![]() We use a lot of Cometic because a lot of the custom engines we do we need a certain size. “That’s all we use here for our performance engines. “We used King Race Bearings,” Debickes says. The nitrous plate is from ZEX, which is good for a 300 shot of nitrous. The customer had a custom BLP carburetor that the guys included. BMS uses Chris Straub of Straub Technologies for custom camshafts. It has custom Diamond pistons and a set of Brodix Track One heads that were ported by Eric Weingartner (The heads and intake came from him. It has a Callies Compstar crank and Callies XD rods. There is a lot more to it besides the weight of the car and your gearing.”īMS built the 421 Chevy using a Dart SHP block. ![]() Some of these bigger companies you call don’t really ask enough questions about the combinations. You need flow numbers from the cylinder heads and intake and all the information from the vehicle such as weight, gears, exhaust, length and size of header tubes, etc. We have a four-page spec sheet that we use when we sit down with a customer to get info about the vehicle and application to be able to build up the engine specs and what will be needed so we can get the camshaft correct. We had to figure out what he wanted, and we had to be sure it ran on pump gas. “The decking, boring and honing is all done here. “We do all of our own machine work here,” he says. He sold his previous engine to one of his friends, and Debickes and Iacavino got to work on building a new small block 421 Chevy engine with nitrous. The customer recently returned wanting the guys to build him a new engine that runs on pump gas. He drove it for a couple summers like that and then he admitted we were right because the price of fuel was killing him.” At the time, we were trying to talk him out of that because he drives the car almost as a daily car and the price of gas would be astronomical. “It was a high-compression street engine. “He brought it here to get it rebuilt and we put a custom camshaft in it,” Debickes says. One of those engines BMS does work for belongs to a repeat customer who has a ’57 Chevy that Debickes and Iacavino built a 406 engine for about 4 years ago. “We do racing engines, dealership machine work, imports, domestics, vintage, and really any type of engine.” “We do a little bit of everything,” Debickes says. Most of the aftermarket capscrew style rods available now either clear a stock base circle or need a very minor clearance grind on the rod shoulder.but you don't have to worry about the bolt head like a stock rod.They soon discovered that it was time they allowed themselves some more creativity and the ability to work on a variety of engines, so they opened their own shop, BMS Racing Engines 15 years ago in Plymouth Meeting, PA. Stock or stock style bolt and nut 5.7" rods will typically need a either ARP bolts and a little clearance grinding on the rod and edge of the rod bolt head to clear the cam.or use a reduced base circle cam. I've also cut the TRW forged dish 5.565" rod piston into a flat top for a 5.7" rod, back before a 5.7" rod forged flat top was even available for the 400. I've done it a handful of times in the old days before there were very many 400 piston choices for either the 5.565" or 5.7" rod lengths. 230-.240" thickness in the top after the cut if you want to look into this. 060" deep dish cut in the top of the piston you have, that would remove 7cc and drop compression by 0.75:1 in the above examples.Ĭast or hypereutectic piston needs to maintain about. If your flat top is thick enough, you might get this to work by having a 3" diameter x. You're just asking for trouble to try to run what you have on pump gas due to poor quench combined with compression ratio pushng at or above the limit for pump 93 octane.īasic compression ratio calculator, learn it, know it, use it. To do it right you really need a dished piston with a 64cc head on a 406" SBC engine. 100" the more detonation prone the engine becomes even with lower compression). If you've got a cheap "rebuilder's" type reduced height piston at the common 1.540" height these things come in at, with the rest of the specs remaining as in the above lay-out, then compression drops to 10.44:1 but quench gets really bad at. 041" thick x 4.190" bore head gasket the resulting compression ratio is 10.94:1 with a rather poor quench(total piston to head clearance as assembled) of. ![]() 025" down the bore at TDC, the 64cc head and the typical. If you have the good replacement flat tops with the factory 1.560" compression height(distance from center of wrist pin to top of piston), stock undecked block which puts piston. ![]()
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