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Dart Block Super Build Up - Building A Hell-Raiser, Part 2

With Our Foundation Complete, We Top Off Hell-Raiser With A Bunch Of Goodies And Then We Spark It Up.

By Dan Ryder, Photography by Dan Ryder

To keep our 400-inch killer well oiled, we called upon Moroso to employ its billet race pump. The 6061-T6-billet housing features a larger mounting boss area to prevent breakage and an increased inlet area to prevent cavitation. To keep with the theme, we also installed a Moroso 8.25-inch deep oil pan (PN 210170). This seven-quart drag race pan allows for horsepower gains through oil control during straight-line acceleration. A solid louvered/internally mounted tray is employed to prevent oil slosh, controlling internal windage.

Next, DiSomma sets up the MSD crank trigger (PN 8615) to properly work with our MSD low-profile Pro Billet distributor (PN 84697). The crank trigger will provide a stable timing signal at all rpms and is the most accurate way to trigger the ignition. The low-profile distributor features additional clearance to service the vehicle, as well as a large-diameter cap, preventing arc between terminals. We will also use MSD 8.5mm ignition wires.

To keep our Monte cool, we installed a Moroso billet electric water pump, which is advertised to move up to 21 percent more coolant during operating conditions as opposed to conventional pumps. We had to clearance the blower brackets slightly to get all to fit. Additional spacers were also required to clearance the water pump around the belt drive. Custom tweaking is always needed in applications such as ours.

At the centerpiece of this build is the ProCharger F-2 centrifugal supercharger. The F-2 features self-lubrication, a maximum horsepower output rating of 1,600, high step-up ratio, and an exclusive billet impeller. We opted for PN 1CX200-F2I, which contains the supercharger, brackets, idler, race cog setup, all tubing, carburetor bonnet, race bypass valve and three-core intercooler. Depending on the system utilized, a ProCharged engine can net gains of anywhere from 25 percent to more than 200 percent (depending upon combination and blower output/pulley size).

Time to roll our little 400-cid small-block into the dyno room for the moment of truth. At first it was suggested by both DiSomma and dyno operator John Gontkof to break the engine in naturally aspirated form, using M2's in-house carburetor and headers. After the vitals all checked out OK, the mouse pumped out 516 hp and 426 lb-ft of torque with one of the flattest torque curves I've ever seen. Not bad for pump gas and total timing on the conservative side (around 34 degrees). Once satisfied, the engine was fitted with the blower unit, blow-through carburetor, three-core intercooler, and race bypass valve.

Finally we installed our custom Carb Shop carburetor and test fit the ProCharger F2 supercharger, brackets and pulleys. After clearancing for the water pump, the left-side valve cover sat pretty tight to the ProCharger head unit. According to DiSomma, this is common with most blower cars of this nature and generally fixed by notching the valve cover for ultimate clearance. The professional team at M2 notched our Moroso aluminum valve covers, as well as installed 12-AN bungs for crankcase pressure to bleed off.

COMP Cams ProCharger
Dept. MMFF
14801 W. 114th Ter.
KS  66215
Fel-Pro Gaskets
Steve Morris Racing Engines
Dept. 5.0
2700 California St.
CA  90503
4770 Lamar Ave.
TN  38181
Airflow Research
28611 W. Industry Dr.
CA  91355
M2 Race Systems
5140 W. Hurley Pond Rd.
NJ  07727
Carb Shop
MSD Ignition
El Paso
Dart Machinery
353 Oliver St.
MI  48084
By Dan Ryder
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