This is the backside of the damper. It uses a snap ring to keep the inertia ring from moving toward the engine should something fail. The damper can be rebuilt by BHJ for $75 if something should go wrong.This is the backside of the damper. It uses a snap ring to keep the inertia ring from movi We’re going to be slapping cams in and out of this thing while the money clock runs. A good shortcut is the three-piece timing chain cover from Comp Cams. It allows you to change the cam without pulling the balancer or cracking the oil pan seal.We’re going to be slapping cams in and out of this thing while the money clock runs. A goo The Sportsman looks like a standard small-block until you stare for a minute. Note the scalloped outer walls of the water jacket that equalize the temperature of the cylinders. The block also has tricks like blind head boltholes and a priority main oiling system to cool and lube the bearings.The Sportsman looks like a standard small-block until you stare for a minute. Note the sca On the topside, you can see the open lifter valley to drain oil back to the pan and the enlarged lifter bosses for jumbo or orange offset lifters. The Glyptal coating was added by Westside to help the oil flow to the pan.On the topside, you can see the open lifter valley to drain oil back to the pan and the en The heads are Brodix 233 STS T1s. They are really big and giga-trick because we wanted to avoid any restriction in flow when adding boost. The valves are offset to clear the monster ports, so we are going to run shaft-style rockers. The heads come with crazy solid-cam springs that we’re going to change for the hydraulic rollers.The heads are Brodix 233 STS T1s. They are really big and giga-trick because we wanted to The exhaust ports on the 233s are CNC ported and flow a colossal 233 cfm at 0.700 through 1.600 valves. You might remember from our last twin-turbo test that the factory iron 882 casting heads became a restriction; that isn’t going to happen here.The exhaust ports on the 233s are CNC ported and flow a colossal 233 cfm at 0.700 through The intake ports are equally cavelike. They flow 326 cfm at 0.700 through 2.125 valves. The combustion chamber is 68cc and is also CNC machined. This is the Jesel Pro Series shaft rocker set up specifically to the Brodix heads. Note the offset arms designed to clear the 40/60 valve arrangement and minimize the angle of the pushrods.This is the Jesel Pro Series shaft rocker set up specifically to the Brodix heads. Note th This is called the Standard Slot rocker. It is made from an aluminum alloy for strength and has needle bearings for the shaft, plus other cool tricks like a spring clearance slot for mega-lift camshafts. The ratio is 1.650:1.This is called the Standard Slot rocker. It is made from an aluminum alloy for strength an The final piece of the puzzle is the HV 1000 single-plane intake manifold. Like the other pieces we selected for this engine, it is way too big. You won’t have to port-match it to the 233 heads, and you won’t have to worry about making power until after 4,000 rpm. We think it will be excellent with a big load of boost. EndThe final piece of the puzzle is the HV 1000 single-plane intake manifold. Like the other « | 1 | 2 | 3 | 4 | » | View Full Article By Douglas R. Glad Enjoyed this Post? Subscribe to our RSS Feed, or use your favorite social media to recommend us to friends and colleagues!
