With the long-block completely finished an ACCEL DFI Gen VII fuel-injection system was recommended. We ordered a complete kit, which includes the sensors, wires, connectors, computer cables, an electronic control module with instructions, and a Pro-Ram manifold with rails and injectors. In our case the big-block beast would make roughly 10 pounds of boost, so we requested a 2-bar map sensor. All we had left to order was a set of ACCEL fuel injectors, a throttle-position sensor, and an ACCEL adapter harness from the wiring to the distributor. The Gen VII DFI system makes things simple and easy to use for enthusiasts of all fuel-injection skill levels. The system even offers an initial setup page that allows the end users to plug in detailed engine information for a baseline tune. Don't worry about programming; this function will enable you to get the engine fired up, then you can dial in the combination at a later time. In our previous experience with fuel injection, while it isn't a magical horsepower generator, the Gen VII will allow you to tune the idle, increase efficiency for added mileage, and make optimum WOT power whether it's a 300hp street rod or 1,000-plus-horsepower street beast.
While a potent 496ci engine with ported HVH/Dart Pro 1 cylinder heads, a Comp cam, and ACCEL fuel injection is capable of making gobs of power, ProCharger's centrifugal F2 supercharger will create an obscene amount of artificial atmosphere for the power we're looking for. Our complete big-block Chevy kit came with a blow-off valve and most of the necessary brackets, tubing, and clamps. We still need to rig an air-to-air intercooler into the car, but considering our initial test will be completed on an engine dyno, we went to the local metal shop and fabricated a bracket system to hold our intercooler above the engine, so that a dyno fan could blow air through the cooler during each pull.
Mounting the centrifugal supercharger is relatively easy, but there are some areas of caution that engine builders need to look out for. Bolting a blower bracket onto a cylinder head should be done using ProCharger's recommended 71/416-inch accessory bolts. However, most aftermarket heads come with 31/48-inch accessory bolt holes. We ran into this problem with our Dart heads and had to drill and tap them for 71/416-inch bolts prior to engine assembly. Another pitfall most builders encounter is the lack of clearance a blower belt leaves between the timing chain/belt and the blower belt. ProCharger engineers made sure to design a serpentine-acceptable location on their crankshaft pulley for manual-operating water pumps, alternators, and vacuum pumps. To make our lives a little easier on the dyno, a remote water pump would be the only accessory used.
While it may all sound a bit tedious and confusing, the actual process of bolting together this engine wasn't that difficult. Most of our problems were solved by obtaining the correct pieces and overcoming pitfalls like notching the valve covers and enlarging the small accessory bolt holes. If an engine design like ours is in your future, expect added build time to chase down parts and eliminate potential gremlins. With a proper design, a lot of patience, and meticulous construction, most high-performance Chevy die-hards can put together their own big-cubic-inch street beast. We've run the horsepower numbers and done the pump-gas math, but nothing will be set in stone until our day on the dyno. Stay tuned and watch out, because this big-block is going to deliver one ferocious punch.