We have employed hydraulic roller valve trains in all of our engines for years. This is largely due to the affordability of these parts, but as long as you're careful to use the right oil, you should be fine with a good hydraulic flat tappet lifter like this one: High Energy Works of Comp (PN 812-16). Don't forget to use proper oil or some type of friction additive.
Since the engine is just an air pump, the head can make or break the performance of the engine. Aluminum heads are great for saving weight, and while modern designs have far outgrown even the better heads of the time, many people want to keep the nostalgic look. Now, let's introduce Trick Flow's DHC175 cylinder head! These heads (PN TFS-30210006) are made from A356-T61 aluminum, but the plug is straight and the markings on the outer casing recreate the iconic double hump head. There is no brand mark on the exterior, and accessory bolt holes can be attached to the head if desired.
However, the head only looks vintage. Inside is his 60cc CNC profile combustion chamber with a blend bowl and small cross-section intake runner to promote low RPM grunts. It also features bronze alloy valve guides, ductile iron valve seats, and multi-angle valve seat processing. The deck and walls are cast with additional materials, so if you plan on transplanting them in the future, you'll have plenty of work to do. Our products are shipped fully assembled with valves, springs, chromoly steel retainers, 7/16 inch studs, and guides, but bare versions are also available.
I have to admit these new DHC heads look pretty cool. Also, only professionals who apply the paint will notice the performance upgrade.
The head was secured to the stock short block using a set of ARP head bolts. Of course, you could use standard hardware in full stealth mode, but we like the staying power of ARP. After all, we are known to add a boost or nitrous shot from time to time. I also used ARP's accessory bolt kit (PN 534-9801) because it looks great, but it was missing most of the original hardware.
I chose a Comp Magnum piece (PN 7644-16) for the pushrod. The 5/16-inch diameter was perfect for the trick flow guide plate, and the 7.750-inch length was perfect for the valvetrain.
When it comes to lockers, there are many directions you can go, from genuine stamped steel to very luxurious (and expensive) items. We decided to reuse his set of stainless steel 1.6 ratio roller rockers leftover from crate engine testing. You can buy a locker like this online for just over $100.
To conclude the contract with our intake, we received a pair of gaskets (PN 5821) from Mr. Gasket.
When it comes to the intake, this engine is designed for cruisers, so low-to-mid range power was our goal. With that in mind, we selected the Weiand Speed ​​Warrior dual-plane aluminum intake (PN 8501). Independent runners reduce intake air temperatures, and the high-rise/dual-plane configuration provides superior power and much-needed low-to-mid-range torque. That's a lot for a few hundred dollars!
Feeding the intake is a Holley 650-cfm Ultra Double Pumper carburetor (PN 0-76650BK). All-aluminum construction with billet metering block and baseplate provides a lightweight cab with top-shelf options such as a four-corner idle circuit, dual acceleration pumps, and mechanical secondary. It also features a sight glass for easy fuel level adjustment and a factory preset electronic choke for easy starting. Wet tests have been completed and you can now drive.
Spark provided courtesy of MSD Pro-Billet reseller (PN 8360). This is a quick deal. This means you can run it with just three wires and one coil. Maintenance-free magnetic pickups maintain correct timing and have sealed ball bearings for long life. Our product came with both vacuum and mechanical advances.
After adding a Summit Racing chrome timing cover and a pair of aluminum valve covers (PN SUM-G3302), this mill was ready to stuff into the Chevy.
And that Chevrolet is Tim Lee's 1963 Nova. Now, we do engine dynos here all the time, but to be honest, especially on a small street mill like this, what really matters is how much impact it has on the tires. With this in mind, we strapped the '63 onto his Westtech chassis on his dyno. Backing up this 350 is his TH350 3-speed with a 10-bolt rear.
The Holley carb was a good fit, so I only needed to adjust the timing a little before getting the best numbers. The Nova's peak output was 298 hp at 5,300 rpm and a very healthy 345 lb-ft at just under 4,000 rpm. Remember, these are rear tire numbers. So our standard Chevy short block with aftermarket bits makes well over 360 horsepower, and we didn't give up our street manners to do it. But it's the strong low-to-midrange torque numbers that make this Chevrolet fun to drive around town.
And there it is, the torque curve you want to see in a street engine with over 300 pound-feet, starting at the start of the pull and continuing all the way to 4,600 rpm.
source:
- ARP: www.arp-bolts.com
- comp cam: www.compcams.com
- Holly/Wayand/Mr. Gasket: www.holley.com
- MSD: www.msdignition.com
- summit racing: www.summitracing.com
- trick flow specialties: www.trickflow.com
- Westech performance: www.westechperformance.com