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The original small-block has a lot going for it, including power potential, minimal weight and even affordability. By comparison, the big-block takes a few giant steps up the performance ladder, but does so saddled with both additional weight and cost. There is no denying the power potential of a nasty Rat motor, but it is considerably larger, heavier and more expensive to build than a comparable mouse. In the past, big-block guys had to be serious about their need for power in order to overlook the mass and cost issues associated with Cheap Dinghy Motor 700 building the Rat.
The old adage that "speed costs money, how fast do you want to go" certainly applies here. Or does it? What if we told you there was a magical land where big-blocks and small-blocks were available for the exact same price?
What if we further sweetened the deal with a serious weight reduction for the big-block with the addition of some aluminum cylinder heads? In one fell swoop we have all but eliminated the cost and weight penalties associated with building a fat-block Chevy. Read on! Where is the magical land where big-blocks roam free, ripe for the picking? The answer is your nearest wrecking yard.
It seems that the wrecking yards label every method of motivation as simply "complete engine" and let it go at that. This means the complete big-block can be had for the same price as a small-block, V-6 or God forbid four-cylinder, econo-box motor.
Lest you think that the boneyards are devoid of big-block Chevys, we snagged not one but two different big-blocks from our local Pick-a-Part and found three more , so obviously they are still available hint-stop looking for that LS6 Chevelle and check out the engine bays of full-size trucks. This price can be reduced on special sale days where everything in the lot including a complete BBC engine is 50 percent off. With big-blocks available for such a minimal cash outlay, we decided a low-buck build was in order that simultaneously maximized power and minimized expenditure.
Naturally we had to set official goals for each. The carb and big-block Chevy headers are parts easily available through your local speed shop bulletin board, engine shop, or racetrack newspaper. Although you may find some non-CMD parts available through other sources for less money, chances are you'll get a better deal overall if you buy the lot as a package from Kruzick.
The Cad was created to be a torque monster. Kruzick knows that the stock valvetrain pieces tend to break at about 5, rpm. The rocker arm retaining rail and T-pedestals are vulnerable to valvespring pressure and, without reinforcement, can easily fail at that engine speed.
While fixes like forged-steel connecting rods and reinforced rockers are available, and Cads can be coerced to 6,plus rpm, the cost of the components was prohibitive for our formula.
Kruzick recommends revving a street Cad such as the one we built to no more than 4, rpm-well within the peak horsepower and torque bands.
Also, Caddy s had a negative-plenum intake manifold; that is, the intake was so low-profile that air had to move up through the runners and into the heads. This restrictive runner design costs power. He also reports that, in non-Cadillac-bodied applications employing stock radiators, the engine has been known to overheat.
So if you're going to drop your Cadoo into a tight space, like an F-body, try a four-core radiator and a 2-inch spacer block to replace the fan clutch and keep the flow of cool air constant. Beyond that, our formula has a lot of what you'd expect to support more power from any engine: new high-volume fuel pump and oiling system, ignition, and so on.
Our results bear this out. For four grand, our cube Cad pumped out hp at 4, rpm on the dyno. Try a healthy lb-ft at 2, rpm on for size, buster. With uncommon class. Close Ad. No Sweat. Jeff Koch writer Angelo Poffo photographer. Shoppin' List Block: '71 Eldorado "" casting , shot-tumbled,magnafluxed, surfaced, bored 0. For other GM applications, use the appropriate big-block Chevy header for the chassis in conjunction with the CMD flange kit.
Shipping and assembly costs not included. Machining prices will vary. Prices correct as of press time.
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