89706

775-883-2590

www.440source.com

 

ACE POWDER COATING

3663 Massillon Rd.

Uniontown, OH 44685

330-896-6365

www.acepowdercoating.com

 

 

 

 

ARP, INC.

1863 Eastman Ave.

Ventura, CA 93003

800-826-3045

www.arp-bolts.com

 

CLOYES GEAR & PRODUCTS, INC.

6101 Phoenix Ave., Suite 2

Ft. Smith, AR 72903

248-365-0363

www.cloyes.com

 

CRANE CAMS

1640 Mason Ave.

Daytona Beach, FL 32117

866-388-5120

www.cranecams.com

 

EDELBROCK CORP.

2700 California St.

Torrance, CA 90503

310-781-2222

www.edelbrock.com

 

FLUIDAMPR

Horschel Brothers Precision

180 Zoar Valley Rd.

Springville, NY 14141

716-592-1000

www.fluidampr.com

 

GOODSON TOOLS & SUPPLIES

156 Galewski Dr.

Winona, MN 55987

800-533-8010

www.goodson.com

 

HOLLEY PERFORMANCE PRODUCTS

1801 Russellville Rd.

Bowling Green, KY 42102

270-782-2900

www.holley.com

 

JE PISTONS

15312 Connector Lane

Huntington Beach, CA 92649

714-898-9763

www.jepistons.com

 

KOFFEL’S PLACE II

740 River Rd.

Huron, OH 44839

419-433-4410

www.b1heads.com

 

LISTA INTERNATIONAL CORP.

106 Lowland St.

Holliston, MA 01746

800-722-3020

www.listaintl.com

 

MAC TOOLS (wrenches)

505 N. Cleveland Ave.

Westerville, OH 43082

800-MACTOOL

www.mactools.com

 

MAHLE CLEVITE INC.

1350 Eisenhower Place

Ann Arbor, MI 48108-3282

800-338-8786

www.mahleclevite.com

(bearings, rings and gaskets)

 

MANCINI RACING

33524 Kelly Rd.

Clinton Township, MI 48035

800-843-2821

www.manciniracing.com

 

MELLING SELECT PERFORMANCE

P.O. Box 1188

Jackson, MI 49204

517-787-8172

www.melling.com

 

MEZIERE ENTERPRISES

220 S. Hale Ave.

Escondido, CA 92029

800-208-1755

www.meziere.com

 

 

 

 

MOPAR PERFORMANCE

www.mopar.com

 

MOROSO PERFORMANCE PRODUCTS

80 Carter Dr.

Guilford, CT 06437

203-453-6571

www.moroso.com

 

MSD IGNITION

1490 Henry Brennan Dr.

El Paso, TX 79936-6805

915-857-5200

www.msdignition.com

 

PLATE ENGRAVING

2324 Sharon Copley Rd.

Medina, OH 44256-9773

330-239-2155

 

SCAT ENTRPRISES, INC.

1400 Kingsdale Ave.

Redondo Beach, CA 90278-3983

310-370-5501

www.scatcrankshafts.com

 

SUMMIT RACING

800-230-3030

www.summitracing.com

 

TOTALLY STAINLESS

P.O. Box 3249

Gettysburg, PA 17325

800-767-4781

www.totallystainless.com

 

TTI EXHAUST

1555 Consumer Circle

Corona, CA 92880-1726

951-371-4878

www.ttiexhaust.com

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

408 LS PART 4: COMPLETED AND DYNO

 

DYNO1

 

 

Build, text and photos by Mike Mavrigian

 

This final article installment covers the completion of the 408 LS build, along with the engine dyno results. Our radical-looking baby pulled a respectable 670.5 HP at 6500 rpm and 581/7 lb-ft of torque at 4900 rpm.

 

IMG_8546

Read more »

408 LS, PART 3

 

LS01

 

Build, text and photos by Mike Mavrigian

 

 

 

Part 3 of the 408 LS series continues the build, discussing areas including sensors, oil pump, cylinder heads, valvetrain, front cover, water pump and crank damper installations. In Part 4 of the series, we’ll conclude assembly and provide a peak at our dyno run. Just as a heads-up, the engine recently ran on engine dyno and pulled a very respectable 670.5 HP at 6500 rpm, and 581.7 lb-ft of torque at 4900 rpm.

 

Read more »

PROJECT 408 LS PART 2

LS01

 

Build, text and photos by Mike Mavrigian

 

BLOCK PLUGS

Using all new GM plugs, I installed the four threaded water jacket and oil plugs on the outside of the block (three steel 16mm plugs and one brass 30mm plug). These plugs feature straight metric threads. No NPT threads exist on the OE block. The new GM threaded plugs feature thread sealant already applied. If re-using old threaded plugs, be sure to apply Teflon thread sealant. DO NOT install these plugs without thread sealant.

The front oil galley hole (facing the front of the block, this hole is located to the right of the main bore; driver-side) was plugged with a new 16mm-diameter GM P/N 9427693 expansion plug, with a film of RTV applied to the plug perimeter and driven into the block flush with the front block timing cover gasket surface.

Read more »

PROJECT 408 LS, PART 1

PT101

 

Build, photos and text by Mike Mavrigian

 

This build features a GM LS platform, bored and stroked to 408 CID, with a 4.0305” bore and 4.000” stroke. A few of the notable elements include adapting Gen 1 smallblock Chevy valve covers to LS heads and a conversion to carburetion, this time using a tunnel ram intake fitted with dual 4-barrel carbs.

Read more »

ENGINES DISPLAYED AT HOT ROD RESTORATION BOOTH

PE07

Three custom engines will be on display at the Hot Rod & Restoration booth at the 2013 trade show in Indianapolis, March 14-16. The engines, built by Hot Rod & Restoration contributing tech writer Mike Mavrigian, include three distinctly different examples that befit the street rod and resto market.

PE05

  Read more »

NBM ACQUIRES ‘HOT ROD & RESTORATION’ MAGAZINE AND TRADE SHOW

HRR-Acquisition

Bobit Business Media President & CEO Ty Bobit (l) and NBM President & CEO Robert H. Wieber Jr.

 

National Business Media Inc., Broomfield, Colo., has acquired Hotrod & Restoration magazine, its accompanying annual trade show and website from Bobit Business Media, Torrance, Calif.

The change in ownership also includes the precisionenginetech.com technical website.

Read more »

KAASE DEBUTS P-38 WINDSOR CROSS RAM


 

A quick glance at Kaase’s new P-38 cross-ram induction system for Ford Windsor engines immediately conveys two things: its potential to deliver impressive low- to mid-range torque and its inherent low-profile presence to add greater hood clearance—qualities that are often highly valued.

Read more »

DEMON CARB CALIBRATION KIT

 

Demon Carburetion has released a new calibration kit (P/N 1921) that enables engine tuners to dial-in exact air-fuel ratios for each specific engine.

Read more »

TREND OFFERS NEW 5/8-INCH PUSHRODS


 

Trend Performance has announced a new series of 5/8in pushrods for competition engines operating under extreme pressures. These include Mountain motors, Pro Mod, Pro Nitrous, Top Sportsman, NHRA Pro Stock and fast Bracket engines.

Read more »

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