Rear Main Rod Specs.
Piston & Ring Specs.
- Rods: Genuine Scat
- Rod Type: Scat H-Beam
- Rod Length:6.385
- Rod Material: Forged 4340 Alloy.
- Rod Bolt/Cap Screw: ARP 8740 Cap Screws.
Bearing, Damper, and Flexplate Specs.
- Pistons: Wiseco Fully Forged. Fully machined Crown, High Performance for street/strip use.
- Piston Size:4.560"
- Dome Volume:Dome Top
- Compression Height: 1.218
- Piston Material: Forged 2618 Aircraft Alloy
- Piston Rings: Mahle High Performance, Moly, Standard Tension.
- Ring Size and Fit: 1/16 1/16 3/16.
- Ring Material: Cast/Stainless/Moly
Listed below is a complete breakdown of all the parts that are included in this engine.
- Main Bearings: Clevite HP High Performance Series.
- Rod Bearings: Clevite HP High Performance Series.
- Balance:In House on CWT balancer.
- Damper: ATI Super DamperSFIInternally balanced.
- Flexplate: Heavy DutySFI168 tooth or 153 tooth. Manual Trans. flywheels available. See upgrade and option list below.
WISECO FULLY FORGED PISTONS, RATED AT 800+ HP. WISECO PISTONS ARE 100% MANUFACTURED IN THE USA. THEY ARE ONEOF THE HIGHEST RATED PISTON BUILDERS IN THE COUNTRY.
Our Wiseco Forged pistons are custom designed with an increase in compression height. This has many advantages. Here are a few facts about compression height and deck height.
Our custom made pistons have a compression height that is .010 taller on bbc pistons, and .015 taller on sbc pistons, as compared to most all of the catalog pistons on the market. We find this to be a very valuable feature.
Since our pistons sit at a taller than normal compression height, we only have to remove approx. .005-.010 off the deck surface of the block. Our goal is set the piston at zero deck (flush with the deck surface). This maintains the deck's thickness, making it much stronger than a block that has been cut down .025. The engine will also run a bit cooler with a thicker deck. It's well known that the deck dissipates much of the built up heat an engine generates. This also allows for future deck re-surfacing without compromising the integrity of the block. On our bbc engines, we actually leave the piston about .003 to .005 in the hole to allow for possible piston rock. Our sbc engines will have the pistons setting right at zero with the deck.
You may have noticed that our Wiseco custom made forged pistons are referred to as Racing Pistons on the package. This does not mean that the pistons are for racing only. This is a generic term, referring to their ability to be used in high performance applications as well as for street rod use. These pistons are perfectly designed for use on the street, as well as for medium to upper level drag racing.
We have built approximately 5000 engines using the Wiseco pistons. The engines have been for street rod and strip use. We have seen no problems, nor have there been any complaints. They are an excellent product in every respect.
These pistons are also suitable for use withnitrous or blower setups.The Wiseco forged pistons are rated very high in the street/strip performance industry. Theyare made using the 2618 aircraft alloy and have fully machined crowns. We prefer the 2618 alloy over the lower cost 4032 alloy. This alloy may fragment from the effects of detonation and if this happens, it can be very destructive to the engine.Those types of pistons are fine for stock or mild engine builds, but should never be used in carbureted engines built to high horse power levels.The forged 2618 alloy piston is much more resistant to the effects of detonation and heat.
The picture below is a file photo of our Wiseco pistons.
MAHLE HIGH PERFORMANCE MOLY RINGS
Scat 4340 Forged Crankshaft.
The picture below is a generic file photo of a Scat crankshaft.
Some of the benefits of the Scat crankshaft supplied with this assembly:
The material used in this crankshaft is manufactured from an exclusive Space Age material that was designed for high strength and fatigue resistance. The Scat cranks are the best valueyou will ever find. The Scat crankshafts are the best wayto build a strong bottom end for street rods, dirt and circle track racing, and drag strip racing. This crank is suitable for use up to approx. 800+ hp.
Crank Polishing.Pictured below is our ABS crank polishing machine in action. We polish the crank on every engine we build. This extends bearing life, keeps oil cooler, and with the reduced friction, a slight increase in horsepower is gained. Many machine shops fail to do this. The finish on most cranks are at the bare minimum of acceptance, and we know this can affect bearing life. We have measured the RA finish with our profilometer, and found it to be as high as 25 RA finish on many of the cranks. We bring that number down to below considerably.
We use genuine Scat rods with genuine ARP 8740 cap screws in all of our engines. Our Scatrods are bronze bushed, and unlike many others, these are fully forged 4340 alloy.
We have noticed some engine builders using low cost generic rods and crankshafts in their engines. These non-branded, (no-name) products are often poor quality in many ways. You will notice many of the low end engine builders fail to mention the actual brand of the rods or cranks used in their engines. Upon further investigation you will find such parts not to be a branded name product. They may label these parts with a name, but one that is totally unrecognizable in the industry. Our experience in years past with such rods and cranks has been disappointing to say the least. Besides the obvious issues such as incorrect sizing and machining that is difficult to correct, thequestionable alloy these items may be produced from and the potentially incorrect heat treating methods used, could prove to be disastrous. Little can be done to verify this and nothing can be done to correct it.Failures of 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 our engines.
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.
PATI SUPER DAMPER SFI INCLUDED.
INTERNALLY BALANCED, SFI rated, 7.074" DIAMETER, REDUCED ROTATIONAL MASS, OFFERS EXCELLENT CLEARANCE.
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.
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 assembly.
Three CWT balance machines under one roof is a rare sight.
Our crew wrapping up for the day. Pardon the mess.
Bravo aluminum cylinder heads. 335cc runner size.
Assembled by us withpremium PBM competition grade valves, Melling springs, Comp retainers, Comp Vitonvalve seals, Comp spring ID locators, Comp 10 degree locks.
Notice the multi angle valve seat cut. These heads are designed to very high standards.
Below are the actual flow numbers for the Bravo heads. These numbers are true and accurate. The testing methods we use are considered to be on the conservative side. Some choose to show flow charts for their heads that have been done in a way that shows numbers that are misleading in our opinion. We use the Bravo heads on most all of our bbc engines builds all the way up to the 572 engine. The horse power numbers they produce are exceptional as compared to any of the low to mid range priced heads on the market.
ARP HEAD BOLTS AND WASHERS AND ROCKER STUDS.
SCORPION RACING ALUMINUM ROLLER ROCKERS or COMP ULTRA PRO-MAGNUM ROCKERS.
THE BEST HIGH PERFORMANCE RACING ROCKER ARMS MANUFACTURED IN THE USA.
Our bbc 572 and 598 engines use the ScorpionEnduranceSeries rockers, which are the top of the line. We use them instead of the regular Race Series Scorpion rockers because they weigh 496 grams less per set. This is a monumental difference when it comes to valve train weight. They cost considerably more than the regular race series Scorpion rockers, but the increased performance and reduced burden on the valve train is well worth it. You may choose the Comp Ultra Pro-Magnum rockers instead of the Scorpion rockers at no additional cost. They are both very high quality roller rockers.
We were amazed at the low level of sound produced in the valve train when we did a test run using our first set of Scorpions. We attribute this quiet operation to the close tolerances in thetrunnionsection. Thetrunnionbarrels are also micro polished.
The rockers have a lifetime warranty. The aluminum body is made from a 7000 series aircraft alloy. Most rockers have a considerable amount of side play in thetrunnionsection, and may have an excessive amount of needle bearing clearance. The Scorpion does not have much of a loose feel in thetrunnion. Many round track and drag racers run these at very high rpm levels and even run them on solid roller setups. With the milder spring pressures of our engines, these rockers should last a lifetime.
The potential for valve float under high rpm is a real issue with most high performance engines using hydraulic roller components. By reducing the weight on valve train components, you also considerably reduce the possibility of valve float as well as wear and tear on the valve train components.
The significant reduction in weight of valve train components willdramaticallyincrease the life of every moving part in the valve train. Since some of our cam choice options are large, and these engines may be driven many miles, we see this reduction in weight as absolutely necessary. The lighter weight components donot reduce the durability of these items; on the contrary, they improve durability significantly. These components are high quality, so the weight reduction in their construction does not compromise them in the least.
All Scorpion Rockers Feature:
Needle Bearing Fulcrum and Roller Tip, Centerless Ground Trunnion, Centerless Ground Pin & Roller, Burr-Free Thru Hole in Trunnion, Large Machined Seat, Thick Walled Adjusting Nut, Pedestals Machined from Solid Steel, Black Oxide Coated Steel Parts, & 100% CNC Machined.
If you've read our warning on engine builders using low grade no-name rods and cranks, a similar situation exists in the roller rocker market. We do not use or sell off-shore, (no-name) roller rockers, period. They have proven to be faulty in many ways. The center trunnions are not polished, nor is the center of the roller tip true to size or polished. Metal fragments are often left inside the trunnion housing and will cause destruction of the needle bearings. The aluminum alloys used are never aircraft aluminum alloys as are used in all USA made roller rockers. They often mention the alloy as being 6061, and that is a very soft form of aluminum. The 6061 alloy used on these will assure rocker-flex on any higher than stock spring pressures, and this will affect performance.The pins and keepers that hold the parts together are often of poor quality and improperly installed. The front roller will usually scoot along the valve tip, as it can't roll properly due to rough internal surfaces.
We have honestly seen valve tips that were scalloped out due to the front roller dragging across them. This will cause the valves to side-load against the valve guides in the heads and surely cause damage to them if run like this for very long.
We have scrutinized these products in the past and found all of the above problems, and I can tell you there are most likely many more. We would not use them in an engine under any circumstances. You will also see many of these rockers made from stainless on the market. They use a low grade stainless that actually has a near non-existent amount of nickel in them, but that's not the real problem with them, as stainless steel has no advantage over high grade heat treated steel when it comes to a roller rocker. The lack of hardness of the rocker body is the real problem. The problems with these stainless rockers are the same as mentioned above. These are the roller rockers you see on the market for around $119 and up to $169 for the so called stainless ones. They are pure junk, in our honest opinion. They could possibly be used on a budget back yard stock build up that has a very low spring pressure, with a cam that has very low lift, but then you would be better off with the stock stamped rockers on such a build.
We have heard of many engines using these rockers that came apart and spilled needle bearings into the engine, only to end up in the oil pump. It seems like some engine builders do not care how long the parts in your engine last, or they simply don't know this. I can tell you for sure that using such low grade, "no-name" roller rockers is asking for trouble.
We use Scorpion, Comp Ultra Pro Magnum, and Comp Gold Arc rockers in all of our engines. The difference in these compared to the low grade no-name rockers on the market is huge.
HOWARDS LIFTERS & HOWARDS CHROMOLY PUSHRODS.