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Eight Pro Builders Reveal Their Favorite Engine Combinations
B-1 B/S Bracket Bomber
Application Notes and Builder's Recommendations: This engine is an excellent all-around bracket engine for door cars and dragsters alike. It requires low maintenance with a broad torque and power band, making it good for a number of Super classes. The engine is based off of a '71-'75 400 block and uses a Koffel's Place aluminum pan with Milodon oiling system.
Engine Displacement: 471ci
Peak Horsepower: 740
Peak Torque: 620 lb/ft
Bore x Stroke: 4.375x3.915
Compression Ratio: 13.5 to 14.2 (Alcohol)
Crankshaft: Stock forged 440 offset ground to 2.20 inches. Journal size on rods in stroke direction. Main turned to stock 400.
Main Bearings: Federal Mogul or Clevite 77 TriMetal. .0025-.003 clearance.
Connecting Rods: Can use Venolia or BME aluminum rods or Eagle steel w/2000 bolts.
Rod Bearings: Federal Mogul or Clevite 77 TriMetal. .0025-.003 clearance.
Pistons: Venolia. Custom to Koffel's Place specs. Flat-top w/.990 diameter pin.
Rings: Speed Pro Race Moly Ring Set (R-9406) 1/16-1/16-3/16
Ring End Gap Clearance: .020 top, .018 second, .020-.030 oil.
Cylinder Heads: B-1 B/S Koffel's Place Brodix A-356 aluminum.
Combustion Chamber Size: 52cc
Intake/Exhaust Valve Diameters: 2.20/1.81 inches
Valve Springs: Regular B-1 B/S package. 1.550-inch diameter, 220psi seat at 1.940. 550 psi at 1.260.
Rocker Arms: B-1 B/S 1.58 ratio. Aluminum shaft style w/ roller tip.
Pushrods: Koffel's Place or Crane 3/8 Chrome-moly heat treated.
Camshaft: Koffel's Place Steel Billet Roller
Intake/Exhaust Max Valve Lift: .680/.680 inches
Timing Set: JP Performance 9-way keyway adjustable.
Intake Manifold: Mopar M-1 for Dominator, match ported.
Carburetor: 8896 Holley
Ignition: Mopar Race Distributor w/Crane HI-8 Ignition box and coil.
Timing (specs): 34 degrees at 3000 rpm
Exhaust Manifold/Headers: 2-1/4x28 inches w/4-inch collector.
Hughes Engines' Bracket Racer or Oval Track Modified
Application Notes and Builder's Recommendations: This basic combination can be a winner in oval track modified classes against larger, roller cammed Chevys. Additionally, for drag racing set-ups, it should take a 3,200-pound car into the mid-10s with proper gear ratio, torque converter stall speed, and chassis setup.
Engine Displacement: 366ci
Peak Horsepower: 545-575 at 6700 rpm
Peak Torque: 530-560 lb/ft at 5300 rpm
Bore x Stroke: 4.030x3.580 (.030-over)
Compression Ratio: Approx. 14:1
Crankshaft: Modified OE cast, shot-blasted with strokes indexed and equalized.
Main Bearings: Federal Mogul HUG4012
Connecting Rods: Race prep OE shotpeened, equalized and fitted with ARP bolts.
Rod Bearings: Federal Mogul HUG4100
Pistons: KB, J.E., or Ross custom
Piston Wall Clerance (specs): .002 - .005 inches
Rings: Moly file fit, Sealed Power HUG 2118
Ring End Gap Clearance: .018 top, .016 second, .030 oil
Cylinder Heads: Factory cast iron ("596," "308," "576" or "974") Hughes Stage II level of porting.
Combustion Chamber Size: As required for application.
Intake/Exhaust Valve Diameters: 2.02/1.625 inches
Valve Springs: HUG 1111, double spring
Rocker Arms: Hughes Engines billet aluminum roller tip 1506-16
Pushrods: 5/16 Chromoly heat-treated, custom length
Camshaft: Hughes Engines Max Velocity HEV 6876AS flat tappet (Varies with application).
Int./Exh. Duration at .050 lift: 270/276
Intake/Exhaust Max Valve Lift: .656/.672 inches
Intake Centerline: 105
Lobe Separation: 108
Timing Set: Roller 9 keyway billet sprocket HUG6418
Intake Manifold: Modified M-1 or Victor Jr. depends on application.
Carburetor: 750cfm, Willey Carb Shop
Ignition: Mopar Performance with custom curve.
Timing (specs): 29 degrees total at 2400 rpm
Exhaust Manifold/Headers: 1-3/4-inch primary tubes with 3-inch collector.
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RAM Racing Engines/Rance Fuel Injection MP 360/380 Crate
Application Notes and Builder's Recommendations:
Perhaps one of the most popular crate engines on the market today is Mopar Performance's 360/380 Magnum Crate Engine. With its gaining popularity in bracket racing categories and installation in street/strip Mopars, the 360/380 has lived up to its expectations of being the best performance small-block buy.
RAM Racing Engines and Rance Fuel Injection have combined forces to make the 360/380 even more powerful, while at the same time adding a level of street performance that makes for great cruising and all-out race performance.
For comparison's sake, consider that the stock MP 360/380 at RAM Racing Engines made 377hp at 5,500 and 413 lb/ft of torque at 4,500 as shipped. With a cam change, and nothing else, that power figure raised to 423hp at 6,000 and 421 lb/ft of torque at 4,800. Finally, with the cam and the installation of a Rance-engineered electronic fuel injection system, peak power improved to 448hp at 5,000 and 438 lb/ft of torque at 4,900 rpm. The fuel injected combination produced the same horsepower at 4,900 rpm that the stock 360/380 made at 5,500 rpm. By widening the power band, the result is better driveability of the fuel injected crate engine which is a result of controlling spark and fuel and inducting fuel at the intake valve. Even more importantly, this combination made over 400 lb/ft of torque from 4,100 to 5,800 rpm.
Engine Displacement: 360ci
Peak Horsepower: 448 at 6000 rpm
Peak Torque: 438 lb./ft. at 4900 rpm
Engine Configuration: The combination begins with Mopar Perfor mance's 8.8:1 c.r. 360/380 Magnum crate engine. The only changes are listed below.
Rocker Arms: Crane Roller Rockers
Pushrods: Crane
Camshaft: RAM Racing Engines proprietary custom grind.
Fuel System: Rance Fuel Injection system.
Ignition: Accel 300+
Timing (specs): Computer controlled with 31-36 degrees depending on rpm.
Exhaust Manifold/Headers: 1-3/4 inch diameter primary tube dyno headers.
Edelbrock Performer RPM 340
Application Notes and Builder's Recommendations: Off the shelf parts make this 340 a real street performer that only Edelbrock could conceive. With over 300 lb/ft of torque everywhere on the torque curve, the Edelbrock Performer RPM 340 shows that the intermediate LA engine can put out power.
The Edelbrock Performer RPM 340 combination includes the use of Edelbrock's Performer RPM cylinder heads (PN 6077)...
...and the Edelbrock Performer RPM manifold (PN 7176).
Engine Displacement: 346ci
Peak Horsepower: 417 at 6000 rpm
Peak Torque: 397 lb./ft. at 4500 rpm
Bore x Stroke: 4.070x3.310 (.030-over)
Compression Ratio: 9.7:1
Crankshaft: Factory steel, shotpeened
Main Bearings: Speed-Pro #360-7181, .002-.0025 inches
Connecting Rods: Factory, polished, shotpeened and fitted with ARP bolts.
Rod Side Clearance: .022 inches
Rod Bearings: Speed-Pro #363-6171, .0024-.0027 inches
Pistons: Federal Mogul #L2316 + .030 (.035 inches removed from piston top
Piston Wall Clearance: .003-.0035 inches
Rings: Speed-Pro #R10332, 5/64, 5/64, 3/16
Ring End Gap Clearance: Moly top ring .018 inches, second ring .014 inches
Cylinder Heads: Edelbrock Performer RPM cylinder heads #6077
Combustion Chamber Size: 65cc
Intake/Exhaust Valve Diameters: 2.02/1.60 inches
Valve Springs: Edelbrock valve springs (included with Per former RPM heads, #5767
Rocker Arms: Crane Adjustable Roller Rocker Shaft Assembly #69790-1
Pushrods: Crane or compatible
Camshaft: Edelbrock Performer RPM camshaft kit, #7177
Int./Exh. Duration at .050 lift: 234/244
Intake/Exhaust Max Valve Lift: .488/.510
Intake Centerline: 107
Lobe Separation: 112
Timing Set: Edelbrock #7803
Intake Manifold: Edelbrock Performer RPM #7176
Carburetor: Edelbrock Performer Series carburetor 750cfm, manual choke, #1407
Ignition: MSD 6A
Timing (specs): 36 degrees total at 3000 rpm
Exhaust Manifold/Headers: 1-3/4-inch primaries, 32 inches long with 3-1/2-inch collector 10 inches long
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Dvorak Machine's Maximum Wedge
Application Notes and Builder's Recommendations: Dan Dvorak doesn't mince words to describe this Max Wedge-style combination: "My purpose was to make a reasonably priced, factory looking, period correct engine. This is a bulletproof combination that can boogie. We have done just that, with only the intake manifold giving hint to true potential. This is the essence of Super Stock!"
Dan continues, "Peak horsepower would produce 9.50 to 9.80 quarter mile e.t.s in a '62-'64 3,200-pound B-Body depending on how good the car is set up. We don't play the horsepower game. Weight, existing parts, chassis ability, and budget is the real game!
"Yes, we could have used a mega-block with a 4.500-inch bore; yes, we could have gone to an aluminum head and an additional 100cfm, and there is plenty of additional HP left in the valvetrain, but..."
Engine Displacement: 496ci
Peak Performance: 9.50-9.80 second e.t.s in a '62-'64 3200-lb B-Body
Bore x Stroke: 4.363x4.150
Compression Ratio: 13.5:1
Crankshaft: Mopar Performance 4.150-inch stroke crank, lightened and reduced diameter counter weights.
Main Bearings: Childs & Albert, standard, #M4262, .0035-inch clearances.
Connecting Rods: Childs & Albert steel 6.86-inch center-to-center length with .990-inch diameter pin. #300 4265 spl.
Rod Side Clearance: .017 inches
Rod Bearings: Childs & Albert #R4262 std., .0025-inch clearance
Pistons: J.E. "Slipper," with .990 pin designed for zero deck. Special material and taper allow .003- inch clearance at tang. Extra tight grooves-- 1/16, 1/16, 5/16. Domed w/ radiused valve reliefs.
Rings: Childs & Albert duramoly. Top ring gap at .016 inches, second and oil ring assembly by Dvo rak, .010 second ring end gap, .010 oil ring end gap.
Cylinder Heads: Mopar Performance #2406518 Stage III. Fully ported by Dvorak Machine for max airflow.
Combustion Chamber Size: 76cc
Intake/Exhaust Valve Diameters: 2.125/1.840
Valve Springs: Lunati H-11 steel #74301, 250 psi seat pressure, 700 psi open. Titanium retainers.
Rocker Arms: Crane Roller #647921-1, 1.5:1 ratio. Modified and bushed. Dvorak shafts and valvetrain hardware.
Pushrods: Dvorak 2-piece, swedged and hardened, 3/8x9.2 inches.
Camshaft: Lunati RA-1 series, assymetrical profile.
Int./Exh. Duration at .050 lift: 280/284
Int./Exh. Max Valve Lift: .713/.713
Intake Centerline: 104 automatic trans/108 manual trans
Lobe Separation: 106
Timing Set: Cloyes hex adjustable, .010 undersized.
Intake Manifold: Indy Crossram, modified top and runners. Polished and ported.
Fuel System: 2-Carter 750cfm #9755 w/ special calibrations and internal modifications, Dvorak linkage, and special throttle arms.
Indy Cylinder Head 542ci Wedge
Application Notes and Builder's Recommendations: The cornerstone of the performance behind the Holley Project Roadrunner will be this stout combination engineered by Ken Lazzeri. Ken notes, "This is a 9:1 engine with a dual-plane intake, vacuum secondary carb, and designed to run really smooth. Sure, it will produce somewhere between 550 and 600hp, yet the only exotic part is the oiling system necessitated by the extra stroke.
Engine Displacement: 542ci
Peak Horsepower: 550 to 650
Peak Torque: 550 to 650 lb/ft
Bore x Stroke: 4.375x4.500
Compression Ratio: 9.5:1
Crankshaft: Callies 4.500 inches stroke, 8-bolt flange. Triple heat treat and stress relieved.
Main Bearings: Federal Mogul 119M std. 3/4 groove super-duty alloy.
Connecting Rods: Eagle 3D H-beam, 6.75 inches length with .990- inch dia. pin
Rod Bearings: Federal Mogul #8-1735CH std., TriMetal
Pistons: Lunati 4.375-inch bore dia., with 40cc reverse dome and .990-inch dia. pin.
Rings: Speed-Pro #R9799-.005, 1/16, 1/16, 3/16 std. oil ring.
Cylinder Heads: Indy Cylinder Head 440-SR. Fully ported and polished to flow 350cfm.
Intake/Exhaust Valve Diameters: 2.19/1.81 inches
Combustion Chamber Size: 75cc
Valve Springs: Lunati #73124 w/ chromoly retainers and P seals.
Rocker Arms: Indy Cylinder Head 440-4 S/R Roller Rocker Arms, 1.5:1 ratio.
Pushrods: Indy Cylinder Head 440-9, 3/8-inch dia.
Camshaft: Lunati #33706, hydraulic
Int./Exh. Duration at .050 lift: 235/245
Intake/Exhaust Max Valve Lift: .507/.534 inches
Intake Centerline: 110
Timing Set: Lunati 3-bolt, true roller
Intake Manifold: Indy Cylinder Head 440-20, dual-plane intake port matched to cylinder heads.
Carburetor: Holley 950cfm Pro Series vacuum or mechanical secondaries.
Eight Pro Builders Reveal Their Favorite Engine Combinations
B-1 B/S Bracket Bomber
Application Notes and Builder's Recommendations: This engine is an excellent all-around bracket engine for door cars and dragsters alike. It requires low maintenance with a broad torque and power band, making it good for a number of Super classes. The engine is based off of a '71-'75 400 block and uses a Koffel's Place aluminum pan with Milodon oiling system.
Engine Displacement: 471ci
Peak Horsepower: 740
Peak Torque: 620 lb/ft
Bore x Stroke: 4.375x3.915
Compression Ratio: 13.5 to 14.2 (Alcohol)
Crankshaft: Stock forged 440 offset ground to 2.20 inches. Journal size on rods in stroke direction. Main turned to stock 400.
Main Bearings: Federal Mogul or Clevite 77 TriMetal. .0025-.003 clearance.
Connecting Rods: Can use Venolia or BME aluminum rods or Eagle steel w/2000 bolts.
Rod Bearings: Federal Mogul or Clevite 77 TriMetal. .0025-.003 clearance.
Pistons: Venolia. Custom to Koffel's Place specs. Flat-top w/.990 diameter pin.
Rings: Speed Pro Race Moly Ring Set (R-9406) 1/16-1/16-3/16
Ring End Gap Clearance: .020 top, .018 second, .020-.030 oil.
Cylinder Heads: B-1 B/S Koffel's Place Brodix A-356 aluminum.
Combustion Chamber Size: 52cc
Intake/Exhaust Valve Diameters: 2.20/1.81 inches
Valve Springs: Regular B-1 B/S package. 1.550-inch diameter, 220psi seat at 1.940. 550 psi at 1.260.
Rocker Arms: B-1 B/S 1.58 ratio. Aluminum shaft style w/ roller tip.
Pushrods: Koffel's Place or Crane 3/8 Chrome-moly heat treated.
Camshaft: Koffel's Place Steel Billet Roller
Intake/Exhaust Max Valve Lift: .680/.680 inches
Timing Set: JP Performance 9-way keyway adjustable.
Intake Manifold: Mopar M-1 for Dominator, match ported.
Carburetor: 8896 Holley
Ignition: Mopar Race Distributor w/Crane HI-8 Ignition box and coil.
Timing (specs): 34 degrees at 3000 rpm
Exhaust Manifold/Headers: 2-1/4x28 inches w/4-inch collector.
Hughes Engines' Bracket Racer or Oval Track Modified
Application Notes and Builder's Recommendations: This basic combination can be a winner in oval track modified classes against larger, roller cammed Chevys. Additionally, for drag racing set-ups, it should take a 3,200-pound car into the mid-10s with proper gear ratio, torque converter stall speed, and chassis setup.
Engine Displacement: 366ci
Peak Horsepower: 545-575 at 6700 rpm
Peak Torque: 530-560 lb/ft at 5300 rpm
Bore x Stroke: 4.030x3.580 (.030-over)
Compression Ratio: Approx. 14:1
Crankshaft: Modified OE cast, shot-blasted with strokes indexed and equalized.
Main Bearings: Federal Mogul HUG4012
Connecting Rods: Race prep OE shotpeened, equalized and fitted with ARP bolts.
Rod Bearings: Federal Mogul HUG4100
Pistons: KB, J.E., or Ross custom
Piston Wall Clerance (specs): .002 - .005 inches
Rings: Moly file fit, Sealed Power HUG 2118
Ring End Gap Clearance: .018 top, .016 second, .030 oil
Cylinder Heads: Factory cast iron ("596," "308," "576" or "974") Hughes Stage II level of porting.
Combustion Chamber Size: As required for application.
Intake/Exhaust Valve Diameters: 2.02/1.625 inches
Valve Springs: HUG 1111, double spring
Rocker Arms: Hughes Engines billet aluminum roller tip 1506-16
Pushrods: 5/16 Chromoly heat-treated, custom length
Camshaft: Hughes Engines Max Velocity HEV 6876AS flat tappet (Varies with application).
Int./Exh. Duration at .050 lift: 270/276
Intake/Exhaust Max Valve Lift: .656/.672 inches
Intake Centerline: 105
Lobe Separation: 108
Timing Set: Roller 9 keyway billet sprocket HUG6418
Intake Manifold: Modified M-1 or Victor Jr. depends on application.
Carburetor: 750cfm, Willey Carb Shop
Ignition: Mopar Performance with custom curve.
Timing (specs): 29 degrees total at 2400 rpm
Exhaust Manifold/Headers: 1-3/4-inch primary tubes with 3-inch collector.
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RAM Racing Engines/Rance Fuel Injection MP 360/380 Crate
Application Notes and Builder's Recommendations:
Perhaps one of the most popular crate engines on the market today is Mopar Performance's 360/380 Magnum Crate Engine. With its gaining popularity in bracket racing categories and installation in street/strip Mopars, the 360/380 has lived up to its expectations of being the best performance small-block buy.
RAM Racing Engines and Rance Fuel Injection have combined forces to make the 360/380 even more powerful, while at the same time adding a level of street performance that makes for great cruising and all-out race performance.
For comparison's sake, consider that the stock MP 360/380 at RAM Racing Engines made 377hp at 5,500 and 413 lb/ft of torque at 4,500 as shipped. With a cam change, and nothing else, that power figure raised to 423hp at 6,000 and 421 lb/ft of torque at 4,800. Finally, with the cam and the installation of a Rance-engineered electronic fuel injection system, peak power improved to 448hp at 5,000 and 438 lb/ft of torque at 4,900 rpm. The fuel injected combination produced the same horsepower at 4,900 rpm that the stock 360/380 made at 5,500 rpm. By widening the power band, the result is better driveability of the fuel injected crate engine which is a result of controlling spark and fuel and inducting fuel at the intake valve. Even more importantly, this combination made over 400 lb/ft of torque from 4,100 to 5,800 rpm.
Engine Displacement: 360ci
Peak Horsepower: 448 at 6000 rpm
Peak Torque: 438 lb./ft. at 4900 rpm
Engine Configuration: The combination begins with Mopar Perfor mance's 8.8:1 c.r. 360/380 Magnum crate engine. The only changes are listed below.
Rocker Arms: Crane Roller Rockers
Pushrods: Crane
Camshaft: RAM Racing Engines proprietary custom grind.
Fuel System: Rance Fuel Injection system.
Ignition: Accel 300+
Timing (specs): Computer controlled with 31-36 degrees depending on rpm.
Exhaust Manifold/Headers: 1-3/4 inch diameter primary tube dyno headers.
Edelbrock Performer RPM 340
Application Notes and Builder's Recommendations: Off the shelf parts make this 340 a real street performer that only Edelbrock could conceive. With over 300 lb/ft of torque everywhere on the torque curve, the Edelbrock Performer RPM 340 shows that the intermediate LA engine can put out power.
The Edelbrock Performer RPM 340 combination includes the use of Edelbrock's Performer RPM cylinder heads (PN 6077)...
...and the Edelbrock Performer RPM manifold (PN 7176).
Engine Displacement: 346ci
Peak Horsepower: 417 at 6000 rpm
Peak Torque: 397 lb./ft. at 4500 rpm
Bore x Stroke: 4.070x3.310 (.030-over)
Compression Ratio: 9.7:1
Crankshaft: Factory steel, shotpeened
Main Bearings: Speed-Pro #360-7181, .002-.0025 inches
Connecting Rods: Factory, polished, shotpeened and fitted with ARP bolts.
Rod Side Clearance: .022 inches
Rod Bearings: Speed-Pro #363-6171, .0024-.0027 inches
Pistons: Federal Mogul #L2316 + .030 (.035 inches removed from piston top
Piston Wall Clearance: .003-.0035 inches
Rings: Speed-Pro #R10332, 5/64, 5/64, 3/16
Ring End Gap Clearance: Moly top ring .018 inches, second ring .014 inches
Cylinder Heads: Edelbrock Performer RPM cylinder heads #6077
Combustion Chamber Size: 65cc
Intake/Exhaust Valve Diameters: 2.02/1.60 inches
Valve Springs: Edelbrock valve springs (included with Per former RPM heads, #5767
Rocker Arms: Crane Adjustable Roller Rocker Shaft Assembly #69790-1
Pushrods: Crane or compatible
Camshaft: Edelbrock Performer RPM camshaft kit, #7177
Int./Exh. Duration at .050 lift: 234/244
Intake/Exhaust Max Valve Lift: .488/.510
Intake Centerline: 107
Lobe Separation: 112
Timing Set: Edelbrock #7803
Intake Manifold: Edelbrock Performer RPM #7176
Carburetor: Edelbrock Performer Series carburetor 750cfm, manual choke, #1407
Ignition: MSD 6A
Timing (specs): 36 degrees total at 3000 rpm
Exhaust Manifold/Headers: 1-3/4-inch primaries, 32 inches long with 3-1/2-inch collector 10 inches long
--------------------------------------------------------------------------------
Dvorak Machine's Maximum Wedge
Application Notes and Builder's Recommendations: Dan Dvorak doesn't mince words to describe this Max Wedge-style combination: "My purpose was to make a reasonably priced, factory looking, period correct engine. This is a bulletproof combination that can boogie. We have done just that, with only the intake manifold giving hint to true potential. This is the essence of Super Stock!"
Dan continues, "Peak horsepower would produce 9.50 to 9.80 quarter mile e.t.s in a '62-'64 3,200-pound B-Body depending on how good the car is set up. We don't play the horsepower game. Weight, existing parts, chassis ability, and budget is the real game!
"Yes, we could have used a mega-block with a 4.500-inch bore; yes, we could have gone to an aluminum head and an additional 100cfm, and there is plenty of additional HP left in the valvetrain, but..."
Engine Displacement: 496ci
Peak Performance: 9.50-9.80 second e.t.s in a '62-'64 3200-lb B-Body
Bore x Stroke: 4.363x4.150
Compression Ratio: 13.5:1
Crankshaft: Mopar Performance 4.150-inch stroke crank, lightened and reduced diameter counter weights.
Main Bearings: Childs & Albert, standard, #M4262, .0035-inch clearances.
Connecting Rods: Childs & Albert steel 6.86-inch center-to-center length with .990-inch diameter pin. #300 4265 spl.
Rod Side Clearance: .017 inches
Rod Bearings: Childs & Albert #R4262 std., .0025-inch clearance
Pistons: J.E. "Slipper," with .990 pin designed for zero deck. Special material and taper allow .003- inch clearance at tang. Extra tight grooves-- 1/16, 1/16, 5/16. Domed w/ radiused valve reliefs.
Rings: Childs & Albert duramoly. Top ring gap at .016 inches, second and oil ring assembly by Dvo rak, .010 second ring end gap, .010 oil ring end gap.
Cylinder Heads: Mopar Performance #2406518 Stage III. Fully ported by Dvorak Machine for max airflow.
Combustion Chamber Size: 76cc
Intake/Exhaust Valve Diameters: 2.125/1.840
Valve Springs: Lunati H-11 steel #74301, 250 psi seat pressure, 700 psi open. Titanium retainers.
Rocker Arms: Crane Roller #647921-1, 1.5:1 ratio. Modified and bushed. Dvorak shafts and valvetrain hardware.
Pushrods: Dvorak 2-piece, swedged and hardened, 3/8x9.2 inches.
Camshaft: Lunati RA-1 series, assymetrical profile.
Int./Exh. Duration at .050 lift: 280/284
Int./Exh. Max Valve Lift: .713/.713
Intake Centerline: 104 automatic trans/108 manual trans
Lobe Separation: 106
Timing Set: Cloyes hex adjustable, .010 undersized.
Intake Manifold: Indy Crossram, modified top and runners. Polished and ported.
Fuel System: 2-Carter 750cfm #9755 w/ special calibrations and internal modifications, Dvorak linkage, and special throttle arms.
Indy Cylinder Head 542ci Wedge
Application Notes and Builder's Recommendations: The cornerstone of the performance behind the Holley Project Roadrunner will be this stout combination engineered by Ken Lazzeri. Ken notes, "This is a 9:1 engine with a dual-plane intake, vacuum secondary carb, and designed to run really smooth. Sure, it will produce somewhere between 550 and 600hp, yet the only exotic part is the oiling system necessitated by the extra stroke.
Engine Displacement: 542ci
Peak Horsepower: 550 to 650
Peak Torque: 550 to 650 lb/ft
Bore x Stroke: 4.375x4.500
Compression Ratio: 9.5:1
Crankshaft: Callies 4.500 inches stroke, 8-bolt flange. Triple heat treat and stress relieved.
Main Bearings: Federal Mogul 119M std. 3/4 groove super-duty alloy.
Connecting Rods: Eagle 3D H-beam, 6.75 inches length with .990- inch dia. pin
Rod Bearings: Federal Mogul #8-1735CH std., TriMetal
Pistons: Lunati 4.375-inch bore dia., with 40cc reverse dome and .990-inch dia. pin.
Rings: Speed-Pro #R9799-.005, 1/16, 1/16, 3/16 std. oil ring.
Cylinder Heads: Indy Cylinder Head 440-SR. Fully ported and polished to flow 350cfm.
Intake/Exhaust Valve Diameters: 2.19/1.81 inches
Combustion Chamber Size: 75cc
Valve Springs: Lunati #73124 w/ chromoly retainers and P seals.
Rocker Arms: Indy Cylinder Head 440-4 S/R Roller Rocker Arms, 1.5:1 ratio.
Pushrods: Indy Cylinder Head 440-9, 3/8-inch dia.
Camshaft: Lunati #33706, hydraulic
Int./Exh. Duration at .050 lift: 235/245
Intake/Exhaust Max Valve Lift: .507/.534 inches
Intake Centerline: 110
Timing Set: Lunati 3-bolt, true roller
Intake Manifold: Indy Cylinder Head 440-20, dual-plane intake port matched to cylinder heads.
Carburetor: Holley 950cfm Pro Series vacuum or mechanical secondaries.