heres a bbc build id be more familiar with, AND YES I THINK THIS IS DARN IMPRESSIVE, I'VE USED SEVERAL SETS OF TRICK FLOW BIG BLOCK HEADS, OVER THE YEARS, AND ALONG WITH BRODIX I CONSIDER THEM TO BE A TOP QUALITY PICK
http://www.onallcylinders.com/2012/05/2 ... -assembly/
There’s gonna be one happy racer come October.
As the 2012 Summit Racing SuperSeries Top Class Champion basks in the glory of victory, he’ll also be busy loading his trailer with loot, including a brand new American Racing Cars dragster with a 565 cubic inch big block Chevy built by Trick Flow Specialties.
While Trick Flow is best known for developing cylinder heads for high performance street and race use, Trick Flow also knows a thing or two about building engines. Over the years, they’ve put together hundreds of engines ranging from docile small block Chevys to blown LS motors, torque monster big block Fords and Chevys, and everything in between. Simply put, a Trick Flow-built engine makes solid, reliable horsepower.
To prove the point, Trick Flow manager Mike Downs invited us to document the assembly and dyno testing of the 565 Chevy for the giveaway dragster. In this installment, we’ll take a look at the short block assembly.
Why a 565?
With a large 4.600-inch bore, 4.250-inch stroke, and a 6.535-inch rod, the 565 can make large amounts of horsepower and torque, yet uses readily available parts and requires minimal machine work. Better, yet, the 565 is adaptable to many IHRA sportsman and bracket classes.
The Parts
Here are the building blocks for the engine:
Dart Big M Engine Block: The Big M is one of the strongest blocks available for big Chevys. The cast iron engine block has race-ready features like scalloped outer water jacket walls to improve coolant flow around the cylinder barrels, four-bolt billet steel main caps with splayed outer bolts, a true priority main oil system, a stepped main oil gallery to increase oil flow to the crank at high rpm, and lifter valley head stud bosses to prevent blown head gaskets.
Callies Magnum Crankshaft: Manufactured from 4340 steel, the forged crankshaft is given multiple heat treatments for unsurpassed wear and strength characteristics. The 4.250-inch stroke crank has gundrilled mains and fully profiled counterweights.
JE Pistons Forged Pistons and Rings: These forged pistons have a 46cc dome with two valve reliefs, vertical gas ports, and an oil rail support. The ring pack consists of .043-inch plasma-moly coated ductile iron top rings, .043-inch phosphate-coated iron secondary rings, and a low-tension 3mm oil ring.
Manley Connecting Rods: These 6.535-inch H-beam connecting rods are made from forged 4340 steel alloy and are fully machined, stress relieved, and magnafluxed. Each rod set is weight-matched to within 2 grams and come with ARP cap screw rod bolts.
Clevite H-Series Main and Rod Bearings: The main bearings have Clevite’s exclusive TriArmor coating that offers extraordinary protection and lubricity. The bearings have enlarged chamfers at the sides for greater crank-fillet clearance and are made without flash plating for better seating.
Dart Roller Cam Bearings: These bearings can handle large amounts of spring pressure, decrease power-robbing friction, and hold closer oil tolerances. The bearings are steel jacketed and encapsulated for ease of installation.
COMP Cams Roller Camshaft: Ground specifically for this engine, the cam has 283-degree/296-degree duration @ .050 and .824/.785 inches of lift with a 1.7 ratio rocker arm.
Jesel Belt Drive: The two-piece camshaft belt drive reduces the amount of harmonics being transferred to the camshaft. That means rock-solid cam timing compared to a timing chain or gear drive. It also has an external cam timing adjustment feature that allows you to accurately set cam timing.
Assembly
There are no special tricks or double-secret procedures to building a reliable race engine. It’s all about taking your time, keeping things clean and well lubricated, and most importantly, measuring everything–twice if you have to. Follow along as Trick Flow’s engine builder and tuner Todd Hodges puts together our short block.
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In our first Top Class 565 post, we outlined the short block assembly for the 565 cubic inch big block that will be part of the prize package awarded to the 2012 Summit Racing SuperSeries Top Class Champion.
The 565 is being built by the cylinder head experts at Trick Flow Specialties. With a large 4.600-inch bore, 4.250-inch stroke, and a 6.535-inch rod, the 565 can make large amounts of horsepower and torque, yet uses readily available parts and requires minimal machine work. Better yet, the 565 is adaptable to many IHRA sportsman and bracket classes.
We also dropped a hint that the cylinder heads for this engine will be pretty special. In this post, we will reveal what’s behind the one-off Trick Flow PowerPort® cylinder heads as well as document the valvetrain assembly, intake manifold install, and oil system installation.
The Pro Stock Connection
Considering the horsepower and rpm goals of the 565, the cylinder heads are cirtical. Trick Flow’s best offering for big block Chevy is the PowerPort® 360 cylinder head. The PowerPort 360 (part number TFS-4141T808) features:
http://www.summitracing.com/parts/tfs-4141t808
Heart-shaped 122cc combustion chambers with 2.300/1.880-inch valves
360cc intake/137cc exhaust Fast As Cast runners—near CNC-ported
performance in an as-cast design
Exhaust ports raised .300-inch from stock
CNC-bowl blended valve seat transitions and 24-degree valve angles
Trick Flow knew the PowerPort 360 needed some enhancements to feed 565 cubic inches of race engine, so they turned to someone that knows their way around cylinder heads—current NHRA Pro Stock Champion Jason Line.
Active in KB Racing’s engine development and tuning programs, Line can’t resist the challenge of making something run faster, flow better, or make more power. He made some revisions to the intake ports and did a bit of work on the combustion chambers to help give the incoming air and fuel a more direct shot at the valves—no trickery or fancy port work involved.
Check out the progress on the cylinder heads, valvetrain, and top-end components in the Slide Show below. Then, be sure to look for our final installment of Top Class 565, when we’ll bolt on the remaining accessories, strap the 565 to Trick Flow’s Superflow dyno, and let ‘er rip.
You’re gonna want to see what happens…stay tuned!
http://www.onallcylinders.com/2012/10/1 ... o-results/
netting 1,013 peak horsepower at 7,400 rpm and 770 lbs.-ft. peak torque at 6,100 rpm.
In our Top Class 565 (part two), we showcased cylinder head and valvetrain assembly for Trick Flow’s 565-cubic-inch big block Chevy. This time around, we’re gonna find out what this conglomeration of parts is worth on the dyno. Without giving up the results in the first paragraph, let’s just say those parts are worth a lot of horsepower.
In case you missed the first two posts, this 565 will be installed in the American Racing Cars dragster that is part of the prize package awarded to the 2012 Summit Racing SuperSeries Top Class Champion.
The engine was configured and built by the cylinder head experts at Trick Flow Specialties, and uses readily available parts and requires minimal machine work. Better still, the 565 is adaptable to many IHRA sportsman and bracket classes.
The Last of the Bolt-Ons
We last left the 565 with the installation of the Trick Flow PowerPort® 360 cylinder heads, which had been massaged by Summit Racing/KB Racing Pro Stock driver (and diehard engine guy) Jason Line. We also bolted on the Trick Flow R-Series intake manifold for photo purposes; it was removed for a trip to the porting and polishing room for some airflow enhancements. We’ll be showing you those here.
The rest of the bolt-ons included the following:
Holley Ultra Dominator carburetor, 1,250 cfm
MSD Pro-Billet crank trigger distributor and crank trigger kit
Moroso electric water pump
Moroso vacuum pump
Moroso valve covers
Powa!
With the engine all buttoned up, it was rolled into Trick Flow’s Superflow dyno room for some power pulls. Engine builder and dyno operator Todd Hodges added a set of Hedman Husler 2 3/8 inch to 2 1/2 inch stepped headers and hooked the distributor to the dyno’s MSD 6AL ignition system.
After making the break-in pull, Hodges and Trick Flow’s resident tuning expert Cory Roth made several power pulls on VP C-12 racing fuel, making incremental timing and carburetor jetting changes. Hodges also tried a power pull with Q16, a 116 octane fuel that is highly oxygenated, allowing more aggressive tuning. With no other changes, the Q16 was worth an extra 13 horsepower.
Unfortunately, Hodges and Roth ran out of Q16 before he could make tuning changes to take advantage of the fuel’s power potential. They switched back to C-12, reduced carburetor jetting from 106 to 102, added a carburetor spacer, and increased engine vacuum in a final attempt to break the 1,000 horsepower mark. The changes worked, netting 1,013 peak horsepower at 7,400 rpm and 770 lbs.-ft. peak torque at 6,100 rpm.
Check out the dyno video below or shuffle through the slide show above for pics from the dyno sessions.
Epilogue
The 565 is proof positive of what kind of power you can make with the proper selection of parts and some well-thought-out airflow enhancements. The engine is currently at American Racing Cars, waiting to be test-fit to the dragster that goes to this season’s Summit Racing SuperSeries Top Class champion.
Congratulations in advance to the Summit SuperSeries Top Class winner Tim Butler—and enjoy your Trick Flow horsepower in 2013!
Parts List
HLY-0-80532-2BK Holley Ultra Dominator Race Carburetor
MSD-8558 MSD Pro-Billet Crank Trigger Distributor
MSD-8620 MSD Flying Magnet Crank Trigger Kit
MOR-63547 Moroso Billet Aluminum Electric Water Pump
MOR-22640 Moroso 3-Vane Vacuum Pump
MOR-68356 Moroso Fabricated Aluminum Valve Covers