SBC CHEVYTURN KEYSTAGE 2.2 HYDRAULICROLLER CAM383CUBIC INCH ENGINE510 HPSTREET ROD SETUP.RUNS ON PREMIUM PUMP GAS.
Pictured below is our turn key engine with the single plane intake. The second picture further down in the ad shows it with the optional dual plane intake.
Important 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 2003. 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. Please see the article in the lower part of this ad for a more detailed explanation

DARTSHP BLOCK WITH SPLAYED MAIN CAPS.FORGED4.030BOREWISECOPISTONS, SCAT3.750STROKE CRANK, AND 6.0 SCAT RODSNKBALUMINUM HEADS.
THE ENGINE IS COMPLETE AS SHOWN FROM CARBURETOR TO OIL PAN.EDELBROCK PREMIUM PLUG WIRES ARE INCLUDED BUT NOT INSTALLED.

Pictured below shows the engine with the dual plane intake manifold.

Introducing our Turn Key Stage 2.2 Roller cam 383 cid 510 hp engine.

4.030" BORE X 3.750"

- DART SHP BLOCK WITH SPLAYED MAIN CAPS. COMMONLY USED IN ENGINES BUILT TO 800+ HORSE POWER.

- NKB 64ccALUMINUM ALLOY HEADS WITH PBM COMPETITION SERIES VALVES.

-COMP HIGH ENERGY ALUMINUMROLLER ROCKERS.

- COMP CAMS ROLLER CAM ANDSTREET STRIP ROLLER LIFTERS. A CUT ABOVE THE OTHERS.

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

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

- SCATRODS WITH ARP8740 CAP SCREWS.

- WISECO PREMIUM FORGED FLAT TOP PISTONS. 800+HP RATED.

- QUICKFUEL 4 BARREL CARB. SLAYER 600 OR 750 CFM DEPENDING ON CAM CHOICE.

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

- CHAMP CUSTOMOIL PAN WITH OIL CONTROL SYSTEM.

- ALUMINUM WATER PUMP WITH ALUMINUM IMPELLER.

- PRO-RACE BRAND DAMPER.

- TWO YEAR WARRANTY.

Two year warranty, see details below.

This engine is designed to have a high level of drivability, or street manners. Cams #3 and #4 are our favorites for offering exceptional low end and mid range performance plus max drivability without needing to deepen final gearing or the need for a high stall speed torque converter.

If you choose to go with the Hurricane single plane intake and the first choice cam with 1.6 rockers, it will bring the hp numbers up to approx.515. We do not recommend the single plane intake combined with cam choice 1 on any car that is over approximately 3400 pounds.

Please read the cam info provided below on the cam choices before purchasing this engine. It is very important that you choose the correct cam and intake for your car and its intended purpose.

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

1. The 383 willaccelerate most medium to heavy cars dramatically quicker than the common 350's on the market. The main difference between a 383 and the 350 is that the 383 torque comes in much lower. The difference is so dramatic that you would estimate the engine to have a much higher horsepower rating than it actually has. If you're not familiar with the 383 engine, do an internetsearch on 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. All parts used have much higher hp ratings than this engine is producing.

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

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

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

5. Longevity, reliability and low maintenance.You don't have toturn the engine to a critical rpm range to produce its max hp output. There is nothingunsafeaboutrunningan enginethat's as well built as this up to approx. 6,200 rpm. Our NKB aluminum heads use very high quality hardware. The new Dart Super High Performance block would be indestructible if built to the power rating of this engine. The Wiseco Racing pistons are rated at 800+hp. The protection against detonation is at its highest with these type pistons.

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

We do a full test run on every engine we build on a test mule. The engine is run for two intervals of 15 minutes each, and every possible issue is addressed. When you install the engine, you must verify that the timing is set at the correct value, and the fuel to air ratio must be verified. We also include an engine stand like the one pictured, wheels included, and an engine lift plate.

As of 9/15/2013 we completedinstallation of our brand new Super Flow 902S dyno. In the past, we outsourcedour dyno work. We were unable to do the research and development we trulywanted, and this prompted us to make the $105,000 investment. It's been oneof the best investments we have ever made. Every aspect of our engines can nowbe monitored, calibrated, and tuned. Best of all, we can now see what combosgenerate the best power, with consideration to drivability.

One thing we have noticed is that thede-tuned engines with different cam and intake combos certainly do have lesstop end horsepower than expected, but the torque increase in the low rpm rangeis much greater than in the higher horsepower setup. This increase in torquedown low is what you want if you're sporting around on the street, rather thanall out racing. The de-tuned version of this engine will also allow you to setthe car up closer to stock and increase drivability to a very high degree.Throttle response is also noticeably better.

The build sheet is as follows:

Pictured below is the new Dart SHP block. This block is the absolute ultimate in quality, durability, and value.

We now use the Clevite bearings in our engines.

Our choice of rods are the Scat Pro Stock rods with ARP-8740 cap screws.

We use genuine Scat rods with ARP cap screws in all of our engines. Our Scatrods are bronze bushed, and unlike Eagle I beam rods, these are fully forged 4340 alloy.

We have noticed some engine builders using low cost generic rodsand crankshafts in their engines. These non-branded, (no-name) products areoften poor quality in many ways. You will notice many of the low end enginebuilders fail to mention the actual brand of the rods or cranks used in theirengines. Upon further investigation you will find such parts not to be abranded name product. They may label these parts with a name, but one that istotally unrecognizable in the industry. Our experience in years past with suchrods and cranks has been disappointing to say the least. Besides the obviousissues such as incorrect sizing and machining that is difficult to correct, thequestionable alloy these items may be produced from andthe potentially incorrect heat treating methods used, could prove to bedisastrous. Little can be done to verify this and nothing can be done tocorrect it.Failuresof such critical parts will usually result incatastrophic damage to the engine.As you may have noticed,this is why we specify the brand name, and series of every part used in ourengines.

Many of the inferior "no-name" rods on the market will also have "no-name" rod bolts in them. We have seen these bolts before, and they are very low quality. They don't have ARP's rolled thread design, and they don't torque down with the same characteristics as a genuine ARP bolt. It's not just a matter of having a different brand bolt in the rods; these bolts are low quality in many ways. They have been known to fail in engines to a much greater degree than a high quality rod bolt, and this failure usually causes catastrophic damage in the engine. Beware of rods that don't mention the rod bolt brand. As far as we're concerned, ARP bolts are the only brand we would ever use or accept in a set of rods.

Genuine ARP 8740 cap screws.

PRO RACE BRAND HARMONIC DAMPER, 6.75 DIAMETER INCLUDED.

Pro-Race branddamper is used on all of our engines.

INTERNALLY BALANCED,6.75" DIAMETER REDUCED ROTATIONAL MASS, OFFERS EXCELLENT CLEARANCE.

1.52" THICKNESS,2.38" THICKNESS WITH HUB

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

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

HEAVY DUTY SFI RATED FLEXPLATE MADE IN THE USA INCLUDED.

This SFI flexplate is made in the USA and will resist cracking and warpage to a very high degree. One good telltalein identifying a low quality flexplate is the lack of welding on eachside where the plate mates to the ring gear. They usually have a palegrey color to them, as they are not coated, and will rust quickly.Oursarewelded on both sides, and are much thicker than an OE plate, and are zinc dichromate coated.

We do offer this engine with a manual flywheel. In most cases we do have both sizes, 153 and 168 tooth, available.

Our CWT 5500 Balancer.

We do our own balancing with our new state of the art CWT 5500 Series balancers. The CWT 5500 is the ultimate for precision balancing.We now have three of these in our machine shop.We consider this machine to be highly advanced compared to the Hines balancer we once used.We balance every rotating assembly we sell within 2 grams or less at no extra charge. A balance sheet is included with your engine.

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

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

NKB 200cc ALUMINUM HEADS
Our new NKB-200 heads have been designed especially for us. After receiving many recommendations from our engine builders, we came up with the best quality, best flowing heads on the market relative to cost. The only way you're going to get a set of heads that flow as well or better will be to spend at least double the cost or more. We have installed these heads on all of our 383 and 406 engines for the past two years. Many of these engines were dynoed on our new Superflo dyno. The engines had every possible combination of cam, intake and carb. The results have been amazing. These heads are excellent in design and quality. Our choice of hardware and precision assembly also contribute to the performance and reliability of the heads.

In the flowchart below, the NKB-200s are superior to the Procomp heads in flow rates, and also edge out the Dart SHP heads on the intake side. The intake numbers are far more important than the exhaust. The overall average flow numbers on the NKB-200 heads are higher than most any brand of non cnc'd cast aluminum heads on the market.The difference in horsepower and torque generated by the NKB heads is monumental compared to most all of the low cost sbc heads on the market. We offer several different cam choices with our 383 engine.

Here is a rundown on the hardware used in the NKB heads and the assembly process.

The retail cost at most High Performance stores on the PBM Competition valves is $239

We are now using the Competition Series PBM valves in all of our 383 and 406 engines. These are considered a high end valve. These valves have an undercut and backcut feature.

The backcut feature reduces valve weight by an average of 12.5 grams per valve.This weight reduction of approx. 208 grams off the complete set of valves hasa monumental effect on acceleration, deceleration, and valve train life.It may be difficult to understand how this works, but rest assured, this is a hugereduction.The valve spring compression and reboundaction will remain stable for a much longer time running lighter weight valves, as well as reducing valve float.

The backcut feature is not be mistaken for undercut. These valves have both features. Backcutting is an additionalradius, but located on the head of the valve to increase the flow numbers and reduce valve weight. The flow increase is approx. 3-6 points on the flow bench, and possibly more, depending on the initial flow rate of the heads.

According to one of our machinists who built Winston Cup engines for 15 years, the exhaust valves had an additional radius cut on the outermost edge that allowed a better escape of the exhaust gas.This cut on the exhaust valve is in addition to the back-cut feature.The competition series are made from a much higher temp alloythan most other stainless valves. There are at least three levels of stainless valves on the market, excluding those used in very high level racing such as pro-mod. The PBM competition seriesis compared to the highest level of those three. As a final note, backcuttinga set of valves is said to improve flow in the low lift area, and this is most desirable on street rods.

Comp High Performance Dual Springs, Part Number 987-16

Our Comp springs are1.43 diameter, with an inner spring and internal damper. Others are using springs that are much smaller in diameter. Smaller diameter springs may be in the correct spring pressurezone, but they usually have a shorter life. Comp springs are made in the USA. All of our engines using the NKB heads use these springs. Spring failures are near non-existent.

COMP CAMS "POSITIVE STOP" VITON VALVE STEM SEALS. # 529-16

Comp 10 degree machined valve locks.

We use only Comp Super10 degree machinedlocks. Our head builder noticed the low grade locks on the market fit more loosely than he felt they should, not to mention the possibility that they were made of inferior metal. He envisioned the engine being much more prone to dropping a valve at high rpm. Using these locks, we have yet to have an engine drop a valve due to a valve lock failure.

Comp Cams retainers # 75740-16 and Comp Cams ID locatorsPart number: 4771-16

Our Comp Cams retainers # 75740-16 and Comp ID locators # VTH-4771-16 are made from 4130 chromoly steel. These retainers have a perfect fit with the Comp valve locks. We have used these on all of our engines for many years, and have had zero failures.

Assembly Procedure

We hone all of the bronze valve guides with a ball berry flex hone to establish not only perfect clearance, but also a semi cross hatch finish for oil retention. We finish off with a natural bristle brush. The heads are then placed in our parts washer and cleaned with high pressure hot water, then pressure dried. Before installing the valves, we apply a heavy coat of engine assembly lube to the valve stems. The coating on the valve stems is essential to protect the bronze guides from gaulding on initial startup.

Our next step is to set the spring pressureto a predetermined pressure using a spring height checking device, most suitable for street rod use. The springs we are using allow for a near perfect seat to nose ratio. Be warned that some sellers of aftermarket heads may not be checking the installed height when assembling the heads, and may not be setting them up to the correct pressures. We have a full scale machine shop with several very knowledgeable engine builders that know and fully understand how to properly assemble a set of heads. Combine the possibility ofpoor assembly methods with incorrect or low grade hardware, and it is easy to see how failures can result.

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

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

Skip White

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

Cam Choice #1
Special Grind # 33161
PART NUMBER: 08-000-8-11323
520/540 lift

236/242 duration

110 lobe sep.

Comp Cams SBC Xtreme EnergyStep Nose Hydraulic Roller Camshafts.

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

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

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

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

Important note.

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

Cam choice #2
Special Grind # 33151
PART NUMBER: 08-000-8-11480
510/525 lift

230/238 duration

111 lobe sep.

Comp Cams SBC Step Nose Xtreme Energy Hydraulic Roller Camshafts.

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

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

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

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

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

Cam choice #3
PART NUMBER: 08-000-8-13436
498/502 lift

220/226 duration

111 lobe sep.

Comp Cams SBC Step Nose Xtreme Energy Hydraulic Roller Camshafts.

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

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

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

Valve train life is greatlyextendedwith this cam as compared to the others, 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. You may run power brakes with this cam. This cam is best paired up with our Edelbrock EPS intake. This particular intake is offered at no extra cost. The EPS intake actually has amazing off idle power compared to any of the larger runner dual plane intakes. This intake is the most practical intake to select when you use this cam. Fuel mileage would be at its best with this cam and the EPS intake. We also run a lower compression piston with this combination, making the engine less prone to detonation.

Official dyno results with this cam, 1.5 rockers, dual plane EPS intake, SL-600 carburetor, NKB heads, and an HEI distributor. Notice the rpm range where we started this dyno run with this cam. We are unable to start a run at this low of an rpm with any of the larger cams used in a 383 engine. The torque numbers this cam produces in the off idle range would be far greater with this cam and intake combo than with any of the larger cam selections.Notice the torque curve on the graph below. This combination is all about huge low end torque. We started the pull on this at 3600 rpm, and that can't be done on any of the cams above. The torque in the low rpm range with this cam is very impressive.

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

QUICK FUEL SLAYER 600, Brawler 670, OR 750 CFM CARB, DEPENDING ON CAM CHOICE.

Quick Fuel Technology (QFT) has engineered its new Slayer series vacuum secondary street carbs with all the features. The Slayer is not some stripped-down off-shore QFT copy, it features the same QFT race engineering, all-aluminum construction and hand-built quality that goes into all QFT race-winning carburetors.

The Slayer's incredible value is made possible by QFT's new CNC machining centers and the unique design that utilizes a secondary metering plate with changeable jets, eliminating the costly secondary metering block unneeded for most street/strip cars. The majority of fine tuning on a street carburetor is done on the primary side, and the Slayer provides all of the popular options: changeable idle air and high-speed air bleeds, 3-stage emulsion circuits, changeable primary idle feed restrictions and power valve restrictions.

A truly welcomed feature is the QFT QuickSet adjustment on the vacuum secondary diaphragm that provides a quick external twist adjustment without changing springs. Secondary metering can be altered with changeable main jets and the secondary float is also notched for jet extensions.

Additional features are a fully adjustable electric choke, and a semi polished finish that will improve any engine compartment. The Slayer 750 cfm (Part # SL-750-VS) features a 1-11/16" throttle bore and a 1.375" venturi.

You have a choice of single or dual plane intake. The single plane intake (1st pic below) should only be used on cars that are very lightweight and have good hood clearance.

Dual Plane Intake shown below. This is a large runner dual plane intake. They make excellent mid range power.

Pictured below is the Edelbrock Performer EPS dual plane intake. If you're going with cam choice # 2 or 3 and require more bottom end power, we strongly recommend this intake. This intake offers incredible low end response and has excellent hood clearance for those installing this engine in a C3 Corvette with a non-cowl stock hood.

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

Pictured below are some of 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 for your engine.

The satin covers below are by far the most popular.

RETRO STYLE FINNED. OUR SECOND MOST POPULAR CHOICE.

THE RETRO FINNED VALVE COVERS CONTRAST NICELY WITH THE CHROME AND POLISHED ITEMS.

OUR RETRO STYLE TALL FINNED VALVE COVERS HAVE BECOME VERY POPULAR. YOUR CHOICE.

Timing components: SA Gear 8999T billetdouble roller timing set.

Polished Aluminum Timing Cover.

High volume satin aluminum water pump with an aluminum impeller.

120 AMP ONE WIRE CHROME ALTERNATOR AND ALUMINUM BRACKET KIT.