Small-Block Chevy Build - A Challenging Proposition

We're using Mahle forged-aluminum pistons with an inverted dome for this application. We'll achieve our target compression ratio of 11:1 (or come very close to it) by removing material from the deck of the block and the deck surface of the head.

The Mahle pistons come as a kit, with high-performance piston rings and some of the narrowest pins we've seen, making them lightweight.

We'll be using a Comp Cams roller camshaft with just over 0.600-inch lift, along with a set of Comp's solid roller lifters. Solid-lifter camshafts offer more power and torque, and far better throttle response than hydraulic units. Additionally, we're out to prove that solid-lifter cams are feasible for street use.

To spin the camshaft, we'll be using a Jesel beltdrive system. Beltdrives eliminate the timing chain and gears, while also allowing precise cam-timing and -endplay adjustments. Though the LS engine is thought of as modern, it can't utilize this cutting-edge technology due to the oil pump's location.

We're using Jesel 1.6-ratio, shaft-mounted aluminum roller rocker arms for our application. The Jesel rockers bolt right onto our Dart heads, offering precise valvetrain stability even at much higher rpm than the 7,000 or so our small-block will see. If desired, Jesel offers rockers of up to 1.8-ratio for this application, and can accommodate valve lifts of more than 0.800 inch. Good luck achieving that kind of lift with any LS engine.

Since we're using the Jesel beltdrive, our application required a special damper. Fortunately, Summit Racing Equipment had the SFI-approved ATI damper we needed in stock and ready to ship.

Using Summit's website, we quickly found all the parts we needed, including our Clevite bearings, ARP head studs...

Summit also had a complete oiling system to fit our Dart block and its Olds Rocket-style oil-pan rail. The kit from Stef's includes the aluminum, high-capacity oil pan with screen windage tray...

...as well as the oil pump and pickup. The latter item features a specially welded brace to prevent it from coming loose and dropping into the pan.

For induction, we're using a Dart aluminum, single-plane intake manifold that's specially designed and ported for the PRO1 CNC 227cc cylinder heads. We know this engine will need around 1,000 cfm or more of induction, so we'll experiment with several carburetors while it's on the dyno.

We've already taken our parts to our local machine shop, Auto Performance Engines, to begin the final machine work and engine assembly. Be sure to watch future issues of VETTE as we complete our LS7-killer small-block, dyno test the engine, and install it in Project C3 Triple-Ex.