Building the Ultimate Turbo Small Block Chevy Part 2, The Making of 1100 Hp!

by Mike Kojima

When deciding the best way to power Daren McNamara's Formula D S14, Team Falken decided to plow into new territory with not just a turbo, but a turbo V8.  Not your typical Chevy LS V8 either, but a blast from the past old school Small Block Chevy.  In our last edition of building the ultimate Small Bock Chevy, we looked into the developments that had been made to the venerable 60 year old design to update it to modern standards, particularly the bottom end. In short, the improvements were mostly moving the cam upward to allow for more stroke and to shorten the pushrods for less flex, and a general beefing up of the lower end architecture to support today's power levels.

In this edition we will get into more of the interesting tricks done to the good old Small Block to keep it relevant and even better in some respects to the newer LS engines. In the tough world of Formula D competition, light weight, high power density and bulletproof reliability are all critical. Will Team Falken's unique creation propel Darren McNamara to the podium?  Check it out.

Part one of the building of the Ultimate Turbo Small Block.

For More Information on the rest of Team Falken's super S14 check this out!

The bottom end is assembled with the Brian Crower H11 tool steel rod bolts torqued by the stretch method.  The ARP studs holding the main caps down are torqued by the angle method.  This ensures proper tightening independent of friction between  the fastener threads.  The bottom end is now ready for the unique oil pan. Although not shown, crankshaft torsional whip is controlled by a Fluidampr harmonic balancer.  The Fluidampr is unique as it is amplitude sensitive, not frequency sensitive so it damps the most when it is needed most. We have had a lot of luck with Fluidamprs on our own builds.
The Dailey Engineering oil pan is CNC machined from a solid block of billet aluminum and is pretty thick. You might wonder why a thick and seemingly heavy oil pan is a good thing. The reason for this is that the Small Block is a low rail design.  In the 50's this was haled as an innovative way to make an engine lighter but as power levels rose, the wide open bottom end was not as stiff and strong as modern designs with deep cross boiled pan rails and bed pates. Problem with main caps walking and crank bearings arose due to lack of bottom end structure. Although the Dart block has more material around the rails and main caps, is is significantly stiffened by the thick billet pan that ties the bottom end together.  The pan is actually a part of the blocks structural system.
These internal buttresses help further stiffen the pan without increasing windage losses.
The Dailey Engineering 5 stage dry sump pump bolts right to the pan itself.  Pro Drift cars are becoming quite developed and the top cars pull so many lateral G's that it is impossible to keep them lubed with a conventional wet sump system, even with baffled pans and accusumps.  This baffle helps strip the windage cloud off the crank and direct it to each of the 4 pump stages evacuating the pan.
Page 1 of 5 Next Page
Bookmark and Share
CID Vicious
CID Viciouslink
Monday, June 30, 2014 12:57 PM
The best engine of the 20th century is the best engine of the 21st...
Monday, June 30, 2014 10:42 PM
Venting the hood? You must mean 'JDM SUPER HOOD PROP KIT, yo!'
Tuesday, July 01, 2014 1:36 AM
"The soft copper seats need highly leaded race fuel to survive."
Is leaded gas even allowed?

I guess it is a way to get the audience going crazy!

Great engine (and great article!) but that "detail" killed it for me...
Tuesday, July 01, 2014 5:38 AM
@VP Most high octane racing fuels are leaded just like all standard fuel before 1975 or so. It was not removed from consumer use because of lead in the exhaust (making people crazy like actual lead poisoning) like you are implying, it was phased out because leaded gas destroys catalytic converters which became mandatory around 1975.

Here is one of the top brands of racing fuel. Check out the top products.
Tuesday, July 01, 2014 6:01 AM
Yes that is also true but there was also the environment/health reason. From what I read, NASCAR switched to unleaded in 2008 after some teams blood tests... However, as you pointed out, it is still being used in racing a lot more than I imagined... Had no idea!
Mike Kojima
Mike Kojimalink
Tuesday, July 01, 2014 10:35 AM
Almost all race fuel has a pretty high lead content. We run VP 110 in this engine, basic non exotic race fuel. Almost all racing sanctioning bodies allow lead. Lead really helps keep the valves from getting pounded out.
Mike Kojima
Mike Kojimalink
Wednesday, July 02, 2014 12:13 AM
Eric Hsu, imagine how much aero we could push with one of these babies. Howard built it and I speced it so no problem to reproduce it!
Dan DeRosia
Dan DeRosialink
Wednesday, July 02, 2014 6:26 AM
Damn cool stuff for an old dog; love the shaft mounted rockers, offset valvetrain and the dry sump. And of course I love the plenum feeding the Kinsler injection setup. I'm seeing GTX3576s pop up in a lot of stuff; seems like a really good compressor/turbine match. Are the seats beryllium copper or something like MoldStar, do you know?

A note on domestic head terminology that caught my eye on page 2 - when domestic V8 builders refer to "canted" and "splayed" valves, they've come to mean specific things for 2-valve wedge heads. Canted refers to heads where the valve axis drawn between the intake and exhaust valve centerlines are no longer parallel to the crankshaft, and splayed describes when the valve centerlines are angled inwards on the cylinder. Big block Chevies are an easy example of both of those, though some small block heads are designed like that too. Of course, nowadays there's arguments over whether bothering with splayed and canted valves matters much as far as power production for max effort heads, but I'm not that deep into things to comment. I mean, those All Pro heads look like beasts!
Mike Kojima
Mike Kojimalink
Friday, July 04, 2014 5:19 PM
The seats are straight copper.
Dan DeRosia
Dan DeRosialink
Friday, July 04, 2014 9:23 PM
Huh, interesting.
Thursday, November 19, 2015 8:01 PM
These Allpro heads are neither canted or splayed valved. The are an inline wedge head. Just thought you should know. Cool build
Thursday, November 19, 2015 8:04 PM
The seats would be beryllium copper. Straight copper it way too soft to be a seat material
Mike Kojima
Mike Kojimalink
Thursday, November 19, 2015 8:23 PM
All Pro says it's a copper alloy but does not specify beryllium. Perhaps because of liability concerns?
Mike Kojima
Mike Kojimalink
Thursday, November 19, 2015 8:42 PM
The valves are canted 23 degrees
Post Comment Login or register to post a comment.

MotoIQ Proudly Presents Our Partners:

© 2018 MotoIQ.com