What do you do with a spent, worn out Small Block Chevy engine that you pull out of your Project car? That was the question we had when we started stripping our Swinger Nova Project Car. Although several good ideas were laid out on the table during our brainstorming session, we decided to rebuild the power plant if at all possible. What follows is a summary on how we took our well-worn 1971 350 and made it into a really sweet budget 383 Small Block Chevy slated to make more than 430 horsepower, all destined for a 1966 Chevelle muscle car.
Step 1: Our Thought Process
During the Project build meeting for the Project Swinger Nova build, our planning team decided to scrap the existing power plant in favor of newer technology and more power. Instead of scrapping the old engine, after all it was a Small Block Chevy 350 and they are known to have 9 lives, (some say the 350 is too stupid to die) the suggestion to build a 383 stroker engine with an Edelbrock Total Power Package was put out on the table.
One of these popular kits include Edelbrock’s E-TEC 170cc heads and was said to make 430+ hp in a very affordable package. We were also especially interested in the potential performance of the Edelbrock E-TEC heads and what they would do on our Dynojet on this well-prepared 383. In our way of thinking, this was a true economy build and the Edelbrock Total Power Package is reasonably priced and should make great power.
Step 2: The Plan
This was clearly the most difficult task in the project build. With so many performance parts manufacturers that produce some really great engine parts, the question became; “Where do you draw the line?” We broke down the criteria for selecting engine parts in several categories. Obviously we needed to make the selections based on measurable criteria, so that would add another level of difficulty in selecting the best parts for this build. In the end, we relied pretty heavily on experts. You!
That is, we talked to the home project car builders, the engine shop specialists at JBA performance, and we listened to the readers on our message boards. By word of mouth we began to filter the selection of engine components down to a manageable level. I think that it is fair to say that our viewers planned this engine build as much as we did, and they did a remarkable job.
Rockers: Crane Gold Rocker Rams Heads: Edelbrock E-TEC-170 Cylinder Heads Cams: Edelbrock Retro Roller Camshaft Intake: Edelbrock RPM Air Gap Intake Valve Covers: Edelbrock Signature Series Valve Covers Carb: Edelbrock 800 cfm carb Distributor/Ignition: Petronix Flamethrower HEI Performance Distributor
Step 3: The GM 2-Bolt Block
The engine block we already had. It was a 2-bolt stock GM block. Since we wanted a torquey motor with some big inch power, we wanted it completely machined and bored out thirty thousandths over. That would give us a “true” 383 stroker. It was hard to believe but our worn out block was stock bore. There was a lot of slop in the stock pistons and the cylinder walls showed some scuffing from loose fit piston wear.
Here is what JBA did for machine work:
Bore block .030 over to 4.030 inches and hone
Align hone the main bores
Throughly clean and hot tank the block
Check lifter bores and hone lifter bores
Deck the block
Paint the block
We needed to get the block checked for cracks or any other abnormalities, so our first call was to JBA Performance. JBA is well known for their performance parts and installation work. They also have a world class engine building and machine shop.
Owner and founder of JBA performance, J. Bittle, has a very extensive background in road racing. He is a very focused competitor that was one of the first to bring intense organization to a pit crew. That level of organization is one of the elements that has made JBA successful in the high performance automotive market.
General Manager Bruce Tucker was hand picked by Mr. Bittle to maintain and grow the fundamentals of organized maintenance within the company. When you walk into any of the San Diego area JBA facilities, you can tell that the philosophy of clean & organized maintenance permeates through every level.
JBA’s Engine shop manager, John Elderhorst, got involved early in the build process by making some recommendations, checking my parts list and adding the “oh by the way, You’re going to need” parts to the list. John knew Chevy engines quite well and was instrumental in selecting the right components that would work together to produce the power and durability that we were looking for. Clearly, we lucked out having JBA’s expertise and skill involved in this project. You can’t put a price tag on high performance racing experience. That’s exactly what you get when JBA performance assembles your engine; priceless expertise.
Step 4: Building the Bottom End: Eagle Performance
We had selected Eagle Connecting Rods for this build, and after getting an education on packaged kits, we decided to check Eagle Specialty Products to see if they had a bottom end kit. Eagle is a well-known and trusted name for Hot Rodders and racers alike, so we were comfortable looking into a packaged rotating assembly kit from them.
Talking to Robert Loftis at Eagle, we were able to find a kit that fit our goals exactly. Eagle has a street performer kit that is purpose built for a small block chevy 383 stroker engine. The rotating assembly kit includes just about everything else that we needed to complete the engine build. Robert assured us that the rotating assembly kit would be fine for our horsepower range and even up to 500 horses without fear of failure.
After the block was fully prepped, we dropped the Eagle 3.75-inch stroke cast crankshaft into the 2-bolt GM cradle with the use of the Clevite 77 bearings.
Eagle makes lots of cast and forged cranks for small block Chevy. I mean, tons. How many? We counted well over 50 different crankshafts that they make – different strokes, mains and balances. You can check out the complete list of Eagle small block Chevrolet cranks, but we chose ours because it came in the street performance kit, it was affordable, and can take up to 500 hp. Anything over that, or with nitrous, you’ll need a forged crankshaft for engine longevity. But there is nothing wrong with a cast crank for a reasonable street budget engine.
JBA put plenty of assembly lube on the bearings during the assembly process. They have a very nice clean room where they do their work.
It was time to install the Speed Pro pistons. The Eagle kit comes with Speed-Pro’s hypereutectic pistons, which are a great choice for street engines. Hypereutectic pistons have gotten a bad rap for hardcore engines, but for a street motor, they can’t be beat. Speed-Pro’s are built with a FM244 alloy which includes 16.5% silicon displaced through the piston. This allows them to have outstanding thermal expansion which means better ring seal. They are also coated, a great bonus in a piston at this price, withFederal-Mogul’s Duroshield skirt coating, which reduces friction, improves horsepower and extends piston life.
We chose to install the pistons with Total Seal Pistons Rings because we were curious about what kind of horsepower potential gains we could have. We used a fairly standard Total Seal ring combination, with a 1/16, 1/16, 3/16 ring package with a gapless top ring. Top ring was gapped to .026-inch, and he second ring was gapped to .022-inch.
We talked to Keith Jones at Total Seal about the gapless rings. Keith explained that the gapless rings experienced less blowby which increases horsepower and improves fuel economy. He added that with less blowby, there would be less effect on the engine oil, keeping it cooler and cleaner. Cooler and cleaner oil makes for a longer engine life. We’re sure it will show in the dyno numbers.
We dropped the assembled Eagle rod and Speed Pro piston into the bore 8 times and we were ready to move on! In terms of compression, the Eagle rotating assembly kit combined with the Edelbrock E-Tec 170 heads (64cc compression ratio) gives us a true 383 cubic inch displacement with a 9.9 compression ratio. The goal of building a high torque, big inch power in a budget small block Chevy motor using quality parts was being fulfilled. There were a few more tweeks and mods that we wanted to make to this engine before we were done.
Step 5: Camming the 383 with Edelbrock & Cloyes
Despite the best laid plans of men, camming your engine still remains a bit of magic. Sure, companies like Comp Cams, Crane, and Lunati can grind you a camshaft, custom or shelf, that can do a great job, it also depends on your combination of parts exactly. This is where the Edelbrock Power Package excels. Edelbrock has done the work, and the dyno testing, for us. We selected the Edelbrock Hydraulic Roller #2201 which makes 435 dyno-verified horsepower with our Edelbrock E-Tec 170 heads.
The specs are:
.539/.548 lift with 1.6 rocker arms
234/238-degrees duration @ .050 lift
296/300 total duration
With the 383, we wanted a solid timing chain that was beefier than the stock setup, and one name immediately came to mind- Cloyes. Cloyes is another performance company that enjoys a great reputation in manufacturing quality automotive timing drive systems. For our application there were several choices in Cloyes product line, but we chose the Hex-a-Just True Roller Speed Set.
This timing chain set will allow us to quickly, and accurately, adjust the cam timing plus or minus 6 degrees in a minute. This adds greatly to the cruiser/racer engine that we are building. You could drive to the track with your cam timed for optimal street cruising. Then, when you get to the track, you can quickly adjust the cam timing for performance racing timing within a matter of minutes.
To make the timing adjustment even easier and quicker, we ordered the Quick Button Two Piece Timing Cover. The two-piece timing cover allows access of the cam sprocket timing adjustment without removing the entire timing cover. Removing the timing cover risks damaging the timing cover gasket. Cloyes two-piece timing cover makes the Hex-a-Just True Roller timing adjustment even easier. This was a have to have item for this engine and well worth the price tag in time saved.
Step 6: The Pan
Once we wrapped up the short-block, it was time to cobble together an oiling system. On the bottom end of the block, we added an Econo-Series Hamburger oil pan, part #1078, for small-block Chevrolet applications like our ’66 Chevelle.
Hamburger oil pans are well respected in the street/strip performance world, and the Econo Series is nice because it gives us extra oil capacity, built in windage trays, crank wipers and a magnetic oil plug for a reasonable price. These features help by keeping excess oil off of the crank and ensuring that oil is routed where it needs to be: in the sump where it can be picked up and used.
Step 7: The Edelbrock Power Package: Heads, Intake, Carb
We talked to Smitty Smith at Edelbrock to get the scoop on the Total Power Package kit, and explained why we were interested in it. Smitty told us: “I have the 383 Total Power Package in my daily driver. It’s got all the horsepower you would ever want or need. You can lay a tire mark on the pavement for sixty feet without trying”. Now that was a pretty descriptive explanation that we could easily understand, but we still wanted to see the raw data. Edelbrock has posted the data for the Total Power Packages on their website, but we’re going to overview the package we chose and why.
Edelbrock makes Performer and Performer RPM power packages, all dyno testing. The Performer series are designed for milder street engines that make power from idle to 5,500 rpm. The Performer RPM packages are for the more serious street engine that makes power from 1,500 to 6,500 rpm. We selected the Edelbrock Performer RPM Power Package for Small Block Chevrolet that included the E-Tec 170cc cylinder heads and is dyno-proven for a minimum of 435 hp.
The cornerstone of this Edelbrock kit is the E-Tech heads, which are designed for the small-block Chevy engine for use with the Vortec-style intake manifold. The secret to it’s power potential is found in a few key areas: raised intake port is .200-inch taller than standard heads; the spark plugs are repositioned; and the exhaust ports are also .200-inch higher than standard SBC heads. All in all, there is 20+% increase in exhaust flow.
We installed the Edelbrock Air Gap intake manifold, a dual-plane design matched perfectly to our 6,500 rpm redline.
Although our Edelbock E-Tec 170 heads were assembled, we opted to supplement the heads with Crane Cams rocker arms. Tony Vigo from Crane Cams recommended the Gold Race extruded rocker arms due to their popularity and success in similar type builds.
After much discussion amongst the build team, we decided to try an old racer’s trick and install 1.6 ratio rockers on the intake and 1.5 ratio rockers on the exhaust. This should give us that little extra something in the power department. Plus, the gold anodizing on the rockers gave the engine a real bling-bling ass-kicker look.
There wasn’t any valve lash required because the camshaft was a hydraulic roller, but we did give the engine the required 1/2-inch turn of pre-load as Edelbrock recommends for hydraulic roller applications. PerTronix Flamethrower HEI Performance Distributor
According to Jim Hairston of PerTronix, “these units use new components, not remanufactured, and feature a specially engineered module and coil combination that operates without misfires up to a minimum of 7500 RPM, roughly 3000 RPM higher than most enthusiasts report with their original HEI unit.
THE PERTRONIX FLAMETHROWER HEI DISTRIBUTOR.
Hairston claims their units will produce 67% more energy in the coil with 45% faster spark breakdown time and deliver twice the energy across the spark gap compared to the stock HEI system. PerTronix internal testing shows that spark duration and more energy to the spark allow wider plug gaps (.050”-.055”) increasing flame kernel growth for more efficient combustion.
To go with the PerTronix distributor, we ordered PerTronix Flamethrower MAGx2 Custom Performance Plug Wires. These wire sets are pre-terminated for a perfect fit requiring no additional cutting, crimping or splicing. Featuring large diameter 8 mm silicone jackets to resist high temperatures, moisture, oil and chemicals, they come in red, blue or black with Flame-Thrower white lettering. These wires are designed with two current paths (spiral wound stainless steel alloy and carbon impregnated fiberglass center core) resulting in less than 500 ohm per foot resistance. These wire sets come with a Lifetime Warranty. Given that our goal with this engine build is to provide an engine that will give us the biggest bang for the buck in performance and longevity, a Lifetime Warranty more than justifies the cost.
PerTronix also made us a smokin’ deal on their newest product, the Flame Thrower Digital Rev Limiter. Protecting our engine was important, so we jumped at the chance to install an aftermarket rev limiter with the latest features. The Flame-Thrower digital rev limiter can be used with any 4, 6 or 8 cylinder engine using points, OEM electronic (GM HEI, Ford, Chrysler) or aftermarket inductive type ignition systems. This digitally controlled micro controller based unit provides much greater accuracy(+/-0.01%) than analog systems. Digital rotary switches permit easy setting and a resolution of 100 RPMs for more accurate rev control eliminating the need for chips and jumpers. The Pertronix system uses a random pattern of spark stealing to control RPM. Pertronix claims the benefit of random spark stealing is quicker response time to an over rev limit event.
A 4-wire hookup and the rev limiter’s small size (2.5”x 3.0” x 1.4”) make installation and fitment in many locations within the engine compartment easy.
Hamburger’s Performance Parts
Finishing off our 383 engine build is a couple of trick parts from Hamburger’s Performance Products. Providing smooth transition of air flow from the Carb to the intake is a 1″ carburetor spacer that is anodized red, made of T-6 aluminum and guaranteed forever. The anodized red spacer sandwiched between the two Edelbrock parts adds a bit of pizzazz to the engine. While we are not big on having loads of anodized parts in your engine bay, a couple can highlight an otherwise visually boring powerplant. The Hamburger spacer came with mounting studs and gaskets, and fit well with the Edelbrock Carb.
OUR FREAKIN’ SWEET BIG INCH STROKER.
The difference between good engine builders and great engine builders is the quality of gaskets that are used in the engine build. Gaskets are designed to seal engine components to the engine and keep the fluids inside the engine where they belong. A gasket has to be tough enough to handle the heat and compression created by the engine. To choose the right gasket manufacturer, most mechanics rely on personal experience and word of mouth from other engine builders.
During a recent engine rebuild of a dirt track race car engine, we needed to buy an engine gasket kit. A quick trip to Temecula Speed Center in Temecula, California for the gasket kit and we got an informal education on gaskets from the owner, Art Englebrick. Art told us “many serious engine builder I have known uses Fel-Pro”. We know there are a lot good gaskets out there, but Fel Pro is always among the best.
We talked to Ron Rotunno at Federal Mogul, the parent company of Felpro, and he suggested the Felpro #2802 Full gasket kit for small block Chevy’s. When the kit arrived at our shop, we found that it was very complete kit that included everything we needed for a complete overhaul. These gaskets and seals are know for being able to handle the wear and tear of performance engines.
In the very near future we will be posting a couple of video blogs on this engine build and a follow up article when the engine is installed and run on the dynojet chassis dynomometer. We are expecting some big numbers and years of high performance use out of this engine. In choosing the components for this budget engine build, we walked the line between economy and dependability. A budget build of this kind is a balancing act of choosing the least expensive parts and the most durable components while keeping in mind that performance is the overall goal. I feel safe in saying that we have universally achieved these goals, and have provided a blueprint for a “true economic” budget stroker build.
Areas where we felt the biggest savings were achieved were buying big name parts that were sold as a kit. The Edelbrock Total Power Package and the Eagle Rotating Assembly kit offered us the premium components at decent pricing. Saving some dollars by buying these parts in kit form allowed us to buy some inexpensive engine protection in the form of PerTronix’s digital rev limiter. The deal with rev limiters is; you don’t realize how valuable they are until you need them. When you need them and don’t have one, you find out that they are worth the cost of an engine.