In this illustrated guide, you’ll get the details to build a 632 Mountain Motor: 1,115 hp on 114-octane race gas on the dyno, fed through a single 1,150-cfm Holley Pro Dominator mounted on a profiler tunnel ram intake. Also included in the guide is a parts list and additional engine building product recommendations.

1. Assembling a
632 Mountain
Motor
Build, text & photos
by Mike Mavrigian
What it takes to build a 1,115-hp
big block, just for the fun of it.
Published by

2. Some folks love to claim
that bigger is not always
better. While that may
be true in some cases,
let’s face it—when the
conversation turns to displacement,
well, bigger is just plain better.
The basis of our build began with
a stout, no-nonsense Dart Big M
iron block that features a 10.2-inch
deck height. We hogged the bores
to 4.600 inches, and mated this to a
whopping 4.75-inch Lunati stroker
crank. Compression ratio is 16:1,
with no aided boost or nitrous.
We call it a 632 Mountain Motor.
She pulled 1,115 hp on 114-octane
race gas on the dyno, fed through a single
1,150-cfm Holley Pro Dominator mount-ed
on a profiler tunnel ram intake.
While any custom engine build requires
close attention to detail, a build of this na-ture
certainly doesn’t represent a “bolt-to-gether-
and-go” approach. Due to the intri-cacies
involved in clearancing the block due
to the long stroke, clearancing the block
lifter bores and cylinder heads for fat and
offset pushrod clearances, setting the ad-justable-
height distributor for proper gear
mesh, setting and adjusting the intricate
shaft-mounted rocker system and valve lash
and port matching the intake manifold (to
name but a few of the required tasks), this
level of build requires a great deal of serious
attention to detail.
In this case, the considerable investment
of time proved worthwhile.
CRANK FIT
I first verified our main bearing bores,
which mic’d out at 2.9375 inches. We
mock-installed the steel Lunati 4.750-inch
stroker crank using Clevite Tri-Armor main
bearings, tightening the main cap bolts to
a value of 100 foot-pounds (with moly on
threads and bolt underheads).
Installed main bearing diameters mea-sured
2.7535 inches. Our crank main jour-nals
mic’d at 2.7495 inches, providing us
with main bearing clearance at 0.004 inches.
Crank endplay measured 0.007 inches.
One obvious concern, given the 4.750-
inch stroke of the crank, was counter-weight-
to-block clearance. Happily, we had
gobs of clearance, with the tightest spots at
about a healthy 1/4-inch.
With the coated Clevite upper main
bearings installed to the block saddles and
the lower bearings to the caps, all exposed
bearing surfaces were coated with Royal
Purple Max-Tuff assembly lube. The cen-ter
1/2-inch main cap bolts were snugged
first, followed by tightening the outboard
bolts (caps No. 2, 3 and 4 feature splayed
locations).
I addressed the center cap (No. 3) first,
followed by No. 2, No. 4, No. 1, and then
No. 5. All bolts were initially snugged to
20 foot-pounds, followed by 40, then 70
and finally 100. Crank rotation was ob-served
following each tightening step, with
the crank rotating with an applied force of
about 1.5 foot-pounds once all caps were
fully clamped (not bad, considering the
new two-piece rear main seal).
Crankshaft endplay was measured at
0.007 inches (spec is 0.006 to 0.008 inch-es).
ROD FIT
Using our Clevite Tri-Armor rod bearings,
I test-assembled all of the Lunati Pro Mod
steel rods (with pistons in place), tightening
the ARP 200 7/16-inch rod bolts to
a stretch value of 0.005 to 0.0055
inches. With our installed rod bear-ing
diameter at 2.20325 inches and
our rod journals at 2.200 inches,
oil clearance was noted at 0.00325
inches.
On average, I found only about
0.032 inches of clearance at the
tightest point between the rod big
end and the block pan rail inboard
edge. After marking each location
on the rail, I emptied the block and
ground pocket reliefs to achieve ap-proximately
0.080 to 0.100 inches
clearance (0.060 inches would be
adequate, but I went a fudge deeper
as long as I was at it).
Basically, I cut reliefs at the pan rail in-board
edges at a width of 1.05 inches (rod
big end thickness is 0.990 inches), a depth
of about 0.055 to 0.065 inches and a height
from the pan rail surface of about 0.300
inches. I used a die grinder with a spiral-tooth
radius-nose cutting bit to create the
pockets, followed by a smooth-out and
blend with the mini belt grinder, using 120-
grit belts followed with 320-grit.
When I mocked-up a piston/rod assem-bly
onto the crank and rotated, I noticed a
portion of the rod big end encroaching into
the cam tunnel. The radius hump on the
upper portion of the big end needed to be
reduced slightly (maybe 0.020 inches or so)
to ensure camshaft clearance. Considering
the 4.750-inch stroke, this didn’t come as a
big surprise.
I relieved this small hump (the hump op-posite
from the bearing tang side) and re-balanced
the rods.
While the rod big end clearancing allows
the rods to clear the cam, I noticed that these
same rod big end shoulders rotate very close
(“ouch-close”) to the inboard edges of the
cylinder bore bottoms (to the tune of about
0.015-0.020 inches clearance). In order to
gain insurance clearance here, I ground an
additional 0.080 inches, creating wide pock-ets
to clear the rods. (See website article for
complete dimensions.)
Engine build:
632 Mountain motor

3. Engine build:
632 Mountain motor
CYLINDER HONING, BALANCING
The block was final-machined at Gressman
Powersports in Fremont, Ohio. After CNC
verifying all block dimensions (relative to the
main bore centerline) and after measuring the
Dart block’s bores, we noted a raw diameter of
4.590 inches. (Dart leaves enough material to
allow the builder to obtain desired diameter).
Since our Diamond pistons measured
4.59375 inches, we needed to remove a total
of 0.01075 inches in order to achieve the de-sired
0.007-inch clearance. After confirming
that our main caps were snugged to 100 foot-pounds,
we mounted a pair of BHJ deck
plates (tightening these to 70 foot-pounds).
Bore honing began with 500-grit dia-mond
stones with a high load setting to
hog out the bores to an initial 4.599
inches, followed by a final honing pass
to remove the remaining 0.00175 inches. All cylin-ders
were then treated to four passes with silicon car-bide
brushes at 30-percent load for a plateau finish.
After weighing all individual components (rod
bearings, rings, ring support rails, pistons, pins, pin
locks, rod small ends, rod big ends), our bobweights
were assembled and installed to the crank.
Individual weights included 619.5 grams for rod
big ends, 275.0g for rod small ends, 542.0g for each
piston, 160.0g for piston pins, ring packs at 46.5g,
ring support rails at 9.5g, rod bearing per-rod sets at
49.5g, spiral locks at 4.5g, and after allowing 8.0g for
oil, our bobweights were set at 2,383.5g.
Our Lunati crank spun up beautifully, with no
need for correction in the front. She did want a bit of
added weight in the rear counterweight. Of course,
the desired position was shrouded by the rear flange,
so we secured the crank (upright) on a Bridgeport
and drilled through the flange and into the counter-
Below Left: Our Dart block was
delivered with a raw cylinder
bore diameter of 4.590 inches,
requiring hone removal of only
0.01075 inches to obtain our de-sired
piston clearance. Below
Right: The Dart Big Chief II heads
are cast from virgin 355-T61
aerospace alloy and CNC ma-chined.
Features include 11-de-gree
rolled valve angles, raised
ports and a spread port design for
maximum efficiency. These heads
have proven very successful in
NHRA Pro Stock drag racing.
Far Left: The Dart Big M iron
block provides an outstand-ing
foundation for this level of
build. Among the many per-formance-
oriented enhance-ments
is a high nickel con-tent
for increased strength
and stability, 10.2-inch deck
height, steel billet main caps
and a vastly improved priority
main oiling design as com-pared
to a stock GM block.
Left: Our Lunati forged
steel crank features a seri-ously
long 4.750-inch stroke,
chamfer-relieved counter-weights
and 2.7495-inch
main journals. Test-fitted with
installed Clevite main bear-ings
at 2.7535 inches, our
main bearing clearance is
0.004 inches. Installed crank
endplay was measured at
0.007 inches.

4. Engine build:
632 Mountain motor
weight, and followed by adding a 1-inch-di-ameter
tungsten slug into each hole (flange
and counterweight).
After re-spinning the crank, we fine-tuned
by shaving a bit of weight (about
10g) from the shoulder of the rear counter-weight
using a die grinder. Our final bal-ance
was within 0.08g, which is tighter than
needed, so after a quick journal polish, we
were good to go.
CAMSHAFT, PISTONS
Crane was kind enough to machine a cus-tom
grind steel billet solid-roller stick for us.
(See website for grind number and special
firing order details). Effective lift (with our
raunchy 1.85:1 rocker ratio) is almost a full
inch—woof!
I enlisted Diamond to make our cus-tom
pistons. At a measured 4.5937 inches,
they’re huge. (And beautiful, too!) When I
thought about how these puppies were go-ing
to squeeze against the Dart Big Chief II
chambers, I couldn’t help getting all giddy
with anticipation.
The pistons began as high-density forg-ings
(DRP76X), and were CNC-machined
to the finished state. The custom dome fea-tures
a dish, along with valve reliefs for both
intake and exhaust valves.
The intake valve depth is 0.270 inches,
while the exhaust valve depth is 0.064
inches. In combination with a compression
height of 1.120 inches, 0.005-inch deck
clearance, our Victor MLS gaskets and the
56cc combustion chambers, this should
give us a tidy 16:1 compression ratio.
The pins are full-floaters, and are designed
to be secured via Spirolox retaining rings
(0.990-by-0.043 inches). Diamond noted
that the installed wall clearance for these pis-tons
should be 0.0070 inches. They specify
that piston diameter must be measured 90
degrees to the pin bore, at a distance of
0.700 inches down from the oil land.
BELT DRIVE, HEADS, SHAFT
ROCKER SYSTEM
Instead of using a conventional oiled timing
chain setup, we opted for Jesel’s way-cool
Left: Our Lunati I-beam forged rods fea-ture
a center-to-center length of 6.700
inches. Test-fitting revealed a healthy as-sembled
0.020-inch side clearance.
Below: During-test fitting with an ex-tended
stroke, always check rod big end
clearance to the camshaft.
Above: Again, due to the extended
stroke, the block pan rails required
minor notching for each rod’s big
end clearance. Note the area to be
notched adjacent to the number 8 rod.
Left: Cylinders were final-honed to
4.60075 inches, requiring removal
of only 0.01075 inches in order to
obtain the needed 0.007-inch piston-to-
wall clearance. Honing began with
500-grit diamond stones, finishing
with plateau brushes.

5. belt drive system. This offers adjustability, precise
cam timing and the belt soaks up any operational
harmonics. (The complete step-by-step assembly is
detailed on the website in Part 3 of the 632 build
series.)
Our massive aluminum heads are Dart’s famed
11-degree Big Chief II units, CNC machined, fea-turing
56cc chambers, 497cc intake port volume,
with 2.470-inch titanium intake and 1.800-inch ex-haust
valves. Intake valve angles are 11 degrees and
exhaust valve angles are 7 degrees. These are heavy-breathing
heads, with intake ports darned near big
enough to accept our fists.
Our rocker system is Jesel’s shaft roller setup fea-turing
a very healthy 1.85:1 rocker arm ratio. The
first order of business is to install the rocker stands.
Each head requires one long stand, positioned
across the upper (inboard) area of the rocker gal-ley,
in addition to four individual stands across the
lower (outboard) area.
In order to handle the demands of this engine, I
ordered a set of extra-beefy custom pushrods from
Manton. Considering the open valve spring pres-sure
(928 pounds) and the length of pushrods need-ed,
I ordered 1/2-inch-diameter exhaust pushrods
at a total length of 11.124 inches and 7/16-inch-diameter
single-tapered intake pushrods in two dif-ferent
lengths, including 10.953 and 10.805 inches.
INTAKE MANIFOLD, CRANK TRIGER
During test-fitting, I realized that our Profiler Per-formance
tunnel ram intake manifold sat a tad high
at the Dart block’s rails (a common situation simply
due to the tall-deck nature of our block), so I ob-tained
a pair of Dart’s billet machined aluminum
end-rail spacers.
These spacers are 0.375-inches thick, with ends
angle-cut to match the decks. Each spacer features
three 0.183-inch holes. In order to prevent the spac-ers
from walking out fore or aft (a possibility if I re-lied
on RTV alone), I drilled two holes in the block
rails (just using the two end holes at the spacers)
using a 1/8-inch (measured 0.123-inch) drill and
installed 1/8-inch roll pins in the block rails.
I drilled to a depth of 0.375 inches and cut the
pins to a length of approximately 0.690 inches, leav-ing
about 0.330 inches protruding above the block
rails. This allows the spacers to be coated with RTV
and securely located onto the rails.
Since the holes in the billet spacers are larger in
OUR PARTS LIST
BLOCK Dart Big M with 10.2” deck height
CYLINDER HEADS . Dart Big Chief II 11-degree with 56cc chambers
CRANKSHAFT Forged 4.75” stroker from Lunati, P/N BS-421 MN
(counterweight radius @ 3.700”)
CONNECTING RODS Forged I-beam Pro Mod 6.700” Lunati, P/N LB01
CAMSHAFT . Custom billet steel mechanical roller from Crane,
P/N13-R001027; grind no. R-288/5201-2S-14 SFO
LIFTERS Crane offset solid roller Ultra Pro R/T rollers P/N 13571-16
RETAINERS/KEEPERS Crane titanium set P/N 99681-16
VALVE SPRINGS . Crane triple spring set P/N 96848-16
MAIN BEARINGS Clevite Tri-Armor P/N MS-829 HXK
ROD BEARINGS . Clevite Tri-Armor P/N CB-743 HXK
OIL PUMP . Moroso billet gerotor P/N 22167
OIL PAN Moroso 2-pc welded billet aluminum, P/N 20376
CARBURETOR . Holley Ultra Dominator 1150 cfm, P/N 0-80673
INTAKE MANIFOLD Profiler P/N 187-10
RAIL SPACERS Dart P/N 62220006
INTAKE MAN. GASKETS . Dart P/N 65002155
TIMING/COVER Jesel belt drive kit KBD-32000
VALVE COVERS Moroso welded aluminum P/N 68334
ROCKER ASSEMBLIES . Jesel shaft roller rocker system P/N KPS 24347
(1.85:1 int & exh)
PUSHRODS . Manton 7/16” X 10.805 & 10.953” int; ½” X 11.124” exh.
PISTONS . Diamond custom
DISTRIBUTOR MSD billet, P/N 85501
CRANK TRIGGER . MSD flying magnet kit P/N 8620
DIST. CLAMP . MSD P/N 8110
SPARK PLUG WIRES MSD 8.5mm Super Conductor P/N 31239
WATER PUMP Mezier WP300
DAMPER . ATI 8” Super Damper P/N 917062
CYL. HEAD GASKETS . Victor MLS P/N 54271
VALVE COVER GASKETS Victor VS50191HTC
THERM. HOUSING GASKET Victor (alum. W/silicone seal) P/N C21331
REAR MAIN SEAL Victor 2-pc P/N JV705
EXH. GASKETS Victor Nitroseal Pro-Stock P/N 95178SG
FASTENERS ARP
Head studs # 235-4312
Header studs # 400-1403
Oil pan studs # 435-1901
Balancer bolt # 235-2501
Carb stud kit #400-2414
Intake manifold bolt kit # 435-2101
Timing cover bolt kit #400-1501
Thermostat housing bolt kit # 430-7401
Flexplate bolt kit # 200-2902
Valve cover stud kit # 400-7615
Distributor stud kit # 430-1701
Water pump bolt kit # 430-3201
ARP moly assembly lube # 100-9906
Engine build:
632 Mountain motor

6. diameter than the roll pins, this allows the spacers to self-center
left-to-right when the heads are installed.
Our MSD flying magnet crank trigger kit included ev-erything
needed for an easy installation. Even with mess-ing
around with a few minor mods, total installation time
was a mere 30 minutes.
With the No. 1 cylinder under compression at TDC,
the trigger wheel mounts to the face of the 8-inch ATI
Super Damper with one of the wheel’s magnets aligned
with the center of the non-magnetic pickup. The wheel
features a handy arrow to indicate rotational direction, to
prevent someone from installing the wheel backwards.
Once everything is set, the three mounting bolts are tightened to a value of 25-30 foot-pounds.
In order to achieve a nice alignment of the magnet to the wheel (fore/aft), I installed the main
mounting bracket to the block using 0.400-inch-thick spacer shims between the bracket and
block at both of the 7/16-inch bolt locations. These shims are provided with the kit.
Due to a clearance issue between the threaded plate that secures the pickup bracket to the
main bracket and our Moroso oil pan, I milled about 0.060 inches from the rear of the plate
and from the tip of the pickup bracket’s dowel pin.
My distributor of choice is one of MSD’s Pro Billet units, featuring a lockout (no me-chanical
advance and a small enough diameter to clear the intake manifold upper ple-num).
A lengthy process of fitting the distributor to accommodate this build required
test fitting, measuring and machining modifications to achieve proper gear depth
engagement. (See the website for details.)
Engine build:
632 Mountain motor
Right: Scott Gressman installs
our bobweights to the Lunati
crankshaft. Weight correction
to the crank was minimal. Spin
balancing achieved a toler-ance
of a mere 0.08 grams.
Below: The toothed belt drive
(as opposed to chain drive) is
designed to absorb valvetrain
harmonics.

7. Engine build:
632 Mountain motor
VACUUM PUMP, OIL PUMP
& PAN
Jones Racing supplied a vacuum
pump system featuring its light-weight
billet aluminum vacuum
pump. This is a two-stage gear-style
vacuum pump that runs at
50-percent of engine speed and
pulls a constant 15psi, providing
enhanced piston ring seal.
The negative pressure created
by the pump results is less resis-tance
on the pistons during the
compression downstroke, result-ing
in faster piston acceleration.
This constant vacuum also helps
to draw parasitic oil from the ro-tating
assembly (theoretically in-creasing
power), and allows the
oil pump to function with less
resistance, which also
aids oil flow.
In order to avoid
pump pickup cracking (due to anticipated
harmonic stress), I opted for a very beefy bil-let
gerotor-type oil pump from Moroso. This
billet pump features a built-in pickup incor-porated
into the bottom of the pump body,
so there’s no external pickup to vibrate loose.
The matching oil pan to accommodate the
Dart block and this pump is Moroso’s billet 2-piece aluminum pan,
which also features extra-wide rail spacing both to match the Dart
block and to provide added rod clearance.
THE DYNO RUN
I transported the engine to Gressman Powersports in Fremont,
Ohio, that employs a state-of-the-art SuperFlow engine dyna-mometer.
After readying the engine on the dyno and priming with
seven quarts of 30W oil, initial timing was set at 25 degrees. All
timing adjustments were made at the MSD crank trigger sensor
(by moving the sensor in relation to the trigger wheel).
Scott Gressman allowed her to run for a few minutes at around
1,400-1,500 rpm while monitoring the vitals. We immediately had
about 65 pounds of oil pressure (which bumped to 80psi during
pulls), and no leaks occurred anywhere on the motor.
After allowing the engine to warm up, Scott shut her down and
re-checked hot valve lash, setting all valves at 0.028 inches.
The first hard pull, with timing set at 27 degrees, netted 1,098
hp at 7,150 rpm. A second pull, with timing at 30 degrees, yanked
1,105 hp at 7,150 rpm. The final pull, at 32 degrees timing and with
the camshaft retarded 3 degrees, produced 1,115.5 hp at 7,100 rpm.
We felt comfortable that with more timing tweaks, and perhaps
switching to dual 1050 carbs, we would likely hit somewhere between
1,150 to 1,200 hp, and I was surprised at how incredibly responsive
the engine was.
(And the horrific shriek she made at high revs was both scary and
wonderful. She’s definitely a nasty lil’ rat!)
We hope you’ve enjoyed the project and above all, we hope that
the information we’ve provided is of some benefit. Again, this article
is a very brief overview. The entire build is fully detailed in a six-part
series that can be viewed at www.precisionenginetech.com.
Mike Mavrigian has written thousands of technical articles over
the past 30 years for a variety of automotive publications, in addition
to writing nine automotive technical books for four different publish-ers.
Mike also owns and operates Birchwood Automotive in Creston,
Ohio, where he builds custom engines, street rods and performs
vehicle restorations. Mike can be reached at 330-435-6347 or birchwdag@frontier.
com. Birchwood’s website is www.birchwoodautomotive.com.
PE
Jesel roller rockers are in-dividually
shaft-mounted.
Notice the offset angles
required for the Big Chief
II heads.
Above: On Gressman Powers-ports’
SuperFlow dyno, the 632-
ci engine pulled a respectable
1,115.5 hp at 7,100 rpm and
864.2 foot-pounds at 5,800
rpm. Left: Front view—from
left: Jones vacuum pump, MSD
crank trigger and Jones race
alternator.

8. Stock your shelves with these quality motor components.
Additional Engine Building Products
Analog Valve Spring Tester
Goodson Tools & Supplies for Engine Builders, Winona, Minn., introduces a new Analog Valve Spring Tester. The
tester features a 600-pound capacity in 10-pound increments, 5-inch-diameter Ashcroft-quality analog pressure gauge
and a spring platform that handles springs up to 2-inches diameter by 4.5-inches overall height. The press assembly
height is adjustable in 1/2-inch increments, the pressing anvil is adjustable in 1-inch increments and height is measur-able
in 1/16-inch increments. An adjustable vertical scale rotates 180 degrees for left or right reading.
www.goodson.com
Turbochargers
MAHLE Clevite, Ann Arbor, Mich., offers a complete line of MAHLE Original turbochargers specifically for the after-market,
available in a range of sizes and types. Designed to enhance performance, reduce fuel consumption and lower
exhaust emissions, the turbochargers are available for high-performance and high fuel-economy diesel and gasoline
engines. They feature high-speed compressor wheels to provide greater balancing precision, optimized speed stability
and reduced running noise. Double piston rings on the rotor shaft reduce oil consumption.
www.mahle-aftermarket.com
Powder-Coating for Piston Skirts
Line2Line Coatings, Clarkston, Mich., offers new Abradable Powder-Coatings for piston skirts. APC starts each piston
“too tight.” At temperature and under load, the coating wears to the ideal fit that conforms most closely to each individual
bore. As the ideal oil film forms, the wear stops. APC reduces friction and secondary motions (piston rock/slap and ring
wear) and is formulated to free-up power and improve durability.
www.line2linecoatings.com
Scion/Subaru Sleeve Kit
Darton Sleeves, Carlsbad, Calif., introduces a patented M.I.D. Sleeve Kit for Scion FRS/Subaru BRZ/Toyota T86 ap-plications.
The kit allows the conversion of the block to a closed deck utilizing the M.I.D. wet sleeve, allowing builders to
take it out to a much larger bore size and still easily handle 50-plus pounds of boost at any compression. The wet sleeve
design allows changes of individual sleeves or all four without needing to re-machine the block.
www.darton-international.com
Race Crimp Hose Ends
XRP, South Gate, Calif., presents its new Race Crimp Hose Ends that add hundreds of new fittings to the company’s line.
Features include bent tube fixed, double O-ring sealed swivels and ORB ends, plus reducers and expanders in both 37
degrees JIC and clamshell quick-disconnects. They are offered in a choice of full hex or lightweight turned-down swivel
nuts. They come in black, blue or Super Nickel. One hose end design and two styles of crimp collars allow the ends to
be used on the all-new XRP ProPLUS Race Hose, stainless braided CPE Race Hose and more.
www.xrp.com

9. LS Valve Cover Adapter Kit
Racing Head Service (RHS), Memphis, Tenn., a member of the COMP Performance Group,
offers its RHS Small-Block Chevy Valve Cover Adapter Kit for LS engines. The kit allows traditional
Gen 1 small-block Chevy valve covers to be used on Gen III/IV LS engines. Created from billet alu-minum,
the adapter kit works with center-bolt LS heads and traditional, perimeter-bolt SBC covers.
www.racingheadservice.com
Precision-Molded Carb Gaskets
SCE Gaskets, Valencia, Calif., presents its new Precision-Molded Non-Stick Thermoplastic Gaskets designed to help
with changing jets or rebuilding Holley 4150/4160 and 4500 series 4-barrel carburetors. The metering block and bowl
gaskets are available in separate pairs, in a one-carb package or in SCE’s exclusive Dyno-Paks of 10 designed for
professional engine builders. The fuel and air passages are precision-molded to provide maximum flow, and the pliable,
molded gaskets won’t tear, stick or shrink, and can be used time and again.
www.scegaskets.com
High-Output Alternators
Flaming River Industries, Berea, Ohio, presents its Billet HD Amp High-Output Alternators, designed to offer
improved output at extremely low engine rpm, more horsepower to the wheels and less energy wasted in the
form of heat. Precision-balanced, low-mass rotors allow the alternators to operate safely at shaft speeds of
20,000-plus rpm, and the alternators use Twin Rectifier Plates with twice as many diodes as an OEM alternator,
which results in 300-percent more surface area to dissipate heat.
www.flamingriver.com
SHAFT-MOUNTED ROCKERS
Jon Kaase Racing Engines, Winder, Ga., presents its P-38 Small-Block Ford Windsor Cylinder Heads featuring shaft-mounted
rockers—a move inspired by oval track, road race and track-day demands seeking high-speed valve train
stamina and stability. The new kits include aluminum rockers, each with a nose roller, a hardened pivot shaft operating
with a 0.750-inch-wide needle bearing and an H13 tool steel adjuster. Each adjuster is furnished with an ARP-hardened
washer and a 12-point Grade 8 nut. A slightly longer rocker pivot length improves valve train geometry.
www.jonkaaseracingengines.com
See-Through Oil Filter Assembly
Billet Connection, Spokane, Wash., and its Clear View Filtration brand, presents a patent-pending Billet Filter As-sembly.
The system allows users to see the condition of the oil and perform a visual inspection of the filter element and
particles that were filtered out of the engine in seconds without draining, leaking, or the loss of oil, and without unbolting
or loosening any fasteners or fittings. It helps determine if the particles are normal or from engine components exces-sively
wearing.
www.clearviewfiltration.com
Additional
ENGINE
building
products

10. Electric Water Pump
PROFORM Parts, Roseville, Mich., offers its Bowtie Electric Water Pump, now available in Chevy orange. An of-ficial
Chevrolet Performance Licensed Part, the pump is designed to circulate up to 35 gpm of coolant. Eliminating
the mechanical fan reduces weight and impeller drag. The Chevy Orange finish is durable epoxy powder-coat.
Applications include traditional Chevy small- and big-blocks, and the pump includes weather-tight electrical con-nectors
and threaded inlet fittings to accommodate 1.75-inch hoses.
www.proformparts.com
GTR Damper
Titan Motorsports, Orlando, Fla., and ATI Performance present a patented Super Damper for the Nissan R35 GTR. The Titan/ATI
SuperDamper is a crank damper designed exclusively for high-performance engines to eliminate torsional crankshaft vibrations.
The pulley is SFI 18.1 rated and exceeds NHRA requirements for cars going quicker than 11.5 seconds at the drag strip. A direct
replacement for the OEM crank pulley, its black zinc chromate finish prevents rust and allows the 360-degree laser-engraved
timing marks to be easily read.
www.titanmotorsports.com
NHRA-Approved Carburetor
Edelbrock, Torrance, Calif., presents its Performer Series Carburetors that have been approved for use in
NHRA competition. The Edelbrock Performer Series 750-cfm has been granted NHRA approval for use in
competition on 1964 Chrysler 426 Max Wedge engines producing 415 hp. The NHRA has approved the
Performer as an alternative to the Carter AFB carburetor or Carter AFB Competition Series carburetor. The
Performer is designed to offer dependable street performance and smooth throttle response throughout the
power band with factory-set float levels.
www.edelbrock.com
Sprint Car Cam Drives
CV Products, Thomasville, N.C., introduces its XTS90306 and XTS90300 cam drives, specifically designed for 410- and 360-ci Sprint
Car applications offering a standard and raised cam version. The systems are equipped with the low-backlash patented 40mm Goodyear
Engineered Products drive belt that dampens vibrations and harmful frequencies from the valvetrain and withstands temperatures upwards
of 300 degrees. They feature a CV patented roller thrust bearing for friction reduction, which also eliminates cam thrust setup.
www.cvproducts.com
Additional
ENGINE
building
products

11. Ford Connecting ROds
Oliver Racing Parts, Grand Rapids, Mich., introduces two new Ford-specific connecting rods. The
F5400FDLT8 Standard Light rod is designed for use in the 302 Windsor V-8, Ford’s engine of choice
in vehicles manufactured through the late 1990s. The F5933MDUL Ultra Light rod is designed for
Ford’s Modular 4.6- and 5.0-liter V-8 engines that eventually replaced the 302 Windsor. Designed
and manufactured in Grand Rapids from American mill-certified aircraft quality steel, the rods feature
a Parabolic Beam design for a high strength-to-weight ratio.
www.oliverracingparts.com
CNC Vertical Honing Machines
Rottler Mfg., Kent, Wash., introduces its H70A Series CNC Vertical Honing Machines that include the latest Windows Touch
Screen Control Technology and optional features and equipment that allow complete engine blocks (inline and V-blocks) to be
honed automatically and unattended. Features such as load control and lower crash detection allow easy, fast and accurate
honing from small to very large cylinders. The H75A is designed for small- to mid-size engines, and the H76A is designed for
small- to large-size engines.
www.rottlermfg.com
Black Diamond 600-cfm Carb
Quick Fuel Technology (QFT), Bowling Green, Ky., presents its BD-1957 600-cfm Performance Carb that addresses direct
replacement requirements including a single fuel inlet and side-hung fuel bowls. Exclusive features include QuickSet vacuum
secondaries, Black Diamond high-temperature coating and a fully adjustable electric choke. Designed as a street performance
carb that is also suitable for stock engines, it flows 600 cfm through 1-9/16-inch throttle bores and 1.312-inch venturis. It has a
secondary metering plate with changeable jets.
www.quickfueltechnology.com
Sport Compact Connecting Rods
Manley Performance, Lakewood, N.J., offers 20 new Connecting Rods to its lineup of engine components
for sport compact applications. The new rods include H-Beam, H-Plus, H-Tuff and Pro Series Turbo-Tuff and
Tri-Beam I-Beam rods custom-manufactured for Acura, Audi, Dodge, Honda, Mazda, Mitsubishi, Nissan,
Toyota and Volkswagen applications. Additionally, Manley offers complete rotating assemblies that combine
rods for Mitsubishi and Subaru applications with standard stroke or “stroker” crankshafts, plus pistons, rings
and bearings.
www.manleyperformance.com
Additional
ENGINE
building
products
PE

12. Additional Resources
for YourBusiness
Success!
Stay up-to-date on the newest products and hottest trends
with these resources from Performance & Hotrod Business
Performance & Hotrod Business magazine
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