The NHRA AAA Midwest nationals was a very good weekend for Muscle Motors Super Gas competitors. The inclement weather reduced Super Gas to 2 qualifying shots. Hometown racer Brian Miller qualified #1 with a 9.902 in his MM prepared 528” engine with 440-1 heads IN A full bodied 70 challenger. Unfoutunatly Brian went red in the first round. The David and Goliath story of the weekend was Scott Vandewalker. Scott definitely takes a different approach to SG racing. Not only does he use a BB Mopar, Scott uses a manual 4 sp Lenco transmission with a clutch! This is TOTALLY unheard of in “super” class racing. This was Scott first event with his new 565” BB Mopar MM engine. Scott used a series of good lights and tight packages to make it all the way to the finals. Well Scott just missed winning the event in a double breakout final.
Joe Baker qualified solidly in the Pro Mod field in 14th place. Joe used a better reaction time and a solid 5.99 to beat Brad Personett’s quicker 5.95. The Pro Mods all weekend favored the left lane. In the second round Joe had the tricky right lane. Joe made the best of it but lost with a 6.09 to Denis Radford’s quicker 6.04. After 3 races Joe is 3rd in points just 2 rounds out of first place.
All in all, a great weekend for Brian, Scott, Joe and Muscle Motors!
Muscle Motors wants to congratulate Joe Baker, and crew Denis and Jeremy for their strong showing in Pro Mod this past weekend at the Spring nationals in Houston Texas. Joe qualified #10 with a 5.95 @ 243.50 MPH. Joe made it to the Semi finals where he lost to the events eventual winner Danny Rowe. Joe’s strong qualifying and ability to go round has lifted Joe to 2nd in points and only 2 points out of the lead after 2 of 10 events.
450”/383 based stroker engine. 4340 heat treated 3.91 stroke crankshaft, 4340 H-beam connecting rods, Forged Ross pump gas pistons, Michigan 77 bearings, Melling HV oil pump, 6 qt hemi oil pan, Comp Cams custom ground hydraulic cam & lifters, Mopar Performance “452 aluminum heads”. Basically these are Edelbrock Performer RPM heads with straight spark plugs instead of angled. These straight plugs are perfect for use with exhaust manifolds or headers. Edelbrock Performer RPM intake, Double roller timing chain, Fel Pro gaskets, ARP fasteners, a new OEM appearing vibration dampner< Mopar Performance heavy duty non adjustable rockers, Comp Cams heavy duty pushrods and Chrome Moroso valve covers.
The block has been race prepped: bored and honed w/deck plate, align honed, parallel decks, new cam bearing and brass freeze plus installed. The engine was professionally assembled and it comes w/build sheet. The engine has also been run on the dyno to break in the cam and tuned for optimum power, dyno sheets provided. Engine is complete from intake to oil pan. Distributor, water/fuel pumps, and carburetor are available at an additional cost.
This engine made 474 HP and 543 torque. It has a cam design for power brakes and makes 12” of vacuum @ 900 RPM. This is a small cubic inch version of our Street Killer Krate.
Normally $7869 (with dyno test and custom cam)
Only one available @ $7200
Stock 360 bocks are jet washed and then magnafluxed to ensure we are starting with a good core block. We then sonic check all core blocks to make sure all blocks have adequate cylinder wall thickness. Blocks with excessive core shift or thin cylinder walls are scraped. Good cores then have all casting flash removed and we enlarge oil galleys that feed the main bearings. ARP main studs are installed and the main bores are align honed. We then bore and hone the cylinders with deck plates to the first acceptable bore size (usually +.030). Blocks are then measured and the deck surfaces are parallel decked. The cam bearing bores are measured and honed to proper size for perfect cam fitment every time. Blocks are then final washed and cam bearings and brass freeze plugs are installed.
Rod and piston wrist pin sizing is checked and the rods are hung on the pistons. Ring end gaps are measured and filed for proper end gaps. Rod and main bearing sizing is checked on the balanced rotating assembly and the short block is then assembled by and recorded on a build sheet and all short blocks are supplied with a copy of this build sheet.
Good morning class! Today we are going to learn about the how’s and why’s about stroker kits. My goal is to debunk some myth’s and common misconceptions about stroking a big or small block Chrysler. As someone who has built National Championship quality racing engines for over 20 years I will share specific information about bearing clearances, bore notching and much more information. This is really required for properly building a stroker engine. I will also ”in clear terms and detail” explain what questions you need to ask so you can purchase a stroker kit that is truly “ready to go” when you receive it.
We built our first big block stroker engine in the fall of 1988. “Back in the day” the only way to build a stroker engine for a Chrysler was to buy a billet crank or weld and offset grind a stock crankshaft. Since billet cranks are machined out a solid piece of steel they are very expensive ($2800+ in 88’) and took over 12 weeks to make. This was not a practical option for us. That left us to use welded strokers. Welded strokers evolved out of weld repairing damaged steel crankshafts. Someone figure out: instead of welding the journal to repair it, one could just weld on the top half of the rod journal and then offset grind it to increase the stroke. People have been doing this since the late 40’s!! While this worked well, you still are starting with a 1053 steel crankshaft that was never intended to make serious power. Not to mention any factory 440 steel crank is now 40+ year old and most likely has seen a pretty hard life.
Fast forward to1992. Mopar Performance releases the 3.75 & 4.15 stroke crankshafts. While they are a little bit more money than a welded stroker, they are brand new and can be ordered off the shelf and into you hot little hands in days not weeks! Mopar decided on a 4.15 stroker crankshaft because it makes exactly 500” in a 440 block that is bored + .060. These stroker crankshafts were made by Norton Foundries. This was a company that was in Fostoria OH that made OEM production cranks for the big 3. These cranks could be purchased for around $1200 and once balanced could be dropped right in to a properly prepared 440 block . Due to Norton’s experience with the OEM’s they held very consistent bearing sizing (clearances). These consistent bearing tolerances made them very friendly to the end user.