434ci Small-Block Engine Build - The Bigger Mouse

To keep the cylinder heads in place, we went with a complete set of ARP head studs because we’re planning to add an extra kick to this build. Another option is to use ARP head bolts (PN 134-3601).

To seal the pressure chamber, we used Fel-Pro PermaTorque MLS head gaskets with a 0.041-inch thickness.

With the MLS gasket and ARP head studs in place, lead man Rocco Acerrio of A.R.E Performance & Machine laid down the Dart 227 cylinder head into position.

Next, the COMP camshaft was coated liberally with assembly lube and slid into place. While the cam is spec’d with 0.520/0.540-inch lift with 1.5-ratio rocker arms, we stepped up to a 1.6 ratio, giving us a bit more at 0.555/0.576-inch lift.

Checking for pushrod length, it measured in at 7.500 inches for both the intake and exhaust sides.

With the 227 cylinder heads in place, each bolt was then torqued to 80 ft-lb.

When it came to the timing chain, we used COMP’s Keyway adjustable billet timing set. This double-roller assembly has a nine-keyway crank sprocket that offers 2-degree incremental adjustability with a maximum 8-degree advance/retard.

We went with COMP’s two-piece billet aluminum timing cover for a few reasons. Obviously, we like the way it looks, but more importantly, it’s very functional. The cover is rigid and will hold the camshaft in place without any flexing issues. Also, endplay adjustments are a breeze with the access hole for a dial indicator. Lastly, the two-piece configuration allows for easy camshaft swaps without having to mess with the oil pan seal.

Topping off the 434 ci is Dart’s single-plane manifold. Once sealed with the Fel-Pro 1206 intake gaskets, the ARP bolts were then torqued to 35 ft-lb.

On the dyno, we relied on a Moroso DuraFire HEI distributor to light the fire. The all-in-one system incorporates a Moroso ProCoil and allows you to change the advance curve for your combination.

If you didn’t already know, COMP offers a line of synthetic oils, dubbed Muscle Car & Street Rod Engine Oil; we used seven quarts of 10W-30.

Fueling the entire package is Holley’s latest 750 Ultra HP. As we expected, out of the box the carb was near perfect. Our first steady state pull at 4,500 rpm showed air/fuel readings around 12.8. We eventually swapped out the jets to 73/74 (primary/secondary) for peak performance numbers.

Moroso’s Ultra 40 wire set carries the spark into the chambers.

Pressurizing the oiling system is Moroso’s oil pump and pickup package. The pickup itself is factory welded to the pump, and the mesh screen traps any unwarranted debris.

Because it’s designed for the occasional dragstrip use, we chose Moroso’s 7-quart oil pan. This pan is made to fit on ’85-and-earlier blocks or any with a two-piece rear main seal. (Note: This pan has no provision for the use of a factory dipstick.) CHP