632ci EFI BBC Part 2

[Pat] You're watching Powernation!

[Frankie] Today on Engine Power we are back on our 632 and we are gonna get this sexy badass big block power plant finished up with this induction package, a trick e-f-i system, and all the trimmings. [Pat] We'll fire it up, tune it up, and see what it's gonna make on our SuperFlow dyno, and may even have a couple of guests into see how it runs. [ Music ] [Pat] Hey everyone, welcome to Engine Power. We are continuing on the build up of our 632 pump gas big block for our neighbors over in Music City Trucks. It is going in a spectacular ride I think you're really gonna like. To this point we have a functional short block. We still have a lot of stuff to do to get this thing on the dyno. [Frankie] Today we are gonna get it wrapped up. That means putting on the induction, getting our e-f-i sorted out, and obviously sealing it up. But while we get this stuff prepped so we can get started here's a quick look at everything we've done to this engine so far. [ engine revving ] [Frankie] This 632 is going to become the heart of Music City Trucks' newest project, an OBS Chevy truck that they are transforming into a 632 SS muscle truck. A cool twist on the classic 454 SS from the '90s. The engine was previously a carbureted pump gas solid roller combo, but to get it ready for this iteration we had to tear it all the way down. I got it. After refreshing the bores with a ball hone we balanced the 4.750 stroke crank for our new 10cc domed pistons on our CWT Multi-Val 5500. The engine will also be switched over to sequential multi-port fuel injection and coil near plug ignition. So after we modified our valve covers with some coil mounts we gave the block, valve covers, and intake a glossy coat of classic red engine enamel from POR-15. [Pat] After checking main bearing and rod bearing clearance the large stroked crankshaft was installed followed by the new hydraulic roller cam shaft. It has specs of 263/279 for duration at 50 thousandths, a 110 degree lobe separation angle, and 720 thousandths valve lift on both the intake and exhaust. The intake centerline was set at 104 degrees and then the remaining seven piston and rod assemblies went in to finish out the short block. Since we've already clearanced the new oil pump and pan gasket and checked the pickup clearance, the oil pump can drop on for real with an ARP chromoly driveshaft. The pickup is matched to our pan and our ARP bolt holding it down is torqued to 65 pound feet. A squirt of r-t-v in all four corners goes on followed by the gasket and then the new Canton Racing Gen-6 big block oil pan. It has a built in cranks scraper, kick outs, a seven quarter capacity, and is held down with the reused stainless ARP fasteners. [Frankie] After flipping the block over we can reinstall the timing pointer and then press on the ATI damper. Do not hammer the dampers on. Use a correct damper installation tool like this one to make sure you don't damage it. With our timing pointer installed the next thing we're gonna do is set true t-d-c on our damper, and that is gonna be today's topic in our Summit Racing Tech Tip. [ Music ] So what is setting true t-d-c and why do we need to do it? Well we have our timing marks that are on our damper and we have our timing pointer that allows us to know where the number one piston is in crankshaft degrees, but there are machining tolerances in all the parts we install in the engine. So we want to make sure that when our timing pointer says t-d-c on the damper that the piston is actually at the top of its bore and the crank journal is in the centerline of that cylinder. So the way we're actually gonna set this is by using a piston stop. This is gonna stop the piston in the cylinder at a pre-defined point. So you can get these at Summit Racing. We have one that bolts across the deck and we have one that goes in the spark plug hole if you're trying to do this while the cylinder heads are installed. For our application we're gonna use this one. What we're gonna do is run the piston a little down in the bore. We'll take this guy and gently bolt it right across the deck. If you're doing a build with a dish piston these have a stop that you can run down for those as well. Because we have a dome what we're gonna do is just run the piston very gently up into our piston stop just like that. Then we're gonna look on our damper and see what our measurement is from t-d-c. So that is about 14 on that one. So then we'll turn the engine backwards to get the piston around on the other side. Again bringing it up to the piston stop very gently until it touches. [ Music ] And on this side we are at 15. So that's very, very close. What we're gonna do is take the average of those two numbers. So 15 and 14, the average is 14 and a half. Now we can just take our timing pointer and use the adjustment to slide it to 14 and a half and it will be perfectly set for true t-d-c. Now we have an accurate t-d-c setting. The reason this is so important is mainly due to ignition timing. We want to make sure that when we're setting our timing what we think is happening is what's actually happening inside the cylinder. Even on an e-f-i engine like this one we have to set base timing and then tune from there. This way we know we have accurate data and accurate tuning information when we're dynoing the engine. So we do this on every single engine we build, and if you need help figuring out what damper or timing pointer setup you need or how to use the tools to set them up correctly you can talk to the experts at Summit Racing Equipment. Coming up, we convert our 632 big block over to a hydraulic roller valvetrain and bolt on some easy e-f-i induction.

[ compressed air hissing ] [Frankie] We are continuing on with our 632 build. The next thing we're gonna be doing is getting our AFR 385cc heads set up for our new hydraulic roller cam shaft. These were set up for a pretty aggressive solid roller before. So we need to change out the spring pack for one that's more appropriate. We actually got it from Summit Racing Equipment but this is an AFR spring pack. This is the one they use on their smaller hydraulic roller heads. So we have the correct locators, the retainers, and locks for these springs. So we're gonna get these set up. Pat's already doing some measuring. We're gonna get them on and then we'll get these babies bolted on. These solid roller springs were set up at 275 pounds of seat pressure with 720 pounds of open pressure. Since they still have plenty of life left in them they will be removed from the heads and boxed up to hit the parts shelf. Our new locators are matched to the size of the spring. And with the matching shims we got each of the springs is set up individually in their respective spring pocket within five thousandths of our two inch ten-thousandths target installed height. [Pat] Our new springs have a 469 pound rate and are set up at our target of 165 pounds of seat pressure and 495 pounds of open pressure. Then the heads can be reassembled keeping the spring and shims matched to their location for accurate data. The Goodson pneumatic spring compressor makes the reassembly process quick and easy with extra care given to ensure both valve locks are properly installed before releasing the spring. [Frankie] The heads are sealed by a set of Cometic m-l-s head gaskets with a 4.600 bore and 27 thousandths compressed thickness. Paired with the 121cc chamber on the AFR heads we have a measured compression ratio of 11.78-to-1. The ARP head studs are installed after the heads go on to keep aluminum from being scraped into the threads and are only put into the block hand tight. The hardened washers slip on and ARP's Ultra Torque Lube is applied between the nut and the washer and on the threads. After gently running each one down with a small impact they are torqued in an inside out sequence in three stages to 80 pound feet following ARP's instructions. [Pat] These Comp Evolution Retro-Fit hydraulic roller lifters have been soaking in oil for about a half an hour to ensure proper lubrication and can be slipped into the lifter bores with the tie-bars in the proper orientation. The Jesel shaft rocker stands are reinstalled in the same location and the same shim pack underneath, and torqued to 65 pound feet with sealer since some protrude into the intake port. The Trick Flow three-eighths diameter 80 thousandths wall chromoly pushrods followed with high pressure lube on both ends, and the intakes are 8-350 long while the exhausts are 9-400. [Frankie] The 1.8 ratio Jesel shaft rockers are installed in pairs at t-d-c compression stroke on each cylinder following the firing order, which with our new camshaft is the same as an LS engine. 1-8-7-2-6-5-4-3. These are a bit overkill for the hydraulic roller valvetrain but there is no such thing as too accurate or too rigid valvetrain, and the engine was previously set up with them anyways. To achieve proper pre-load on the lifter's plungers each adjustor is set one half turn past zero lash and torqued to 22 pound feet using this LSM valve lash wrench. [Pat] New Mr. Gasket intake gaskets and delicate beads of silicone lay the setting for our custom painted Edelbrock Super Victor EFI Intake Manifold which can carefully be laid into place. With the fuel rails off we have easy access to reuse and install the ARP stainless steel intake bolts with sealer on the threads to prevent oil seepage. With that our induction package is sealed up and we can turn our focus to the outside of the engine, coming up! [Frankie] Coming up, we get our 632's e-f-i system wired up to fire up!

[Frankie] We are continuing on our 632. We're getting our valve covers on, and this is gonna actually seal up the engine. I bet it looks like we are almost done with this thing but actually we have quite a bit of stuff left. [Pat] We have to get the whole accessory drive on because remember this is a pump gas street engine. So our accessory drive goes on and we have to sort out and install the rest of our trick e-f-i system. Plus get this on a cart. So let's get to working. [Frankie] This is a March Performance Big Block Chevy All Inclusive Ultra Drive Serpentine System, and it includes a water pump, power steering pump, alternator, and a/c compressor. All the brackets and trick covers are billet aluminum with a clear powder coat finish for protection. We lightly modified the kit to fit our Holley 36 minus 1 crank trigger but the big block specific setup is bolt-on jewelry for this show worthy power plant. With all the major hard parts bolted on this 632 gets loaded onto a dyno cart and can be rolled into the dyno cell. [Pat] Now that we have our 632 hooked up to the SuperFlow Power Mark it is time to bring it into the 21st century with modern e-f-i. We'll be using a Holley Terminator-X system on it, and this is a very complete system. It comes with the e-c-u, all of the sensors to run it. The complete wiring harness has an O-2 sensor in it as well. Also we have an MSD cam sync for it. No distributor in this because we are coil-near-plug. Also we have a 36 minus 1 crank trigger on it. So we have the pickup for that as well, and we also have to put our injectors in it while it's on the dyno. So we have our rails over here with a Terminator-X injector in it that is 120 pounds per hour. Capping off this entire system is going to be a Wilson Manifolds' 4500-series throttle body. It has a two inch throttle bore and already has the IAC-motor and t-p-s installed in it. This is a lot of equipment. If we're gonna get this thing running any time soon we better get to work. In order to add as much plenum volume as possible we are going to use this Wilson two inch four-holed tapered spacer with their 1,745 c-f-m throttle body. These Edelbrock fuel rails are specific for their e-f-i manifold and use Earl's Plumbing Dash-6 AN fittings. These dyno headers have a two and an eighth inch primary with a four inch collector, and we've already modified them for our SuperFlow dyno's eight channel oxygen sensor we got during our recent system upgrade. These headers are designed for a Corvette but also work great for dyno headers, and they're the closest sizing to what the Music City Truck guys will use on their project. For solid engine protection we are filling the engine with seven quarts of Hot Shot's Secret 10-W-30 Adrenaline R-3 Racing Oil. Before starting fresh engine builds it is always a good idea to prime the oiling system to ensure proper oil pressure, check for leaks, and get pressurized oil through the entire engine. [Frankie] Next the MSD cam sync can drop in, and then the crank position sensor can be threaded into its mount. With the engine at t-d-c number one the sensor is positioned over the seventh tooth after the missing one and then the air gap is locked down at 60 thousandths of an inch. The Holley Universal Coil Near Plug Main Harness is mostly plug and play, and our Smart Coils came with the matching harnesses for both sides. To try and keep the engine looking as clean as possible we are running most of the wiring underneath the intake plenum. And once everything is connected and powered up we can load a base tune into the engine for its first fire up. We should be good to go. We're gonna start out nice and safe. [Pat] Light it! Look at that. [Frankie] For off the hit it's actually pretty close. Now we have this cool live trace for our cylinders for our O-2 per cylinder. So we can get that dialed in too. [Pat] Eight of them. We know what's going on in each individual cylinder. We can do individual cylinder trims on the e-f-i. First things first, the ubiquitous keep its guts run. So we're gonna make a run from 2,500 to 5,500 at 600 per second. [ engine revving ] Loads in nice. [ engine revving ] [Frankie] Nice and safe, that's good! [Pat] Zipped right through the pull. [Frankie] I'll take that, 769 pound feet and 775 horsepower. Power is still trending upwards cause we're only stopping at 5,500. You can see it has a little bit of wave to it because it's low on timing. [Pat] If you can make a hit and it's clean through the pull on the first go around that is always a win. [Frankie] What I'd like to do is shut it down, go through and look at our eight channel lambda, get that dialed in, look at some data logs, make sure everything looks good, and then we can keep cooking. [Pat] Then we're gonna start blasting on it. Coming up, our favorite part. We'll see how much our 632 makes on the dyno!

[Pat] How you looking? [Frankie] Good. We've gone through and taken all of our fuel trims per cylinder and tightened them up a good bit. We had some that we're outliers, which happens with manifold distribution, injector sizing, things like that. We've brought them all in so none of them are unsafe, too lean, or anything like that. They're all within a good range, couple percent of each other. Because we've done that we've gone ahead and put in a few degrees of timing to get this thing more in its happy place of where it wants to be. We're gonna see what that does. [Pat] You ready? [Frankie] Fires right up every time. [Pat] That all being said we're gonna put it in the real operating range of what it's being used for. We're gonna start at 3,000, go to 6,000, 300 per second. This is a street engine. We've had this engine before turning 7,500. We've done all kinds of stuff specifically designed for pump gas running. You ready? [Frankie] Go for it! [ engine revving ]

[ Pat ] That is so nice and so smooth. I love this dyno. 773 horsepower, 780 pound feet. [Frankie] Peak power is right at 5,900 and peak torque 4,700. That's exactly what we want for the operating range. Everything else looks good. [Pat] On the regular data everything looks great on numbers. [Frankie] Being that it's a pump gas engine I don't want to get after it too hard on the timing but we are extremely safe on fuel. I think we'll lean it out a little bit from our target at 12-5. We'll go straight to 12-8. Looking at the BSFCs I think we have some room there. [Pat] It doesn't sound like a big change but you can always take more fuel out of it. [Frankie] We're doing pretty good and getting close to where we want. Go for it! [ engine revving ]

[Pat] That's mean. That is mean right there. 794 pound feet. [Frankie] 788.2 horsepower. [Pat] I think I know what it's gonna do. [Frankie] Almost 800 pound feet. Those look pretty good. Now that we're making adjustments we can go back through and fine tune this. What we're looking for on the eight channel lambda is we don't have one that's way out there. If we're targeting 12-8 we don't want one that's at 14 cause that cylinder could go a little bit lean, get into to detonation earlier, and potentially hurt itself before the others. [Pat] We want to go get the guys over here? [Frankie] I'll go grab them so they can see their beauteous big block. You guys are definitely gonna want to see this. [Anthony] I'm excited! [Frankie] Nothing sounds better than a big block. [Pat] We have running engine right. How do you think it sounds? How do you think it looks? [Anthony] I think it's gonna be pretty nasty when it's in the truck. So far I'm very happy. [Mike] It looks killer. [Pat] I'm surprised you didn't come over earlier because we've been running it. I know you can hear it! [Frankie] We've gotta go get those guys cause we know they're gonna wanna be here for at least one pull. [Pat] This one we crept a little bit of timing in it. [Frankie] We bumped it up to 34 degrees and leaned it out just a smidgen. This is not a hail mary pull, but kinda hail mary to see if we can squeeze a little bit more out of it. [Pat] Here we go! [ engine revving ]

[Pat] That is mean, mean, mean! So we have 812 pound feet. [Frankie] And 806 horsepower. Smooth curve! [Mike] People don't understand look at the torque down low. [Pat] At 3,000 r-p-m it's making 645 pound feet. [Frankie] It's making over 600 pound feet everywhere on this graph but it just has a nice curve that carries all the way through. It's making peak torque at 4,500 r-p-m. [Pat] This is at operating temp. This is what it makes. Full accessories, full street trim. [Frankie] This thing should run and drive like Miss Daisy's Cadillac. [Anthony] Just a little rowdier! Play your cards right and we may take you for a ride. [Frankie] Only if we get to drive. [Pat] We're gonna get her shut down. We're gonna go through our normal checks and over to you it goes. [Frankie] Thanks guys! Can't wait to see it!