SBC CHEVY TURN KEY STAGE 2.2HYDRAULICROLLER CAM383 SUPER STROKERENGINE 545HP PRO STREET SETUP. RUNS ON PREMIUM PUMP GAS. FORGED PISTONS,6.0\" SCAT RODS, NKB-200 ALUMINUM HEADS. BUILT WITH A DART HIGH PERFORMANCE RACING BLOCK. 100% BRAND NEW.

Introducing our Turn Key fully dressed Stage 2.2 Roller cam 383 cid 545 HP engine.

The detailed build sheet is at the lower part of this listing, but we felt it important to summarize a few aspects about some of the parts used in this engine up front. Many of these parts are on the upper end of the scale as far as quality goes, considering this engine’s price range. The use of such high quality parts will determine not only the performance, but the endurance and reliability expected. An example of such parts used would be the Dart Super High Performance race grade block, Genuine Scat 9000 series crank and Scat 6.0 rods with ARP cap screws, forged Wiseco pistons made from 2618 aircraft alloy, Cloyes Race Billet timing components, Melling M-Select series oil pump, Champ oil pan with windage tray, and crank scraper, Comp brand roller rockers topped off with our extreme duty Gold Series stud girdles, ARP head bolts, rod bolts, and rocker studs, Comp 10 degree valve locks, and PBM competition valves. All sealants used on the engine are Permatex, \"The Right Stuff.\" Our engine builders all have a minimum of 20 years experience building very high level engines. Our company founder, Skip White, is also very knowledgeable on the proper combination of parts used to maximize drivability, performance, and reliability to suit your individual needs. We seldom ever, have serious problems with the engines we build.

We know for a fact that most, if not all, of the similar cost engines on the market use very few, if any, of the higher end parts in their engines. Could it be possible that the higher end parts are not actually needed and their use is nothing more than \"overkill?\"We think not considering we do try to keep costs down to make our engines profitable and affordable.

Past experience tells us the use of these above average parts is very important if you wantmaximum performance, durability and reliability. Some lower cost parts used in many engines often fail early on, and perform poorly. So, please make a true comparison before making your decision on such an important purchase.

Continue reading for the full description of this engine.

FULLY ASSEMBLED. FULLY DRESSED OUT AS PICTURED.

Introducing our Turn Key fully dressed Stage 2.2 Roller cam 383Super Stroker545 hp engine. The build sheet is at the lower part of this listing. 100% brand new. Built with a Dart high performance block.

The term \"Super Stroker\" refers to the rotating assembly used in this engine. Unlike some of our other engines, this engine uses a 6 inch rod vs. the common 5.7; SRS racing pistons vs. the FPS street/strip pistons; and a 1/16 ring pack vs. the thicker low cost 5/64 ring pack.

These three upgrades are very valuable when it comes to performance. There are no drawbacks whatsoever to any of these features other than an increase in cost. They create much greater efficiency in the engine.You may have seen our other 383 turn key engine listed with a much lower price. However, this engine has three main features over the 2.0 engine. The brand new Dart racing block and the Super Stroker assembly are considerably more expensive, and this engine is also offered with a true dual pumper Quick Fuel carb when selecting the largest cam offered. This engine has increased durability and has the potential for much greater horsepower depending on how it\'s configured.

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

THE ENGINE IS COMPLETE FROM CARBURETOR TO OIL PAN.

Two year warranty, see details below.

This engine is designed to have a very high level of drivability, or street manners, when choosing cam choice #3 or #4.

The many pictures of our Turn Key engine show how it looks from many different angles for a true vision of what this engine looks like fully dressed out. It looks great from any angle.

Your engine will have the Q or SS series Quickfuel carb, which is much better looking than the carb pictured here.

DYNO INFO COMING SOON.

If you choose the Hurricane single plane intake and the first choice cam with 1.6 rockers, it will bring the hp numbers up to545. We do not recommend the single plane intake combined with cam choice 1 on any car that is over approx 3,250 lbs.

Please read the cam info provided below on the three cam choices before purchasing this engine.If your car is between 3400 and 3700 lbs, then the second cam choice is more suitable with a rocker ratio choice of 1.5.For cars that are heavier than 3,700 lbs, we suggest cam choice # 3. The third cam choice can also be used in lighter cars under 3800 lbs for much better drivability, and with less demand for a high stall converter or deep final gear.

The carb used for the our dyno testing with cam choice 1 was a Quick Fuel Q-1000, but it only squeezed out 6 more hp than the Q-950. If you do select cam choice 1, then you will receive the Q-950 carb if you\'re going to drive on the street. The Q-1000 is just too muddy on the bottom end for street use with an engine of this size. Those choosing any of the other cam choices will receive the SS-850 or SS-830 double pumper carb. These carbs are all considered high end compared to the non double pumper carbs on the market.

Here are a few good reasons why we think the Super Stroker 383 engine is a better choice than the 350 engine.

1.The Super Stroker 383 willaccelerate most medium to heavy cars much better than the common underpowered 350\'s. The main difference you would notice with a 383 is that the torque comes in much lower than a 350. The difference is dramatic; 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 internetsearch titled SBC 383 vs 350, and you will be convinced of the difference. There is no inherent weakness in the 383 engine when using a Dart high performance block. These engines are built to last and have much higher hp ratings than this engine is producing.

2. The exhaust note of a small block 383 is much deeper than that of the typical 350. You will definitely hear the difference vs. a 350.

3.Installing thisengine in medium to heavy cars without killing acceleration, deepening the final gear, and needinga huge stall converter is a real plus. Thisengine will accelerate your car much better than the350.

4.Very low maintenance,yet generating up to 552 hp at close to the same cost of a 350. Horsepower will vary, depending on cam, carb and intake choice. You can choose from four different cams, two styles of intake manifolds, and two rocker ratios.

5.Longevity and reliability. You don\'t have toturn the engine to a critical rpm range to produce its max hp output. There is nothing unsafeaboutrunningan enginethat\'s as well built as this up to 6,300 rpm.Thehydraulic roller cam is very reliable. Our new NKB-200 aluminum heads use very high quality hardware. The new Dart Super High Performance block would be indestructible built to the power rating of this engine.The 4.030 bore size in this engine will allow up 7 rebuilds on this block. Although you probably will never need that many, it\'s comforting to know that one or two rebuilds puts the block nowhere near its limit.This is due to the very thick cylinder walls on the Dart block. It is not unheard of for these blocks to be bored up to a final size of 4.200, but 4.185 is very common. This leaves many common piston sizes in between that would still use the exact same crank and rods. At 4.030, this block would be very strong and rigid. A block with near zero flex when under load often produces slightly more horsepower vs. a typical GM 350 block that has been bored out to 4.030. Cooler operating temps are often noticed when using a block like the Dart block compared to OE style GM blocks.

6. Should you ever decide to sell your car, theresale of a street rod with a 383 engine is very favorable compared to those running 350\'s. No 350 can be built up to the level of a 383 with both running pump gas at the same compression. The only way a 350 will exceed the hp rating of a 383 would be in race form and it would also exceed the 350\'s hp numbers substantially. The torque numbers down low in the rpm band make the 383 such an incredible engine compared to the 350.

7. The cost of the Stage 2.2 roller cam 383 engine offers more value than the 350 engine considering the power and torque increase.

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, as pictured, wheels included, and an engine lift plate. The dyno results were obtained on our \"house engine\" and all the different combinations were proofed from this engine. The horsepower numbers can vary from engine to engine, but due to our precision machining and assembly, we never see more than plus or minus five horsepower.

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.

We have also built a \"house engine.\" Every week, we put this engine on our dyno to research different combos of cam, intake, and carb, as well as setting changes to optimize the engine. The NKB-200s have run over 80 passes on this engine without fault. We\'re also putting this engine through a durability test to see how the parts hold up to extensive dyno testing. We have torn the engine down once already after approx. 80 hard dyno passes and found zero wear or failures on any of the parts. We tested cylinder leak down compression, bearings, valve guides, and many other parts in the engine. We even tested our spring pressures to see how well they are holding up. We put the engine back together and will continue testing. Our objective is to build our engines to be as reliable as possible.

Important Notice.

This engine doesnotinclude a fuel pump. We would prefer that you use an electric fuel pump, as it\'s a much better fuel delivery system. You must set the fuel pressure using an adjustable fuel pressure regulator at 6-6.5 psi. A 100-110 gph rated pump should be more than sufficient. If you have chosen the de-tuned version of this engine, then the 90-100 gph rated pump will suffice. It\'s best not use a higher capacity electric fuel pump than required. A chrome block off plate will be installed on the engine.

The build sheet is as follows:

The bare block is a fully machined brand new Dart SHP designed for street or strip applications. This engine is bored and diamond finish honed to 4.030 and calculates to be a true 383 cubic inch engine. This engine is 100% brand new from top to bottom.

The compression range will be approx.11.2:1 to 10.5:1depending on cam choice. We do not see any problems with this compression range for street use if tuning is correct. Our custom made Probe forged pistons set flush at 9.015 deck height. This allows for a perfect quench/squish zone of approx. .038-.040. The forged pistons are highly resistant to detonation. This engine is built with the premium grade SRS Probe pistons, and uses the 1/16, 1/16, 3/16 premium Hastings rings. These pistons are made from 2618 aircraft alloy.

The blocks used for building our Stage 2.2 roller cam 383 Super Stroker do have four bolt splayed main caps. 800+ hp handling capable.

Listed below are all of the machining procedures performed on this block.

Block has been bored and torque plate honed to 4.030. Theuse of a torque plate whenhoningis a very important procedure, and many sellers fail to do this.

Block has been decked to approx. 9.015. It is desirable to keep the deck as thick as possible, so as little as possible has been removed to correct any deviations and provide a very smooth surface with an RA finish of approx 15. We use a profilometer to check our deck surface. Our pistons have a taller than normal compression height. (1.140). This allows the piston to have a very good quench zone of around .038-.040, without butchering the deck on the block. Most catalog pistons sit much lower in the block, and this may be desirable when used in old blocks that have had the deck milled down many times. However, when installing such pistons in blocks that have a near stock deck height, the quench zone is very poor.

We had our pistons custom made to address this issue, allowing us to keep our decks at near stock height. Our pistons will sit dead flush with the deck. Keeping the quench/squish zone tight not only makes more power, but also protects the engine from detonation to a much greater extent than a loose quench. Fuel mileage and performance are greatly improved.

This 2 pc. rear main seal engine will fit perfectly in cars that have 1 pc. rear main seal blocks. There is no difference in the engine mount position or transmission hookup. It is totallyinterchangeable.

Pictured below is our Centroid cnc block blueprinting machine. The machine stands nearly 10 feet tall and weighs approx. 6,000 lbs.

The Centroid DRX 750 at last year\'s SEMA show. All were impressed by this machine\'s performance. This is one of the most advanced block blueprinting machines on the market.

The accuracy of this machine is far superior to conventional style machinery used by many shops. The RA finish on the deck is below 16. Deck trueness from front to back, side to side, is within less than .0005.

OUR NKB-200 HEADS.

Our custom built NKB-200 aluminum heads with 200cc runners, 2.02/1.60 stainless valves, 1.46 diameter dual roller springs. These heads are not built by Procomp, and have no association with them in any way.

In the flowchart above, the NKB-200s are superior to the Procomp heads in flow numbers, 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 NKB-200 heads are higher than most any brand of non cnc\'d cast aluminum heads on the market. We guarantee the flow numbers to be accurate, as well as the horsepower numbers produced by them.
Most importantly, all three of these heads were tested by the same person, on the same machine, (Superflo bench 1020) using the same testing method, on the same day. These numbers show the true difference between each brand, and that\'s what counts.
The difference in horsepower and torque generated by these new heads is monumental compared to the Procomp heads. We offer four different cam choices with our 406 engine, and every combination has shown an increase of up to 50 horsepower and no less than 40 hp when coupled with the various combos. We assumed the new heads would generate a considerable increase in power, but to our surprise, they generated even more power than expected.

We tore down the heads that were on our 383 house engine and checked the guides as this was an area we are most concerned about, and found zero wear. The seats were also in perfect condition. We tested the spring pressure to see how much was lost after a brutal 80 or so dyno passes, and saw approx. 10 lbs of pressure drop on the nose, and even less on the seat, and this is to be expected.
Many of the dyno passes were run to 6500 rpm as the large cam needed 6300-6400 rpm to make peak power, and you must run past this to determine the fall off point. The super sized cam, (choice 1) was run on the heads towards the end. Considering the size of this cam, it was very impressive to see no issues with the heads or hardware. We made a good 25 passes with the big cam trying out different carb sizes, jetting, intake manifolds, timing setting, and adding the Super Sucker plate last.

These heads are generating this huge increase in power compared to our former heads with 10cc\'s less runner size. Anyone can put a set of hogged out over sized heads on an engine and generate horsepower, but bottom and mid range power and throttle response will suffer.

Scat9,000 series cast nodular steelcrank, 3.750 stroke.

We do our own balancing with our new 2013 CWT 5500 Series Balancer, which replacesour 2011 Hines Legend Balancer. The CWT 5500 is the absolute ultimate for precision balancing, resulting in balancing to very high specs, usually to plus or minus 1-2 grams. We include a balance sheet with your setup.

One of the most important features of our balancing procedure is that we mount the flexplate or flywheel on the end of the crank to assure perfection in the balancing. We serial number the plate, and can easily replace your flexplate with an exact match if needed. (You would have to send us your damaged plate so we can match it.) Many people have plates that have lost several teeth due to a starter issue. If this ever happens, just send us the plate and we can reproduce it, and we do also compensate for the missing teeth, when matching up the plate on the balancer.

Scat 9000™ Series crankshafts are manufactured from an exclusive Space Age cast steel material that was designed for high strength and fatigue resistance. The 9000™ Series cranks are 25% stronger than stock OEM cast cranks and are the best value you will ever find. The Scat crankshafts are the best way to build a strong bottom end for street rod, dirt circle track racing, and drag strip racing performance engines.

We now use the Clevite High Performance Series bearings in our engines.

GENUINE SCAT-ICR6000 BRONZE BUSHED CONNECTING RODS WITH GENUINE ARP 8740 CAP SCREWS ARE NOW USED IN ALL ROTATING ASSEMBLIES AND 383 STROKER ENGINES WE BUILD.

Balance matched

Yes

Big End Bore Diameter (in)

2.2250 in.

Big End Width (in)

0.940 in.

Cap Retention Style

Cap screw

Clearanced for Stroker

Yes

Connecting Rod Beam Style

I-beam

Connecting Rod Bolt Brand

ARP 8740

Connecting Rod Bolt Diameter

3/8 in.

Connecting Rod Bolt Head Style

12-point

Connecting Rod Bolt Material

8740 chromoly steel

Connecting Rod Length Center to Center (in)

6.000 in.

Connecting Rod Yield Strength (psi)

200,000 pistons are required when using connecting rods with any length other than OE length.

Pin End Bore Diameter

0.927 in.

Quantity

Sold as a set of 8.

Remanufactured

No

Rod Journal Diameter (in)

2.100 in.

Weight Matched Set

Yes

Wrist Pin Style

Bronze bushing

PROBE SRS Series 2618 FORGED PISTONS. FULL FLOATING WRIST PIN DESIGN WITH TWO VALVE RELIEFS. Flat top or D-cup reverse dome dish. This engine uses the premium SRS race series Probe pistons with the premium 1/16 ring pack.

PROBE FULLYFORGEDSRS PISTONS RATED AT 800+ HP. THESE PISTONS ARE VERY RESISTANT TO THE DAMAGE CAUSED BY DETONATION COMPARED TO NON FORGED PISTONS. THESE PISTONS HAVE TWO VALVE RELIEFS AND USE FULL FLOATING WRIST PINS. PROBE PISTONS ARE 100% MANUFACTURED IN THE USA. THESE PISTONS ARE MADE FROM 2618 AIRCRAFT ALLOY.

Most forged street rod pistons that are in the lower cost range use a 4032 high silicone alloy. The 2618 Aircraft grade is much more resistant to detonation. This alloy is used on all high end racing pistons.

Our pistons have a redesigned skirt to lessen piston rattle when cold. This commonly occurs in pistons made from 2618, but our redesigned skirt reduces this noise to minimum, and completely eliminates it once the engine is fully warmed up. We use such a high quality piston in our engines because of its resistance to detonation.

Many street rod engine builders are now using a very low cost piston known as ahyper-eutecticpiston, usually under the brand name of Speed Pro or Keith Black. We would not even consider using such pistons, because when they are subjected to detonation, they can fragment away from the rod, allowing the connecting rod to destroy the block, crank, and cylinder head.

Those pistons are fine for stock or mild engine builds, but should never be used in engines like a

383 built above 350 hp.

The forged pistons are much more resistant to heat, especially when made from the 2618 alloy. This alloy is also very strong. In the event that excessive detonation occurs beyond the limits of this piston, it will not fragment and allow the connecting rod to destroy your engine. The 2618 piston will withstand much higher temperatures than other alloys, like the common 4032 and especially the hyper-eutectic pistons, and will stay intact.

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

Cam choice #1

PART # 186755-10

• VALVE LIFT WITH 1.5 ROCKERS : INT .600 / EXT .580
• DURATION IN DEGREES : ADVERTISED - INT .400 / EXT .387
• DURATION @0.050\" : INT .251 / EXT .255
• LOBE SEPARATION ANGLE : 110º

This cam choice # 1 is very aggressive in the 383 Super Stroker engine. We have not offered this cam with any of our 383 engines. This is the same cam choice 1 used in our 421/427 engines. We wanted to see the max potential with NKB-200 cylinder heads. We pumped up the compression with a flat top set of pistons, topped it off with a set of 1.6 rockers, and went with the Single plane Hurricane Plus intake, added the Super Suckerplate, and produced an amazing 550 horsepower at 6500 rpm with 502 lb ft of torque at 5400 rpm. The engine produced only 4 hp less at 6200.

The horsepower numbers are very accurate. We performed the testing on our new Super Flo 902s dyno. The flowchart for these heads is below, and certainly explains why we achieved such numbers. This setup is considered pure Pro street, and only usable in very light weight cars with proper gearing and a stall of 3200-3500. This is due to the cam size, 1.6 rockers, and intake choice. The compression ratio is right at 11.2:1 and cannot be run in very heavy vehicles with tall gearing.

The drivability would be considered poor with this setup in a medium weight vehicle (3200-3500 lbs.). You can choose this setup, but be aware that gearing and stall are even more critical in a medium weight car. Those not familiar with Pro street setups should educate themselves on the subject before choosing. Those sporting about and wanting street manners, explosive power off the line without the need for deep gearing and a high rpm stall converter should stay away from this setup. Below are three more choices that will better suit your needs.

On the other hand, those who do want the most powerful pump gas 383 available and enjoy the thrill of a pro street setup need look no further. This setup would please the Pro street minded to a very high degree. This cam beats the ground with no mercy. Give it the right stall, gearing, and a set of ET streets in a lightweight car, and you will have that sound and feel of power with acceleration unlike any 383 has every achieved on pump gas considering the cost.

For those wanting top end power in the 550 hp+ range without sacrificing too much drivability, I recommend going to our 406 cid Stage 3 engine with the same cam setup. The 406 engine will move the torque band down much lower in the rpm range.

Cam choice #2

PART # 180345-10

• VALVE LIFT WITH 1.5 ROCKERS : INT .565 / EXT .580
• DURATION IN DEGREES : ADVERTISED - INT .300 / EXT .306
• DURATION @0.050\" : INT .245 / EXT .253
• LOBE SEPARATION ANGLE : 110º

This cam choice (2) coupled with our single plane intake with our -8.5cc reverse dome dished forged pistons will produce right at 510 horsepower at 6,200 rpm. Compression ration will be at 10.4:1. The dual plane intake will have much better drivability, and throttle response is also noticeably improved. The engine would feel stronger with the dual plane intake in the bottom and mid range.

The single plane intake would have a greater impact on the hp numbers if the engine was set up in race form, as we have seen up to 20 hp difference on larger cubic inch engines, and/or higher compression setups with larger heads and cam. The single plane intake is not recommended for use in vehicles weighing over 3250 lbs.

The rockers used on our test engine were the Comp 1.6 High Energy aluminum series. Our cam timing components were left in the straight up position. Ignition timing was set at 33 degrees total. 93 octane fuel. During very hot weather, total timing should be set at 31-32 degrees.

This cam choice should only be used in vehicles weighing around 3,400 or less, and final gearing and stall should be slightly aggressive, with a final gear of approx. 373 and a stall of approx. 2,800-3200.

Cam choice #3

PART#180265-10

• VALVE LIFT WITH 1.5 ROCKERS : INT .530 / EXT .545
• DURATION IN DEGREES : ADVERTISED - INT .286 / EXT .294
• DURATION @0.050\" : INT .233 / EXT .241
• LOBE SEPARATION ANGLE : 110

This cam choice (3) is the perfect all around setup for those wanting a decent bottom and mid range, while still generating excellent power at the top. This engine will use the same pistons as the cam choice above. Horsepower rating would drop to approx 480 with this cam. This cam will generate its peak power at approx. 5600 rpm.

If your car weighs up to approx. 3,700 lbs, and you want slightly better streetability, then this is a good cam choice. The final gear ratio should be .323 or higher, but keeping the gear ratio on the tall side is more acceptable with this cam compared to the other choices mentioned above.

You may choose 1.5 or 1.6 rockers with this cam, but we recommend the 1.5 rockers for better low end response. 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 # 1 or 2.

Cam choice #4

PART # 180245-10

• VALVE LIFT WITH 1.5 ROCKERS : INT .500 / EXT .510
• DURATION IN DEGREES : ADVERTISED - INT .278 / EXT .284
• DURATION @0.050\" : INT .225 / EXT .231
• LOBE SEPARATION ANGLE : 110º

This cam choice (4) has a slightly lower lift and duration than the others offered above, and is highly recommended for use in heavy vehicles, including full size sport trucks or very heavy cars. The low end response with this cam is very good. Horsepower rating would be approx 434-440 at 5,500 rpm. The rule of thumb with cam size is that the smaller the cam in a given application, the better 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 310 would be acceptable with this cam. The bottom end power would be much better with this cam than the other choices. This would be the only option for those wanting to run an overdrive transmission such as the 700R4 and with the ability to cruise at around 2000 rpm in overdrive. A stall converter of 2,200 would be the minimum for this cam.

Do not choose the single plane Hurricane intake with this cam, as it would be totally impractical. Valve train life is extended greatly with this cam as compared to the other choices and drivability is at its best. Low and mid throttleresponseis very strong. This cam choice will also produce the greatest amount of vacuumat idle compared to those listed above.

If you need help selecting a cam to suit your needs, feel free to contact our tech. department at [phone removed by ].

THE FOUR CAMS LISTED WILL COVER MOST NEEDS FOR ANY STREET ROD.

We have had a few customers who wanted to run their engine in a very heavy vehicle such as a 3/4 ton or 1 ton dually, 4x4 quad cab truck, or Chevy Suburban. These vehicles weigh approx. 6000 lbs or more. Even if you don\'t plan to do any towing or haul heavy items, none of the cams listed would be suitable for this heavy a vehicle. We do have cams for such applications. We recently performed a dyno run with a cam that would be ideal for such vehicles, Howards part number 180315-10. This cam made 435 horsepower at 5300 rpm and produced 458 lb. feet of torque at 3500 rpm. This cam would be perfect in very heavy cars or trucks. Stock gearing would be possible and reliability would exceptional. We would consider this engine a true Torque Monster.

If you have chosen cam choice 1, we will use the Howards tie bar retro style lifters. The other cam choices will use the Delphi hydraulic roller lifters.

Howards Cams Street series retrofit hydraulic roller lifters are designed for street performance enthusiasts who want to upgrade to a hydraulic roller camshaft. They are manufactured to fit early or late model blocks, including blocks with tall lifter bosses. Howards Cams uses cold form technology to shape their bodies for durability. The lifters are then carbonitrided and tempered for hardness. They also feature hardened and tempered steel alloy roller wheels, heat-treated stainless steel cross bars, and high-alloy steel tie bar buttons. Howards Cams Street series retrofit hydraulic roller lifters are made in the USA and are specifically designed for street applications up to 6,500 rpm or more.

We only use the Howards brand pushrods, which are lightweight in design, yet very strong. Made in the USA from 4130 chromoly steel. Regular hardened pushrods will most likely flex in the engine when running above normal RPM ranges, and risk bending under high RPM. These do not have the welded ball on the end. We only use the swedged one pc. design, which is a well proven design far superior to the style many others use in engines. 4130 chromoly steel is also much stronger, and will resist flexing. When a pushrod flexes in the engine, you lose lift. Don\'t be misled by the term \"hardened\" as this is nothing more than a stock style low cost push rod. They will flex in the engine or possibly bend permanently.

You have a choice of single or dual plane polish finish, with satin available if you prefer. The single plane intake should only be used on cars that are very light weight, and have good hood clearance.

The dual plane Crosswind is only about 1.25\" taller than a stock intake. The bottom end response is not optimal when using the single plane intake. We do not recommend it for most vehicles that will be driven on the street.

Pictured below are our most popular valve covers. They are fabricated aluminum, and very high quality. You may select from any of the valve covers we have listed at no additional cost, since the valve covers are included with this engine.

304 STAINLESS ALLEN HEAD INTAKE BOLTS ARE USED ON ALL OUR ENGINES.

Head gaskets are Fel Pro 1014 premium race grade series.

ARP HEAD BOLTS AND WASHERS

We now use only ARP head bolts in all of our engines.

ARP ROCKER ARM STUDS ARE THE ONLY STUDS WE USE IN OUR ENGINES.

The timing components are the Cloyes billet upper and lower double roller timing set. Part # 9-3645X3.

We use the top of the line Cloyes timing set. We use this exact set in our 421 and 427 SBC engines. The difference in quality is dramatic compared to the common true double roller setup. The chain is made in Germany, and the sprockets are hardenedbillet steel(upper and lower) and made in the USA. These sets are hand matched for selective sizing.

The cost on this setup is approx $129, about five times the cost of the low level budget timing set used by many other engine builders. Should you ever want to confirm that this is what is actually in your engine, you can remove the timing cover, and you will notice the upper gear has a fully array of lightening holes.

It may be overkill to use this expensive setup, but the attraction, besides being the most precise, is that it comes in three sizes. Many times a regular timing set will have too much tension in the chain. If the mains have been line bored or line honed, this can create a loose chain effect.

This top of the line timing set is offered in three different chain tension setups, allowing us to set it up perfectly every time. One more benefit is that timing accuracy is very precise and will remain that way. This timing set will likely last for the life of the engine. This is what you will find in most solid roller engines, as they have very high spring rates, and create an enormous load on the chain and gears, compared to non solid roller setups.

Comp Cams High Energy Aluminum 1.5 OR 1.6 ratio roller rockers with 7/16 ARP rocker studs. We recommend staying with the 1.5 ratio for better low end response. The 1.5 ratio will also reduce stress on the valve train.

The High Energy™ Aluminum Roller Rocker Arms from COMP Cams® are an excellent quality rocker with an aluminum body and needle bearing fulcrum and roller tip and are designed to be stiffer and more durable. These rocker arms are capable of providing added valve lift while withstanding the rigors of a performance application.

Perfect for street and moderate race use. The larger-than-stock body of the rocker arms is made of aluminum for superior strength and light overall weight. Their specially engineered fulcrum and roller tip create far less friction than sliding factory models to lower oil temperatures, improving both response and horsepower. Snap rings are used to hold the trunnion and bearings locked in place. Look for the COMP Cams® logo cast directly into the rocker. Accept no inferior quality imitations.

Gold Series Extreme duty Stud Girdles. We use these on every engine we build. These have 3/8\'s size bolts and larger bars as compared to our former series. In the picture below you can clearly see the size difference.

PICS COMING SOON OF THIS OIL PAN.

TheUSmade Champ oil pan used on this engine has an 8 qt. capacity with an elaborate oil control system. Windage tray, crank scraper, .055 gauge outer shell, with reinforcing ribs.

We do not use the knock off oil pan gaskets on the market. Felpro premium oil pan gaskets are used on all of our engines.

We use this premium studded mini nut set for oil pan and valve cover fasteners. The nuts have a serrated face and built in washers. This is the ultimate set for securing the oil pan to the engine and is far superior to the typical bolts used by most other builders. We use this set on all our engines.

Listed below are the items that are installed on the outside of the engine. These items are what make this a \"Turn Key\" engine.

BILLET ALUMINUM BREATHER, AND PCV BREATHER.

Pictured below is our exhaust evacuation system. You may choose the breather/pcv setup pictured above or the exhaust evac. system. If you chose cam choice 1 or 2, then we highly recommend the exhaust evac. system. The vacuum created by the engine is somewhat insufficient when using these larger cams, heads, carb and intake to operate a pcv system at its best, but the vacuum is also very erratic.

It would be fair to say that the fuel to air ratio is somewhat erratic when using a pcv system on a street rod of this level.The evac system will pull the crankcase gases out of the engine at a very smooth and controlled rate. This allows the rings to seat in much faster and better, and can increase horsepower to some degree by reducing crankcase pressure. Another benefit of the evac system is that you\'re not contaminating the fuel and air mixture with semi burned by-products from the engine oil and combustion process.

Another downside to using the pcv system is that the vacuum levels are somewhat insufficient at medium to high RPM to handle the blow by gases generated, especially with a new high compression engine. This lower than normal level of vacuum is a result of the size of the heads, cam, carb and intake. Couple this with the higher than normal compression ratio, and you may have problems from an excess of blow by gases building up in the crankcase.

Oil leakage from engine seals and oil forced out of orifices and around gaskets are common with engines that are unable to rid themselves of excess crankcase pressure. On a stock low compression engine, the pcv system operates much better than on a street rod or race engine.

We will let you decide what setup you want. After the engine is completely broken in, the pcv setup will usually be sufficient. However, it may not be the best choice. The break-in time may also be slower with the pcv setup.There is no up charge for the evac system.It requires a bit more work to install, but is relatively simple.

If you do choose the exhaust evac system, we have a few more recommendations. The bullet style perforated mufflers, like those made by Magnaflow and many other companies,mustbe used. In our opinion, they sound the best and, most importantly, they allow the exhaust evac system to work properly.Magnaflow is a popular brand of the true straight through mufflers, and there are several others. The sound level is controlled by the length you choose. The 12-16 inch length sounds the best to us. These mufflers have smooth perforated inner walls.They should not be confused with traditional glass packs with fluted walls, which are very restrictive and have a somewhat sloppy sound.

Traditional chambered mufflers, like Flowmaster, create a back pressure pulse that will interfere with the operation of an exhaust evac. system. Chambered mufflers have the reputation of helping bottom end throttle response, but you will have a decent amount of bottom end power with this engine. In our experience, the straight through perforated mufflers sound and perform better in every respect, and allow the proper use of an exhaust evac. system. More info. on this subject below.

BILLET ALUMINUM TIMING POINTER. VERY FEW SELLERS FINISH OFF THEIR TURN KEY ENGINES AS WE DO.

We did not offer this billet timing pointer in the past. However, we noticed that there was a birds eyeviewof the timing pointer from the driver side of the engine, so we decided to use these on all of our engines.

PICTURED BELOW, RED, BLACK OR CHROME3 HPSTARTER INCLUDED. YOUR CHOICE.

VERY IMPORTANT NOTE.

Wedo notinstall the starter on the engine. There is no way to properly shim the starter(should it be needed)while the torque converter and transmission are not installed. The flexplate will change position when the transmission is installed and the torque converter is hooked up to the flexplate. Most flexplates have a great amount of run-out/warpage when the trans. and torque converter are not connected to it. This makes correct starter installation impossible. Only when you have the torque converter mounted to the flexplate can you properly install and adjust the starter.

You must use the included shims if the starter drive gear meshes too tightly against the ring gear on the flexplate. This is very important. If the two sets of teeth mesh too tightly, this will destroy the flexplate ring gear, and/or starter drive. If this is too tight, you\'ll hear a loud scratchy/grinding sound when cranking, because there is not enough clearance between the two sets of teeth.

The teeth on the flexplate must not mesh too tightly into the starter drive gear. As a rule of thumb, there must be approx. .050 thous. clearance. The flat shims that come with the starter will move the starter gear away from the ring gear. You may not require these shims, but it is very important to establish this before cranking the engine.

Another shim that comes with the starter is a round silver dollar size spacer ring. This round shim regulates how far out the gear reaches when the solenoidis engaged. This is seldom needed, but to use it, you must remove the face plate on the starter.

Suggestion:While the engine is out of the car, still mounted on the engine stand, bolt up your torque converter to the flexplate. This will flatten out the flexplate to a great degree. Then, mount the starter on the engine. This is the only time you will have a birds eye view of the starter gear and ring gearfrom the back of the engine. You can see ifthe proper amount of mesh is there.

It\'s possible that once the transmission is installed and the torque converter is hooked up to the flexplate, the position of the ring gear may move a slight bit more. The transmission shaft centers up to the torque converter, and this causes the flexplate to further change shape slightly. This may alter your initial starter adjustment, and if it does, you may need to do a light adjustment once the transmission is installed.

If your engine is equipped with a manual trans. flywheel, there is no torque converter involved, and installing the starter with the engine on the stand and establishing ring gear clearance is a must. There is no need to bolt on the clutch pressure plate. The thick flywheel is flat and true without anything bolted onto style=\"text-align: center;\">High volume satin aluminum water pump with an aluminum impeller.This is a very high quality unit.

120 AMP ONE WIRE CHROME ALTERNATOR AND ALUMINUM BRACKET KIT.

Pictured below are a few of our distributor and wire combinations. The first picture is the compact, ready to run HEI distributor. This unit will not have any problems with firewall clearance that may be encountered with a full size HEI unit.

You will have a choice of colors on the HEI distributor cap and the plug wires. See our other listings for a variety of color choices.

We thought the best looking combination was the red HEI cap with the black wires. If you\'re putting this engine in a pre-75 model car, be sure to select the OE style distributor cap rather than the super cap. The OE style cap will allow much better firewall clearance than the super cap.

A few cars will not even allow the use of any full size HEI distributor due to very close firewall clearance. If you suspect this to be a problem, then we will install a Ready to Run HEI distributor in the engine. The third picture above is of the ready to run unit. Note its compact size. It will have a cap identical to the early point style dist. It will require an external coil, but this smaller unit is still considered a full HEI distributor. We recommend the E-Core style coil to be used with the small base ready to run unit. See our other listings for this type of coil.

65,000 VOLT HEI DISTRIBUTOR AND 8.5MM MEGAFIRE SPARK PLUG WIRES.

The plug wires used on this engine are a high end set made in the USA by United Wire in Cleveland Ohio, makers of most of the premium wires in this country. These wires did not come out of the box like this; we custom cut the wires to exact length.

These wires are configured to go under the headers, as this is a very popular setup. If you\'re running looms, let us know and we will custom size them to a perfect fit.

If you\'re running block hugger headers, they must be configured differently, so let us know. Should you decide on the black wires, they will be the Accel 300 Series 8.8 premium grade wires. They are much more expensive wire than the Megafires, but the cost to you will be the same. The Accel wires sell for right at $100 per set at all major retail outlets and are the best choice.

WATER PUMP, CRANK, AND POWER STEERING PULLEY.

CHROME POWER STEERING PUMP WITH POLISHED PULLEY AND BRACKET KIT.

We use Genuine Felpro rear main and timing seals. It is very critical that these seals are of the highest quality. We have seen terrible failures with some of the low quality 1 pc rear main and timing cover seals. The aluminum housing is Genuine GM. The other item in the picture below is an oil filter adapter, and this is included and installed on the engine. Many other 383 engines on the market are using the 2 pc. rear main seal blocks. We would not consider using them since they are very prone to oil leaks, past their prime, and have many design flaws.

Pro-Race brand damper and SFI approvablerated flexplate.

The actual flexplate appearance may vary, with either a zinc dichromate finish or a black powder coat finish.

This is an extremely heavy duty flex plate. The plate section is 25% thicker than the OEM stock model, and is double welded on each side. Your actual flexplate is balanced with the rotating assembly. Those running manual trans will need a flywheel. We do offer this item at an additional cost.

HIGH QUALITY POLISHED ALUMINUM TIMING COVER.

We use only Felpro seals and gaskets with our timing cover.

Our new Stage 2.2 383 engineengineis premium pump gas friendly, with very good street manners. NEVER run regular 87 octane in this engine, premium only. Should you ever hear any sign of pinging or clatter in the engine when accelerating, reduce timing one or two degrees. You can never totally trust the accuracy of timing components.

IMPORTANT NOTE ABOUT DE-TUNING

For thosewith very heavy vehicles, such as4x4 ex cab or quad cab trucks, 3/4 ton trucks, or one ton dually, plus trucks that may do light tomediumtrailer towing, I strongly recommend thede-tuned version of this engine. We can build this engine with a reduced compression ratio. We offer a special cam for such use at no additional cost if the truck is very heavy or is being used for towing.

The intake choice would then have be the dual plane Crosswind. Single plane intakes do produce more top end horsepower than the dual plane version, but they also move the torque band up higher in the rpm range. The dual plane Crosswind intake functions exactly as anEdlebrockRPMAirgap. Our Stage 2.2 engine comes with a three key way timing gear, and we do set it up in the middle (straight up) position.

You may experiment with this at some point to optimize your torque curve. Ignition timing should be run at 30-32 rather than the more aggressive 33-35 degrees total whenrunningthis engine in heavy vehicles. These changes would help move the torque band down lower in the rpm range. The hp numbers would fall to approx. 405-410 when coupled with our special order cam that has a profile for very heavy vehicles. Setup with such a cam the engine would have a very strong pull up until around 5,200 rpm.

Thissetup in a very heavy vehicle would be extremely durable, and you may even be able torun a mid-grade fuel as the compression ratio would be slightly below 10:1, butdo this with caution, and listen for detonation (ping and clatter). Should you decide to have the engine built for heavy duty use, ask for cam part number 180315-10. The cost for any of the above would remain the same.

Should you decide to runnitrous or any form of forced induction, this engine is equipped to handle up to a 75-125 shot. For a supercharger, we recommend the extra deep dish -24cc pistons with the 72cc heads regardless of the vehicle.

SFI APPROVABLE FLEX PLATE,Black Powder coat or zinc dichromate from Scat. This flexplate will resist cracking, warpage, leading to imbalance in the engine.One good telltalein identifying acheap flex plate is the lack of welding on eachside where the plate mates to the ring gear.Oursarewelded on both sides,and are approx. 35 thousandths thicker than an OEM plate. Never would we use the thinner plate on anassembly such as this.It is also zinc dichromate coated. We do offer this engine with a manual flywheel.

Our machinists each have many years of experience in building racing engines. This very critical work is done to exacting specs and with great care. Of course, some vendors do not have machinists with the experience or the proper equipment that we are fortunate to have. We build many engines that cost upwards of $50,000.

We have dynotested theoriginal setup very extensively. We now include the engine test mule run at no additional cost. The engine is thoroughly tested for leaks, vibration, unusual noises, overall engine sound and feel. We also test the performance of starter, alt, water pump and carb.

THISENGINE IS BUILT WITH THE BEST AVAILABLE PARTS. WE\'VE REVIEWED WHAT THE COMPETITION IS OFFERING, AND WE\'RE CONVINCED THAT WE ARE OFFERING THE BEST VALUE FOR THE MONEY.

WARRANTY INFORMATION

This engine has aTwoYear Warranty with unlimited mileage.

• Should a major problem arise with this engine within the first year of use, the warranty covers all parts and labor and we will pay for shipping the engine both ways.

• Keep the crate your engine came in to ensure a safe return to our workshop.

• Wedo notcover the removal or re-installation of the engine at any time during the warranty period.

• Our engines must be used with a rev limiter. Should warranty issues arise, proof of the rev limiter use will be required.

• Should a problem occur in the first year of the warranty that we determine can be repaired by you or a qualified repair shop,upon our written approval,we will pay for the repair based on our in-house hourly rates for labor and our estimate of a reasonable amount of time to make the repair with the engineon a stand as you received it.To be specific, due to the difficulty of accessing certain engine parts in some vehicles, we arenotresponsible for the additional time and labor costs you may incur in removing and replacing such parts.

• In the second year, the warranty will cover all parts minus any labor to remove and install needed parts. The cost of shipping the engine to us is not covered in the second year of warranty.

• Tuning or maintenance are not covered under the warranty. Tuning includes jetting or adjusting the carb, ignition timing, or readjusting the rockers. Tuning would also include changing out plugs to optimize temp range for your needs. Setting ignition timing is also considered tuning. You must check the timing on this engine before it is driven.

• If you are not satisfied with the cam, intake or carb you have chosen, we will exchange any of these items. You will pay for shipping and any required labor.

• There is no additional charge for cam and intake swaps within the first 60 days of purchase.

• If a carb is returned as a swap for an upgraded carb, you will receive full credit for the cost of the original carb towards the cost of the upgraded carb. If a carb is returned for credit or as a swap for a carb of equal value, a restocking fee will be charged or deducted from the cost of the returned carb.

• Damage due to detonation or extreme abuse will not be covered by the warranty.Detonation damage is evident upon removal of the cyl. heads.

Always feel free to give us a call if you have a question about tuning.

You can enjoy your engine with occasional spirited driving, as it is well designed for it, but we will not cover damage caused by racing or improper tuning. A rev limiter and fuel to air ratio monitoring device must be used on this engine. The rev limiter should be set to cut off at its peak horsepower or less if you choose, and this should allow many years of service without a problem.

The carb should be tuned to allow the correct fuel to air ratio. This ratio can vary depending on many factors such as altitude, vehicle weight, gearing, type of driving, etc. These values should be in the recommended safe zone.

Continue reading for more detailed information on timing and carburetion. You must follow the oil recommendations listed below.

Special note.

For engines equipped withsolidroller cams, the warranty on the valve train components is for 30 days. You may never have a problem with any of the components, but excessive street driving at cruising speed can adversely affect these components.

Solid roller setups on BBC engines should not be driven for excessively long distances or for long periods of time on the street. A weekend of racing at the drag strip would likely have less of an effect on the valve train components than a 100 mile easy drive.

If you do think you will be driving significant numbers of miles, we strongly recommend going with our hydraulic roller cam package. The warranty on the hydraulic roller cam and valve train components is the same as the rest of the engine. See our other listings for info on all of our engines.

Tuning, maintenance, and oil recommendations.

This engine must be maintained with oil specifically designed for high performance engines. The life of the engine can be greatly extended if you run a race grade engine oil such a Valvoline VR1 or the many other race grade engine oils on the market. Most are available in synthetic grade for those who prefer it. However, we recommend running non synthetic racing oil for at least 1000 miles to ensure the rings have seated completely.

Rather than using mileage as an indicator of ring sealing, it’s better to use oil consumption as a guide.We recommendValvoline VR1Racing oil in the silver bottle. This brand of oil has an exceptional reputation, and is used by many high performance engine builders, racers, and many street rod owners. This oil is totally suitable for street use. You don\'t have to run the off road series racing oil. The street/strip series are suitable.

The 10w-30 weight is recommended for year round use on SBC engines, and BBC engines may run the 20w-50 grade during hot weather, but not during temps below 40 degrees. BBC engines are known for fluctuations in oil pressure moreso than the SBC engines, so the heavier weight oil may stabilize oil pressure readings. However, the 20w-50 should not be used during winter weather.

Oil pressure of 50-60 lbs in the upper rpm range on a fully warmed up engine is nothing to worry about. You may also notice that oil pressure drops at idle to approx 25-30 lbs when the engine is fully warmed up during very hot weather. This is somewhat common and no cause for alarm.

If your engine has a Dart block, then it has priority main oiling. This block routes the oil in a very different pathway compared to a GM block. The mains and rod bearings as well as the crankshaft are well protected with an ample supply of oil even when the oil pressure numbers are lower than you think they should be.

You may run a 20w-50 grade oil if your engine is a big block if you feel it will help the oil pressure, and it sometimes does. Small block engines may even make use of the heavier weight oil, but only in the warmest of weather. We have implemented many safeguards in the build of our engines to stabilize the oil pressure.

Racing oil must be changed more often than conventional oil. Every 2000 miles or less would be optimal.

There are many special additives in race grade oils that are not in conventional oil. These additives are very valuable for high performance engines.Neveradd anything to racing oil. This oil has exactly what is needed to protect a high performance engine. Some of these oils will state that they are low or possibly non-detergent, and that is a desirable trait of racing oil.

The anti foaming agents in race grade oils are much better than what you would find in conventional motor oil.Race grade oils have higher than normal amounts of the zinc compounds in them, and there are many components in the engine that can make great use of these additives.

If you are running a mechanical fuel pump on our engine, you absolutely must follow the oil guidelines to the letter.

We recommend running an electric fuel pump on this engine due to the higher than normal eccentric cam lobe failure rate experienced with engines running a mechanical fuel pump.

The high volume mechanical fuel pumps put an additional strain on the eccentric fuel pump lobe on the cam, and modern roller cam technology may not be addressing the eccentric cam lobe design like it once did years ago, since very few people are running mechanical fuel pumps anymore and the roller cams and lifters do not require these special treatments.

Modern oils further the problem due to the absence of high levels of the zinc compounds they once had. These factors can spell doom for the eccentric cam lobe on the cam in these engines.

If you insist on running a mechanical fuel pump, then using arace grade oil becomes essential. To further protect the cam, we offer a very special fuel pump rod made from an ultralight material.It’s made from a proprietary blended, carbon reinforced, bearing-grade polymer.This fuel pump rod only weighs 25 grams, and is very strong yet gentle on the eccentric cam lobe.

Unlike the common light weight hollow rod on the market, this rod is one third the weight, and a bit more costly. By reducing the reciprocating mass of the fuel pump rod, the load on the eccentric cam lobe is greatly reduced. We offer this rod in our other listings.

As for oil filters, we recommend ACDelco, selected K&N, Moroso, or any of the other high quality oil filters on the market.

Be aware that some K&N filters have a very low micron rating, and we don\'t recommend them.All oil filters have a micron particle rating. If you want to run a low micron rated oil filter during the break-in period, that would be acceptable. Do not run the engine at high rpm during this break-in period with a low micron oil filter. The filtration on these oil filters is high, but the restriction is also very high and may reduce oil flow (volume) when running at wide open throttle or when the engine is cold.

We have seen some filters rated up to 61 micron size, and these would be great to run at the track, but we find its micron rating on the high side and may not provide as much protection as a filter with a lower micron rating.

Filters in the micron range of 20-25 offer the best overall protection and do not interfere with oil flow/volume to any great extent. AC Delco and K&N filters have a very strong case and this is very desirable if you have purchased one of our engines with a Dart block. The Dart block has a priority main oiling system, and pressure in the oil filter can be very high when the engine is cold. You must always allow the engine to warm up completely before any hard acceleration.

In our Dart block, the Wiseco forged pistons that we use arenot madefrom the low expansion 4032 alloy material. Ours are all made from 2618 Aircraft alloy. This type of alloy has a greater amount of expansion in the bore until fully warmed up, but not as much as some of the all out race pistons. Nonetheless, they do have more clearance until warmed up. Therefore, let the engine warm up before accelerating all out. You can start up and go a mild driving pace with it cold for 10 min. or longer.

You must use a rev-limiter on this engine. Should you have a warranty issue, proof will be required. A rev-limiter will allow you the freedom to drive without having to monitor the tach. Every car from the factory has this feature. Set the limiter to the peak hp rating of this engine or less for added protection.

You must run a crankcase ventilation system to pull gases from the crankcase, and we do supply this with the engine. You will have two choices. Usually thepcvsystem will work, but due to the erratic engine air speed, it may not work so well.

If you decided on cam choice two or three with this engine and have chosen our dual plane intake, the common pcv system will be included with this engine, and should do well with keeping crankcase pressures normal.

However, we believe that the best system is an exhaust evac system that is fed into the collector of your headers. You cannot use the exhaust evac system if you have chambered mufflers such as Flow Masters or any other brand of chambered muffler.

You may run the exhaust evac system if you have straight through mufflers such as the ones made by Magnaflow, Corsa, Borla, and Bullet, etc. These mufflers have perforated walls and flow straight through. Regular chambered mufflers will interfere with the operation of an exhaust evac system. This system will gently pull gases from the crankcase at all times at a smooth consistent flow. Your engine rings will usually seat faster.

One other benefit of using an exhaust evac system is the reduction in oil leaks. Excessive crankcase pressure is the cause of many oil leaks.You can choose the type of vent system you want with this engine at no additional charge.

The exhaust evac system has one serious drawback. The valves that connect into the headers have a somewhat short life, and when they fail, they could cause crankcase pressures to rise greatly. They must be checked regularly.

Educate yourself on these systems before using them. You will find plenty of great information on the internet about them. They are great systems but require frequent maintenance and replacement of the valves.

These valves are not expensive, and testing to see that they are working is very simple. Replacing them is also very easy. High mileage use or daily driving is impractical with this system, and the standard pcv system would be more suitable.

Engine break in:As soon as your engine is installed,check and reset the timing if needed.Get the car on the road as soon as possible, and run the engine in a somewhat aggressive mode, not exceeding 4,500 rpm for the first few hundred miles.

Drive safely please; we’re not asking you to drive fast or aggressively. Just keep your engine under load more than normal. Drive it in a very inefficient manner. Keep the engine with load against it, and bring the rpm up and back down to seat the rings much better and faster. This allows the rings to expand in a perfect circle and with greater pressure against the cylinderwalls to establish an even wear pattern.

Besides for tuning, another reason that race engines are dynoed is to put a good number of passes on the engine under heavy load, as this will seat the rings very quickly, making the engine somewhat ready for racing. Failing to do this not only delays the break-in, but can permanently stop the engine from establishing a good wear pattern on the cylinderwalls.

If you have opted for our dyno-tuned version of this engine then ring seating will be partially established. The dyno has a computer controlled break-in mode that we use before doing any dyno testing for power output. Should you opt for the dyno tuning package, it does not mean that your engine is ready for synthetic racing oil. Your engine will continue to seat the rings in to an even higher degree after 300-500 miles of driving.

VERY IMPORTANT NOTICE

This engine doesnotcome with oil in it. The oil that was used during the test run or dyno tuning will be drained as this is required by the shipping companies. We also prefer draining the oil as this gives us a chance to examine it for of metal particles. We use aSystem Onereusable filter on the engine during test running or dyno tuning. The filter is removed and is also closely examined for metal particles or debris. To prevent oil from dripping onto the shipping pallet, we re-install a new medium length regular spin-on oil filter.

You must prime this oil filter. Priming is not done when changing oil on a well broken-in warm engine that has been running moments before changing the oil. Your new engine that has been sitting around for weeks, if not months, MUST be primed.

You may replace the oil filter that comes on the engine with a brand that you prefer, but do opt for the medium lengthversion, as this will help maintain oil pressure and volume much better than the short version.

If your engine has our Champ stock appearance pan on it, fill with approx 5-6 qts.

If you have the extended capacity Champ pan with kick outs then you will use approx. 7.5-8qts of oil. Just remember to fill/prime the oil filter with oil before starting the engine.

Carburetion,timing, spark plugrecommendation.

You must be sure that your air to fuel ratio is correct.We strongly recommend purchasing a fuel to air ratio monitor.

If your carb is running too lean, detonation is at your door.

If it is excessively rich, cylinder wash-down from excessive fuel will destroy your bore finish, pistons, and rings quickly.

A tad on the rich side is not a problem, and can help resist detonation; a tad on the lean side will generate the most power and increase fuel mileage.

The optimal air to fuel ratio is approx. 13.5:1 Set total timing at 32-34. Total timing refers to the reading at 3500-4000 rpm. Do not worry about initial timing, as it will be determined by the total timing. The closer to the low side of the total timing, the safer your engine will be.

Never use the vac. advance on any of our engines. It will not function as it was intended due to erratic low air speed at idle and mid range rpm. You will not have a problem with how the engine runs without it.

Be sure to have a high amperage battery and high quality starter. The battery must be 850 cca or more. Use heavy gauge battery cables. If you have a hard cranking issue, purchase an in-car timing controller. This will allow you to control your timing for optimal performance and ease of starting.

Should you ever hear valve clatter or pinging at any time, reduce, (retard) the timing just enough to eliminate it. Timing that is set just below valve clatter will allow the engine to run at its strongest, and if you pull an additional degree or two out, it will be less likely to detonate. You will notice that the engine accelerates, not faster, but smoother, with less of a short winded tight feel to it.

If you set the timing too low, the engine will run poorly and not idle properly, and may also run hot.

Factors that determine the need for reduced timing:

·below peak power

·very high outside temp

·heavy weight cars or trucks

·taller than normal gearing

·lower octane fuels, such as 91 vs 93

Neverrun regular gas, no matter how much you have reduced the timing. It won\'t be enough! You may have had an old car in the past that pinged and clattered under load for years, and didn\'t seem to hurt it due to the very low compression.

Let any engine with compression numbers above 10:1 clatter and ping for very long, and you will lose the engine due to detonation, and in some cases this can happen very quickly.

Spark Plugs:We recommend theAutolitebrand, part number Autolite3923. Most of our engines include the correct spark plugs. We also offer a premium NGK plug that is highly suitable for this engine. Racing grade plugs are fine as they have a few features that are desirable for certain types of driving. Keep the temp in the low to middle range. Use a plug that\'s too hot, and you are once again close to detonation/pre-ignition; use a plug that\'s too cold and they will foul constantly, run poorly when cruising at low speed, and be difficult to start.

Some of our engines come with spark plugs in them, depending on the package you purchase. You may also use NGK part # NGK 4544, a plug that is one step lower in heat range than the Autolite plug.

You would be amazed at how much better an engine will run with the correct spark plugs installed, but brand name has little do with this. It\'s more to do with heat range than any other factor. Factors such as outside temp, altitude, compression ratio, and the type of driving you do determine the temp range to run. You can run the coldest plug you can get by with.

A very slight loss of power is also an issue with plugs that are too cold, as well as possible difficulty in starting. However, you can have much more serious issues by running plugs with high temp ranges.

Keep the engine coolant temp as low as possible, but it is not a problem if it runs as high as 210 on very hot days, as long as it\'s consistent, and not climbing.

Neveruse pure antifreeze. A 50/50 mixture or even slightly less antifreeze will cool the engine better than a rich mixture of antifreeze. Get the temp down if possible, but don\'t worry if you can\'t get it below 210 on a hot summer day. The cooler you keep the engine, the lower the risk of detonation. Set engine idle at approx. 900-950, and never too far below this.

If your carburetor is not functioning correctly it can ruin your engine. If your carburetor size is more than one step in either direction from the recommended size, it can cause an imbalance in the fuel to air ratio, and be nearly impossible to tune.

Proper jetting is also a must. Never let the engine idle for excessively long periods during the break-in period.

Do not overfill with engine oil. Slightly less than normal is better than too much, in most cases.

When setting the carb choke, we recommend setting it on the mild/lean side. It is best for the choke to open up to its full straight up position as quickly as possible. Keep backing it off until cold starting becomes difficult.

If the choke is set up on the aggressive side, it will create an over-rich condition upon every cold start-up and warm-up. This over-rich condition is very damaging to an engine.

If you feel you can get by without a choke, then by all means do without it! The modern day carbs actually do well with very little or no choke. With a few pumps of the throttle and a bit of feathering, the throttle will have you off and going smoothly, in most cases with very little or no choking at all.

Valve trainmaintenance.

Should you ever hear a change in sound on a solid roller setup, it is imperative that you address it immediately. If one or more of the rockers becomes loose, it could indicate something serious. If it’s a rocker that has loosened up on its own, and is left this way, it could be destructive in time.

Only allow a true hard core hotrodderadjust the valve train, especially a solid roller setup. It will take about an hour to completely go over every rocker, and it is well worth doing after a season or less of running. Every year, we advise removing the intake and inspecting the complete roller lifter on any solid roller setup, as well as thepushrodends, rocker seats and valve tips. Also check for broken outer or inner springs.

Hydraulic roller setups are virtually maintenance and very long lived compared to a solid roller setup.

Our recommendations will change from time to time.We never stop trying to build a better engine, and we learn from our own experiences and from response from our customers. We know there’s always room for improvement. We’re always working on research and development, as does any successful business. We advise checking out the recommendation section of our engine ads on a regular basis.

Why have we given such detailed information on our warranty and maintenance suggestions? Some customers bought our engines and did not fully understand our warranty and the maintenance needs of the engines.

Not knowing is understandable, but failing to educate yourself on the do\'s anddon\'tsis asking for problems. We suggest joining a few good car forums, as they have a wealth of great information.

However, beware of individuals on forums who think they know it all, and really know very little. Do your research using several sources, and be sure to read between the lines.

Skip White

Your engine booklet will include the balance sheet and other information on this engine such as, cam card, and your invoice will show your personal selection of the options offered. Misty Moore is in charge of the production of this booklet. We usually mail this out prior to shipping the engine. Should you fail to receive this, feel free to contactMisty at [phone removed by ].

THIS ENGINE USES THE BEST PARTS. WE’VE REVIEWED WHAT THE COMPETITION IS OFFERING, AND WE’RE 100% CONVINCED WE ARE OFFERING A FAR BETTER VALUE.

Many have asked why we’re able to sell such an engine for such a great price. It’s because we’re also a major distribution center for all of the parts used in this engine, as well as a full scale machine shop. Our purchase price for the parts used in this and all of our engines are at master warehouse distributor (WD) pricing. Few machine shops ever get to master-wd pricing. We also believe in keeping our profit levels low enough to allow the working man a chance to build his car the way it should be built.

A final note.

Our user id is:skipwhite, and our store name is whiteperformance1. You may have noticed other sellers using a similar name offering similar products. These other sellers have capitalized on our name as we see it, and many customers searching for us will inadvertently find them, thinking we are one in the same company. There is only one \"Skip White\" We are the original premier seller under this name since approximately 2002. We have no other names, nor are we associated with any other company regardless of the similarity in the name or location. Our official company name is Skip White Performance.

Email us for shipping cost for overseas delivery. We have excellent sources for low cost shipping anywhere in the world.

We have now included a flat rate shipping fee on this engine within the 48 continental states.This rate only applies to delivery to a business with the capability to unload the engine without the use of a lift gate. You must have a dock or fork lift. We can have the engine delivered to a residence with lift gate service but at an additional cost.

Your engine will be in a crate on a pallet, and you will receive a roll around engine cradle, at no additional cost. The value of the engine cradle is approx. $49.00. Your engine will also be fully insured. You are welcome to pick up your engine in person, and eliminate the shipping cost. Should you decide to come in, you are welcome to take a tour of our facility.

RETURN POLICY

If an items needs to be returned forANY REASON,the customer MUST CALL FOR AN AUTHORIZATION from us. The item must be LABELED CORRECTLY and include a copy of the ORIGINAL RECEIPT inside the package. It is preferable that you use the original package that the product was received in. You MUST label the OUTSIDE of the package with the ATTN to representative that gave authorization written in BIG BOLD LETTERS on the OUTSIDE of the package AND on the receipt inside the package. You must also explain in writing what the problem is with the item. It is preferable that you enclose this information in a packing slip attached to the box.

We cannot stress how vitally important this is in regards to getting your return taken care of in a prompt manner. If the item comes back to us UNLABELED and/or NO RECEIPT inside the box, the return WILL NOT BE PROCESSED.

If the item is unclaimed for more that 7 days, the returned item will be marked return to sender if allowed by carrier. If return to sender is not allowed by carrier, the item WILL BE DISCARDED.

We are NOT RESPONSIBLE for any returns received that are not properly authorized and labeled correctly.

Please call for authorization [phone removed by ]. Please haveuser name, date of purchase, and item number(s) when calling for return authorization. If the item is defective, we will pay the shipping in both directions for up to 30 days.Beyond30 days you will be required to pay the shipping to send the product to us. We will always pay the shipping to return the replacement item to you.

We are not responsible for collateral damage caused by the use of this product.

PAYMENT AND SHIPPING DETAILS

WE OFFER GREATDISCOUNTS ON SHIPPING. YOUONLYPAY THE FULL SHIPPING FEEON THE HIGHEST SHIPPING COST OF YOUR ITEMS, ANDHALF PRICESHIPPING ON ALL ADDITIONAL ITEMS. FEW OFFER DISCOUNTS ON SHIPPING SUCH AS THIS.EMAIL US USING THE\"ASK THE SELLER A QUESTION\"TABIF YOU WOULD LIKE US TO CALCULATE YOUR SHIPPING COST ON MULTIPLE ITEM ORDERS.YOU MAY ALSO REQUESTAN INVOICE AT TIME OF CHECKOUT. IF YOU ARE UNABLETO CONTACT US BY EMAIL PLEASEGIVE US A CALL AT[phone removed by ]FROM8AM-8PM EASTERN TIME MON-FRI AND 10AM-3PM ON SAT.WE WILL ANSWER YOUR EMAILWITHIN THEONE BUSINESS DAYIN MOST CASES,SO KEEP SHOPPING AND PAY HALF PRICE SHIPPING ON ALL ADDITIONAL ITEMS. OUR CHECKOUT SYSTEM WILL AUTOMATICALLY CALCULATE YOUR SHIPPING DISCOUNT AT TIME OF PAYMENT,SO LONG ASYOU CONSOLIDATE YOUR PAYMENT.

If you checkout and start over, the auto calculator will not recognize the multiple purchases, and there will be no shipping discount. Should you decide to start purchasing again after checking out, you willneed to contact us so we can calculate your shipping for you.

IF YOU ARE HAVING DIFFICULTY PAYING WITH PAYPAL, FEEL FREE TO GIVE US A CALLAT[phone removed by ].SALES AND CUSTOMER SERVICEHOURS OF OPERATION ARE8AM-8PMMON-FRI &10AM-3PMSAT EASTERN TIME ZONE

FOR TECH SUPPORT, PLEASE USE THE\"ASK SELLER A QUESTION TAB\". IT\'S LOCATED AT THE TOP RIGHT HAND SIDE OF THIS PAGE. YOU MAY ALSO CALL FOR TECH SUPPORT IF YOU\'RE UNABLE TO EXPLAIN WHAT YOU NEED IN AN EMAIL. TECH SUPPORT IS USUALLY NOT AVAILABLE UNTIL AROUND10AM-5PMMON-FRI EST.

FedEx is our primary shipper. Weare unable toship to APO/FPO addresses. Help us ship your order promptly by including your physical address at checkout.If your order MUST be shipped to aPOBOX, please contact us by phone. Additional charges may apply. Below is a map representing the estimated delivery time to get to youfrom our location.

FedEx Home Delivery delivers Tuesday - Saturday. If apackage leaves here on aThursday, and youare in a 2 day deliveryzone, your package will deliver to you on Saturday.If you are in a3 day zone, and your package leaves on aThursday, you will not receive it until Tuesday.Expedited shipping is available upon request for an additional fee. Please contact us forrates.

HawaiiandAlaskahave a 6+ dayestimated delivery time.

The shipping quoted in this ad is only for the48 continentalUnited States. If shipping to anywhere else, please give us a call or email us for quotes. The half price shipping on all additional items also only applies to items that are being shipped in the 48 continentalUnited States. If you have any questions, you may give a call at[phone removed by ].

Pay with your credit card through PayPal, or call us at [phone removed by ]