Crate Engine Options for CHEAP!

So you want more hp? Check this out...

http://www.crateenginedepot.com/store/nbspnbspSmall-Blocks-C53.aspx

Government Motors offers "sealed racing crate engines" for a few grassroots racing series... and whomever else wants to purchase them. They almost make buying a Ford engine or even doing work to a Ford engine pointless. Maybe they aren't for "max effort" racing but seem perfect for guys like me doing track days. They are used by grassroots racing series such as FasTrak Champion Series, IMCA, and ASA Late Model. You'd think they are not made to blow up if they are required equipment for a racing series and used within recommended parameters... Look at the rpm ranges of these things. You'd think they will last...

Here is the GM site where you can find info directly from them. The other source below is a GM dealer / distributor.
http://www.gmperformanceparts.com/Racing/circle_track.jsp


Option 1

Circle Track Crate Engine 350/355 P/N 88958603
355 HP @ 5250 RPM - Torque 405 @ 3500 RPM
Price: $4,578.00

This place has it for $3,899!!!
http://paceperformance.com/index.asp?PageAction=VIEWPROD&ProdID=24995

http://www.crateenginedepot.com/store/images/88958603_large.jpg

http://www.crateenginedepot.com/store/images/ct350355.jpg

This is a factory sealed crate engine package, complete from high rise dual plane intake manifold, stamped steel valve covers with racing style breathers, and 8 quart dual kick-out circle track racing oil pan. The 350 engine is a great value with the 1053 forged steel crankshaft,aluminum heads heads with 1.94"/1.50" valves, hydraulic roller lifters, and HEI distributor and normal rotation iron water pump included.

The base engine is a ZZ4 350CI/355HP, with the following parts:
P/N 10105123 4 bolt iron block
P/N 14088533 1053 steel crankshaft
P/N 10108688 PM rod
P/N 10159436 High Silicon aluminum piston
P/N 10185071 Camshaft with hydraulic roller lifters
P/N 12556463 aluminum head
P/N 10185063 High rise dual plane intake manifold
P/N 1104067 HEI distributor
P/N 25534354 8 quart circle track oil pan (with oil filter)
P/N 25534359 Valve cover kit with breather tube
P/N 25534355 Valve cover breather kit
P/N 25534352 Special rocker arm nut "kool nut design"

Technical Notes:
These engines are sealed at the intake manifold, cylinder head, front cover, and oil pan with special twist off bolt heads. The 355 HP @ 5500 RPM was derived from a superflow dyno using a 4 barrel 650 cfm Holley carburetor P/N 80541-1, 32" long by 1 5/8" to a 1 3/4" stepped header with a 3" collector, and 92 octane unleaded gasoline. Oil pan clears most GM rear steer chassis with stock engine location. Oil pan is 7" deep at sump.

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Option 2

Circle Track Crate Engine 350/400 88958604
400 HP @ 5500 RPM - Torque 400 @ 4500 RPM
Price: $5,278.00

http://www.crateenginedepot.com/store/images/88958604_large.jpg

http://www.crateenginedepot.com/store/images/ct350400.jpg

This is a factory sealed crate engine package, complete from intake manifold, stamped steel valve covers with racing style breathers, and 8 quart dual kick-out circle track racing oil pan. The Fast Burn 400 engine is a great value with the 1053 forged steel crankshaft, aluminum heads with 2.00"/1.55" valves, and hydraulic roller lifters.
HEI distributor, and normal rotation iron water pump are NOT included.
The base engine is a Fast Burn 350ci 385 horsepower, with the following parts:
P/N 10105123 4 bolt iron block
P/N 14088533 1053 steel crankshaft
P/N 10108688 PM rod
P/N 10159436 High silicon aluminum piston
P/N 10185071 Camshaft with hydraulic roller lifters
P/N 12464298 Aluminum head
P/N 12496822 High rise single plane intake manifold


P/N 25534359 Valve cover kit with breather tube
P/N 25534355 Valve cover breather kit
P/N 25534352 Special rocker arm nut "kool nut design"

Technical Notes:
These engines are sealed at the intake manifold, cylinder head, front cover, and oil pan with special twist off bolt heads. The 355 HP @ 5500 RPM was derived from a superflow dyno using a 4 barrel 650 cfm Holley carburetor P/N 80541-1, 32" long by 1 5/8" to a 1 3/4" stepped header with a 3" collector, and 92 octane unleaded gasoline. Oil pan clears most GM rear steer chassis with stock engine location. Oil pan is 7" deep at sump.

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Option 3

Want to go even faster? Check this out...

Circle Track Crate Engine CT525 19171821
525HP/471TQ and Aluminum Block!!!!!!!!!!!!!!!!!!
Price:$7,100.00

http://www.crateenginedepot.com/store/images/19171821_large.jpg

http://www.crateenginedepot.com/store/images/19171821_dyno.jpg

CT525 Tech Specs
INSTALLATION NOTES
• Use LSX ignition controller P/N 19171130
• Requires addition of carburetor, starter, exhaust system, and front accessory drive system.
• Includes 14-inch 168-tooth automatic transmission flexplate.
• The 6 quart circle track oil pan is designed to clear most GM rear-steer chassis with stock engine location.
Requires external oil filter and cooler (will increase capacity to approximately 8 quarts).
Part Number: 19171821
Engine Type: LS Series Gen IV Small-Block V-8
Displacement (cu in): 376 cu in (6.2L)
Bore x Stroke (in): 4.065 x 3.62 (103.25 x 92mm)
Block (P/N 12584727): Cast-aluminum with 6-bolt, cross-bolted main caps
Crankshaft (P/N 12597569): Nodular iron
Connecting Rods (P/N 12617570): Powdered metal
Pistons (P/N 19168089): Hypereutectic aluminum
Camshaft Type (P/N 12480110): Hydraulic roller
Valve Lift (in): .525" intake / .525" exhaust
Camshaft Duration (@.050 in): 226° intake / 236° exhaust
Cylinder Heads (P/N 12615879): LS3 rectangle port; aluminum as-cast with 68cc chambers
Valve Size (in): 2.165 intake / 1.59 exhaust
Compression Ratio: 10.7:1
Rocker Arms (P/N 12569167 int): Investment-cast, roller trunnion
Rocker Arms (P/N 10214664 exh): Investment-cast, roller trunnion
Rocker Arm Ratio: 1.7:1
Recommended Fuel: 92 octane
Maximum Recommended rpm: 6700
Reluctor Wheel: 58X
Balanced: Internal

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So you want to stay with Ford, eh? Here is what you get for more money than any of the above:

http://www.fordracingparts.com/images/part/250x250/m-6007-z351sr.jpg

http://www.fordracingparts.com/parts/part_details.asp?PartKeyField=9777
M-6007-Z351SR*
Price: $7,700

# 351 cubic inch
# 400 hp @ 5800 rpm (with headers and 650 CFM holley carburetor)
# 375 lb.-ft. @ 4700 rpm
# 10.0 to 1 compression ratio (nominal)
# Forged Mahle pistons
# Forged Eagle steel connecting rods with floating pins
# Hydraulic roller camshaft, .513" lift intake and .526" lift exhaust, duration at .050" is 226 degrees intake and 228 degrees exhaust
# Double roller timing chain set M-6268-A302
# Forged Eagle steel crankshaft
# High-performance 10 quart rear sump circle track oil pan
# MSD distributor
# Ford Racing aluminum "Z" cylinder heads M-6049-Z304DA with 2.02" intake valves and 1.60" exhaust valves
# Roller rocker arms M-6564-F351
# Single plane "Victor Jr" intake manifold M-9424-V351
# New heavy-duty C58 351 race block, oil and water pumps and a high-performance harmonic damper
# Depending on your application, a different timing cover, water pump, performance oil pan and pickup may be required. See installation notes
# Engine is sealed for circle track competition where rules allow
# Engine is internally balanced, "0" balance flywheel required

I know some one that is running one of these engines I think it is option #2. He said he turns it to 7100 with no issues except for valve springs. He says the stock springs are to weak and need to be changed after two races.

David

I know some one that is running one of these engines I think it is option #2. He said he turns it to 7100 with no issues except for valve springs. He says the stock springs are to weak and need to be changed after two races.

David

It looks like it makes plenty of power under 6k and I'd think it would live a long time there. It seems like the people who have trouble are the ones turning rpm. I think that is why the stock engines seem to last since they run out of steam at 5500 and "force" you to shift.

I think this requires a different input shaft on the tranny and an application specific Quick Time bellhousing that mates the Ford tremec to a Chevy.

Option 3 is a LSX w/ a carb manifold.

Option 3 is a LSX w/ a carb manifold.

Yep. Not sure how you can beat that for the money for those of us running around for fun on the weekend. I have a 400 rwhp 351 from my cobra replica on my garage floor which I will swap into the Panoz eventually and proceed to lay some smackdown on Jim Pomroy - as a subsitute for talent. :) If / when David Hobbs says that engine "done blowed up" I'll go with one of these. In my mind these options make even putting on a set of heads to the stock 302 questionable. The "603" and "604" options are spec'd by certain racing series. I would expect they are built with a certain amount of reliability in mind; otherwise, you'd have racers from an entire series screaming... That's my thinking anyway...

I have noted that Brian Goldburg seems to think 500hp or so really starts to stress the chassis. What I want most is grunt out of the corner to get going. I don't need to be going 150mph into turn 17 at Sebring. I want to do this for a long time and am not willing to accept that level of risk - or wear on brakes, clutches, etc. Imagine a dual plane intake and smaller carb on that aluminum block engine with the low end torque?

500 FWHP is what we run now and the car is reliable if maintained and components are changed on a maintenance schedule. We dont wait for part failure (spindles, A-arms, bearings, bolts, etc). We tried 600 FWHP and that felt too much. Keep in mind this is with a 427 with loads of low end torque. The torque was twisting the car up pretty good when you got on the power exiting turns (lifting the inside wheel) and the hp was screaming down the straights.

It was fun running with 600hp........there just has to be a balance and a limit unfortunately.

500 fwhp is what we run now and the car is reliable if maintained and components are changed on a maintenance schedule. We dont wait for part failure (spindles, a-arms, bearings, bolts, etc). We tried 600 fwhp and that felt too much. Keep in mind this is with a 427 with loads of low end torque. The torque was twisting the car up pretty good when you got on the power exiting turns (lifting the inside wheel) and the hp was screaming down the straights.

It was fun running with 600hp........there just has to be a balance and a limit unfortunately.

damn those limits!

damn those limits!
Exactly... nothing a welder and some more metal couldn't fix :D