Building A 518HP Supercharged 350 Small Block

(ANNOUNCER)>> TODAY ON ENGINE POWER THE GUYS HONOR AN ICONIC FAMILY IN THE AUTOMOTIVE AFTERMARKET AND BUILD A BLOWN MOUSE TO SHOW THEIR RESPECT.

(MIKE)>> TODAY ON ENGINE POWER WE'RE CELEBRATING THE 60TH BIRTHDAY OF AN AMERICAN ENGINE ICON.

NOW THE CHEVY SMALL BLOCK DEBUTED IN 1955 AND BECAME THE MOST SUCCESSFUL ENGINE IN AUTOMOTIVE HISTORY, WITH OVER 100 MILLION OF THEM BEING BUILT. NOW JUST THINK ABOUT THAT FOR A SECOND.

(PAT)>> WE'RE HONORING THIS CELEBRATION BY

BUILDING A BLOWN 350 CUBIC INCH SMALL BLOCK THAT WILL MIX THE OLD SCHOOL ENGINE PLATFORM WITH NEW AGE SUPERCHARGER TECHNOLOGY AND THE LATEST IN EDELBROCK'S ELECTRONIC FUEL MANAGEMENT.

(MIKE)>> IT WAS EASY TO MAKE THIS HAPPEN BECAUSE

WE SOURCED EVERYTHING FROM ONE PLACE, PACE PERFORMANCE, WHO SPECIALIZES IN GM'S ENTIRE LINE OF PERFORMANCE AND GENUINE GM ACCESSORIES. PLUS OVER 40 AFTERMARKET MANUFACTURERS FOR ALL

YOUR GO FAST NEEDS. LIKE EDELBROCK, WHO PLAYED A MAJOR ROLE IN THE 350'S CLAIM TO FAME. THEY'VE BEEN ON THE LEADING EDGE OF MAKING SMALL BLOCK CHEVY POWER.

(PAT)>> UNTIL 1955, THE AUTOMOTIVE PERFORMANCE WORLD WAS DOMINATED BY FORD FLATHEADS.

BUT THAT ALL CHANGED WHEN CHEVY INTRODUCED AN ENGINEERING BREAKTHROUGH, A RADICAL ALL NEW SMALL BLOCK VEIGHT. ( )>> MOST COMPACT, MOST ADVANCED POWER PLANT IN THE INDUSTRY.

(PAT)>> THE SO CALLED 265 TURBO FIRE VEIGHT WAS FULL OF INNOVATIVE FEATURES, A LIGHTWEIGHT

CAST IRON BLOCK, AN OVERHEAD VALVE DESIGN, AND STAMPED STEEL ROCK ARMS TO NAME A FEW. CHEVY'S NEW MOUSE MOTOR QUICKLY CAPTIVATED THE PERFORMANCE AFTERMARKET.

(VIC)>> AND I GOT TO RUN THE FIRST TEST ON THE SMALL BLOCK CHEVY.

(PAT)>> VIC EDELBROCK SENIOR LED THE PACK IN PURSUIT OF MORE SMALL BLOCK HORSEPOWER, SECURING THREE OF THE NEW ENGINES FOR TESTING.

(VIC)>> MY DAD SAID, WELL LET'S MAKE A MANIFOLD. SO HE MADE A THREE CARBURETOR MANIFOLD,

20 HORSEPOWER.

(PAT)>> AND EVERY CHANGE HE MADE RESULTED IN MORE HORSEPOWER.

(VIC)>> I MEAN EVERYTHING THEY DID, IT JUST WENT

RIGHT UP THE LADDER.

AND EVERYBODY, WELL EYES WERE WIDE OPEN.

(PAT)>> BUT IT DIDN'T STOP THERE. IN 1958 VIC BECAME THE FIRST PERSON IN HISTORY TO ACHIEVE ONE HORSEPOWER PER CUBIC INCH, FROM A 283 SMALL BLOCK CHEVY USING HIS OWN RAM LOG MANIFOLD. EACH NEW SMALL BLOCK VERSION SIGNIFIED A NEW PERFORMANCE PARTS CHALLENGE AND OPPORTUNITY FOR EDELBROCK. AS THE SMALL BLOCK CHEVY CONTINUED ITS 60 YEAR PROGRESSION, EDELBROCK WAS RIGHT IN STRIDE, OFFERING TOTAL POWER PACKAGES, CRATE ENGINES, AND OTHER ADVANCES TO HELP RACERS AND STREET MACHINE BUILDERS ALIKE.

(MIKE)>> FROM CARBURATION, TO FUEL INJECTION, TO THIS ALL NEW SUPERCHARGER FOR THE CLASSIC SMALL BLOCK CHEVY WITH THE SAME ADVANCE TECHNOLOGY THEY PIONEERED FOR HIGH TECH LS ENGINE BLOWERS.

(PAT)>> VIC EDELBROCK JUNIOR HAS HAILED THE EFORCE SUPERCHARGER AS ONE OF THE BEST THINGS TO HAPPEN TO HIS COMPANY IN ITS 75 PLUS YEAR HISTORY.

(MIKE)>> AND THIS ENFORCER VERSION IS PROBABLY THE

BEST THING THAT'S HAPPENED TO SMALL BLOCKS

IN A LONG TIME. NOW THIS IS A TRADITIONAL POSITIVE DISPLACEMENT UNIT THAT'S IDEAL FOR STREET RODS AND MUSCLE CARS. NOW INSIDE ARE EATON'S GEN SIX 2,300 TVS INTERNALS. THE FOUR LOBE DESIGN WITH A 160 DEGREES OF TWIST ALLOW FOR MAXIMUM FLOW, MINIMUM TEMPERATURE RISE, AND QUIET OPERATION. OUR VERSION IS FOR EFI.

(PAT)>> OUR FOUNDATION IS THIS ZZ SHORT BLOCK, WHICH IS USED AS THE BASE FOR THE ZZ FOUR, ZZ 430, AND THE FAST BURN 385 CRATE ENGINES. IT'S A FOUR BOLT MAIN CAST IRON BLOCK WITH A ONE

PIECE REAR MAIN SEAL. ITS CRANK SHAFT IS A FORGED 1053 STEEL UNIT

THAT'S INTERNALLY BALANCED, GIVING US THE ASSURANCE IT WILL WITHSTAND ALL THE ADDITIONAL POWER FROM THE SUPERCHARGER. THE CONNECTING RODS ARE A FORGED LT FOUR POWDERED METAL FOR A FIVE POINT SEVEN. THE PISTONS ARE A LIGHT HYPEREUTECTIC FLAT TOP WITH DUAL VALVE RELIEFS AND AN OFFSET PIN. THEY'RE THE SAME ONES USED IN LT ONE CORVETTES.

(MIKE)>> TO GET US FROM SHORT BLOCK TO LONG BLOCK STATUS IS ALL EDELBROCK. NOW WE'LL BE USING THEIR ROLLING THUNDER HYDRAULIC ROLLER CAM SHAFT, ONE POINT FIVE RATIO ROLLER ROCKS, PUSH RODS, AND ALUMINUM ETECH 200 CYLINDER HEADS FOR SMALL BLOCKS. THE CAM SHAFT IS GOING IN FIRST. NOW IT'S OPERATING RANGE IS FROM 1,500 TO 6,500 RPM. DURATION AT 50 THOUSANDTHS IS 234 ON THE INTAKE, AND

238 ON THE EXHAUST. LOBE SEPARATION ANGLE IS 114 AND LIFT AT THE VALVE IS 539 AND 548 RESPECTIVELY. NOW IT'S SECURED WITH THE CAM PLATE THAT DOES THE SAME FUNCTION AS THE CAM BUTTON. IT LIMITS ITS END PLAY. THE TIMING CHAIN IS A SINGLE ROW FROM PACE. NOW WE'RE SETTING IT STRAIGHT UP, WHICH IS RECOMMENDED FOR THIS BUILD.

WITH THE CAM BOLTS TORQUED TO 18 FOOT POUNDS, THIS TWO PIECE EDELBROCK TIMING COVER CAN GO ON. NOW IT'S DESIGNED THIS WAY SO THE OIL PAN DOES NOT NEED TO BE LOOSENED FOR A CAM SHAFT SWAP. WITH ANTISEIZE ON THE CRANK SNOUT, THIS SIX AND THREE QUARTER INCH PROFESSIONAL PRODUCTS BALANCER CAN GO ON USING OUR MATCO INSTALLER.

(PAT)>> NOW WE'LL FOCUS OUR ATTENTION

TO THE BOTTOM END. PACE SENT THE MELLING HIGH VOLUME OIL PUMP. PRESSED ON AND WELDED IS THE PICK THAT MATCHES THE PAN. AN ARP STUD WILL LOCATE IT, AND TORQUEING THE NUT TO 40 FOOT POUNDS WITH ULTRA TORQUE LUBE WILL HOLD IT IN PLACE. THE PAN IS AS STRAIGHT FORWARD AS THEY COME. A STAMPED STEEL DESIGN THAT USES TWO RAILS TO AVOID WARPING AND ELIMINATE GASKET LEAKING ISSUES, WITH THE BOTTOM FINISHED UP, WE'LL GET TO

THE TOP AFTER THIS.

(ANNOUNCER)>> NEXT, PROOF THAT POWER CAN BE BEAUTIFUL.

(MIKE)>> WE'RE BACK AND DOING JUST WHAT WE SAID, CONTINUING WITH THE TOP END. NOW THE PRELUBED ROLLER LIFTERS WILL DROP INTO THE BORES AND GET ALIGNED WITH THESE STOCK LIFTER GUIDES, AND GET HELD DOWN WITH THE SPIDER.

CLEANING THE DECK WITH LACQUER THINNER WILL

REMOVE THE RUST PROTECTION COATING AND GIVE THE

EDELBROCK HEAD GASKETS A GOOD SURFACE TO SEAL TO. EDELBROCK'S PERFORMER RPM ETECH CYLINDER HEADS ARE A DIRECT REPLACEMENT FOR SMALL BLOCKS EQUIPPED WITH A VORTEC MANIFOLD. NOW THE INTAKE RUNNER IS THE LT ONE RAY STYLE DESIGNED FOR IMPROVED AIR FLOW. BACK HERE IN THE COMBUSTION CHAMBER THE SPARK PLUG HOLE HAS BEEN MOVED MORE TOWARDS THE CENTER OF THE CYLINDER FOR A MORE COMPLETE COMBUSTION CYCLE FOR EVEN MORE POWER. NOW THEY COME EQUIPPED WITH A 202 INTAKE VALVE, A 160 EXHAUST, AND A 64cc COMBUSTION CHAMBER.

THEY'RE EQUIPPED WITH THREEEIGHTHS ROCKER STUDS AND VALVE SPRINGS FOR OUR ROLLER CAM. NOW THIS COMBO WILL GIVE US A NINE AND A HALF TO ONE COMPRESSION RATIO. ARP BOLTS TORQUED TO 65 FOOT POUNDS WILL CINCH THEM DOWN. THE PUSH RODS ARE SPECED BY EDELBROCK

FOR THIS COMBINATION. NOW THEY HAVE HARDENED TIPS FOR LONG LIFE AND MEASURE SEVEN POINT 200. CONTINUING ON WE CAN INSTALL THE EDELBROCK ONE POINT FIVE RATIO ROCKER ARMS. NOW THEY'RE CNC MACHINED OUT OF LIGHTWEIGHT ALUMINUM AND THE 4140 STEEL POLY LOCKS WILL SECURE THEM IN PLACE.

(PAT)>> BECAUSE THIS IS A HYDRAULIC ROLLER, WE'LL SET UP EACH ROCKER AT ZERO LASH PLUS A QUARTER TURN ON THE POLY LOCK. THIS IS DONE BY TURNING THE ENGINE OVER TO TDC ON A COMPRESSION STROKE ON EACH CYLINDER AND SETTING THEM AT THE SAME TIME. WHEN DONE IN THE FIRING ORDER, IT'S EASY TO KEEP TRACK OF YOUR PROGRESS. HERE'S A QUICK TIP. HAVING THE INTAKE OFF FOR THIS OPERATION LET'S YOU SEE THE PLUNGER TRAVEL UP THE LIFTER. IT'S EASY TO MAKE THE MISTAKE OF BOTTOMING OUT THE PUSH ROD WHEN SETTING THE LIFTER PRELOAD BY FEEL. LIKE THIS ONE, IT'S ACTUALLY BOTTOMED OUT. IF IT HAPPENS WHEN YOU START SETTING YOUR PRELOAD, THE VALVE WILL BE OPEN 100 PERCENT OF THE TIME AND AT MINIMUM YOU WILL HAVE A DEAD CYLINDER, AND AT WORST THE VALVE COULD BEND OR BREAK OFF BY HITTING THE TOP OF THE PISTON. FINALLY IT'S TIME TO GET DOWN TO BUSINESS AND BOLT DOWN THE CROWN JEWEL OF THIS BUILD, EDELBROCK'S NEW EFORCE ENFORCER SUPERCHARGER SYSTEM. IT COMBINES OLD SCHOOL BLOWER FLASH WITH HIGH TECH INTERNALS TO PRODUCE BOOST IN BOTH CHEVY SMALL BLOCKS AND LS APPLICATIONS. IT FASTENS DOWN LIKE ANY OTHER INTAKE MANIFOLD WITH GASKETS IN PLACE AND SILICONE ON THE CHINA RAILS. WE'LL TORQUE IT TO 28 FOOT POUNDS. WITH LUBE ON THE ORINGS, WE CAN DROP IN THE SUPPLIED INJECTORS AND CAP THEM OFF WITH EDELBROCK'S FUEL RAILS. BEFORE THE VALVE COVERS GO ON, WE'LL LUBE THE ROCKERS AND SPRINGS WITH MOTOR OIL AND SEAL ALL THIS UP WITH THE CLASSIC SERIES VALVE COVERS.

(MIKE)>> THE FRONT OF THIS BLOWN ZZ FOUR NEEDS SOME ATTENTION NOW BY INSTALLING THE FRONT END ACCESSORY DRIVE. IT STARTS OFF BY INSTALLING A FIVESIXTEENTHS STUD INTO THE INTAKE. THEN SCREW THIS HEX SPACER ONTO IT AND TIGHTEN IT DOWN. THE POLISHED VEAD BRACKET ATTACHES TO THE FRONT OF THE BLOWER ASSEMBLY AND GETS EXTRA SUPPORT BY ATTACHING TO THE HEX WITH THE SUPPLIED HARDWARE. ATTACHING TO THE MAIN BRACKET IS THIS SPRING LOADED TENSIONER, FOLLOWED BY THE BEEFY IDLER PULLEY. THIS POLISHED LONG STYLE EDELBROCK WATER PUMP WILL KEEP THIS BOOSTED MOUSE COOL AND GIVING IT THE ABILITY TO BE TURNED IS A POLISHED PULLEY. NOW WE CAN POSITION THE LOWER PULLEY AND WATER PUMP BELTS IN PLACE, AND SANDWICH IT WITH THE NEW ANODIZED ALUMINUM BLOWER DRIVE PULLEY FROM THE KIT. THE GATOR BACK BLOWER BELT FINISHES IT ALL OFF.

NOW UP TOP WE DROP THE NEW THROTTLE BODY GASKETS ON THE STUDS AND PLACE THE DUAL 1,000 CFM THROTTLE BODIES IN THEIR FINAL RESTING PLACE. NOW WE CAN TIGHTEN THEM DOWN MAKING SURE THE RETURN SPRING BRACKET IS IN PLACE. NOW TO TIE THE TWO THROTTLES TOGETHER AN ADDITIONAL LINKAGE KIT FROM EDELBROCK HAS TO BE PURCHASED, WHICH IS SIMPLE TO ATTACH. WE'RE AS FAR AS WE CAN GET OUT HERE. SO EVERYTHING ELSE IS GOING TO HAPPEN INSIDE THE DYNO CELL. AND THAT'S WHERE WE'LL ALL BE AFTER THE BREAK.

(MIKE)>> WE'RE BACK AND THE FIRST THING WE'LL DO IS GET THE DYNO'S WATER HOSES, FUEL LINES, OIL PRESSURE LINE, AND BOOST REFERENCE ATTACHED. NOW THE FUEL INJECTION HARNESS IS ALL PLUG AND PLAY. NOW WE'LL START BY CONNECTING IT TO THE THROTTLE POSITION SENSORS, THE IDLE AIR MOTOR, WATER TEMP SENSOR, INJECTORS, AND MAP SENSOR. THIS LITTLE CIRCULATING PUMP WILL FORCE COOLANT THROUGH THE INTERCOOLER'S SYSTEM TO KEEP THE AIR TEMPERATURE ENTERING THE ENGINE MUCH COOLER. NOW THAT COOLANT GETS CHILLED BY THIS HEAT EXCHANGER THAT'S POSITIONED IN FRONT OF YOUR VEHICLE'S A/C CONDENSER, OR IN OUR CASE ON THE FRONT OF THE DYNO CART.

(PAT)>> PRIMING A FRESHLY BUILT ENGINE CAN MEAN THE DIFFERENCE BETWEEN PREMATURE FAILURE AND LONGEVITY. 45, DISTRIBUTING THE SPARK IS AN EDELBROCK BILLET DISTRIBUTOR WITH A RELUCTOR TO IDENTIFY CAM SHAFT POSITION. LIGHTING OFF THE AIR/FUEL MIX ARE CHAMPION RCNINEYC SPARK PLUGS. AND CONNECTING THE TWO ARE MSD EIGHT POINT FIVE MILLIMETER WIRES. THE PRO FLOW TWO ECU GETS CONNECTED NOW, WHICH IS PRELOADED WITH THE FILE WE NEED FOR THIS COMBINATION. IT WILL REQUIRE SOME TUNING, WHICH IS ALL DONE THROUGH THIS HAND HELD SUPPLIED WITH THE KIT. FINALLY WE CAN APPLY POWER TO THE FUEL SYSTEM AND CHECK FOR LEAKS.

AND THE HAND HELD SHOULD DISPLAY VALUES THE SENSORS ARE READING ON THE ENGINE, AND IT DOES, WHICH MEANS WE'RE READY TO FIRE IT UP AND SET BASE TIMING.

(MIKE)>> ALRIGHT, YOU READY, HERE WE GO. [ engine fires up ]

(MIKE)>> ALRIGHT, TEMP'S GOOD, YOU READY?

(PAT)>> I AM READY!

(MIKE)>> AS I APPLY THE THROTTLE, THE ENGINE'S LOADING UP REALLY NICE. NOW STARTING TO SWEEP, IT'S ACCELERATING THROUGH THE ENTIRE RPM RANGE WITHOUT ANY ISSUES, WHICH IS A GOOD SIGN. 518, 497, THAT'S NUMBER FOR NUMBER WHAT EDELBROCK SAYS.

(PAT)>> THAT IS PRETTY IMPRESSIVE RIGHT THERE.

(MIKE)>> THAT IS COOL.

(PAT)>> ALL BOLT ON STUFF, ALL GOOD.

(MIKE)>> SMOOTH SWEEP, 10 POUNDS OF BOOST RIGHT IT WHERE SHOULD BE. AIR/FUELS WERE 12-FOUR, 12-THREE TO ONE AT WIDE OPEN THROTTLE, FIRST PULL.

(PAT)>> NICE JOB.

(MIKE)>> VERY, VERY COOL.

ALRIGHT, NOW IT'S EITHER GONNA DO ONE OF TWO THINGS. IT'S EITHER GONNA MAKE A FEW MORE OR GET A LITTLE HEAT SOAK AND GO BACKWARD BECAUSE IT'S A BLOWER.

(PAT)>> I AGREE.

(MIKE)>> LET'S SEE WHAT SHE DOES.

(PAT)>> IT'S NOT ONLY MAKING GREAT POWER, IT'S GOT THE LOOKS TO GO WITH IT. WE'LL CALL IT NEWSTALGIA.

(MIKE)>> VERY NICE.

(PAT)>> THIS THING SOUNDS COOL.

(MIKE)>> I WANT IT.

(PAT)>> SO DO I.

(MIKE)>> AND IT DOESN'T EITHER. THAT'S REPEATABILITY, 497 AND 518 HORSEPOWER AGAIN.

(PAT)>> IT'S VERY IMPRESSIVE.

(MIKE)>> GOOD STREET CAR MOTOR, VERY GOOD STREET CAR MOTOR. THIS ENGINE GOES TO SHOW THAT USES EDELBROCK PARTS AND THEIR SUPERCHARGER CAN GIVE YOU A LOT OF

POWER IN YOUR RIDE. NOW THIS WAS ALL PLUG AND PLAY AND SUPER EASY TO INSTALL. NOW YOU CAN ORDER THE PARTS IN THREE DIFFERENT WAYS, INDIVIDUALLY, AS A TOP END PACKAGE, OR AS A COMPLETE CRATE ENGINE THAT EDELBROCK OFFERS THAT YOU CAN PURCHASE AT PACE PERFORMANCE. NOW I LIKE THE LAST WAY. JUST LOG ON TO POWERNATION TV DOT COM AND ENTER

YOURSELF IN THE SWEEPSTAKES TO WIN THIS EXACT ENGINE.

(ANNOUNCER)>> AND FOR ALL YOU GUYS THAT ALREADY HAVE A SMALL BLOCK AND LOOKING FOR MORE PERFORMANCE, COMING UP, SOME BASICS ON HOW TO PREP YOUR BLOCK BEFORE IT GOES TO THE MACHINE SHOP.

(PAT)>> WE GEARHEADS LIKE TO DO AS MUCH AS WE CAN OURSELVES, BOTH FOR THE SATISFACTION AND TO SAVE MONEY, BUT WE STILL NEED TO RELY ON A QUALITY MACHINE SHOP TO DO THINGS THAT WE CAN'T DO.

(MIKE)>> THAT BEING SAID, A LOT OF PREP WORK CAN BE DONE TO YOUR PROJECT BEFORE YOU TAKE IT TO THE MACHINE SHOP. NOW ONCE YOU GET YOUR BULLET TORN DOWN TO THE BARE ESSENTIALS, SOME SIMPLE GRINDING WORK, TAPPING, AND THREAD CHASING CAN MAKE IT A LOT EASIER ON YOUR MACHINIST AND YOUR WALLET. ALL THE WORK WE'LL PERFORM WILL HELP IMPROVE

PERFORMANCE BY SPEEDING UP THE OIL FLOW BACK TO THE PAN SUMP, AND HELP ELIMINATE SOME TURBULENCE IN THE OIL GALLEYS WHICH CAN INCREASE THE ENGINE'S OIL PRESSURE. WE'LL START OFF USING A DEBURRING TOOL ON EVERY BOLT HOLE ON THE BLOCK USING A HAND DRILL ON LOW SPEED. NOW YOU'RE NOT TRYING TO DIG A HOLE, JUST CLEAN UP THE EDGE ON THE TOP. NOW WE'LL CHASE EVERY THREADED HOLE. MATCO MAKES THIS EXCELLENT 51 PIECE KIT THAT INCLUDES THREAD RESTORING TAPS, DYES, AND FILES FOR BOTH METRIC AND STANDARD APPLICATIONS. NOW THE COST IS ONLY $140 BUCKS. SPRAYING WD 40 IN THE BOLT HOLES BEFORE CHASING THEM WILL HELP LOOSEN DEBRIS, WHICH LESSENS THE CHANCE OF SNAPPING OFF THE THREAD CHASER AND

CREATING A LARGE PROBLEM. ALSO MAKE SURE YOU HAVE THE RIGHT CHASER FOR THE THREADS YOU'LL BE CLEANING. DON'T USE A DRILL.

THIS NEEDS TO BE DONE BY HAND SO YOU CAN FEEL IF THERE'S ANY RESISTANCE AS THE CHASER GETS DEEPER. ONCE BOTTOMED OUT OR PASSED THROUGH THE HOLE, SIMPLY REVERSE THE ROTATION AND BACK IT OUT SLOW. TO WRAP THIS PROCEDURE UP PLACE A RAG OVER THE HOLE AND BLOW IT OUT WITH COMPRESSED AIR. NOW THE RAG WILL CATCH SOME OF THE DEBRIS AND NOW YOU HAVE CLEAN THREADS. A MACHINE SHOP WILL CHARGE ONE HOUR OF LABOR FOR THIS, WHICH WILL COST BETWEEN $60 AND $75 BUCKS.

(PAT)>> NEXT UP IS A LITTLE WORK WITH THE DYE GRINDER. NOW THE FIRST TASK OF THIS TOOL IS TO REMOVE ALL THE SHARP EDGES OFF THE ENTIRE BLOCK. THAT'LL MAKE IT MUCH MORE EASIER TO USE BECAUSE THE

BLOCK WILL NOT HAVE THE ABILITY TO SLICE UP YOUR HANDS ANY MORE. PASS OVER THE EDGES USING LIGHT PRESSURE. WHILE THE MATERIAL DOES NOT HAVE TO BE REMOVED HERE, JUST ENOUGH TO REMOVE THE KNIFE LIKE EDGE OFF ALL THE CORNERS. MAKE SURE SAFETY GLASSES ARE USED BECAUSE THE FINE METAL SLIVERS PRODUCED BY THIS TYPE OF BURR WILL RUIN YOUR DAY IF YOU GET ONE OF THESE IN YOUR EYE, MUCH LESS YOUR SKIN. ANY WHERE CASTING FLASH OR CASTING SEAMS ARE LOCATED ARE CONSIDERED STRESS RISERS. THESE ARE AREAS WHERE CRACKS USUALLY START. SO THE NEXT THING WE'LL USE THE DYE GRINDER FOR IS TO ACTUALLY ADD A LITTLE CRACK RESISTANCE TO THE BLOCK. THIS IS DONE BY REMOVING THE STRESS RISERS WITH A CARBIDE BURR FOR STEEL. THIS REALLY DOESN'T ADD STRENGTH, IT HELPS ELIMINATE A PLACE WHERE A CRACK WILL START. LET THE BURR DO THE WORK. LIGHT PRESSURE ON THE GRINDER WILL KEEP IT FROM

BOUNCING AROUND AND CAUSING MORE HARM THAN GOOD.

(MIKE)>> ON THE FRONT OF THE SMALL BLOCK CHEVY BLOCK ARE THREE OIL GALLEYS JUST ABOVE THE CAM TUNNEL. NOW THE CENTER ONE FEEDS THE MAINS AND THE OUTER TWO FEED THE LIFTERS.

NOW NORMALLY THEY'RE PLUGGED WITH LITTLE PRESS IN PLUGS LIKE THIS. BUT THESE HAVE BEEN KNOWN TO COME OUT, CAUSING A LOSS IN OIL PRESSURE. SO TO AVOID THAT WE'RE GONNA SHOW YOU AN OLD RACER'S TRICK. USING A QUARTER INCH PIPE TAP, WE'RE GONNA THREAD HOLES INTO THE GALLEYS. NOW THE COOL PART, NO DRILLING IS NEEDED.

FIRST LUBRICATE THE TAP SO IT CUTS EASIER AND DOESN'T

GAUL THE THREADS AS THE TAP GOES DEEPER. NOW SINCE THE THREADS ARE TAPERED, MAKE SURE TO GO DEEP ENOUGH SO THE PIPE PLUG HAS ENOUGH THREAD ENGAGEMENT TO MAKE IT SIT FLUSH WITH THE BLOCK SO IT DOESN'T INTERFERE WITH THE TIMING GEAR. BUT THEY'LL HAVE TO COME OUT BEFORE HEADING TO THE MACHINE SHOP.

(PAT)>> ANOTHER AREA THAT COULD STAND SOME ATTENTION IS THE OIL FILTER BOSS.

THIS IS WHERE FILTERED OIL ENTERS THE ENGINE.

THERE ARE THREE PLACES WE'LL CHAMFER. THE FIRST IS WHERE OIL FROM THE PUMP ENTERS THE OIL FILTER. KNOCK THE EDGE OFF TO MAKE A NICE, SMOOTH

TRANSITION IS THE OBJECT. THE SAME GOES FOR WHERE THE FILTERED OIL GETS DIRECTED BACK INTO THE ENGINE OIL GALLEYS. DOING THIS WILL PREVENT TURBULENCE AND SPEED UP THE OIL FLOW, WHICH WILL BUILD A LITTLE MORE OIL PRESSURE.

(MIKE)>> WITH THAT ADDED PRESSURE IN VOLUME, WE WANT THE OIL IN THE LIFTER VALLEY TO FLOW BACK TO THE OIL PAN SUMP AS FAST AS POSSIBLE. THAT WAY THE ENGINE DOESN'T RUN INTO AN OIL STARVATION ISSUE.

USING THE CARBIDE, THE ROUGH EDGES OF THE DRAINS WILL BE REMOVED AS A SLIGHT BEVEL TOWARDS THE BOTTOM WILL BE SHAPED. NOW THIS WILL REMOVE RESTRICTIONS CAUSED FROM THE ROUGH CASTING, ALLOWING THE OIL TO PASS THROUGH FASTER.

(PAT)>> THE REAR MAIN CAP ALSO GETS A LITTLE WORK WHERE THE OIL PUMP BOLTS TO IT. SMOOTHING OUT THE SHARP EDGED HOLE WILL INCREASE OIL FLOW IN THIS AREA AS WELL. FINALLY WE CAN SWAP THE BURR OUT FOR A CARTRIDGE ROLL SETUP AND GO OVER EVERYTHING THAT WAS TOUCHED WITH BURR TO CLEAN UP ANY TOOL MARKS. WHAT WE'VE DONE TO THIS SMALL BLOCK CHEVY IS UNIVERSAL FOR ANY ENGINE. AND IT'S LITTLE DETAILS LIKE THIS THAT CAN MAKE A BIG DIFFERENCE IN BOTH HELPING EASE OF ASSEMBLY AND HELPING YOUR ENGINE LAST LONGER.