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CHEVY TURN KEY SBC 383 STROKER STAGE 2.0 ROLLER CAM ENGINE 505 HORSE POWER For Sale
CHEVY TURN KEY SBC 383 STROKER STAGE 2.0 ROLLER CAM ENGINE 505 HORSE POWER

CHEVY TURN KEY SBC 383 STROKER STAGE 2.0 ROLLER CAM ENGINE 505 HORSE POWER :
$5,495

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SBC CHEVY383CUBIC INCH TURN KEY ENGINE 505 HORSE POWER.STREET ROD SETUP.
STAGE 2.0 SERIES,HYDRAULICROLLER CAMRUNS ON PUMP GAS. FORGED PISTONS AND SCATRODS, & CRANK, NKB200ccALUMINUM HEADS.
Pictured below is our turn key engine with the single plane intake. The second picture further down in the ad shows it with the optional dual plane intake. We also offer these intakes with a polished finish as an upgrade.The engine will come with your choice of the Champ large capacity 8qt. oil pan or stock appearing 5qt. model for those with clearance issues.

Introducing our Turn Key Stage 2 Roller cam 383 cid 505HP engine.

The detailed build sheet is at the lower part of this listing, but we felt it important to summarize a few aspects about some of the parts used in this engine up front. Many of these parts are on the upper end of the scale as far as quality goes, considering this engine’s price range. The use of such high quality parts will determine not only the performance, but the endurance and reliability expected. An example of such parts used would be our Genuine Scat 9000 series crank with an HD flexplate and Pro-Race brand damper, Scat rods with ARP cap screws, forged Wiseco pistons made from 2618 aircraft alloy, Cloyes Race Billet timing components, Melling M-Select series oil pump, Champ oil pan with windage tray, and crank scraper, Comp aluminum roller rockers, USA made, Howards brand 4130 chromoly pushrods, PBM competition series valves,andComp Cams retainers, id locators, and 10 degree valve locks,ARP head bolts, rod bolts, rocker studs and oil pump stud. All sealants used on the engine are Permatex, "The Right Stuff." Our engine builders all have a minimum of 20-35 years experience building very high level engines. Our machinery is the most advanced on the market. Our company founder, Skip White, is also very knowledgeable on the proper combination of parts used to maximize drivability, performance, and reliability to suit your individual needs. We seldom ever have serious problems with the engines we build.

We know for a fact that most, if not all, of the similar priced engines on the market use very few, if any, of the higher end parts in their engines. Could it be possible that the higher end parts are not actually needed and their use is nothing more than "overkill?"We think not, considering we do try to keep costs down to make our engines profitable and affordable.

Past experience tells us the use of these above average parts is very important if you wantmaximum performance, durability and reliability. Some lower cost parts used in many engines often fail early on, and perform poorly. So, please make a true comparison before making your decision on such an important purchase.

Continue reading for the full description of this engine.

This engine is designed for street/strip use. Pump gas friendly.

THE ENGINE IS COMPLETE AS SHOWN FROM CARBURETOR TO OIL PAN.PLUG WIRES ARE INCLUDED BUT NOT INSTALLED.

Pictured below shows the engine with the dual plane intake manifold. Polished finish also available as an upgrade.

Two year warranty; see details below.

This engine is designed to have a high level of drivability, or street manners as it may be referred to.

The dyno numbers produced on our base engine were created with our cam choice # 1 and a single plane intake manifold with a Quick Fuel carburetor. Our test engine produced right at 505 HP at 6150 RPM; very impressive at that RPM range.

Please read the cam info provided below. Many cam choices are available to suit your needs. You may have noticed that our Stage 2.2 Super Stroker 383 engine with cam choice 1 makes more power, yet has the same cubic inch. This is due to the fact that cam choice 1 for that engine is one step up from the cam choice 1 in the Stage 2.0.It also uses the Howards Tie Bar hyd. roller lifters. The 2.2 is set up in a somewhat Pro Street fashion. The Stage 2.0 engine offered in this ad is a more conservative build, with extreme reliability, yet still offers very high horsepower numbers.

Here are a few good reasons why we think the 383 Stage 2.0 engine is a better choice over most other 383 engines on the market.

1. The 383 willaccelerate most medium to heavy cars much better than the common under-powered 350's on the market.

2. The exhaust note of a small block 383 is much deeper that of the typical 350 engine.

3. The ability to put thisengine in medium weightcars without killing its acceleration, having todeepen the final gear, and needinga huge stall converter is a real plus. Thisengine will accelerate a heavy car much better than the 350.

4. Decent drivability and generating up to 505 HP at the same cost as building a 350 street rod engine. Horsepower will vary, depending on cam, carb and intake choice. You have three different cams to choose from, and two styles of intake manifold. Flat or dish pistons are available, but we recommend staying with the piston volume size that we match up with your cam choice.

5. Longevity, reliability and low maintenance.You don't have toturn the engine to a criticalRPM range to produce its maxHP output. There's enginethat's well built, like this,up to 6,200 RPM.Thehydraulic roller cam is very reliable. Our aluminum heads use very high quality hardware.

6. Should you ever decide to sell your car, theresale value of a street rod with a 383 engine in it is higher than those running 350's.

7. The cost of the Stage 2.0 roller cam 383 engine offers more value than the 350 engine considering the power increase.

8. 383 engines are known to be very fuel-efficient when set up properly.

We do a full test run on every engine we build on a test mule. The engine is run for two intervals of 15 minutes each, and every possible issue is addressed. When you install the engine, you must verify that the timing is set at the correct value, and the fuel to air ratio must be verified. We also include an engine stand like the one pictured, wheels included, and an engine lift plate.

As of 9/15/2013, we completed installation of our brand new Super Flow 902S dyno. In the past, we outsourced our dyno work. We were unable to do the research and development we truly wanted, and this prompted us to make the $105,000.00 investment. It’s been one of the best investments we have ever made. Every aspect of our engines can now be monitored, calibrated, and tuned. Best of all, we can now see what combos generate the best power, with consideration to drivability.

Update, as of 4/20/2016, we now have a second brand new Super Flow 902S dyno. The new Super Flow dyno has very advanced electronics, and this dyno is what is used on our sbc engines for research and development.

One thing we have noticed on our dyno is that the de-tuned engines with different cam and intake combos certainly do have slightly less top end horsepower, but the torque band is moved down lower in the rpm range considerably. This increase in torque down low is what you want if you're sporting around on the street, rather than all out racing. The de-tuned version of this engine will also allow you to set the car up closer to stock and increase drivability to a very high degree. Throttle response is also noticeably better.

The build sheet is as follows:

The bare block is a fully machined re-manufactured true GM late model roller block. 1 pc. rear main seal style and designed for street or strip applications. All internals and external items in this engine are 100% brand new.

The compression range will be approx. 10.5:1 or less, depending on cam choice. This setup will certainly generate the highest horsepower when coupled with our cam choice # 1 or 2. We do not see any problems with a 10.5:1 compression range in light to medium weight cars. For those choosing cam choice 3 or 4, we will lower the compression ratio slightly. The lower compression is all that's needed with the smaller cam, and this further increases resistance against detonation to a great extent. Fuel requirements can be lowered to mid grade 89-91 octane with the reduced compression, but do also consider the many other factors that increase the need for octane, such as outside temps, altitude, ignition timing, vehicle weight, gearing, payload, etc. We would prefer that you use premium fuel regardless of what setup you choose. We're more or less on the thin line between mid-grade and premium fuel requirements with the reduced compression setup.

This 4 bolt main bare block used for this engine is an OEM late model GM roller block that has been fully reconditioned/re-manufactured. The rotating assembly and all other parts except the block are 100% brand new. This engine is set up with your choice of several differenthydraulic roller cams.

The blocks used for building our Stage 2 roller cam 383 do have four bolt main caps.

These blocks will accept mechanical fuel pumps.As you can see in the picture above, this is a true roller block.

Listed below are all the machining procedures performed on this block. These are 1 pc. rear main seal style.

Mains have been line-honed to factory specs. This important procedure is often skipped, and failure to do this usually results in a short-lived build.

Block has been bored and torque plate honed. Theuse of a torque plate whenhoningis a very important procedure, and many blocks on the market don't have this performed.



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