How much does it cost to build a Dart long block . . .

I asked Dart the following question, got the following answer:
Can I order a short block from Dart with a 302 based 363 ci displacement that will handle over 1,000hp? The plan is to have a power adder to achieve that power. The short block you list is rated at 600hp. What modifications would I need for it to handle the higher power levels?

Mo


Mo, thank you for your inquiry. Unfortunately our short blocks are not designed for that type of horsepower. You need to contact a good reputable engine builder.

Thank you again,


Steve Arent
Dart Machinery/Industrial Evolution
248-362-1188
www.DartHeads.com
www.ind-evo.com

 

http://www.prolineracing.net/engines/plr-302-347-tw-205-1200-hp

 

here ya go Mo,

http://www.fordstrokers.com/machined-bare-blocks/

Thats where im get'n my dart block from next year.

 

So, what car are you going to put the 1000+HP motor in?
Certainly the shortblock is the corner stone of high HP motor, and I'm sure the Dart Iron Eagle could handle that if you had the right components and the best blueprint money can buy (meaning one really good FORD machinest) and you were prepared to spend the money.
Lets see, a billet crank from someone like Bryant, Moledex, SCAT, Crower or??? and this is not some of the shelf 4340 Eagle or SCAT crank cast/forged in China, but a true billet crank which will run $3k or more, then a really good set of rods, again, not the Eagle/SCAT/Probe that are forged in China and machined here to be called "Made in the USofA", I'm talking Cunningham, R&R, or Crower. Then the pistons, JE, Diamond, Probe, Ross.................and by the time you have the short block together my guess is you'd have around $12k............and ofcourse you'd probably want to run a dry sump system. So, maybe $20k for the entire motor...............then you need a good "beefy" trans, etc., etc.
And as far as that $14,000 long block, well, I wouldn't be spending my hard earned cash on a "Crate Motor" built by someone a 1000 miles away from my front door step.................and does the crate motor come with any warranty, or is that over "when the silicon dries"? IMHO

 

what do you all think of this deal? it's close to me . . .

http://www.yellowbullet.com/classifieds/viewlisting.php?view=1468

 

That tech info was great. Thanks for sharing.

 

I couldn't agree more. I spent three years in Germany working closely with mechanics who stroked the Mustang's powerplant and suspension build for the autobahn. Although I am ProCharged, I'm completely sold on the twin-turbo systems.

 

this is what this guy is listing for $7,800:

Brand new, never fired Dart based 363. All items are brand new. I have receipts and tech sheets for everything. All machine work and balancing done by Brian @ AD performance. Setup for 1000+ rwhp w/ a 88 turbo. Components are as follows:

Dart block, 8.20 deck, 4.125 bore, freeze plugs pinned for boost,
Scat 4340 3.40 stroke crank, 0 balanced
Scat 4340 H-beam rods, 5.40 long, w/ ARP 2000 rodbolt upgrade
Custom Ross dish pistons, 8.97 compression, tool steel wrist pins with an extra brand new piston
Hellfire rings
Billet timing chain
Clevite H bearings
Canton rear sump pan, dip stick, pick-up, and windage tray. Custom oil return welded on.
Blueprinted oilpump
Cometic MLS head gaskets
Custom Cam Motion roller cam .686 intake lift, .253 intake duration @ .50, .658 exhaust lift, .249 exhaust duration @ .50.
Crower pushrods
Roller lifters
Dart Pro 1 225 fully CNC'd heads, stainless intake & exhaust valves
Isky Tool Room Valve springs
Shaft rockers
ported Victor Jr manifold
Full ARP bolt & stud kit
ATI balancer
New timing cover, billet pointer
Sheetmetal valvecovers
MSD wires
MSD pro billet distributor w/ bronze gear

 

That almost sounds to good to be true, if I was in the market for an engine I would jump on that, all good components

 

Sharing my experience, that's very accurate considering the cost of the supporting cast; clutch kit, (bellhousing for schrapnel in case it detonates), pressure plate, Transzilla transmission to channel the power, (or equivalent automatic), driveshaft, then the differential to contain the power. Assuming everything holds together, what would be used to retain the axles in position when the torque rips into them?

Many additional factors in calculating the cost of a powerplant. I completely blew my budget in dealing with this in building the Mustang and that dyno'd at 595.5rwhp. And, while I was once at 651rwhp, (too lean), I'd have to de-tune it a bit more to make it a DD.

Only to wish I'd twin-turbo'd it instead - I won't do it twice...

 

that's a lot of HP to the rear wheel. I hope I get close to that one day. Bryant and I have talked at length about all the different things we would have to do to the drive train to make it handle that sort of power and we are pretty confident that what we have built so far can handle a lot of power.

 

Mo,

Because I haven't been on the forum as long as some people, what have you done to the front and more to the point, rear suspension to handle a lot of power?
Thanks,
John

 

There is double adjustable Varishock suspension with a 450 lb spring rate in the front. In the rear I have the stiffer leafs with double adjustable Varishock shocks. The rear has reinforced sway bar and the front has the thicker sway bar which I think was 7/8" diameter. There is all around disc brakes.