If you mess around with performance cars, sooner or later you may find yourself in need of a new, or simply better, engine. At that point you'll be faced with a variety of choices, but most will boil down to one primary decision: build or buy.
Building an engine is a time-honored practice among hot rodders, and perhaps the ultimate way to get to know your engine inside and out, but it's also a bit intimidating if you've never been down that road before. Even if you let the machine shop handle all of the decisions on how to recondition your core parts, and you take the machinist's advice on what to purchase, there are still dozens of details to deal with during the assembly.
So how about this: Eliminate the tricky part of building the bottom end while maintaining your right to pick the sexy top-end components by purchasing a crate short-block and dressing out the rest yourself. You'll be able to take credit for its power and still adhere to your budget. Going the short-block route also gives you the option of starting conservatively with entry-level heads, cam, and associated hardware, and then upgrading later when your finances allow it.
We've taken this concept to the next level by assembling some theoretical engine combinations. The costs have been tallied, and in some cases we've even included power predictions based on past experience. Most of these combinations are based on readily available short-blocks, but there are a few other variations thrown in as well, all with an eye toward maintaining a budget. Check it out, then get out the catalogs and start building.
FordFor decades, the undisputed king of the small-block V-8 was, of course, Chevy. But the strength of the 5.0L Mustang in the mid-'80s spawned an incredibly strong aftermarket following, boosting the potential of the Windsor Ford and driving down the average cost of improving one. While it's still tough to beat the Chevy's price leadership, the performance coming from small-block Fords on dragstrips around the country is phenomenal. Sadly, Ford ceased production of 5.0L-powered Mustangs after the '95 model year, but the engine soldiered on in the Explorer until recently. Despite being an SUV engine, the Explorer version is actually based on an H.O. short-block fitted with Cobra-style cylinder heads and induction. The only major difference in hardware was the Explorer's torque-oriented camshaft. Ford still offers a production 5.0/302 short-block, and turning it into a street/strip winner can be as easy as a swipe of the Visa away. Our combination is aimed at a carbureted host vehicle, but fitting it with factory-style fuel injection wouldn't be a problem.
This package begins with the same basic short-block used for late 5.0 Mustangs-a factory roller-cam-type block filled with hypereutectic pistons, stock forged rods, and a cast crank. Although those ingredients don't sound like much, the strength of the factory 5.0-even in hypereutectic form-is proven. This short-block even includes a factory roller cam and stock-type timing set, although it's a very mild Explorer grind. We could have ordered up a hotter Ford Racing roller cam for $165, but we'd still need the roller lifters ($119) and the hardware to secure them. Although those prices are quite reasonable for roller equipment, we opted instead to fit the short-block with a conventional flat-tappet hydraulic setup. We've topped our package with GT-40P (Explorer) heads, which could be considered the Ford counterpart to GM's Vortec heads-fast-burn/high-velocity castings that were intended for clean-burning torque production but also serve to make solid horsepower when combined with the right parts. The low cost of the short-block combined with the relatively inexpensive bolt-on items make this an excellent value.
ChevroletThe small-block Chevy offers hundreds of power combos, but we'll focus on the more affordable short-block options. For the ultimate in low-buck power, the Goodwrench 350 long-block is a tough deal to beat. It's a complete engine assembly that just needs a carb, distributor, and a place to live. Of course, it's a low-compression, tiny-cam, station-wagon cylinder-head version, but still a decent place to start (check out "Bow Tie Alternatives"). A higher-performance version is the ZZ4 short-block. This is the foundation of one of the most popular crate engines in the industry, stuffed with nice parts but costing considerably less than a complete ZZ motor. All you have to do is outfit it with your personal parts choices and go.
We put together our own ZZ combo with some components that aren't quite as sexy as the stuff on a complete ZZ4, but output should still be quite respectable. An interesting alternative is the L98 short-block (PN 12510737). This is also a one-piece rear-main assembly, but it uses a two-bolt-main block, production cast-iron crankshaft, stock connecting rods, and slightly more dished pistons, which are also cast aluminum (not hypereutectic). This combination would sacrifice some durability and about a half point of compression, but it would also come in $863 cheaper (the L98 short-block is $1,135 at Scoggin-Dickey Parts Center (SDPC)).
Remember, even though the small-block Chevy practically symbolizes interchangeability, there are still considerations to be made when shopping. Two-piece rear-main-seal blocks up to the 1979 model year have the dipstick on the driver side, while '80-'86 engines mount the dipstick on the passenger side. From '87 on, most production small-blocks used a one-piece rear-main seal, which is a different block, crank, and oil pan. Most of these blocks can also accommodate factory-style roller cams, though traditional flat-tappet designs can also be used. Note that the front of the one-piece rear-main block around the camshaft may have to be clearanced to use a double-roller timing set with a non-roller camshaft.
Start With:GM Performance Parts ZZ4 Short-block (PN 12561723)Block: New GM late-model 350 one-piece rear-seal block with four-bolt mainsCrank: Forged steel, stock 350, 3.48-inch strokePistons: GM production LT4 hypereutectic flat-topRods: GM powered-metal, 5.7-inch
Then Add:Cylinder heads: GM iron Vortecs, 1.94/1.50-inch valves, 64cc chambersCam and lifters: Crane PowerMax 272, flat-tappet hydraulic (216/228 duration @ 0.050, 0.454/0.480-inch lift)Pushrods: Crane Energizer hardened steel, stock length, 51/416-inch diameterTiming set: Cloyes double-rollerHead bolts: ARPTiming cover: TD Performance, chromeOil pan: TD Performance, chrome for one-piece rear-main sealValve covers: TD Performance, chrome for center-bolt cylinder heads
THE RECIPE: Item Mfr. Source PN Cost Short-block GMPP Scoggin-Dickey 12561723 $1,998 Cylinder heads GMPP Scoggin-Dickey 12558060 (x2) (pr.) 488 Head bolts ARP {{{Summit}}} ARP-134-3601 50 Gasket set Summit Summit SUM-G2600 29 Cam kit Crane Cams Summit CRN-113941 160 Timing set Cloyes Summit CLO-C3023X 20 Rocker arms GMPP Scoggin-Dickey 12495490 50 Pushrods Crane Summit CRN-11660-16 25 Timing cover TD Performance Summit TRD-4934 13 Oil pan TD Performance Summit TRD-9414 87 Oil pan gasket Mr. Gasket Summit MRG-5885 10 Oil pump Melling Summit MEL-M55A 30 Valve covers TD Performance Summit TRD-9702 66 TOTAL $3,026Power:Based on previous experience, this engine combination should produce approximately 360 hp at around 5,500 rpm and 400 lb-ft of torque at around 3,600 rpm.
Bow Tie AlternativesGoodwrench 350 Long-Block/Goodwrench 350 Engine KitAlthough the focus of this article is on short-blocks, we can't help but mention the GM Goodwrench replacement long-block assembly. After all, the complete engine costs about the same as a typical short-block, and it includes a cam, lifters, and timing set, plus the timing cover and oil pan. The parts used to produce the Goodwrench engine are new, including the four-bolt-main block, and it even comes with a warranty right from GM. Performance enthusiasts might turn their noses up at the Goodwrench's cast, deep-dish pistons and big-chambered, '70s-era heads, but experience has shown us that this package has potential, and that it can take a fair amount of abuse. Besides, it's tough to beat this deal in terms of a brand-new (not rebuilt) engine. Apparently, the crew at Scoggin-Dickey saw the same potential, offering an SDPC version of a dressed-out Goodwrench 350 with basically everything you'd need to get it up and running.
Goodwrench 350 (PN 10067353)Block: New GM production 350 four-bolt main, two-piece rear sealCrank: GM cast nodular iron, stock 3.48-inch strokePistons: Cast, four-valve relief, dished, 8.5:1 compressionRods: GM standard forged, 5.7-inchCam: GM hydraulic flat-tappet; 195/202 degrees duration at 0.050-inch lift, 0.390/0.410-inch liftTiming set: Stock GMCylinder heads: New GM cast-iron, 72cc combustion chambers, 1.94/1.50-inch valvesOil pan: GM stock stamped-steel, four-quartTiming cover: GM stock stamped-steelValve covers: GM stock stamped-steel with oil-fill cap and PCV grommet
Scoggin-Dickey Goodwrench 350 Engine Kit* Goodwrench 350 long-block* Edelbrock Performer intake* ARP intake manifold bolts* Edelbrock 600-cfm carb with electric choke* GM intake-manifold gaskets* Chrome Bow Tie valve covers with wing nuts* Chrome dipstick* New Mallory HEI performance distributor
CostGoodwrench Long-Block: $1,279Goodwrench Engine Kit: $1,895
PowerScoggin-Dickey has Dyno'd the Goodwrench Engine Kit with 151/48-inch headers and produced 265 hp at 4,300 rpm
Blue Oval AlternativesFord Racing 5.8L/351W Performance Short-Block As popular as the 5.0 is, there are still plenty of Ford fans that need more displacement. Fortunately, there's the 351W-the tall-deck version of Ford's small-block. The 351W uses a 4-inch bore and a 311/42-inch stroke to make its cubes. Combining its long-stroke traits with some of the same performance hardware we outfitted the 302 with will yield a strong performer with a lot more torque than its little brother.
However, even though the 351W appears to be nearly identical to the smaller small-blocks with the exception of the deck height, there are actually some other less obvious variations. The cylinder heads will interchange, but the 351W uses larger 11/42-inch head bolts (low-deck small-blocks use 71/416), which also requires enlarging the bolt holes in 302-spec heads. Oil pans and gaskets seem to be the same, but 351W pieces are actually unique, as are the distributors. Of course, a 351W-specific intake manifold is also required.
We combined certain elements of our 302 combo with Ford Racing's 351W Performance short-block to create a reasonably priced 5.8L small-block Ford that should make plenty of power.
Item Mfr. Source PN Cost Short-block Ford Racing Scoggin-Dickey {{{M}}}-6009-C58 $2,376 Cylinder heads Ford Racing Central Coast {{{Mustang}}} 639 Gasket set Fel-Pro {{{Summit}}} FEL-KS2325 58 Head bolts: ARP Summit ARP-154-3603 52 Cam and lifters Crane Cams Summit CRN-444552 160 Rocker arms Crane Cams Summit CRN-44746-16 196 Pushrods Crane Cams Summit CRN-44621-16 95 Timing cover Ford Racing Summit M6059-D351 139 Oil pan Ford Racing Summit M6675-A58 132 Oil pump Melling Summit MEL-M83 23 Total $3,870MoparIt has long been assumed that, of the Big Three, Chrysler-sourced muscle equipment is the most difficult to obtain, but a quick pass through the latest Mopar Performance catalog should dispel that myth. These days the factory is fully behind the performance heritage of the Pentastar and proves it by offering not only parts, but complete crate engines for just about every performance-oriented V-8 engine family ever to roll out of Highland Park-small-block, Wedge, Hemi; they're all in there. The only potential shortcoming hard-core purists may find is the absence of the original small-block crates, known as the Commando series. These were the LA-type engines that were replaced by the Magnum small-block in the early '90s. The Magnum generation is very similar to the LA, differing mainly in the cylinder heads, though modifications are required to swap heads between types. The simplest route for someone looking to re-power a vintage Mopar is probably to stick with the LA engine. Unfortunately, the end of production vehicle use for the LA soon meant the end of the crate program.
However, there are still two LA-type crate short-blocks offered by Mopar Performance and they're reasonably priced. The first is good for roughly 9:1 compression and the other for 10:1, depending on the cylinder heads used. In addition to being factory-assembled, the LA short-blocks also include performance-oriented items like KB-Silv-O-Lite pistons and an MP 508/292 camshaft. We know from experience that they can take abuse, as Hot Rod has been running one outfitted with aluminum heads that has made numerous dyno pulls and dragstrip passes, many of them hit with nitrous. After several years, it's still kicking, turning in consistent times and holding good oil pressure. Our Mopar combination based on this short-block is somewhat similar to the 360 built for the Battle of the Titans shootout (Aug. '03), which performed admirably on the dyno.
The last of the old-school LA-style Mopar small-blocks direct from Mopar Performance are actually remanufactured, so the block is over-bored (0.020 inch) and the crank and rods are reconditioned. However, the quality of the work and the parts used appears to be of excellent quality. We considered making the necessary changes to bolt on Magnum heads, but then found that Aerohead offers '70s-era 360 castings fitted with 2.02/1.60-inch valves for only $499; for an extra $100, you can get the more desirable 915/587 castings. These worked so well on our Titans Chrysler engine we decided to use them for this combo. One of the bonuses of the MP 360 LA short is the inclusion of a 508 cam and a double-roller timing set, though you'll still have to provide the lifters. All in all, a stout package for prices that almost rival small-block Chevy thrift.
Start With:Mopar Performance 360 LA Short-BlockBlock: Reconditioned (0.020 over) Chrysler iron 360 LA-typeCrank: Reconditioned Chrysler cast-iron stock stroke (3.58 inches)Pistons: KB Silv-O-Lite hypereutectic flat-top 1.58-inch (PN 4876907) or 1.63-inch (PN 4876908) compression heightRods: Reconditioned Chrysler forged steel, stock-length (6.123 inches)Camshaft: Mopar Performance hydraulic flat-tappet cam (292 advertised duration, 0.508-inch lift)Lifters: Not includedTiming set: Double-rollerTiming cover: Stock aluminum
Then Add:Cylinder heads: Aerohead Chrysler 340/360 (915 or 587 castings) reconditioned heads (stock iron castings with 2.02/1.60-inch stainless valves, 0.509-inch-lift springs, bronze guides, chrome-moly retainers, 7-degree locks, and umbrella seals)Lifters: Summit stock replacement, hydraulicPushrods: Summit stock replacement, hydraulic cam w/adjustable rockersRocker arms: Crane shaft-mount (stock Chrysler-type shafts) 1.5:1, adjustableHead bolts: Mopar Performance, hardened steel, hex-headGasket set: Fel-Pro complete engine setValve covers: Edelbrock stamped-steel, chrome platedOil pan: Mopar Performance stock center-sump, stamped steelOil pump: Melling standard volumeOil pickup: Melling stock-type
THE RECIPE: Item Mfr. Source PN Cost Short-block Mopar Performance Jim's Auto Parts 4876908 $1,149 Cylinder heads Chrysler Aerohead 599 Gasket set Fel-Pro Summit FEL-KS2113 60 Head bolts Mopar Performance Summit DCC-4120472 25 Rocker arms Crane Cams Summit CRN-69770-16 207 Lifters Summit Summit SUM-HT2011 47 Pushrods Summit Summit SUM-G6420 42 Valve covers Edelbrock Summit EDL-4495 36 Oil pan Mopar Performance Summit DCC-5249059 {{{100}}} Oil pump Melling Summit MEL-M72 20 Oil pickup Melling Summit MEL-7252 23 Total $2,308Power:Based on power outputs from other Chrysler 360s we've witnessed, including the old Super Commando Mopar performance crate, we'd estimate that this combination should make 375 hp without too much trouble. That would be with a Performer RPM intake and a 750-cfm carb. Torque would likely fall somewhere around 400-410 lb-ft.
