Assembling a 632 Mountain Motor

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ASSEMBLING A 632 MOUNTAIN MOTOR BUILD, TEXT & PHOTOS BY MIKE MAVRIGIAN What it takes to build a 1,115-hp big block, just for the fun of it. PUBLISHED BY

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In this illustrated guide, you’ll get the details to build a 632 Mountain Motor: 1,115 hp on 114-octane race gas on the dyno, fed through a single 1,150-cfm Holley Pro Dominator mounted on a profiler tunnel ram intake. Also included in the guide is a parts list and additional engine building product recommendations.

Transcript of Assembling a 632 Mountain Motor

Page 1: Assembling a 632 Mountain Motor

Assembling A 632 mountAin motor

Build, text & photos By Mike Mavrigian

What it takes to build a 1,115-hp big block, just for the fun of it.

puBlished By

Page 2: Assembling a 632 Mountain Motor

Some folks love to claim that bigger is not always better. While that may be true in some cases, let’s face it—when the

conversation turns to displacement, well, bigger is just plain better.

The basis of our build began with a stout, no-nonsense Dart Big M iron block that features a 10.2-inch deck height. We hogged the bores to 4.600 inches, and mated this to a whopping 4.75-inch Lunati stroker crank. Compression ratio is 16:1, with no aided boost or nitrous.

We call it a 632 Mountain Motor. She pulled 1,115 hp on 114-octane race gas on the dyno, fed through a single 1,150-cfm Holley Pro Dominator mount-ed on a profiler tunnel ram intake.

While any custom engine build requires close attention to detail, a build of this na-ture certainly doesn’t represent a “bolt-to-gether-and-go” approach. Due to the intri-cacies involved in clearancing the block due to the long stroke, clearancing the block lifter bores and cylinder heads for fat and offset pushrod clearances, setting the ad-justable-height distributor for proper gear mesh, setting and adjusting the intricate shaft-mounted rocker system and valve lash and port matching the intake manifold (to name but a few of the required tasks), this level of build requires a great deal of serious attention to detail.

In this case, the considerable investment of time proved worthwhile.

CrAnK FitI first verified our main bearing bores, which mic’d out at 2.9375 inches. We mock-installed the steel Lunati 4.750-inch stroker crank using Clevite Tri-Armor main bearings, tightening the main cap bolts to a value of 100 foot-pounds (with moly on threads and bolt underheads).

Installed main bearing diameters mea-sured 2.7535 inches. Our crank main jour-nals mic’d at 2.7495 inches, providing us with main bearing clearance at 0.004 inches.

Crank endplay measured 0.007 inches.One obvious concern, given the 4.750-

inch stroke of the crank, was counter-weight-to-block clearance. Happily, we had gobs of clearance, with the tightest spots at about a healthy 1/4-inch.

With the coated Clevite upper main bearings installed to the block saddles and the lower bearings to the caps, all exposed bearing surfaces were coated with Royal Purple Max-Tuff assembly lube. The cen-ter 1/2-inch main cap bolts were snugged first, followed by tightening the outboard bolts (caps No. 2, 3 and 4 feature splayed locations).

I addressed the center cap (No. 3) first, followed by No. 2, No. 4, No. 1, and then No. 5. All bolts were initially snugged to 20 foot-pounds, followed by 40, then 70 and finally 100. Crank rotation was ob-served following each tightening step, with the crank rotating with an applied force of about 1.5 foot-pounds once all caps were fully clamped (not bad, considering the new two-piece rear main seal).

Crankshaft endplay was measured at 0.007 inches (spec is 0.006 to 0.008 inch-es).

roD FitUsing our Clevite Tri-Armor rod bearings, I test-assembled all of the Lunati Pro Mod steel rods (with pistons in place), tightening

the ARP 200 7/16-inch rod bolts to a stretch value of 0.005 to 0.0055 inches. With our installed rod bear-ing diameter at 2.20325 inches and our rod journals at 2.200 inches, oil clearance was noted at 0.00325 inches.

On average, I found only about 0.032 inches of clearance at the tightest point between the rod big end and the block pan rail inboard edge. After marking each location on the rail, I emptied the block and ground pocket reliefs to achieve ap-proximately 0.080 to 0.100 inches clearance (0.060 inches would be adequate, but I went a fudge deeper

as long as I was at it).Basically, I cut reliefs at the pan rail in-

board edges at a width of 1.05 inches (rod big end thickness is 0.990 inches), a depth of about 0.055 to 0.065 inches and a height from the pan rail surface of about 0.300 inches. I used a die grinder with a spiral-tooth radius-nose cutting bit to create the pockets, followed by a smooth-out and blend with the mini belt grinder, using 120-grit belts followed with 320-grit.

When I mocked-up a piston/rod assem-bly onto the crank and rotated, I noticed a portion of the rod big end encroaching into the cam tunnel. The radius hump on the upper portion of the big end needed to be reduced slightly (maybe 0.020 inches or so) to ensure camshaft clearance. Considering the 4.750-inch stroke, this didn’t come as a big surprise.

I relieved this small hump (the hump op-posite from the bearing tang side) and re-balanced the rods.

While the rod big end clearancing allows the rods to clear the cam, I noticed that these same rod big end shoulders rotate very close (“ouch-close”) to the inboard edges of the cylinder bore bottoms (to the tune of about 0.015-0.020 inches clearance). In order to gain insurance clearance here, I ground an additional 0.080 inches, creating wide pock-ets to clear the rods. (See website article for complete dimensions.)

EnginE build:632 Mountain Motor

Page 3: Assembling a 632 Mountain Motor

EnginE build:632 Mountain Motor

CYlinDer Honing, bAlAnCingThe block was final-machined at Gressman Powersports in Fremont, Ohio. After CNC verifying all block dimensions (relative to the main bore centerline) and after measuring the Dart block’s bores, we noted a raw diameter of 4.590 inches. (Dart leaves enough material to allow the builder to obtain desired diameter).

Since our Diamond pistons measured 4.59375 inches, we needed to remove a total of 0.01075 inches in order to achieve the de-sired 0.007-inch clearance. After confirming that our main caps were snugged to 100 foot-pounds, we mounted a pair of BHJ deck plates (tightening these to 70 foot-pounds).

Bore honing began with 500-grit dia-mond stones with a high load setting to hog out the bores to an initial 4.599 inches, followed by a final honing pass

to remove the remaining 0.00175 inches. All cylin-ders were then treated to four passes with silicon car-bide brushes at 30-percent load for a plateau finish.

After weighing all individual components (rod bearings, rings, ring support rails, pistons, pins, pin locks, rod small ends, rod big ends), our bobweights were assembled and installed to the crank.

Individual weights included 619.5 grams for rod big ends, 275.0g for rod small ends, 542.0g for each piston, 160.0g for piston pins, ring packs at 46.5g, ring support rails at 9.5g, rod bearing per-rod sets at 49.5g, spiral locks at 4.5g, and after allowing 8.0g for oil, our bobweights were set at 2,383.5g.

Our Lunati crank spun up beautifully, with no need for correction in the front. She did want a bit of added weight in the rear counterweight. Of course, the desired position was shrouded by the rear flange, so we secured the crank (upright) on a Bridgeport and drilled through the flange and into the counter-

Below left: Our Dart block was

delivered with a raw cylinder

bore diameter of 4.590 inches,

requiring hone removal of only

0.01075 inches to obtain our de-

sired piston clearance. Below

right: The Dart Big Chief II heads

are cast from virgin 355-T61

aerospace alloy and CNC ma-

chined. Features include 11-de-

gree rolled valve angles, raised

ports and a spread port design for

maximum efficiency. These heads

have proven very successful in

NHRA Pro Stock drag racing.

Far left: The Dart Big M iron

block provides an outstand-

ing foundation for this level of

build. Among the many per-

formance-oriented enhance-

ments is a high nickel con-

tent for increased strength

and stability, 10.2-inch deck

height, steel billet main caps

and a vastly improved priority

main oiling design as com-

pared to a stock GM block.

left: Our Lunati forged

steel crank features a seri-

ously long 4.750-inch stroke,

chamfer-relieved counter-

weights and 2.7495-inch

main journals. Test-fitted with

installed Clevite main bear-

ings at 2.7535 inches, our

main bearing clearance is

0.004 inches. Installed crank

endplay was measured at

0.007 inches.

Page 4: Assembling a 632 Mountain Motor

EnginE build:632 Mountain Motor

weight, and followed by adding a 1-inch-di-ameter tungsten slug into each hole (flange and counterweight).

After re-spinning the crank, we fine-tuned by shaving a bit of weight (about 10g) from the shoulder of the rear counter-weight using a die grinder. Our final bal-ance was within 0.08g, which is tighter than needed, so after a quick journal polish, we were good to go.

CAmsHAFt, PistonsCrane was kind enough to machine a cus-tom grind steel billet solid-roller stick for us. (See website for grind number and special firing order details). Effective lift (with our raunchy 1.85:1 rocker ratio) is almost a full inch—woof!

I enlisted Diamond to make our cus-tom pistons. At a measured 4.5937 inches, they’re huge. (And beautiful, too!) When I thought about how these puppies were go-ing to squeeze against the Dart Big Chief II chambers, I couldn’t help getting all giddy with anticipation.

The pistons began as high-density forg-ings (DRP76X), and were CNC-machined to the finished state. The custom dome fea-tures a dish, along with valve reliefs for both intake and exhaust valves.

The intake valve depth is 0.270 inches, while the exhaust valve depth is 0.064 inches. In combination with a compression height of 1.120 inches, 0.005-inch deck clearance, our Victor MLS gaskets and the 56cc combustion chambers, this should give us a tidy 16:1 compression ratio.

The pins are full-floaters, and are designed to be secured via Spirolox retaining rings (0.990-by-0.043 inches). Diamond noted that the installed wall clearance for these pis-tons should be 0.0070 inches. They specify that piston diameter must be measured 90 degrees to the pin bore, at a distance of 0.700 inches down from the oil land.

belt DriVe, HeADs, sHAFt roCKer sYstemInstead of using a conventional oiled timing chain setup, we opted for Jesel’s way-cool

above: Again, due to the extended

stroke, the block pan rails required

minor notching for each rod’s big

end clearance. Note the area to be

notched adjacent to the number 8 rod.

left: Cylinders were final-honed to

4.60075 inches, requiring removal

of only 0.01075 inches in order to

obtain the needed 0.007-inch piston-

to-wall clearance. Honing began with

500-grit diamond stones, finishing

with plateau brushes.

left: Our Lunati I-beam forged rods fea-

ture a center-to-center length of 6.700

inches. Test-fitting revealed a healthy as-

sembled 0.020-inch side clearance.

Below: During-test fitting with an ex-

tended stroke, always check rod big end

clearance to the camshaft.

Page 5: Assembling a 632 Mountain Motor

belt drive system. This offers adjustability, precise cam timing and the belt soaks up any operational harmonics. (The complete step-by-step assembly is detailed on the website in Part 3 of the 632 build series.)

Our massive aluminum heads are Dart’s famed 11-degree Big Chief II units, CNC machined, fea-turing 56cc chambers, 497cc intake port volume, with 2.470-inch titanium intake and 1.800-inch ex-haust valves. Intake valve angles are 11 degrees and exhaust valve angles are 7 degrees. These are heavy-breathing heads, with intake ports darned near big enough to accept our fists.

Our rocker system is Jesel’s shaft roller setup fea-turing a very healthy 1.85:1 rocker arm ratio. The first order of business is to install the rocker stands. Each head requires one long stand, positioned across the upper (inboard) area of the rocker gal-ley, in addition to four individual stands across the lower (outboard) area.

In order to handle the demands of this engine, I ordered a set of extra-beefy custom pushrods from Manton. Considering the open valve spring pres-sure (928 pounds) and the length of pushrods need-ed, I ordered 1/2-inch-diameter exhaust pushrods at a total length of 11.124 inches and 7/16-inch-diameter single-tapered intake pushrods in two dif-ferent lengths, including 10.953 and 10.805 inches.

intAKe mAniFolD, CrAnK triggerDuring test-fitting, I realized that our Profiler Per-formance tunnel ram intake manifold sat a tad high at the Dart block’s rails (a common situation simply due to the tall-deck nature of our block), so I ob-tained a pair of Dart’s billet machined aluminum end-rail spacers.

These spacers are 0.375-inches thick, with ends angle-cut to match the decks. Each spacer features three 0.183-inch holes. In order to prevent the spac-ers from walking out fore or aft (a possibility if I re-lied on RTV alone), I drilled two holes in the block rails (just using the two end holes at the spacers) using a 1/8-inch (measured 0.123-inch) drill and installed 1/8-inch roll pins in the block rails.

I drilled to a depth of 0.375 inches and cut the pins to a length of approximately 0.690 inches, leav-ing about 0.330 inches protruding above the block rails. This allows the spacers to be coated with RTV and securely located onto the rails.

Since the holes in the billet spacers are larger in

our PArts listBLOCK . . . . . . . . . . . . . . . . . . . .Dart Big M with 10 .2” deck height

CYLINDER HEADS . . . . . . . . . . .Dart Big Chief II 11-degree with 56cc chambers

CRANKSHAFT . . . . . . . . . . . . . . .Forged 4 .75” stroker from Lunati, P/N BS-421 MN

(counterweight radius @ 3 .700”)

CONNECTING RODS . . . . . . . . . .Forged I-beam Pro Mod 6 .700” Lunati, P/N LB01

CAMSHAFT . . . . . . . . . . . . . . . .Custom billet steel mechanical roller from Crane,

P/N13-R001027; grind no . R-288/5201-2S-14 SFO

LIFTERS . . . . . . . . . . . . . . . . . . .Crane offset solid roller Ultra Pro R/T rollers P/N 13571-16

RETAINERS/KEEPERS . . . . . . . . .Crane titanium set P/N 99681-16

VALVE SPRINGS . . . . . . . . . . . . .Crane triple spring set P/N 96848-16

MAIN BEARINGS . . . . . . . . . . . . .Clevite Tri-Armor P/N MS-829 HXK

ROD BEARINGS . . . . . . . . . . . . .Clevite Tri-Armor P/N CB-743 HXK

OIL PUMP . . . . . . . . . . . . . . . . .Moroso billet gerotor P/N 22167

OIL PAN . . . . . . . . . . . . . . . . . . .Moroso 2-pc welded billet aluminum, P/N 20376

CARBURETOR . . . . . . . . . . . . . .Holley Ultra Dominator 1150 cfm, P/N 0-80673

INTAKE MANIFOLD . . . . . . . . . . .Profiler P/N 187-10

RAIL SPACERS . . . . . . . . . . . . . .Dart P/N 62220006

INTAKE MAN . GASKETS . . . . . . .Dart P/N 65002155

TIMING/COVER . . . . . . . . . . . . . .Jesel belt drive kit KBD-32000

VALVE COVERS . . . . . . . . . . . . . .Moroso welded aluminum P/N 68334

ROCKER ASSEMBLIES . . . . . . . .Jesel shaft roller rocker system P/N KPS 24347

(1 .85:1 int & exh)

PUSHRODS . . . . . . . . . . . . . . . .Manton 7/16” X 10 .805 & 10 .953” int; ½” X 11 .124” exh .

PISTONS . . . . . . . . . . . . . . . . . .Diamond custom

DISTRIBUTOR . . . . . . . . . . . . . . .MSD billet, P/N 85501

CRANK TRIGGER . . . . . . . . . . . .MSD flying magnet kit P/N 8620

DIST . CLAMP . . . . . . . . . . . . . . .MSD P/N 8110

SPARK PLUG WIRES . . . . . . . . . .MSD 8 .5mm Super Conductor P/N 31239

WATER PUMP . . . . . . . . . . . . . . .Mezier WP300

DAMPER . . . . . . . . . . . . . . . . . .ATI 8” Super Damper P/N 917062

CYL . HEAD GASKETS . . . . . . . . .Victor MLS P/N 54271

VALVE COVER GASKETS . . . . . . .Victor VS50191HTC

THERM . HOUSING GASKET . . . . .Victor (alum . W/silicone seal) P/N C21331

REAR MAIN SEAL . . . . . . . . . . . .Victor 2-pc P/N JV705

EXH . GASKETS . . . . . . . . . . . . . .Victor Nitroseal Pro-Stock P/N 95178SG

FASTENERS . . . . . . . . . . . . . . . .ARP

Head studs # 235-4312

Header studs # 400-1403

Oil pan studs # 435-1901

Balancer bolt # 235-2501

Carb stud kit #400-2414

Intake manifold bolt kit # 435-2101

Timing cover bolt kit #400-1501

Thermostat housing bolt kit # 430-7401

Flexplate bolt kit # 200-2902

Valve cover stud kit # 400-7615

Distributor stud kit # 430-1701

Water pump bolt kit # 430-3201

ARP moly assembly lube # 100-9906

EnginE build:632 Mountain Motor

Page 6: Assembling a 632 Mountain Motor

diameter than the roll pins, this allows the spacers to self-center left-to-right when the heads are installed.

Our MSD flying magnet crank trigger kit included ev-erything needed for an easy installation. Even with mess-ing around with a few minor mods, total installation time was a mere 30 minutes.

With the No. 1 cylinder under compression at TDC, the trigger wheel mounts to the face of the 8-inch ATI Super Damper with one of the wheel’s magnets aligned with the center of the non-magnetic pickup. The wheel features a handy arrow to indicate rotational direction, to

prevent someone from installing the wheel backwards.Once everything is set, the three mounting bolts are tightened to a value of 25-30 foot-pounds.In order to achieve a nice alignment of the magnet to the wheel (fore/aft), I installed the main

mounting bracket to the block using 0.400-inch-thick spacer shims between the bracket and block at both of the 7/16-inch bolt locations. These shims are provided with the kit.

Due to a clearance issue between the threaded plate that secures the pickup bracket to the main bracket and our Moroso oil pan, I milled about 0.060 inches from the rear of the plate

and from the tip of the pickup bracket’s dowel pin.My distributor of choice is one of MSD’s Pro Billet units, featuring a lockout (no me-chanical advance and a small enough diameter to clear the intake manifold upper ple-

num).A lengthy process of fitting the distributor to accommodate this build required test fitting, measuring and machining modifications to achieve proper gear depth

engagement. (See the website for details.)

EnginE build:632 Mountain Motor

right: Scott Gressman installs

our bobweights to the Lunati

crankshaft. Weight correction

to the crank was minimal. Spin

balancing achieved a toler-

ance of a mere 0.08 grams.

Below: The toothed belt drive

(as opposed to chain drive) is

designed to absorb valvetrain

harmonics.

Page 7: Assembling a 632 Mountain Motor

VACuum PumP, oil PumP & PAnJones Racing supplied a vacuum pump system featuring its light-weight billet aluminum vacuum pump. This is a two-stage gear-style vacuum pump that runs at 50-percent of engine speed and pulls a constant 15psi, providing enhanced piston ring seal.

The negative pressure created by the pump results is less resis-tance on the pistons during the compression downstroke, result-ing in faster piston acceleration. This constant vacuum also helps to draw parasitic oil from the ro-tating assembly (theoretically in-creasing power), and allows the oil pump to function with less

resistance, which also aids oil flow.

In order to avoid pump pickup cracking (due to anticipated harmonic stress), I opted for a very beefy bil-let gerotor-type oil pump from Moroso. This billet pump features a built-in pickup incor-porated into the bottom of the pump body, so there’s no external pickup to vibrate loose.

The matching oil pan to accommodate the Dart block and this pump is Moroso’s billet 2-piece aluminum pan, which also features extra-wide rail spacing both to match the Dart block and to provide added rod clearance.

tHe DYno runI transported the engine to Gressman Powersports in Fremont, Ohio, that employs a state-of-the-art SuperFlow engine dyna-mometer. After readying the engine on the dyno and priming with seven quarts of 30W oil, initial timing was set at 25 degrees. All timing adjustments were made at the MSD crank trigger sensor (by moving the sensor in relation to the trigger wheel).

Scott Gressman allowed her to run for a few minutes at around 1,400-1,500 rpm while monitoring the vitals. We immediately had about 65 pounds of oil pressure (which bumped to 80psi during pulls), and no leaks occurred anywhere on the motor.

After allowing the engine to warm up, Scott shut her down and re-checked hot valve lash, setting all valves at 0.028 inches.

The first hard pull, with timing set at 27 degrees, netted 1,098 hp at 7,150 rpm. A second pull, with timing at 30 degrees, yanked 1,105 hp at 7,150 rpm. The final pull, at 32 degrees timing and with the camshaft retarded 3 degrees, produced 1,115.5 hp at 7,100 rpm.

We felt comfortable that with more timing tweaks, and perhaps switching to dual 1050 carbs, we would likely hit somewhere between 1,150 to 1,200 hp, and I was surprised at how incredibly responsive the engine was.

(And the horrific shriek she made at high revs was both scary and wonderful. She’s definitely a nasty lil’ rat!)

We hope you’ve enjoyed the project and above all, we hope that the information we’ve provided is of some benefit. Again, this article is a very brief overview. The entire build is fully detailed in a six-part series that can be viewed at www.precisionenginetech.com.

Mike Mavrigian has written thousands of technical articles over

the past 30 years for a variety of automotive publications, in addition

to writing nine automotive technical books for four different publish-

ers. Mike also owns and operates Birchwood Automotive in Creston,

Ohio, where he builds custom engines, street rods and performs

vehicle restorations. Mike can be reached at 330-435-6347 or birchwdag@frontier.

com. Birchwood’s website is www.birchwoodautomotive.com.

PE

Jesel roller rockers are in-

dividually shaft-mounted.

Notice the offset angles

required for the Big Chief

II heads.

Above: On Gressman Powers-

ports’ SuperFlow dyno, the 632-

ci engine pulled a respectable

1,115.5 hp at 7,100 rpm and

864.2 foot-pounds at 5,800

rpm. Left: Front view—from

left: Jones vacuum pump, MSD

crank trigger and Jones race

alternator.

EnginE build:632 Mountain Motor

Page 8: Assembling a 632 Mountain Motor

AnAlog VAlVe sPring testergoodson tools & supplies for engine Builders, Winona, Minn., introduces a new Analog Valve Spring Tester. The

tester features a 600-pound capacity in 10-pound increments, 5-inch-diameter Ashcroft-quality analog pressure gauge

and a spring platform that handles springs up to 2-inches diameter by 4.5-inches overall height. The press assembly

height is adjustable in 1/2-inch increments, the pressing anvil is adjustable in 1-inch increments and height is measur-

able in 1/16-inch increments. An adjustable vertical scale rotates 180 degrees for left or right reading.

www.goodson.com

turboCHArgersMahle Clevite, Ann Arbor, Mich., offers a complete line of MAHLE Original turbochargers specifically for the after-

market, available in a range of sizes and types. Designed to enhance performance, reduce fuel consumption and lower

exhaust emissions, the turbochargers are available for high-performance and high fuel-economy diesel and gasoline

engines. They feature high-speed compressor wheels to provide greater balancing precision, optimized speed stability

and reduced running noise. Double piston rings on the rotor shaft reduce oil consumption.

www.mahle-aftermarket.com

PowDer-CoAting For Piston sKirtsline2line Coatings, Clarkston, Mich., offers new Abradable Powder-Coatings for piston skirts. APC starts each piston

“too tight.” At temperature and under load, the coating wears to the ideal fit that conforms most closely to each individual

bore. As the ideal oil film forms, the wear stops. APC reduces friction and secondary motions (piston rock/slap and ring

wear) and is formulated to free-up power and improve durability.

www.line2linecoatings.com

sCion/subAru sleeVe Kitdarton sleeves, Carlsbad, Calif., introduces a patented M.I.D. Sleeve Kit for Scion FRS/Subaru BRZ/Toyota T86 ap-

plications. The kit allows the conversion of the block to a closed deck utilizing the M.I.D. wet sleeve, allowing builders to

take it out to a much larger bore size and still easily handle 50-plus pounds of boost at any compression. The wet sleeve

design allows changes of individual sleeves or all four without needing to re-machine the block.

www.darton-international.com

rACe CrimP Hose enDsxrp, South Gate, Calif., presents its new Race Crimp Hose Ends that add hundreds of new fittings to the company’s line.

Features include bent tube fixed, double O-ring sealed swivels and ORB ends, plus reducers and expanders in both 37

degrees JIC and clamshell quick-disconnects. They are offered in a choice of full hex or lightweight turned-down swivel

nuts. They come in black, blue or Super Nickel. One hose end design and two styles of crimp collars allow the ends to

be used on the all-new XRP ProPLUS Race Hose, stainless braided CPE Race Hose and more.

www.xrp.com

ADDitionAl engine builDing ProDuCtsStock your shelves with these quality motor components.

Page 9: Assembling a 632 Mountain Motor

ls VAlVe CoVer ADAPter Kitracing head service (rhs), Memphis, Tenn., a member of the CoMp performance group,

offers its RHS Small-Block Chevy Valve Cover Adapter Kit for LS engines. The kit allows traditional

Gen 1 small-block Chevy valve covers to be used on Gen III/IV LS engines. Created from billet alu-

minum, the adapter kit works with center-bolt LS heads and traditional, perimeter-bolt SBC covers.

www.racingheadservice.com

PreCision-molDeD CArb gAsKetssCe gaskets, Valencia, Calif., presents its new Precision-Molded Non-Stick Thermoplastic Gaskets designed to help

with changing jets or rebuilding Holley 4150/4160 and 4500 series 4-barrel carburetors. The metering block and bowl

gaskets are available in separate pairs, in a one-carb package or in SCE’s exclusive Dyno-Paks of 10 designed for

professional engine builders. The fuel and air passages are precision-molded to provide maximum flow, and the pliable,

molded gaskets won’t tear, stick or shrink, and can be used time and again.

www.scegaskets.com

HigH-outPut AlternAtorsFlaming river industries, Berea, Ohio, presents its Billet HD Amp High-Output Alternators, designed to offer

improved output at extremely low engine rpm, more horsepower to the wheels and less energy wasted in the

form of heat. Precision-balanced, low-mass rotors allow the alternators to operate safely at shaft speeds of

20,000-plus rpm, and the alternators use Twin Rectifier Plates with twice as many diodes as an OEM alternator,

which results in 300-percent more surface area to dissipate heat.

www.flamingriver.com

sHAFt-mounteD roCKersJon kaase racing engines, Winder, Ga., presents its P-38 Small-Block Ford Windsor Cylinder Heads featuring shaft-

mounted rockers—a move inspired by oval track, road race and track-day demands seeking high-speed valve train

stamina and stability. The new kits include aluminum rockers, each with a nose roller, a hardened pivot shaft operating

with a 0.750-inch-wide needle bearing and an H13 tool steel adjuster. Each adjuster is furnished with an ARP-hardened

washer and a 12-point Grade 8 nut. A slightly longer rocker pivot length improves valve train geometry.

www.jonkaaseracingengines.com

see-tHrougH oil Filter AssemblYBillet Connection, Spokane, Wash., and its Clear view Filtration brand, presents a patent-pending Billet Filter As-

sembly. The system allows users to see the condition of the oil and perform a visual inspection of the filter element and

particles that were filtered out of the engine in seconds without draining, leaking, or the loss of oil, and without unbolting

or loosening any fasteners or fittings. It helps determine if the particles are normal or from engine components exces-

sively wearing.

www.clearviewfiltration.com

additionalEnGinE buildinG products

Page 10: Assembling a 632 Mountain Motor

eleCtriC wAter PumPproForM parts, Roseville, Mich., offers its Bowtie Electric Water Pump, now available in Chevy orange. An of-

ficial Chevrolet Performance Licensed Part, the pump is designed to circulate up to 35 gpm of coolant. Eliminating

the mechanical fan reduces weight and impeller drag. The Chevy Orange finish is durable epoxy powder-coat.

Applications include traditional Chevy small- and big-blocks, and the pump includes weather-tight electrical con-

nectors and threaded inlet fittings to accommodate 1.75-inch hoses.

www.proformparts.com

gtr DAmPertitan Motorsports, Orlando, Fla., and ati performance present a patented Super Damper for the Nissan R35 GTR. The Titan/ATI

SuperDamper is a crank damper designed exclusively for high-performance engines to eliminate torsional crankshaft vibrations.

The pulley is SFI 18.1 rated and exceeds NHRA requirements for cars going quicker than 11.5 seconds at the drag strip. A direct

replacement for the OEM crank pulley, its black zinc chromate finish prevents rust and allows the 360-degree laser-engraved

timing marks to be easily read.

www.titanmotorsports.com

nHrA-APProVeD CArburetoredelbrock, Torrance, Calif., presents its Performer Series Carburetors that have been approved for use in

NHRA competition. The Edelbrock Performer Series 750-cfm has been granted NHRA approval for use in

competition on 1964 Chrysler 426 Max Wedge engines producing 415 hp. The NHRA has approved the

Performer as an alternative to the Carter AFB carburetor or Carter AFB Competition Series carburetor. The

Performer is designed to offer dependable street performance and smooth throttle response throughout the

power band with factory-set float levels.

www.edelbrock.com

sPrint CAr CAm DriVesCv products, Thomasville, N.C., introduces its XTS90306 and XTS90300 cam drives, specifically designed for 410- and 360-ci Sprint

Car applications offering a standard and raised cam version. The systems are equipped with the low-backlash patented 40mm Goodyear

Engineered Products drive belt that dampens vibrations and harmful frequencies from the valvetrain and withstands temperatures upwards

of 300 degrees. They feature a CV patented roller thrust bearing for friction reduction, which also eliminates cam thrust setup.

www.cvproducts.com

additionalEnGinE buildinG products

Page 11: Assembling a 632 Mountain Motor

ForD ConneCting roDsoliver racing parts, Grand Rapids, Mich., introduces two new Ford-specific connecting rods. The

F5400FDLT8 Standard Light rod is designed for use in the 302 Windsor V-8, Ford’s engine of choice

in vehicles manufactured through the late 1990s. The F5933MDUL Ultra Light rod is designed for

Ford’s Modular 4.6- and 5.0-liter V-8 engines that eventually replaced the 302 Windsor. Designed

and manufactured in Grand Rapids from American mill-certified aircraft quality steel, the rods feature

a Parabolic Beam design for a high strength-to-weight ratio.

www.oliverracingparts.com

CnC VertiCAl Honing mACHinesrottler Mfg., Kent, Wash., introduces its H70A Series CNC Vertical Honing Machines that include the latest Windows Touch

Screen Control Technology and optional features and equipment that allow complete engine blocks (inline and V-blocks) to be

honed automatically and unattended. Features such as load control and lower crash detection allow easy, fast and accurate

honing from small to very large cylinders. The H75A is designed for small- to mid-size engines, and the H76A is designed for

small- to large-size engines.

www.rottlermfg.com

blACK DiAmonD 600-CFm CArbQuick Fuel technology (QFt), Bowling Green, Ky., presents its BD-1957 600-cfm Performance Carb that addresses direct

replacement requirements including a single fuel inlet and side-hung fuel bowls. Exclusive features include QuickSet vacuum

secondaries, Black Diamond high-temperature coating and a fully adjustable electric choke. Designed as a street performance

carb that is also suitable for stock engines, it flows 600 cfm through 1-9/16-inch throttle bores and 1.312-inch venturis. It has a

secondary metering plate with changeable jets.

www.quickfueltechnology.com

sPort ComPACt ConneCting roDsManley performance, Lakewood, N.J., offers 20 new Connecting Rods to its lineup of engine components

for sport compact applications. The new rods include H-Beam, H-Plus, H-Tuff and Pro Series Turbo-Tuff and

Tri-Beam I-Beam rods custom-manufactured for Acura, Audi, Dodge, Honda, Mazda, Mitsubishi, Nissan,

Toyota and Volkswagen applications. Additionally, Manley offers complete rotating assemblies that combine

rods for Mitsubishi and Subaru applications with standard stroke or “stroker” crankshafts, plus pistons, rings

and bearings.

www.manleyperformance.com

additionalEnGinE buildinG products

PE

Page 12: Assembling a 632 Mountain Motor

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