"Production Precision is the process I have developed to keep costs down for the customer, and deliver a quality product," commented Shafiroff. The advantage the shop uses to keep engines moving out the door in a timely manner is a limited menu of choices and a highly efficient shop process. The process allows the company to control inventory so all parts are on the shelf and ready to build at a moment's notice. SSRE's inventory isn't just a bunch of boxes sitting in a warehouse, either. For example, the engine blocks arrive at the shop and the team preps each block in a similar manner-no matter the combination. Each unit is inspected and quality controlled, then put through the machining process using state-of-the-art automated machines. The blocks are stocked and ready to be built before an order is even made. As Shafiroff puts it: "our process is done better and faster due to our automated machinery, which saves the customer money while ensuring a superior product. It's a win-win." These labor savings and the buying power of SSRE ensures the customer gets the best parts at the right price.
Volume sometimes gives the customer the fear of a missed step, but Shafiroff assured us that every block and part is verified multiple times using the most accurate tools. "All the blocks from Dart come a certain way for us. That way the specs and tolerances are controlled here," Shafiroff says. That includes line hones, lifter bores, and cylinder bores. He was quick to point out the lifter bores. The blocks are ordered from Dart with undersized lifter bores. That way SSRE machinists can fit-hone each lifter bore to the proper dimension for the specific lifters the company uses in this engine. These parts tend to vary in size from brand to brand, and this guarantees they are a perfect fit in SSRE-prepped blocks-saving the engine assembler time and effort on final assembly. Lifters can vary up to a thousandth in diameter, depending on brand and style. Once the block is machined, the staff in the machine department verifies all the specs are accurate. Shafiroff also said the cylinder heads, cranks, rods, and pistons are verified and hand-fitted before assembly. A three-page build sheet is issued to the assembler so the proper engine is built to the customer's specifications. We were also impressed that SSRE runs every engine on the dyno for proper break-in and tuning. The cylinders are checked for leakage and the oil filter is inspected before it is sent off to the shipping department.
The 598ci powerplant is based on a modified Dart low-deck Big M block, built specifically for SSRE. The eight-cylinder bores are enlarged to 4.600 inches. That is combined with an Eagle 4340 crankshaft with a 4.500-inch throw to achieve the advertised 598ci. Eagle 4340 steel rods connect the crank to a set of eight custom Mahle pistons that percolate at 10.75:1 compression. Moving up top, SSRE-prepped Dart Pro 1 345 aluminum heads direct the airflow in and out of the cylinders. SSRE uses 2.300-inch intake valves and 1.880-inch exhaust valves; both are made from stainless steel. The Dart heads are also CNC ported for an increase in power. The valvetrain's superstar is a custom-ground camshaft designed by SSRE, and Shafiroff only raised an eyebrow when we inquired about specs. We did manage to coax the basics out of him: 0.646-inch/0.646-inch of lift and 254/262 degrees of duration with a lobe separation of 114. For those who want a rougher, lumpy idle, SSRE will work with customers' desires-sometimes at the cost of a little driveability. The HHR package also includes upgraded Isky Enduro valvesprings to handle the more-aggressive camshaft. Rounding out the valvetrain are chromoly pushrods and COMP 1.7:1 roller rocker arms.
 The hydraulic roller camshaft...  The hydraulic roller camshaft installed features 0.646-inch lift on both the intake and exhaust side. Duration is a healthy 254/262 degrees at 0.050-inch of lift. Lobe separation is listed as 114 degrees. |  The Eagle rod is connected...  The Eagle rod is connected to a Mahle forged aluminum piston. The piston comes coated, a standard feature. Compression ratio is pegged at 10.75:1 with this piston and cylinder head/gasket combo. |  Goldstein degreed the camshaft,...  Goldstein degreed the camshaft, which is a fancy way of saying the camshaft's timing events are synchronized with the crankshaft's location. Most cams are best installed straight up, meaning they are synch'd properly with the crank. But some tricks can be played to move the rpm range up or down. By advancing the cam timing (moving the max intake lift closer to TDC), the engine's max power will be achieved at a lower rpm. Retarding the camshaft timing will move max power higher in the rpm range. Goldstein installed the custom SSRE hydraulic roller cam straight up, so it performs as designed and achieves max power at a street-friendly 6,000 rpm. |
 SSRE includes a Cloyes billet...  SSRE includes a Cloyes billet timing chain, which comes with Torrington bearings. The timing chain allows for the cam to be advanced or retarded, thus shifting the max power's rpm range, as we explained earlier. The crank sprocket features nine keyways for easy cam timing adjustments. |  This is the completed short-block,...  This is the completed short-block, which means the crank, rods, pistons, bearings, rings, camshaft, timing chain, timing cover, and balancer are installed. There are a few oil plugs also screwed into place on the block. This engine was painted orange, but SSRE can paint the block a variety of colors; the choice is yours. |  Here, the piston is checked...  Here, the piston is checked for zero-deck with a gauge. Goldstein also added the standard GM chrome timing cover and an optional SFI balancer from Professional Products. |