Topped with hand-ported Profiler heads, the small-block managed to produce more than lb-ft of torque from 3, to 6, rpm and hit hp at 6, rpm!
The torque curve looked amazing, especially for such a small engine, and the team took home the win in the hotly contested class. Here's how it was done. The team developed two test engines and rigorously tested multiple combinations, moving parts from one short-block to the next. Rick Haynes told us, "We almost wore the bolts out on the dyno swapping stuff. Meanwhile, Joe Creason purchased a new Chevrolet block with a 4. Two head options were selected for testing: a pair of Profiler's smallest degree heads, and a pair from Dart that looked to have superior exhaust ports.
The Profiler cc heads were hand-ported by Randy Ferber to around to cc and flow-tested on his homemade flow bench. Based on the engine's size, the team had a port cross-section in mind and worked around that to even out the port velocity. The short-turn radius was worked so it would tolerate high-velocity flow and be efficient over a wide rpm range. The final result was cfm on the intake for the Profiler heads.
The aggressive roller cam was teamed with a set of as-cast Dragon Slayer heads from Brodix. As indicated by the name, the Brodix heads featured cc intake ports, and flow over cfm enough to support over hp. To maintain the static compression, we took the liberty of milling the Brodix heads to reduce the chamber size from 68 cc down to 65 cc. Feeding the impressive Brodix heads was a single-plane Power Plus intake. After tuning, the new combination belted out hp at 6, rpm and lb-ft of torque at 5, rpm.
Making big power from a recycled Chevy is as easy as After removal from the wrecking yard, the block was bored 0. The stock cast crank was in good shape, needing only a quick polish before balancing. The stock crank was combined with forged rods and JE flat-top pistons prior to assembly. Hardly the cream of the performance crop, the iron heads were cleaned and given a fresh valve job prior to installation for the baseline.
We even drilled and tapped the heads to replace the prone-to-pulling press-in rocker studs. Run with a stock cam and two-barrel Rochester carb, the mild produced hp and lb-ft of torque. The stock exhaust manifolds were ditched in favor of a set of Hooker headers.
The as-cast, aluminum RHS heads featured cc intake ports that flowed considerably better than the stock iron heads. Exhaust flow is a critical element in power production and the RHS heads offered considerably more exhaust flow than the s. It is also cheap to make when something like nitrous oxide is used.
It's a no brainer for a seasoned engine builder to put a healthy shot of nitrous on an engine set-up for it, or a supercharger , and have it make tons of power. The stronger it is, the more it will handle. I've said it all over this site; A You get what you pay for. B Horsepower is cheap - strength and quality cost money. Just like tools. Cheap tools break. Strong, high quality tools are expensive but they're really strong.
It's the strength and quality you're paying for, not the size of the wrench. The big difference in price is the quality of the material and the strength and longevity of that wrench. Engines are no different. This very scenario seems to puzzle most guys though. I can't tell you how many times I hear guys say something stupid like: "That HP engine is way too expensive! I can get one with the same amount of power for much less! So I guess his tools are too expensive too and maybe he should be shopping at K-Mart or Wal-mart for all of his tools from now on?
He bought Snap-On or Mac, Matco, SK, or any of the other brands of high-end excellent quality tools out there for a reason, and they're expensive for a reason. How guys can't figure out that this very same principle applies to the components in an engine is just beyond me.
It shouldn't even be something I should have to explain! So, how much CAN we get out of an engine? A stock block can handle upwards of HP pretty reliably. Some will do pretty reliably, while other's won't. Can someone build an engine making more than HP using a stock block and have it last? Of course, within limitations of fuel, streetability, the block type and design, etc.
In retrospect, why build an engine that is right on the edge of what it can handle? It's only going to fail sooner or later. You aren't running a sanctioned race on the street like many race engines run that ARE on the verge of coming apart at any given moment.
The reason for this comes down to variables again. If the engine can't see the load of - HP, then it will last a bit longer than one that could see that kind of load. Now keep in mind, a Sprint Car engine also runs on race fuel or alcohol and has a compression ratio MUCH higher than you could possibly run with pump gas, not to mention those "race" engines ONLY make power IN their power band.
Below their power band they are complete turds. Do you think you are going to be driving around in a street car at 6, - 8, RPM all the time? What keeps a camshaft in place? How much does a cam install cost? Will a cam fit a ? What is the best cam for a Chevy ? Does a cam make a car faster? How much is a cam for a truck?
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