Fuel Injected Small Block - Flexing A Stiff Arm

Building An EFI 406 For The Everyday Drag

Mike Petralia Jun 1, 2003 0 Comment(s)
Sucp_0306_01_z Fuel_injected_small_block Engine 1/11

Sometimes we run across a project so cool that it's worth waiting even years to see it completed. In this case it's a '68 Camaro convertible that was commissioned as a Pro Touring g-Machine more than five years ago. And since building a car like this takes lots of time and coordination, especially when you're dealing with so many different sources from all over the country, sometimes the project can seem to drag along. But the Camaro is not the star this month. That'll come in a later issue. Instead, this month, it'll be flexing its muscles for the first time.

To get back to the car for just one second, it's being built as a dual-purpose vehicle built to carve the tightest canyon corners and cruise with the top down. When deciding what to build next, the car's owner, who asked not to be mentioned until the car is completed, already has an 11-second street-strip car, so he definitely didn't need another one of those. No, this time he's building a true all-in-one machine. Fitted with a transplanted '84 Corvette chassis- both front and rear-and some wide-by-huge rolling stock with powerful Baer binders to slow it down, the drop-top F-Body would need some serious motivation to live up to its pre-fabricated reputation. Brothers Jim and Jeff Lirones, themselves NHRA Super Gas racers and canyon carvers who've set up shop in Tujunga, California, were called on to build a stout and reliable 406-cid small-block for this machine.

Sucp_0306_02_z Fuel_injected_small_block 406_mouse 2/11

Brothers Jim and Jeff Lirones tackled the assembly of this 406-cid Mouse at their race shop in Tujunga, CA.

Rock Solid
To be able to assure the car's owner that his engine will never let him down, the Lirones brothers chose to build a completely new engine, instead of simply rebuilding a worn out old stocker. To that effect they started with an iron GMPP Bow-Tie block and bored the cylinders out to 4.155 inch. In went a 3.75-inch-stroke 4340-forged Cola crankshaft swinging 10.4:1 JE pistons on 5.7-inch Oliver steel rods. To give the Camaro road-course worthiness, Lirones also added a Canton road-racing pan and Melling high-volume oil system.

Up top the engine's owner was sure he wanted fuel injection but had no idea how much torque or horsepower would be needed to keep him carving the canyons with the best of them. So Lirones built what amounted to two different engines: one for max torque (490-plus lb-ft at 3,000 rpm) in case the car ended up a little on the heavy side and one for maximum power (475 hp at 5,600 rpm). Then, they thoroughly tested each combination on Westech's dyno before making the final decision on which engine to run in the car. It turns out that the car will be reasonably light, so the higher horsepower package won.

Sucp_0306_03_z Fuel_injected_small_block Pistons 3/11

The JE flat-top forged pistons make 10.4:1 compression, which is perfect for an aluminum-headed high-performance street engine.

Since both motor combinations were going to be fuel injected, the selection of parts under the manifold was fairly straightforward. An off-the-shelf COMP Cams solid roller camshaft (PN CS-280HER-2/288HER-4) with a streetable 236/243 duration (at 0.050) and 0.552 lift and 112-degree lobe separation was used for both systems. For the torque series of dyno tests, Lirones installed an Arizona Speed & Marine TPI-style EFI system consisting of a modified long-runner intake manifold and a two-barrel throttle body.

To ensure an adequate air supply for engine, Lirones also installed a set of Air Flow Research 210cc CNC cylinder heads that they knew would help make this stroker a torque monster. This combo made big-block-style torque numbers even down where some big-blocks can't compete. How's 492 lb-ft of torque at only 3,000 rpm grab you? True, this combination peaked out fairly early with only 416 total hp at 5,000 rpm, but that much low-end torque would be enough to yank a locomotive off its tracks! And talk about towing power...if you've got a truck or very heavy street car, (4,000-plus lbs), this package would make it very fun to drive indeed.

Sucp_0306_04_z Fuel_injected_small_block Cylinder_heads 4/11

The Air Flow Research 210cc CNC cylinder heads were polished before assembly. A Moroso stud girdle ties all the Harland Sharp 1.6:1 rocker arms together for stiffness.

More Power
With the high torque testing out of the way, Lirones wanted to give the engine an extra boost in power but didn't want to sacrifice too much of its peak torque. They were, however, willing to move the torque peak up in the powerband, in order to make more top-end horsepower. Lirones swapped on Arizona Speed & Marine's modified Dart single-plane intake manifold with larger 36-lb-hr injectors and a 1,000-cfm four-bbl-type throttle body. Since the TPI system was controlled by the still effective, yet older ACCEL Gen VI ECU, Westech suggested that the new EFI system might be a bit more tunable using a new F.A.S.T. ECU.

With the new manifold, injectors, and throttle body bolted on and the F.A.S.T. ECU plugged in this new package was worth a huge gain in top-end power. And all that peak torque that really brought the 406 to life was not sacrificed that much. After all testing was completed, it wasn't hard for the engine's owner to choose the more powerful F.A.S.T. ECU/single-four barrel EFI system because he likes power. But we wanted to show you both systems' test results because it turned out that the TPI setup would make a killer everyday street motor.

Sucp_0306_05_z Fuel_injected_small_block Roller_lifter 5/11

Cams has developed its Endur-X solid roller lifter line for everyday street use. This oil groove machined into the lifter body provides pressurized oil to the cam lobes, which is critical, especially at low engine speeds.

Sucp_0306_06_z Fuel_injected_small_block Crank 6/11

The bottom end has to be strong to survive, and Lirones spared nothing here. The Cola crank and Oliver rods ensure ultimate reliability while the four-bolt GMPP Bow-Tie block ties it all together for the best rigidity.

Sucp_0306_08_z Fuel_injected_small_block Combination 7/11

The first trip to Westech's dyno saw the 406 equipped for max torque with an Arizona Speed & Marine-modified TPI-style intake and two-bbl throttle body. This combination made almost 500 lb-ft of torque at 3,000 rpm!

HORSEPOWER HEAVEN
With modified Dart single-plane
intake manifold, 1,000-cfm four-bbl
throttle body, F.A.S.T. ECU,
and 36 lb-hr injectors
RPM TQ HP
3,000 438 250
3,200 436 266
3,400 443 287
3,600 452 310
3,800 454 328
4,000 457 348
4,200 464 371
4,400 481 403
4,600 484 424
4,800 486 444
5,000 479 456
5,200 472 467
5,400 461 474
5,600 438 467
AVG: 460 382
MAX TQ: 487 @ 4,700
MAX HP: 475 @ 5,600
The graph below represents
both engine combinations tested.
The one listed as “F.A.S.T. HP
and F.A.S.T. TQ” are the high-
horsepower packages, while the
“ACCEL HP and ACCEL TQ”
are the high-torque combination.

Sources

Westech Performance Group
Mira Loma, CA
951-685-4767
WestechPerformance.com
Comp Cams
Memphis, TN 38118
800-999-0853
http://www.compcams.com
JE Pistons
Huntington Beach, CA 92649
714-898-9763
www.jepistons.com
Arizona Speed & Marine (Asm)
Chandler, AZ 85226
Lirones Motorsports
Tujunga, CA 91042
« Prev 1 2 3 Next »

MORE PHOTOS

VIEW FULL GALLERY

COMMENTS

TO TOP