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HARDCORE HORSEPOWER PUMPS 717/703 HP/TQ ON STREET GAS
Everybody appreciates
the big power and solid
grunt of a big block
Chevy. And why not?
They're easy to build and
they always make great
power. Parts are plentiful
and the selection of
hardcore performance
gear is almost
overwhelming. You can
throw just about any
combination of parts at a
big block Chevy and make
extraordinary power. If
you modify your approach and choose wisely, you can build a pump gas, all
motor WMD that will shred the tires off of just about anything.
Eesti oad
In 1999 Hardcore Horsepower's Mike Petralia built a 556ci pump gas big
block Chevy street Rat for Hot Rod magazine. First time on the dyno it
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peaked with 790hp @ 6,700 RPM and 656tq @ 5,700 RPM. A few months
later he upgraded that Rat with a bigger cam and some head work and
cranked out 821hp and 673tq, This was a genuine 820hp BBC that ran on
pump gas. But as years passed he often wished he could've made more
torque with less RPM because real street cars shouldn't need to rev above
6,500rpm.
Mike was sure that what kept him from achieving his high-torque, low-rpm
goals, without resorting to boost, was the lack of a capable cylinder head.
That 556ci BBC ran a set of aftermarket R-port aluminum heads which were
pretty much considered state of the art at the time. It took another decade
and a half for the performance aftermarket to produce a head that would
deliver the best combined street manners and performance. This bugged
him for years until finally a head that could move huge amounts of air on the
low end and still pull respectably to 6,000+ rpm arrived. He discovered it in
the new Air Flow Research 300cc Oval-port Magnum V2.
When an opportunity arose to address this known problem he set out to
build 700hp & 700tq in a real-world street motor destined to twist a
customer's 2nd GEN Camaro all around the back roads of Sweden. That
meant no high revs, no boost, no water/Meth injection, and no race gas! And
he was determined to do it with nothing but off-the-shelf parts, (that means
no modifications to any parts), and with less cubic inches than his old 556ci
engine although not by much. Since 540ci has become the current go-to
displacement for easy to build BBC strokers, he decided to go that route.
When you first look at the flow figures for AFR's 300cc O-port heads (388cfm
@.700" lift intake, 297cfm exhaust), it looks similar to some of the bigger R-
port heads that are currently available. But Mike saw it in a different light. He
saw its smaller intake runner volume, 300cc vs. 340cc+ for some of the R-
port heads, as a way to build low-end torque. AFR's extremely efficient 115cc
chamber plus Wiseco's 15cc dome pistons plus Fel-Pro 10.3cc bore head
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gasket equates to a still pump gas friendly 10.94:1 compression ratio teamed
with intake port dimensions favorable to producing GOBS OF LOW-END
TORQUE!
The new AFR cylinder heads are the central component of this remarkable
piece; a real world engine designed to deliver off the hook performance
without expensive power adders and in the face of fluctuating fuel quality. A
motor specifically configured to generate massive detonation free cylinder
pressure at street engine speeds without distress and with total reliability.
‘AFR's oval port heads makes good on the mathematical promise of superior
performance generated by optimum port dimensions that generate the
desired airspeed and increased intake ramming while promoting good
mixture quality to support the best possible burn characteristics. When set
atop a suitably strong short block assembly they rock the power curve like
nobody's business.
The core was easy. A Dart Big M block was the natural choice. A lot of
customers want billet main caps and studs, but truthfully, for the RPM range
and usage of this engine, Dart's standard ductile iron main caps and bolts
are fully capable. Plus, the money saved here can be put into other areas of
the engine instead, The Dart block is renowned for its superior durability and
in this case it might even be considered overkill, but Mike's experience saw it
as rock solid insurance.
The rotating assembly is fortified with a 4.250-inch Scat 4340 crank coupled
with Scat 6.385 inch H-beam bushed rods and Wiseco's 4032 forged pistons
ringed with Wiseco low friction file-fit rings, the assembly spins with King
Alecular Silicon main and rod bearings. These are all top quality pieces and
well worth the cost for the reliability and performance they provide. The
pistons are installed .004" below deck to achieve the desired piston to head
clearance and proper quench.
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"We believe file-fit rir
mandatory for any perf
application so we do it a:
of course for every en
build."
Mike Petralia, HCH
“after torquing the mains, we
“feel” for any binding at the
crank, Ideally, we can rotate
the crank 360-deg using just
one fingertip. We also check
the amount of torque it takes
to turn the crank after each
piston is installed.” Mike
cautions against running
excessive clearances
because you think you need them, Stabilizing the rotating assembly is more
important.
"Beside the heads, the only real
‘trick’ we used to make that much
low-end torque was advancing the
roller cam as far as possible."
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Advancing the cam as far as possible really helped pump up the low end
torque. Mike knew that would sacrifice some top end horsepower and limit
its high rpm range. But who cares when your pump gas, all motor street Rat
can crank out $14 ftlb of torque @ 2,500rpm, 642 ft-lb @ 3,000rpm and 700+
feb all by 4,300 rpm?
The lower end is supported by a complete Moroso BBC/4.250-stroke race
oiling system that includes a MK IV BBC street/strip, 8" deep, steel 6 qt wet
sump oil pan with crank scraper and windage screen and a blueprinted HV
oil pump with dedicated custom pickup to ensure uninterrupted oiling under
all conditions.
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The cylinder heads are fitted with a 1.7:1 ratio Jesel Sportsman BBC shaft
rocker setup. This kit offer the ability to adjust rocker arm placement for
optimum positioning over the valve stem, Note the lower right photo shows
the exhaust rocker out of alignment with the valve. The adjacent photo
shows the rocker properly aligned after adjustment. The photo above shows
the witness mark on the tip of the valve stem indicating roller tip contact.
Notice the missing rocker stand link in that photo. Mike leaves it off when
checking pushrod length/geometry so he can "sweep" the rocker arm by
hand to make this mark across the valve tip.
Jesel includes 8 hardened steel shims (top left) that are used to hold the
rocker stand link up so it doesn't slip down over the small-diameter exhaust
rocker stud bosses. He applies some assembly lube to keep the shim in
place before bolting the rocker stand link on. Even though the Jesel kit
includes the rocker stand locating links, they're not extremely precise,
allowing for quite a bit of valve tip misalignment as shown. With the rocker
arm in place, the stands are held in alignment with large adjustable wrench
when torquing them to final specs.
“Put the gaskets and heads
on the block without studs in place.
The hardened ARP washers are
difficult to slip over the studs. So
drop the washers into the empty
stud holes on the cylinder head.
Then screw in the ARP head studs
using an Allen wrench.
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Asa final check for the rocker ratio, the actual valve lift is checked on every
valve, Mr. Gasket Co. # 107 intake gaskets fit the AFR O-ports perfectly,
without any trimming. If the manifold ports are matched correctly this
precision fit is worth power because it eliminates a disruption in the airflow
path and maintains the optimum cross section without an abrupt area
change.
"We set up the MSD distributor's advance curve with the "Silver" advance
stop bushing and "Light Blue" springs before installing it. Since our Comp
Cams solid roller stick is billet steel, a stock gear won't work and we don't like
using bronze gears in street engines. Lunati makes this Nitrided gear that's
compatible with the carn and won't wear out.”
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A Holley 950 cfm, Ultra HP Race 4150, carburetor with Race Calibration easily
served the fueling demands of this 540ci BBC at the 700 HP level. We also
tried a few different carb spacers. The engine made a little more peak power
using this HVH 2.0" "Super Sucker", but power was not far off without any
spacer if you don't have the hood clearance.
Hooker 2.0" x 3.5" Headers were run first then swapped for larger 2.25" x
4.0" pipes also from Hooker. The larger headers added some power at both
the bottom and top of the curve, (+20tq @ 3,000 & +20hp @ 6,300), but had a
dip in the middle and near the top that, with more time, we probably could
have tuned out, but our customer was the running 2.0" x 3.5" headers so we
left it tuned for them.
throttle dyno runs, (left),
and then after 15 more full-
throttle dyno runs, (right)
Notice how the oil's doing
its job removing combustion
contaminants from the
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engine (the reason it's darker). All new engines get fresh oil after the first 25
pulls on our dyno, and we cut open the oil filters to inspect for any debris.
This motor's filter checked out ok.
Click each image below to see dyno figures and the power curve.
Cick here to open a PDF of the build sheet.
terrorize the roads in Sweden. This kind of torque and power on pump gas is
pretty bad ass anywhere in the world, especially in a nice looking ride like
this one. Magnus looks pretty pleased with the results. Well done fellas.
SOURCE:
hiipiMotrodengnetech com/St0ci-all-mctr-pump-gas-screamee! anoso12017 Hot Rod Engine Tech 40% All Motor Purp Gas Brute - Hot Red Engine Tech
Mike Petralia's Hardcore Horsepower, LLC
615.595.0060
imakehp@comcast.net
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