1. Wilson 1-inch tapered spacer. The Black anodized piece straightens out and helps atomize the fuel before it reaches the chambers. An affordable way to free up those last few ponies.
2. Cylinder heads are RHS 320cc aluminum pieces. Each comes complete out of the box for $1,020. Exhaust ports are raised 0.500 inch and come predrilled for front accessories.
3. Straight from the box with almost no jetting, the carburetor performed flawlessly. While the carb came with 79/79 primary/secondary jets, we ended up only jetting the secondaries to an 81.
4. Pertronix billet distributor with Flame-Thrower II ignition coil. If you already know what kind of motor you're running, call Pertronix ahead of time to set up a custom distributor curve.
5. Set of eight Zex spark plugs. Their heat range kept our big-block happy on the dyno, which meant there was no detonation or knocking. These feature a 0.708-inch reach and three electrodes for better spark distribution.
6. YearOne tall chrome valve covers for '65-87 big-blocks. While they appear stock, they're actually 1/2-inch taller to accommodate the use of roller rockers. They don't have the slant for power brakes, either.
With the heads on, we slid...
With the heads on, we slid in our Thumpr cam from Comp, chosen for its 2,500- to 6,100-rpm operating range. Not only would the motor make great bottom-end grunt, but with the amount of intake and exhaust valve overlap we could harness that great muscle-car idle. Our cam came with 243/257 degrees of duration at 0.050 and 0.570/0.554-inch lift (intake/exhaust). We lubed up the cam and, using a cam installer, locked it in, making sure not to ding the bearings.
For ease of maintenance on...
For ease of maintenance on the street, we also selected a set of Comp hydraulic roller lifters, since these lifters work specifically with newly designed roller cams. With an 0.842-inch outside diameter, they fit our stock lifter bores perfectly. We soaked them overnight in a tub of 30W motor oil.
Next we installed the lower...
Next we installed the lower timing gear and upper cam gear with the double-roller chain. We lined up the dowel pin on the cam shaft and set it in place.
With the cam in, we could...
With the cam in, we could adjust for thrust. Barkley derived a failproof method for measuring for cam thrust with a piece of duct tape since these timing covers have no hole for a dial indicator. The thickness of the duct tape is a perfect budget-indicator for determining the exact measurement since it is about 0.030-0.040 inch thick. With the tape on, we bolted the cover and found a perfect indentation imbedded in the tape surface. Our cam had correct thrust, and we peeled the tape to bolt the cover for final.
Designed for street performance...
Designed for street performance machines running up to a 4.250-inch stroke that see occasional strip use, these Moroso oil pans are modified with deep sumps. Under hard acceleration oil control is a must, so these pans are baffled and hold up to 6 quarts of oil, which is 8 inches deep. A crank scraper and windage tray are also included. They feature a passenger-side dipstick. With simple bolt-on installation into most production chassis, these Moroso street/strip oil pans are perfect for your weekend warrior.
Due to the cup height on our...
Due to the cup height on our hydraulic rollers, our pushrods were a bit shorter than usual. We ordered a set of Comp 8.100/9.100-inch intake/exhaust pushrods with a 5/16-inch diameter. We applied a bit of assembly lube to each end before installing them into the block.
When it comes to the valvetrain,...
When it comes to the valvetrain, Comp has it. To complement our camshaft and lifters, we added a set of 1.7:1 Ultra Gold rockers. These are not CNC-machined, but they are recessed for spring diameters up to 1.650 inches. We installed them on each 7/16-inch rocker stud and fastened them with a poly-lock and a 5/8-inch wrench. Note: Cylinders 3 and 6 require the "notched-corner" rocker arm to clear the inside of the valve cover.
We laid down the Fel-Pro one-piece...
We laid down the Fel-Pro one-piece oil pan gasket and applied a layer of silicone on top. Then we locked down each oil pan bolt with a 5/16-inch socket.
Our Weiand Stealth intake...
Our Weiand Stealth intake manifold was a perfect match. The dual-plane configuration has an operating range from idle to 6,800 rpm, and it's less than 200 bucks, which is a hard deal to beat. We laid down the Fel-Pro intake gasket then planted the manifold on top. We then installed the intake bolts and tightened them snuggly with a 9/16-inch wrench.
Next we installed our Pertronix...
Next we installed our Pertronix billet distributor and Flame-Thrower II ignition coil. We chose the simple Pertronix unit because of its ease of use. If for any reason we were stranded on the side of the road, parts for this distributor could be had at almost any auto parts store.
To supply the big-block with...
To supply the big-block with sufficient fuel, we topped it off with a Holley 950 HP. Updates include cast main bodies without choke horns, and smoothed venturi transitions for increased airflow. Other important modifications for the HP line include: screw-in air bleeds, stainless steel throttle plates, and notched floats. They also have Dominator-style fuel bowls to allow fuel line plumbing from either side.