Buying a carburetor from SSRE...
Buying a carburetor from SSRE is more than just getting an out-of-the-box Holley 950 or Dominator. The dyno operator will re-jet the carb for maximum performance so you can bolt the engine in your car exactly as it was dyno'd. Another bonus with the SSRE carburetor kits are that the AN fittings are included. You just have to supply the lines and the fuel pressure gauge.
Every engine is dyno tested...
Every engine is dyno tested before leaving SSRE headquarters on Long Island, New York. Not only does Billy Marshall, the dyno operator, fine-tune the engine but he also verifies that all cylinders are healthy, adjusts the valves, and changes the oil. Marshall inspects the oil filter by cutting it open to make sure the engine internals aren't wearing improperly.
Eight oxygen sensors are plumbed...
Eight oxygen sensors are plumbed into the dyno headers and record for each dyno pull. These sensors record air/fuel ratio and Marshall can tune the carburetor to properly distribute fuel equally to each cylinder. That way the most power can be made when all eight cylinders are pumping the same. Most EFI systems use one 02 sensor installed in one collector to tune the entire engine. The eight-sensors method is far more accurate, but is also pricier. SSRE is serious about delivering the engine in perfect running order.
Billy Marshall, dyno operator...
Billy Marshall, dyno operator at SSRE and accomplished NHRA Super Stock racer, checks the valves after making a few warm-up pulls with the test subject.
The engine used a mechanical...
The engine used a mechanical pump on the dyno, which is not standard, but is available on your menu of choices. A six-valve high-volume mechanical pump is included in the kit as well as fuel pump rod, fittings, filter, and lines. SSRE will dyno the engine with the pump that is shipped with the engine (mechanical or electric), so it will run exactly the same in the car as it did on the dyno.
The low-deck 598ci engine...
The low-deck 598ci engine comes in under $15,000, makes 795 hp on pump gas, and will fit a variety of muscle cars without major modifications or fabrication.
|BY THE NUMBERS |
|Engine type: ||big-block Chevy using a low-deck block |
|Displacement: ||598 ci |
|Bore: ||4.600 inches |
|Stroke: ||4.500 inches |
|Block: ||Dart Big M 9.8-inch iron |
|Crankshaft: ||Eagle 4340 steel |
|Connecting rods: ||Eagle 4340 3-D with ARP L19 bolts |
|Pistons: ||Mahle forged aluminum |
|Camshaft type: ||HHR hydraulic roller upgrade |
|Valve lift: ||0.646-inch intake/0.646-inch exhaust |
|Camshaft duration: ||254 intake/262 exhaust, at 0.050-inch lift |
|Cylinder heads: ||Dart Pro 1 345, with CNC-porting |
|Intake valve diameter: ||2.300 inches |
|Exhaust valve diameter: ||1.880 inches |
|Compression ratio: ||10.75:1 |
|Rocker arm ratio: ||1.7:1 |
|Intake manifold: ||Edelbrock Victor |
|Recommended fuel: ||pump gas with minimum of 93 octane |
|Max horsepower: ||795 at 6,000 rpm |
|Max torque: ||768 at 4,800 rpm |
|Total cost as tested: ||$14,410 |
|ON THE DYNO |
|RPM ||TQ ||HP |
|4,000 ||722.7 ||550.4 |
|4,100 ||739.5 ||577.3 |
|4,200 ||751.6 ||601.1 |
|4,300 ||757.9 ||620.5 |
|4,400 ||761.3 ||637.8 |
|4,500 ||763.7 ||654.4 |
|4,600 ||765.6 ||670.6 |
|4,700 ||766.2 ||685.6 |
|4,800 ||768.2 ||702.1 |
|4,900 ||767.1 ||715.7 |
|5,000 ||764.3 ||727.6 |
|5,100 ||759.3 ||737.3 |
|5,200 ||753.3 ||745.8 |
|5,300 ||748.3 ||755.1 |
|5,400 ||745.1 ||766.1 |
|5,500 ||741.3 ||776.3 |
|5,600 ||735.0 ||783.7 |
|5,700 ||725.8 ||787.7 |
|5,800 ||717.1 ||791.9 |
|5,900 ||705.9 ||792.9 |
|6,000 ||696.3 ||795.5 |