469Ci Short Block Build Engine

The potential for making a ton of twist is merely a game of cubic inches and compression. In other words, the more cubic inches you’ve got to pack air and fuel into, the more power you’re going to make.

Lucky for us, our favorite big-block hasn’t changed much since its inception; it’s what helps keep most of us well within our budgets when building a potent mill for the track. Combine that with what the aftermarket has to offer and you have the perfect recipe for making a whole lot of grunt with big bore, big stroke combinations. Since big-blocks already have the advantage of a larger footprint, piecing one together for the strip is a no-brainer and a guaranteed torque monster.

As with any serious build, setting the appropriate groundwork lies within the unseen players. Feed a freshly machined block the right rotating assembly from the get-go and the potential for power is nearly limitless. It really comes down to the prep and installation of bulletproof components for a mill, and it has to have enough guts to last and pull any old-school or late-model favorite to the big end. The biggest challenge is selecting the right components to perform round after round.

For this build, we went to Dr. J’s Performance in Anaheim, California, where owner, Bryce Mulvey took us inside the belly of our 496ci short-block build. Inside, our key players included a complete forged Scat rotating assembly with a 4.250-inch stroker crankshaft and 6.3850-inch rods. To back it all up, we installed a set of big domed forged JE pistons. At the heart of our freshly machined two-bolt main big-block is a high-lift COMP Cams solid-roller setup with matching lifters and an adjustable billet timing set. Follow along for the complete details and the next time you see our short-block, we’re planning to follow it up with a complete Brodix STS Race Rite BB-2 top end.

Forged Crank

Scat forged standard weight crankshafts are designed for street or race engines with substantially increased horsepower. Scat crankshafts are precision-ground, heat-treated, shot-peened, inspected, and micro-polished at Scat for superior tolerance control. Scat crankshafts are also nitride-hardened for superior wear resistance, have straight-shot and chamfered oil holes, and feature lightening holes in all rod throws. These crankshafts also have a large radius on all journals for improved strength and wear resistance.

Scat Crank Specs
Rear Main Seal Style Two-piece
Stroke 4.250
Crankshaft Material Forged 4340 steel
Engine Balance External
Rod Journal Diameter 2.200
Crankshaft Snout Style Standard
*All measurements in inches

Forged Rods

Scat’s forged 4340 H-beam connecting rods are strong and perfect for power adder and high-compression combinations. These rods incorporate a special doweled cap for specific cap-to-rod alignment, profiled with extra clearance for stroker applications, and come balanced and weight matched as a set.

  • 469Ci Short Block Build Adequate Block
    There are a number of options when it comes to locating an adequate block for the job. For us, the decision to use a Gen IV two-bolt main block was easy. These blocks are plentiful, take a ton of abuse, and are easy to find. We added in a new set of ARP main bolts for added strength, helping us to up the stakes on making a reliable track performer.
    There are a number of options when it comes to locating an adequate block for the job. For
  • 469Ci Short Block Build Bores
    Before we could add the goods, we first had our block fully prepped and machined. Since this was a seasoned block, we only needed to clean up the bores with a fresh hone. We removed about 0.005 inch with our final bore size coming in at 4.3105 inch.
    Before we could add the goods, we first had our block fully prepped and machined. Since th
  • 469Ci Short Block Build Measuring Pistons
    Bryce measured each bore for piston-to-wall clearance; we were safe with 0.005-inch clearance.
    Bryce measured each bore for piston-to-wall clearance; we were safe with 0.005-inch cleara
  • 469Ci Short Block Build Rod Bearing Clearance
    For rod bearing clearance, Bryce Mulvey checked each rod with a bore gauge before they were installed onto the pistons. Our gauge showed just the right amount of clearance at 0.003 inch.
    For rod bearing clearance, Bryce Mulvey checked each rod with a bore gauge before they wer
  • 469Ci Short Block Build Hanging Pistons
    To hang the pistons, Mulvey applied a small amount of engine assembly lube onto the wristpin and slid it through. He then locked in the pins with the Spiro locks. Note: If the pins do not install easily, the piston may need to be honed out to provide enough clearance for the pin.
    To hang the pistons, Mulvey applied a small amount of engine assembly lube onto the wristp
  • 469Ci Short Block Build High Compression Drag Race Applications
    For our high-compression drag race application, we relied on a set of JE pistons. These pistons feature an open chamber with a raised, 43cc dome. Each piston also features JE’s precision-cut CNC-machined grooves and accept 1/6-, 1/16-, and 3/16-inch rings. Included in with our set of pistons were wristpins, double Spiro locks, and double pin oilers.
    For our high-compression drag race application, we relied on a set of JE pistons. These pi

Scat Rod Specifications
Connecting Rod Length Center to Center 6.385 inch
WristPin Style Floating
Connecting Rod Bolt Diameter 7/16 inch
Rod Journal Diameter 2.200 inch
Big End Bore Diameter 2.3250 inch
Pin End Bore Diameter 0.990 inch
Big End Width 0.992 inch

Cam specs
Type Roller Mechanical Roller
Valve Lift 0.714/0.710
Duration at 0.050 270/280
Lobe Separation (degrees) 110
Basic rpm Range 4,800-7,200
Intake Duration at 0.050-inch Lift 270
Exhaust Duration at 0.050-inch Lift 280
Advertised Exhaust Duration 315
Intake Valve Lash 0.024
Exhaust Valve Lash 0.026