427 Aluminum Block Ls3 / Lsx 730+ Hp / 700+ Lbs Tq Pump Gas Street /strip Engine on 2040-parts.com

PURCHASER TO RECEIVE:

TWO DAYS WERE SPENT JULY 11TH AND JULY 12TH, 2016 ON THE DYNO WITH THIS ENGINE BREAKING IN THE MOTOR SEATING RINGS AND OTHER COMPONENTS, TUNING, AND POWER TESTING THE ENGINE ON OUR SUPERFLOW DYNO, THAT IS AFTER MANY WEEKS AND AROUND 120 HOURS LABOR IN THE SHOP MANUFACTURING THIS ONE OF A KIND VERY SPECIAL ENGINE. THIS IS JERRY LONG THE DESIGNER, BUILDER, AND SHOP OWNER SELLING THIS ENGINE.  THE ENGINE WAS BROKEN IN WITH ZINC ADDITIVE AND OIL CHANGED BEFORE POWER LOADING THE ENGINE. THE ENGINE WAS RAN FOR A PROLONGED PERIOD OF TIME TO GENTLY BREAK-IN AND MONITOR DURING THE TUNING PHASE BEFORE ENGINE HAD TWO HARD DYNO PULLS TO 6750RPM.  THE ENGINE CONTINUES TO INCREASE IN POWER EVEN TO 6750RPM, SO IT WILL LIKELY CONTINUE MAKING PEAK POWER PAST 7000RPM.  

THIS ENGINE SHOULD MAKE THE ULTIMATE STREET / STRIP ENGINE FOR STREET LEGAL RACE CAR OR FULL TIME RACE CAR.  I SAY THIS BECAUSE IT MADE 706.7 FT LBS TORQUE AT ONLY 4500RPM AND 730.3 HORSEPOWER AT 6500RPM WITH NO SIGN OF FALLING OFF WITHOUT THE USE OF POWER ADDERS. WE MADE A SECOND PULL ON THE ENGINE TO 6750HP AND HORSEPOWER CONTINUED TO INCREASE PAST 730HP. RECOMMEND POWER BAND PER GEAR FOR THIS ENGINE WOULD BE 2800-7200RPM. 

WHY IS THIS ENGINE SPECIAL?  BECAUSE I BUILD MANY ENGINES FOR SOME OF THE MOST SOPHISTICATED RACE CARS AND STREET CARS IN THE USA AND HAVE IMPLEMENTED ALL I HAVE LEARNED WHEN DESIGNING THIS ENGINE.  SUCH AS: I HAVE LEARNED OVER THE YEARS WHEN CUSTOM DESIGNING MY BILLET ROLLER CAMS THAT I CAN RUN MORE COMPRESSION RATIO ON PUMP FUEL THAN MOST THINK IS POSSIBLE BY HOW I CONTROL WHEN THE INTAKE VALVES CLOSES AFTER BOTTOM DEAD CENTER. DOING SO, THIS 11.8:1 STATIC COMPRESSION RATIO ENGINE HAS RUN THE ENTIRE TIME ON ONLY 93 OCTANE PUMP FUEL TO NEARLY 7000RPM WITH AS MUCH AS 33 DEGREES IGNITION TIMING. DYNAMIC COMPRESSION RATIO WAS PRECISELY ENGINEERED TO BE 9.3:1 SO THAT WITH LARGER LIFT CUSTOM CAMSHAFT ENGINE WILL MAINTAIN OPTIMUM CYLINDER FILL FOR MAX POWER. FURTHER MORE WHY THIS ENGINE IS SPECIAL IS THAT IT IS LIGHT-WEIGHT, THAT IS, ALL ALUMINUM WITH ALUMINUM BLOCK AND ALUMINIUM HEADS AND INTAKE AND OIL PAN WATER PUMP, ETC. THIS ENGINE ALSO HAS VERY SPECIAL SHORT TRAVEL CUSTOM JOHNSON SHORT TRAVEL TIE BAR LIFTERS DESIGNED TO MAINTAIN VALVE LIFT AND AVOID VALVE FLOAT AT RPM RANGES NORMALLY ONLY POSSIBLE WITH SOLID ROLLER CAMS. THESE SPECIAL LIFTERS ARE PAIRED WITH CUSTOM LENGTH .105 WALL THICK SEVERE DUTY PUSH RODS AND EXTRA STRONG 1.8 RATIO FULL ROLLER ROCKER ARMS (NOT CAGED STOCK NON-ROLLER ROCKER ARMS). CAMSHAFT IS BILLET STEEL CUSTOM SMALL BASE CIRCLE .744 / .738 LIFT ON 244/248 DURATION AT .050 AND A 112 LSA INSTALLED/DEGREED TO A 110 CENTERLINE FOR A MODERATE 22 DEGREES TOTAL VALVE OVERLAP TO MAINTAIN CYLINDER PRESSURES AT LOWER ENGINE SPEEDS WHILE AT THE SAME TIME TAKING ADVANTAGE OF HIGH RPM AIR SCAVENGING.

OTHER UNIQUE ENGINE CHARACTERISTICS:

CNC PORTED LS3 RACE HEADS UTILIZING SPECIAL PAC VALVE SPRINGS, TITANIUM RETAINERS, HOLLOW 88 GRAM INTAKE VALVE AND SEVERE DUTY EXHAUST VALVES. THESE HEADS WERE CUSTOM BUILT BY ME. COIL BIND WAS MEASURE ON EACH OF THE 16 VALVE SPRINGS AND INSTALL HEIGHT CHECKED ON ALL 16 VALVE SEATS, FULLY BLUE PRINTED. AFTER THE CNC PORT WORK ALLOWING THESE HEADS TO FLOW EFFICIENTLY TO OVER .800 VALVE LIFT, THE PORTS WERE SMOOTHED AND HAND POLISHED WITH HAND PORT TOOLS TO REMOVE GHOST SHADOWS LEFT BY CNC TOOLING AND OTHER IMPERFECTIONS ALONG WITH DEVELOPING THE CORRECT SURFACE FINISH ON BOTH THE INTAKE AND EXHAUST PORTS--VERY SMOOTH ON EXHAUST AND A ROUGHER FINISH ON INTAKE PORTS FOR BETTER FUEL AMORTIZATION. THE HEADS ARE SET UP WITH A 1.780 INSTALLED HEIGHT WITH +/-  170 LBS CLOSED SPRING PRESSURE AND 500 LBS OPEN SPRING PRESSURE. SPRINGS ARE INTENTIONALLY SET +/- .050 FROM COIL BIND TO CONTROL SPRING SURGE (OPTIMUM RANGE .040-.070 FROM BIND). THE HEADS ARE FASTENED WITH ARP FASTENERS AND SPECIAL MLS .041 THICK HEAD GASKETS FOR A QUENCH OF RIGHT AT .040.

THE ALL ALUMINUM ENGINE BLOCK WAS EXAMINED AND MACHINED WITH RELIABILITY IN MIND, DEBURRED AND BLUEPRINTED WITH ALL SHARP EDGES REMOVED FROM BOTTOM OF CYLINDER BARRELS TO AVOID PISTON SKIRT SCUFFING, ALL MEASUREMENTS CHECKED AND CYLINDER HONE FINISH SET FOR OPTIMUM RING SEATING. THE RODS ARE SPECIAL HEAVY BEAM BILLET H SERIES WITH UPGRADED ROD BOLTS 7/16 CHECKED FOR SIZE, MAGGED AND SHOT PEENED. THE CRANK WAS PRECISELY BALANCED BY ME ON OUR DIGITAL BALANCER TO WITHIN ZERO GRAMS ON EACH END.  MOST CRANKS ARE 10-20 GRAMS OR MORE OFF ON EACH END. IT IS VERY DIFFICULT TO GET A CRANK TO ZERO IMBALANCE AS RACE TOLERANCE IS 10 GRAMS OR LESS.  IT TOOK MANY HOURS OF MACHINGING ON THE BALANCER TO GET THE CRANK THIS FINELY MATCHED TO THE ROTATING ASSEMBLY. I SELECTED A THICKER WALL CP/CARILLO WRIST PIN AS STANDARD WRIST PINS ARE ONLY STABLE TO AROUND 600-700HP IN THIS BUILD ALONG WITH CUSTOM DESIGNED AND BUILT 2618 PISTONS. THE PISTONS ARE FLAT TOP FOR MAXIMUM BURN EFFICIENCY AND ARE RATED TO 1000+HP. THE CRANK IS A K1 WISECO SEVERE DUTY 4340 FORGED UNIT WITH 4.250 STROKE AND MICROPOLISHED. ALL RODS, PISTONS,AND OTHER ROTATE COMPONENTS WERE PRECISELY BALANCED ON BIG AND AND SMALL END WEIGHT AND TOTAL WEIGHTS TO A BOBWEIGHT OF 1742 GRAMS. THIS IS A LIGHT BUT ADEQUATELY STRONG BOBWEIGHT. THE PISTON RINGS USED IN THIS BUILD ARE THE BEST OF THE BEST WITH A STAINLESS STEEL CHROMIUM NITRIDE COATED OR GAS NITRIDED TOP AND GAPLESS TOP, NAPIER HOOK SECOND RING, AND 14 LB TENSION OIL RING, ALL FILE FIT EXACTLY TO THE BLOCK CYLINDER BORES WITH +/- .022 TOP GAP COLD, .024 SECOND RING GAP WARM, AND .020 EXPANDER RAIL CLEARANCE 3RD GROOVE.  THESE ARE THE SAME RINGS USED IN THE TOP FUEL CARS AND SELL FOR MORE THAN $300 PER RING SET. THE ROD AND MAIN BEARINGS USED IN THIS BUILD ARE THERMAL COATED XP SERIES TRI METAL--I HAVE NEVER HAD A BEARING FAILURE OVER THE YEARS WITH THESE BEARINGS. CRANKSHAFT AND ENGINE BLOCK WERE MACHINED TO YIELD .00180 MAIN BEARING OIL CLEARANCE AND .00225 ROD BEARING CLEARANCE--TIGHTER MAIN CLEARANCE IS NEEDED WITH ALUMINUM BLOCK HEAT EXPANSION.

AS MENTIONED, THE $780 LIFTERS ARE HAND BUILT BY RANDY OF JOHNSON LIFTER SET WITH ONLY .058 PLUNGER TRAVEL AND PRIORITY RETAINING RACE CLIP, DESIGNED TO HANDLE UP TO 550 LBS VALVE SPRING PRESSURE AND TO REMAIN STABLE PAST 8000RPM. ONE-PIECE SEAMLESS PUSH RODS WERE HAND SELECTED WITH MAXIMUM WALL THINKNESS OF .105" TO MAINTAIN RIGIDITY AT HIGH RPM AND IN A CAREFULLY MEASURED 7.700" OVERALL LENGTH TO SET PRELOAD EXACTLY WITHIN THE LIFTER SPECIFICATION TO NO MORE THAN .035 NO LESS THAN .025 AT WARM ENGINE OPERATING TEMP. THE TIMING CHAIN IS AN EXPENSIVE BILLET GEAR SET WITH UPGRADED SEVERE DUTY CHAIN AND THE OIL PUMP IS A CUSTOM BUILT HIGH PRESSURE PUMP FOR WET SUMP.

THE INTAKE SELECTED (SUPER VICTOR) WAS DEBURRED AND IMPROVED WITH HAD PORTING TOOLS BEFORE INSTALLATION.  THE CARBURETOR WAS CUSTOM BUILT BY PATRICK JAMES OF PRO SYSTEMS (ONE OF THE COUNTRY'S TOP PROFESSION BUILDERS OF THE WORLDS FASTEST CARBURETORS). THE CARBURETOR IS UNIQUE FOR THIS ENGINE ONLY AFTER GIVING PATRICK ALL THE ENGINE SPECIFICATIONS OF THE ENGINE BUILD AND INTENDED USE WAS IT CUSTOM BUILT FOR THIS INDIVIDUAL ENGINE. THE CARB IS SPECIAL WITH  A DOMINATOR BODY, LARGER VENTURIS, SPECIAL VENON METERING BLOCKS, CUSTOM JETTING AND AIR BLEEDS, AND 4150 FLANGE--LABELED 1000CFM, FLOWING A TRUE 960+CFM. SPARK PLUGS CHOOSEN TO RUN THIS ENGINE ARE NGK BR6 GAPPED TO .035 WITH A HEAT RATING OF 6.

THIS ENGINE SHIPS TURN KEY  TO INCLUDE: VERY EXPENSIVE ATI BALANCER ON CORVETTE OFFSET, WATER PUMP, STARTER, GMPP SERPINTINE DRIVE KIT WITH POWER STEERING PUMP AND ALTERNATOR.  THIS ENGINE ALSO SHIPS WITH MSD PLUG WIRES, MSD/GM IGNITION CONTROL MODULE #6012 CUSTOM PROGRAMMED/  MAPPED TO ENGINE TUNE WITH CUSTOM TIMING CURVE, LSX GM COILS, SENSORS, AND WIRING HARNESSES. THIS ENGINE ALSO SHIPS WITH VERY EFFECTIVE PCV DELETE SYSTEM WITH BREATHER AND CHECK VALVE AND CUSTOM BRAIDED WATER STEM HOSE KIT. THE VALVE COVERS ARE CUSTOM WITH LS 427 CUSTOM BADGING AND THE OIL PAN IS THE MORE EXPENSIVE LSA OIL PAN THAT HAS MORE FAVORABLE SUMP AND DIMENSIONS FOR MORE DIVERSE FITMENT TO MANY DIFFERENT VEHICLES.

 WE CAN MAKE CHANGES TO THIS ENGINE, INCLUDING INSTALLATION OF FUEL INJECTION IF CARBURATOR IS NOT DESIRED. HOWEVER, KNOW THAT WITH EFI, YOU WILL LOSE SOME POWER, SLIGHTLY. THIS ENGINE HAS BEEN TUNED TO A RAZOR SHARP AIR FUEL RATIO FOR MAXIMUM FUEL ECONOMY, AND AGAIN THIS ENGINE IS A PUMP GAS ENGINE THAT WILL RUN ON PREMIUM PUMP FUEL.  730+ HP 700+ FT LB TORQUE PUMP GAS 427CI LIGHT WEIGHT ALL-ALUMINUM ENGINE FOR YOUR STREET CAR, RACE CAR, BOAT, OR OTHER APPLICATION. DESIGNED, BALANCED, MACHINED, AND ASSEMBLED BY AN ENGINE BUILDER WHO HAS BUILT ENGINES FOR THE ROLEX SERIES DAYTONA RACE CARS, ENGLAND'S F1 STOCK CLASS, AND MANY OTHER VENUES SUCH AS LSX SHOOT OUT AND MORE.  

ALL MEASUREMENTS SUCH AS ROD SIDE CLEARANCE, CRANK END PLAY, PISTON TO CYLINDER WALL, PISTON TO DECK, PISTON TO HEAD (QUENCH), RING GAP, OIL BEARING CLEARANCE, CAM LOBE TO ROD CLEARANCE, ROD TO BLOCK CLEARANCE, HEAD SETUP MEASUREMENTS, PISTON TO VALVE CLEARANCE, ETC ETC HAVE BEEN THOROUGHLY CHECKED AND ARE LISTED ON ENGINE BLUE PRINT SHEET TO SHIP WITH ENGINE. DYNO TEST SHEETS ARE ALSO INCLUDED! BUY WITH CONFIDENCE. DYNO SHEETS ARE LARGER AS PDF FILE FORMAT THAT EBAY DOES NOT SUPPORT. CONTACT JERRY AT PHONE (785) 408-2911 OR E-MAIL JERRY AT SAGPERFORMANCE DOT COM FOR A COPY OF THE DYNO PRINTS.