We planned on building this...
We planned on building this engine to a much higher rpm potential than that of the original 502 Ramjet engine, so the factory I-beam rods were replaced with Eagle 4340 forged H-beams.
The Trick Flow heads come assembled with the supporting equipment required to go the distance in a high- performance engine with bronze valve guides and interlocking ductile iron valve seats. They come fully assembled with valves, springs, 10-degree steel locks, retainers, and Viton fluoroelastomer seals. Guideplates for 3/8-inch pushrods and 7/16-inch rocker studs are included. In view of our intended camshaft selection, our heads were assembled with solid-roller-spec Isky 9385 tool room springs. These springs measure 229 pounds closed (2.000 installed height) and 542 pounds open (at .650-inch lift, 1.350 height), which puts the spring loads right where we wanted for a moderate solid roller.
With the change to a rectangular port head, we naturally had to consider the induction system. Besides the obvious oval-to-rectangular port mismatch, the Ramjet induction is geared toward low-end torque, and presents complications when combined with more radical cam timing of the level we were considering. For our application, a single four-barrel induction was the logical solution, and is more representative of the typical style of induction an enthusiast would select if building a 502/509 combination from scratch. To complement the cylinder heads, the Trick Flow R-Series single-plane intake was the natural choice. This intake is designed for 500-plus cubic-inch big-block Chevys, with high-flowing extended runners and a raised plenum floor beneath its 4500-Series Dominator carb flange. Topped with a brand-new Holley 1150 Ultra Dominator carb (see "Domination!" October 2009), there was little doubt that this induction could support whatever power potential our revised engine combination was capable of.
Cam and Valvetrain
When power is the overriding concern, a solid-roller camshaft is the cam style of choice. Without a hydraulic mechanism and utilizing a roller follower, a solid roller offers the highest load capacity and best high-rpm stability of any camshaft configuration. This allows quick opening action at the valves, with the capability to handle the substantial valvespring loads needed for high-rpm valvetrain control. With our intended hot-street application, we looked no further than COMP's excellent line of street roller profiles and selected a custom-ground roller cam using lobe numbers 4876/4877 on the intake and exhaust, respectively. [For more on this particular valvetrain and how we set it up, check out "How To Set Up A Winning Valvetrain" in the September 2009 issue of PHR.-editor] This combination is stout enough not to be for the faint of heart, with 292/298 degrees of gross duration (at .020-inch tappet rise), 254/260 duration at .050, and .653/.666-inch lift. Our friend and frequent PHR contributor David Vizard spec'd the cam with a tight lobe separation angle of 105 degrees. This helps bring on the massive torque rise in the midrange, taking horsepower production up with it to our intended operating range of approximately 6,500 rpm.
To work along with the COMP solid-roller camshaft, we ordered a set of COMP Endure-X solid-roller lifters, PN 833-16, which have durability features such as direct roller bearing oiling to enhance longevity in a street application. Rounding out the valvetrain are a set of Trick Flow 3/8-inch pushrods operating Crane Gold 1.7:1 rocker arms.
A 1/16-1/16-3/16-inch SpeedPro...
A 1/16-1/16-3/16-inch SpeedPro ring pack is a proven combination, with a ductile iron moly top, a tapered-faced iron second, and the familiar and effective SpeedPro oil-control ring assembly. Mitchell file-fit the rings for a .022-inch gap, top, and .028-inch gap, second.
In preparation for installation,...
In preparation for installation, the rotating assembly was custom balanced by Outlaw Racing and meticulously cleaned, and the associated pistons, rods, bearings, and rings assembled and numbered for their assigned bores.
A COMP solid-roller cam was...
A COMP solid-roller cam was the cornerstone of our plans to really let this big-bore engine eat as the rev's piled on. With 254/260 degrees duration at .050, this street roller is certainly not huge considering the displacement, but with a 105-degree lobe separation and .653/.666-inch lift, it is enough to pack a punch.
Clevite bearings were used...
Clevite bearings were used throughout, with a generous application of Torco MPZ assembly lube on critical surfaces. The Torco lube offers excellent protection and is viscous enough for long-term retention. The four-bolt main caps were installed with the OEM fasteners.
Precision assembly is a matter...
Precision assembly is a matter of routine procedure at Outlaw Racing, so all of the engine's critical dimensions were measured and recorded. This prevents unexpected problems down the road. The main and rod bearings were right on spec, with .0028-.003-inch clearance.
A tapered ring compressor...
A tapered ring compressor specific to the bore size is the best tool for ring installation, minimizing the potential to hang or damage a ring as the piston/rod assembly is installed.