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406 Short Block -- Dart Little M race block with splayed caps, Manley non-twist crank - 3.750" stroke, 6" Molnar H-Beam turbo rods with ARP 2000 asymmetrical rod bolts, JE 2618 forged alloy nitrous compatible pistons - 4.155" bore & 1.125" compression height (deck set for 13:1 compression ratio), chrome alloy pins, Total Seal TNT nitrous rings, Clevite 77 "H" series bearings, COMP Cams small base circle mechanical roller cam (special ground to my specs) with over .700" lift. That's a lot of lift for a SBC. I developed the cam profile using COMP Cams modeling software which allows an infinite number of cam profile changes to test on the computer.
Why a 406 CI -- why not a 434 CI? Before purchasing all the parts I ran several iterations of SBC engines on my engine modeling program and the shorter crank 406 allowed for a better rod ratio with the thicker nitrous pistons. The 406 makes more peak HP than the longer stroke 434 due to significantly less piston friction and will be easier on pistons, rings, bores, and rods.
Modeling shows this engine will produce peak torque of >600 at 5500 and peak HP of 800 at 7500 and that's without nitrous. The VE is >100% from 5000 RPM thru 80000 rpm Red Line with a peak of 120%. With a 300-shot of nitrous the HP tops out at >1100 and will propel my car quicker than the 8.5-sec certification on the chassis so that much HP is not an option on an NHRA track.
The rotating assembly is rated for 1500 HP but I won't use near that much nitrous so the engine is built with a significant safety margin.
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