This engine is SOLD $3500.00 USD
The engine is finished and is now being "Qualified" prior to delivery to a road racing and autocross customer.
See the ERE4 Qualifying details web page

[as of 4-21-06 the engine is sold] 
I call it the ERE#4 (Ellwein Racing Engine #4). It's a .040" over LT1 block decked to 9.000".  The rotating assembly is all forged with an "Ohio Crank" 4340 crank, H-beam rods, JE/SRP flat-top pistons with Oliver splayed main caps at 2, 3 & 4 with ARP main studs.  I'm waiting on a set of sprio-locks to arrive from Summit and then I can finish the assembly and verify piston deck height.  I have my own solid roller cam installed for test purposes but if you buy this short block I will install and degree any cam you desire.  The short block does not come with an oil pump but I can install any pump and pan that you desire if you supply the parts.  I do plan to test this engine either on a friends engine stand or in one of my cars to verify proper ring seal and general health.  Since this is the 1st engine I plan to sell to the general public I am offering a lot of the extra effort $Free$. This will help spread the word about Ellwein Engines.

 
This is the finished product as of 4-21-06:
Timing gear is included but my cam is not included.  I can install your cam and degree it if you desire, at no cost to you.

Not a very glamorous photo but it shows the business end splayed Oliver caps with 4340 forged crank and rods.  If you are spending the bucks, and for the ultimate in reliability, let me suggest a Titan gerotor oil pump. ($400.00).  I have one in ERE#3, (see further below in this page), and that is the only pump I will use for any of my personal engines in the future.  Yes it cost way too much but so does everything involved with a "race" engine.


On 4-23-06 I fit up a Stef's oil pan to prepare for running the engine on a test stand.  Nabil Guffey is going to help me construct the test stand right here at the 399 Race Shop.  All you need is 12 volts, an EFI fuel pump with fuel supply, a cooling system and engine wire harness.  I'll hope to be able to listen to make sure the pistons don't slap too much, (even though they are forged), and check for ring seal and oil leaks.  The crank very slightly rubs on the oil pan rail right now, (it's not the rods), so I guess I need to fix that prior to running it.


Ellwein Racing Engine #4 assembly and parts detail:

The block is from my first LT1 383 which was purchased from Agostino Racing Engines.  I have been using it for the past 7 years off and on and have reassembled it numerous times with a fresh hone and other parts as needed.  In 2005 I made a tuning mistake and gave the motor way too much spark advance and thus rattled the pistons to death.  The block was then bored 0.040" over and decked to 9.000".

Parts cost:  
GM LT1 block: $Free$
Ohio Crank 383 KIT: $1699.00
Oliver splayed main caps: $199.00
Cloyes timing set: $80.00
Cam bearings and plug kit: $50.00
ARP main stud kit: $90.00
Total parts: $2118.00

The Ohio Crank 383 Kit consist of:
Race coated bearings
Total Seal file fit rings
3.75" stroke 4340 steel crank
6.0" H-beam rods
JE/SRP forged pistons
internal balance

Machine work:
Bore & hone to .040: $120.00
Deck block: $150.00
Clean block R&R cam bearings and galley plugs: $250.00
Fit splayed caps and align bore/hone: $500.00
Total machine work: $1020.00


Internal balance rotating assembly: $300.00
Machine crank and add balance slugs: $250.00

[I paid Ohio Crank $125 to neutral balance the 383 kit.  It arrived balanced "external rear" unfortunately.  I had the rotating assy. rebalanced locally.  They added 3 slugs of mallory and removed metal in key locations of the crank.  I had no experience with Ohio Crank's balance work and it was a good thing I double checked their work]

Assembly, blueprinting, stroker clearancing:
$Free$




Why buy an Ellwein Engine?
For the last 7 years I've been assembling LT1 engines for my Impala SS racing hobby.  I enjoy engine building and would like to begin building for the general public.  Although professional engine builders can offer the same parts and machine work quality for almost the same cost, I can offer a great amount of attention to detail during assembly that some professional shops cannot offer, (unless huge $$$ is paid).  

Here are examples of other projects 


#2 on left has a cast SCAT crank, stock main caps, stock impala SS rods and Lunati pistons .
#3 is my best engine and is bolted together with a forged OHIO crank, Milodon splayed 2/3/4 main caps , Eagle H-beams and Mahle flat top pistons.
LINK to ERE#2 web page
LINK to ERE#3 web page



And how about some name dropping.
That's Lennart Bergquist: The 2005 Popular Hot Rod Magazine Engine Master's Champion.  He let me hang out around the Autoshop Racing Engines facility for a few days. 
Here is a good link to one of many magazine articles featuring Autoshop:
LINK



This is the engine I assembled in 2005 that is now my best and favorite engine, (ERE#3).  Notice the Titan brand gerotor oil pump. That pump has no equal as far as providing reliable oil supply and pressure. No it is not included with the ERE#4 but I can install one if you pay for it.  Be aware that this pump only fits with a few oil pans, (Billet Fabrication and Stef's).
The Milodon splayed caps are what really strengthen the whole assembly and increase bearing life.  I've run 11.096 @ 122 all natural and 10.301 @ 132mph on 175hp nitrous with this bottom end and GMLT4 heads and street solid roller cam.  I try to duplicate this engine for all of my future "race" engines.  I define a race engine as one with splayed caps and forged rotating assembly.  I will build "street" engines in the future that will have low cost 383 rotating assemblies and stock main caps with high quality piston rings and bearings.  I feel that nothing more than that is needed for street engines.

Assembly raw detail:


H-beam rod/Spiro Locks/JE-SRP flat top .040"


3.75" stroke 4340 Steel crank after "re-balance"


Test fit of Oliver splayed caps


Test fit of crank


Cap studs at 70ft-lb, outer bolts at 65ft-lb


I plasti-gauged each main cap.


Ready to install piston rings (Total Seal file fit).


File fit process


I check the ring 1'"down and then 1/2 way down


Here is the 1" check


Here is the 1/2 way down check


Top ring at .022", 2nd ring at .023" for street/strip mild nitrous.


Storing rings until installed on pistons


Cloyes CLO-9-3145 from Summit.


Spiro-Locks, 2 per side of piston pin.


Pistons all in.  Rod bolt stretch check.
ARP 2000 7/16" bolt = .0066" spec.


I torqued all bolts to 80ft-lb and got from .005 to .007" stretch per bolt.  ARP molly lube used.


Here is where my machine shop slightly goofed.
Pistons 1,3,5,7 are .006" out of the hole.
Make sure to use a head gasket with at least .041" thickness. (GM LT4 #12551488 = .043")


Pistons 2,4,6,8 are at exactly 0.000"
Please note this and adjust with head gaskets.
(I'd use the Fel-Pro .039" gasket on this side)

.
The finished short block.  The timing cover is installed for dust prevention and to help me paint the block.


Now it's time to paint the block!.  I also put an oil pan on to check for rod clearance.  This pan does not have "stroker" notches.  The rods do rub the pan rail slightly.  This pan might work with minor grinding/clearancing.  I would suggest a pan with stroker notches.


4-21-06:  Just painted the well seasoned LT1 block with VHT hi-temp 500f engine enamel.  SP-997 Cast Iron.


In preparation for installing the oil pan gasket and oil pan I'll clean the block and gasket and oil pan with brake clean and use my favorite RTV shown here in the picture.  Permatex The Right Stuff. 


With the pan gasket on I can see if it needs to be clearanced for the rods.  Nope.  None of the rods come close to the oil pan gasket.  What was rubbing a few days ago when I had this pan on for photo purposes?


RTV is on the gasket top and bottom.  I wouldn't have to do so much RTV if using a stock oil pan.  For some reason this Stef's pan is hard to seal.


Now I hope the rotating assembly moves freely.  Nope.  It rubs the pan for about 20 degrees of crank movement right here where I have the rotating assembly wrenched to.  I'll take the pan off and certainly I will be able to see the rubbing component.


Ah Ha! It's the crank counterweight hitting the oil pan.


I ground on the oil pan and reinstalled it.  Well it still rubs just a tiny bit.  Tool late now to take the pan off.  The RTV is solid so I'll take the pan off later and scrape the RTV and grind more on the oil pan.  I primered and painted this timing cover flat black.


www.ellweinengines.com 2006, Ellwein Engines 2006, , email Karl Ellwein