In 1997 former President Clinton began his second term, scientists cloned Dolly the sheep, the spacecraft Pathfinder landed on Mars, and the Spice Girls released Spiceworld-their second Number One album-making the group the first British band since The Beatles to have two albums on the U.S. charts at the same time. Rock aficionados around the world mourned. That year, I was in the Bay Area, taking pictures and scribbling notes for an engine story that would appear in the August 1997 issue of Hot Rod magazine. Mike Blackstone was caressing a big-block Chevy to pump out what was some serious pump-gas horsepower for the day. Fastest street car racing was starting to get crazy and people were losing sight of the street aspect of fun, go-fast cars. This 557ci engine coming together in Blackstone's shop was designed for both street and dragstrip duty.

Nearly 15 years later, the engine has seen more than a dozen dyno pulls topping out at 893 hp and 740 lb-ft of torque, countless trips down the strip with and without nitrous, and thousands of street miles, including a drive from Los Angeles to Detroit. The concessions made in favor of more power in this big brute eventually created durability issues. First, we lost a lifter driving the car through Chicago. We tossed in a new set of lifters, changed the oil, and kept driving. Within a year, though, a mystery valvetrain noise developed.

We do need to explain something about this specific engine that drove the original and the replacement valvetrain components. This was never about building a docile street engine that will deliver 50,000 miles of service by just changing the oil and spark plugs. It's not about a smooth idle or having vacuum to operate power brakes. This is about big, nasty power that scares Toyota Prius drivers when we pass them in the HOV lane. Even in our quest to replace key pieces of the valvetrain, we wanted to maintain as much of the power as possible. Our true interest was to only make compromises required for higher durability on the street. Make no mistake, these are still race-inspired designs, but thanks to nearly 15 years of technical advancements, this valvetrain should require less maintenance and deliver better endurance on the street than the previous generation.

We recently took the engine to Kurt Urban Performance to tear it down and rebuild it. Urban normally builds LS engines these days, but in the early days of fastest street car racing, he built hundreds of big-block Chevys. He was very familiar with the parts we had in this engine and what the engine was built to do. We worked with COMP Cams to update the old valvetrain and solve some of the age-old problems with running a radical cam profile on the street. Quite a bit of new technology has developed for demanding applications like this. Even though this engine is on the radical side for the street, nearly all of the components are identical in function to any big-block Chevy, and the technology is similar for any cam-in-block engine. So if you have one of these old faithful engines in your street car, there's most likely a new trick for it in this article.