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How To Build A 525ci Big-Block - Big-Inch PunchHow to Build 1,700-Plus Horsepower with a Blown 525ci Big-Block From the December, 2011 issue of Chevy High Performance By Henry De Los Santos
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The last time you saw our Dart-based 454ci big-block, we generated 965 hp and 877 lb-ft (“Off-The-Shelf Steam” Apr. ’11 issue). For induction duties we used a pair of Brodix CNC oval-port BB-3 332 Xtras and a Brodix HV 2000 manifold, while a Vortech YSi supercharger added the artificial atmosphere. Fueling the copious amount of air was a Carb Shop–modified Holley 750 carburetor. For round two of our build, Vortech Engineering offered to let us try out its latest line of superchargers, namely the all-new V-28 123. This wild piece of hardware is good for impeller speeds up to 70,000 rpm (rumors say significantly more), it features a 123mm billet impeller, and the peak power level is still yet to be determined. Knowing it would take a fairly stout bottom end, we decided to transform our 454ci into a 525ci stroker, using a complete Lunati bottom end consisting of a Pro Blower series crankshaft with their 4340 fully machined I-beam rods, and a set of JE pistons. For induction duties, we once again turned to Brodix and after a lengthy conversation, stepped up to the larger BB-3 380 Xtra cylinder heads. At the heart of the beast is a COMP Cams–built solid roller that we had spec’d out by Steve Morris Engines in Muskegon, Michigan. At The Carb Shop’s advice, we also stepped up to its 950-cfm carburetor with the dual needle and seat assembly. For our second rendition,... For our second rendition, we reused our 9.8-inch Dart Sportsman Big M block with a 4.250-inch bore. Handling the machine work, we went to Rocco Acerrio of A.R.E. Performance & Machine in Simi Valley, California, who overbored ours to 4.500 inches. He removed nearly 20 pounds of material and says, “If you’re starting from scratch and need the larger bore, keep in mind that it’ll be much more cost effective to buy the 4.500-inch bore block from Dart to begin with.” The amount of power this gem was going to produce was seriously anyone’s guess. In our minds, we were shooting for anything over 1,500 hp and even scoured the ’Net looking for similar combinations. The truth is, at the time there were very few people with access to the V-28 123. If you recall, back in the July issue, we featured Chris Kephart and his ’62 Outlaw-classed Impala. Kephart has been at the forefront of testing the V-28 123 and is the first person to eclipse the 200-mph zone. Following suit, Chris Alston Jr. recently installed one into his ’64 Chevy II and shocked the doorslammer scene by becoming the first Vortech-powered car to dive into the 6s, running 6.71 at 213 mph right off the trailer! It’s pretty evident to us that Vortech is onto something here, and we wanted to produce our own real-world evaluation, continuing with the off-the-shelf premise: no one-off components, no proprietary cylinder head porting, and—to challenge ourselves a little more—we wanted to generate a lot of boost through a single 4150 carburetor. It may have sounded like we were asking for trouble, but in all reality, it turned out to be one of the easiest big-horsepower combinations we’ve ever put together. Ridiculous? Even a bit arrogant? But it really was that easy. That’s not to say we didn’t run into our own issues, but these were things that were easily overcome; all of which we’ll go into greater details in the following pages. Since we were planning to... Since we were planning to buzz our big-block into the 7,000-plus rpm range, we relied on ARP main studs for added insurance. We also used a set of Federal-Mogul’s Sealed Power competition main bearings with its Duroshield coating. Now, if there was one idealistic theme we wanted to stick with, it was to use the same manufacturers from the previous build with the addition of T&D shaft-mount rockers for valvetrain stability and Component Drive Systems’ geardrive to eliminate any belt issues. You have to hand it to our aftermarket; they offer top-notch components to support everything from a mild street package to dedicated track-only applications. At the end of the day, we surpassed our goals and have to wonder, is this not enough power? Doubtful. Is this more power than most will know what to do with? That’s probably a bit more true. There’s nothing wrong with either answer, but chances are, our 525ci isn’t much different than what’s powering your street/strip project. However, it’s pretty amazing how easily a supercharger can conjure up a Jekyll and Hyde shift in demeanor on demand. Even better, everything shown here is currently available and only a phone call away.  Our choice of rods were Lunati’s...  Our choice of rods were Lunati’s 6.385-inch 4340 I-beam rod set that comes with ARP cap bolts. Given the conditions we were planning to subject them to, this is definitely a part of the build where you want to only use quality pieces.  When it came to the rod bearings,...  When it came to the rod bearings, we opted for Federal-Mogul’s Speed-Pro line and ordered up the Duroshield competition rod bearings.  For the rings, we installed...  For the rings, we installed a set from Total Seal’s TNT series. The top and second rings are 1/16-inch thick with a 3/16-inch-thick oil ring. The top are gapless, while the second ring has a 0.028-inch gap.  For this combination, we decided...  For this combination, we decided against the conventional spiral locks and ordered up the pin buttons. One of the advantages is ease of service, however, the most important thing is that these are more reliable in a high-horsepower racing application. If you’re running the fine line between the perfect tune or completely missing it, detonation will try to knock the spiral lock out of the groove. Imagine being at the upper rpm in this situation, and there’s a good chance you’ll end up shoving the pin through the cylinder bore.  Our JE Pistons were ordered...  Our JE Pistons were ordered with a slight inverted dome, a single valve relief, and weighed in at 663 g. As you can see, in this setup the oil ring intersects with the wristpin. Where you would normally need an oil rail before to complete the oil ring land, now the pin button acts as the bottom of the oil ring land.  To create the larger 525 ci,...  To create the larger 525 ci, we combined the 4.500-inch bore with a Lunati 4.125-inch Pro Blower series crankshaft. These 4340 certified steel crankshafts are stout, featuring dual keyways, your choice of 1/2- or 7/16-inch drilled flanged, and 7/8-inch lightening holes in the number 2, 3, and 4 rod journals. And if you didn’t already know, Lunati offers a choice of 4.000- , 4.125-, 4.250-, and 4.500-inch stroke crankshafts off the shelf and ready to go. We should also point out, if you’re looking to do a complete custom built-to-order program, Lunati offers an impressive short turnaround time of four to six weeks from the initial order; that’s starting from scratch!
Dyno Details |
| Size |
525 ci |
| Intake |
Brodix HV 2000 |
| Headers |
21/8 Hedman long-tube headers with 18-inchextensions |
| Advance |
34 degrees, pulled 1/2-degree per pound of boost |
| Fuel |
VP Q16 |
| Carb |
The Carb Shop 950 |
| Jets |
82/86 |
| Max. Torque |
1,286 at 6,900 |
| Max. Power |
1,734 at 7,300 |
| Avg. Torque |
1,170 |
| Avg. Power |
1,329 |
 With the crankshaft in place,...  With the crankshaft in place, the ARP main studs were torqued to 110 ft-lb with moly-lube. The crank endplay checked in at 0.010 inch, and we were able to rotate it by hand with relative ease.  Once again, we relied on our...  Once again, we relied on our trusty Moroso billet aluminum spur gear oil pump. This gem has been working flawlessly and there was no need to swap it out. As we noted in the past, this pump features special anti-cavitation slots, feeder grooves, and an enlarged bypass area that bleeds oil back in to the inlet side of the pump.  At the heart of the mill is...  At the heart of the mill is COMP Cams‘ solid roller that was custom spec’d for us by Steve Morris of Steve Morris Engines in Muskegon, Michigan. If this is the first time you’ve heard of him, we’ll say that he’s extremely well known in the heads-up community as one of the most respected builders who specializes in supercharger combinations. Whether you want a custom camshaft, packaged engine internals, or a complete build with an engine dyno session, he offers it all.  Shown here is Nathan Hall,...  Shown here is Nathan Hall, one of A.R.E.’s premier engine builders, gently installing the JE piston into the freshly machined Dart Sportsman block.  Another item we brought back...  Another item we brought back from the initial build is COMP Cams’ Hi-Tech beltdrive system (PN 6200). This setup allows quick cam adjustments with easy cam swaps, and eats up less horsepower over the conventional timing chain.  To keep the cylinder pressure...  To keep the cylinder pressure in check, we used Fel-Pro 10751 head gaskets, which come with a 4.580-inch bore and 0.053-inch thickness.
Brodix BP BB-3 Xtra 380 Specs |
| Intake Port |
380 cc |
| Chamber Volume |
119 cc |
| Intake/Exhaust Valves |
2.350/1.880 |
| Exhaust Pattern |
standard |
| Valve Centerline |
standard |
Dyno Details |
| RPM |
TQ |
HP |
| 4,500 |
959 |
821 |
| 4,600 |
986 |
863 |
| 4,700 |
1,013 |
906 |
| 4,800 |
1,039 |
950 |
| 4,900 |
1,055 |
984 |
| 5,000 |
1,075 |
1,023 |
| 5,100 |
1,089 |
1,058 |
| 5,200 |
1,105 |
1,094 |
| 5,300 |
1,112 |
1,122 |
| 5,400 |
1,119 |
1,151 |
| 5,500 |
1,133 |
1,186 |
| 5,600 |
1,136 |
1,211 |
| 5,700 |
1,155 |
1,253 |
| 5,800 |
1,168 |
1,290 |
| 5,900 |
1,181 |
1,327 |
| 6,000 |
1,198 |
1,368 |
| 6,100 |
1,216 |
1,412 |
| 6,200 |
1,229 |
1,450 |
| 6,300 |
1,243 |
1,491 |
| 6,400 |
1,257 |
1,532 |
| 6,500 |
1,268 |
1,570 |
| 6,600 |
1,278 |
1,606 |
| 6,700 |
1,281 |
1,634 |
| 6,800 |
1,284 |
1,662 |
| 6,900 |
1,286 |
1,690 |
| 7,000 |
1,282 |
1,709 |
| 7,100 |
1,277 |
1,726 |
| 7,200 |
1,258 |
1,724 |
| 7,300 |
1,248 |
1,734 |
Flow Data |
Intake |
Exhaust |
| 0.200 |
159 |
134 |
| 0.300 |
237 |
182 |
| 0.400 |
309 |
219 |
| 0.500 |
360 |
254 |
| 0.600 |
401 |
280 |
| 0.700 |
430 |
301 |
| 0.800 |
443 |
306 |
| 0.900 |
442 |
311 |
| *cfm at 28-inch H20 |
Cam specs |
| Manufacturer |
COMP Cams |
| PN |
11-000-9 |
| Type |
Solid roller |
| Valve Lift |
0.700/0.700 inch, intake/exhaust |
| Duration at 0.050 |
280/290 degrees, intake/exhaust |
| Lash |
0.022/0.024, intake/exhaust |
| Lobe Separation Angle |
112 degrees |
 After a couple dozen engine...  After a couple dozen engine and chassis dyno pulls, including a weekend at the dragstrip, our COMP Endure-X lifters looked perfect. We simply cleaned them up, soaked them in oil, and they were ready to be used again.  Our previous combination featured...  Our previous combination featured a set of Brodix CNC BB-3 Xtra oval-port 332s that flowed 416/290 intake/exhaust at 0.700 inch lift. Our current choice of heads is Brodix’s latest CNC BB-3 Xtra 380 that flows 442/311 intake/exhaust at 0.900 inch lift.  With the ARP head studs and...  With the ARP head studs and gasket in place, the lower head stud kit from Dart was installed.  The CNC BB-3 Xtra 380s have...  The CNC BB-3 Xtra 380s have a massive intake and exhaust ports with a 2.350-inch intake valve and a 1.880-inch exhaust valve.  To provide stable valvetrain...  To provide stable valvetrain assembly during the upper-rpm floggings, we installed a complete T&D shaft-mount rocker system. Here, the T&D shaft-mount base is getting secured.  With the shaft-mount base...  With the shaft-mount base bolted in, Hall then installed the rocker arms. These feature a 1.7:1 ratio on both the intake and exhaust sides and came with additional features, including the needle bearing tips and spring oil holes. We also elected to go with the steel rocker option for added structural rigidity (see “Shaft-Mount Rockers” sidebar).
Under pressure |
| RPM |
PSI (before cooler) |
PSI (after cooler) |
| 4,500 |
11.12 |
8.76 |
| 4,600 |
11.72 |
9.13 |
| 4,700 |
12.29 |
9.55 |
| 4,800 |
13.01 |
10.02 |
| 4,900 |
13.5 |
10.41 |
| 5,000 |
14.2 |
10.83 |
| 5,100 |
15.05 |
11.26 |
| 5,200 |
15.75 |
11.73 |
| 5,300 |
16.44 |
12.15 |
| 5,400 |
17.39 |
12.62 |
| 5,500 |
18.07 |
13.25 |
| 5,600 |
18.98 |
13.85 |
| 5,700 |
19.79 |
14.5 |
| 5,800 |
20.67 |
15.06 |
| 5,900 |
21.63 |
15.65 |
| 6,000 |
22.61 |
16.39 |
| 6,100 |
23.58 |
16.92 |
| 6,200 |
24.53 |
17.62 |
| 6,300 |
25.53 |
18.27 |
| 6,400 |
26.6 |
19.09 |
| 6,500 |
27.66 |
19.79 |
| 6,600 |
28.85 |
20.5 |
| 6,700 |
29.74 |
21.34 |
| 6,800 |
30.99 |
22.08 |
| 6,900 |
32.01 |
22.89 |
| 7,000 |
33.35 |
23.69 |
| 7,100 |
34.41 |
24.35 |
| 7,200 |
35.49 |
25.09 |
| 7,300 |
36.33 |
25.3 |
 Tickling the valves is COMP’s...  Tickling the valves is COMP’s line of Hi-Tech chromoly pushrods, featuring a 7/16-inch diameter with a 0.125-inch-thick wall for added rigidity.  Depending on your application,...  Depending on your application, Brodix offers their cylinder heads complete and ready to bolt on or as bare castings; at the recommendation of our engine builder we installed a set of COMP 948 valvesprings, which is 1.645-inch roller springs with pressures at 332 pounds closed and 949 pounds open. We also used 10-degree titanium retainers, 10-degree Steel Super Locks, and 11/32-inch Viton metal body seals.  We’re still using our original...  We’re still using our original six-quart Moroso street/strip oil pan (PN 20403) that features a trapdoor baffling for improved oil control, a unidirectional windage screen, and a kicked-out sump with crank scraper.  For the nonbelievers … believe...  For the nonbelievers … believe it: A well-prepped carburetor can handle an unbelievable amount of boost. In prior combinations, we’ve always relied on our Carb Shop–modified Holley 750 hp. For this round, we upgrade to its modified 950 hp with a dual needle and seat assembly. For those looking for additional information, we have a complete build in an upcoming issue. Plus, we’ll unveil the Carb Shop’s latest CNC bowls—we can already tell you it’s a looker.  Lighting the fire is our tried-and-true...  Lighting the fire is our tried-and-true MSD Pro-Billet distributor with the Heli-Core spark plug wire set.  Once we got the 525 ci on...  Once we got the 525 ci on the Carb Shop’s engine dyno, we finished installing the original Brodix HV 2000 intake manifold and lashed the T&D shaft-mount rockers to 0.018/0.20 intake/exhaust. A shaft-mount rocker system’s job is to provide valvetrain stability in the upper-rpm range; however the added benefits can also result in a gain in horsepower by minimizing movement. While that may seem fairly obvious, we also learned that T&D Machine Products offers a variety of options to custom-fit any combination. Once we spelled out our goals, T&D recommended that we add the following options: First, the spring oil holes (PN 0720), measuring 0.040 inch and placed on the bottom side of the rocker. During the lift cycle, it’s constantly oiling the springs, helping to extend the spring life. The second option was the needle bearing tips (PN 0731); these feature 23 needle bearings in the roller tips and are recommended for high-lift applications and for endurance. Lastly, the steel rocker option (PN 0727); these are built out of billet chromoly, offering minimal fatigue with incredible strength in a lightweight construction. If you’re looking for a set for your mill, it’s definitely a good idea to call T&D directly.
525 Buildsheet |
| Displacement |
525 |
| Bore x Stroke |
4.500x4.125 |
| Compression |
10:1 |
| Rod center-to-center |
6.385 inches |
| Piston Deck Height |
1.332 inches |
| Chamber Volume |
119 cc |
| Rod Bearing Clearance |
0.0028 inch |
| Crank endplay |
0.010 |
| Piston Ring endgap |
Gapless top, 0.028 second |
| Main Bearing Cap Torque |
110 ft-lb (moly-lube) |
| Rod Bolt Torque |
70 ft-lb (moly-lube) |
| Head Bolt Torque |
80 ft-lb (moly-lube) |
Parts List |
MFG |
PN |
ITEM |
| Aeromotive, Inc. |
11107 |
Billet Hex Drive fuel pump |
| ARP |
235-4302 |
Head studs |
| 235-5603 |
Main studs |
| 400-7614 |
Valve cover studs |
| 400-1212 |
Header bolts |
| 435-1902 |
Oil pan studs |
| 230-7004 |
Oil pump stud |
| 334-1401 |
Timing cover |
| 430-3201 |
Water pump |
| 430-3504 |
Starter bolts |
| 435-2101 |
Intake bolts |
| 400-2401 |
Carb studs |
| 430-7401 |
T-stat housing bolts |
| 430-1701 |
Distributor stud |
| 135-2501 |
Damper bolt |
| 135-7901 |
Oil pump drive |
| 200-2902 |
Flexplate bolts |
| 230-7303 |
Torque converter bolts |
| Brodix |
2038116 |
BP BB-3 Xtra 380 |
| HV 2000 |
manifold |
| COMP Cams |
11-000-9 |
camshaft |
| 948-16 |
springs |
| 739-16 |
retainers |
| 611-16 |
locks |
| 518-16 |
seals |
| 8996-16 |
Endure-X solid-roller lifters |
| 8531-1 (8) |
9.350-inch, pushrods |
| 8512-1 (8) |
8.550-inch, pushrods |
| 6200 |
beltdrive |
| Component Drive Systems |
Call |
geardrive system |
| Dart |
31273344 |
Big M Sportsman Block |
| Federal Mogul |
C141M |
main bearings |
| C87200CHA |
rod bearings |
| Fel-Pro |
10751 (2) |
head gaskets |
| 1275 |
intake gaskets |
| 1412 |
exhaust gaskets |
| 1884 R |
oil pan gasket |
| 17936 |
valve cover gaskets |
| Holley |
80496 |
950 hp |
| Moroso |
20403 |
oil pan |
| 22163 |
high-volume billet oil pump |
| 25970 |
dipstick kit |
| 38361 |
Oil pan stud kit |
| MSD |
85551 |
Pro-Billet distributor |
| Lunati |
B2Custom |
4.125-inch stroke blower series crankshaft |
| 6385FM |
4340 I-beam rod set |
| T&D Machine Products |
3128 |
shaft-mount rockers |
| The Carb Shop |
Call |
blow-through modifications |
| Total Seal, Inc. |
CT9190-255 |
TNT piston rings |
| Vortech Engineering |
Call |
V-28 123 supercharger |
 Sitting up front is Vortech’s...  Sitting up front is Vortech’s latest series of high-performance superchargers, the V-28 123, a significant upgrade from the previous YSi supercharger we tested. Directly behind it, the V-28 123 is connected to a Chassisworks’ CDS supercharger geardrive, which mounts the supercharger head unit directly onto the snout of the crankshaft (see “Geared For Power,” Oct. ’11 issue). This setup eliminates thrown belts, along with the high side loads on the crank in high-horsepower applications. If we had one issue, it was not having a large enough air-to-water cooler. Since our geardrive was spinning the Vortech V-28 123 at its maximum recommended rpm, we were expecting to see boost levels at around 35 psi. Only, this wasn’t the case, and we were seeing 25 psi at best. To locate the pressure drop, we placed boost sensors before and after the air-to-water cooler and found an 11-psi difference. Interestingly, we were averaging 30-40 hp per 1 psi of boost, which tells us there’s a good chance we can still gain anywhere from 330 to 440 hp with an appropriately sized cooler. We’re pretty pleased with the results for the time being, but you can bet we’ll get our hands on the bigger cooler and see if our theory stands true. CHP
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