572 in a C3
Race Director
Joined: Nov 2000
Posts: 11,872
Likes: 12
From: Waterloo ontario Canada
Originally Posted by big632
Hey norval been a long time since I was able to post. The GM 572 is not a 4.5 x 4.5. As far as building a 632 for the same money as a 540 it starts out as thinking it will be close to the same money but to build a 632 correctly versus a 540 you end up spending 3 times as much.Not to say a 540 is not more than enuff engine for most.
If a 572 is not a 4.5 x 4.5 what is it then??
Block price for a merlin 3 doesn't change from tall deck to short deck, crank price for a 4.25 stroke or 4.75 doesn't change, bore size in the block also doesn't affect price.
Where is 3 times the cost come in??
I was given the option of any bore, stroke or compression I wanted and settled for the short block so I could use my existing intake, headers, oil pan and distributor.
Race Director
Joined: Nov 2000
Posts: 11,872
Likes: 12
From: Waterloo ontario Canada
Originally Posted by 69 N.O.X. RATT
572 in a short deck can be either 4.375 x 4.560 or 4.25 x 4.625.
As for bore a 4.5 bore has no problems with getting head gaskets, even .030 over is no problem but if you go to the larger sizes you are stuck with copper and O ringing.
If you go to the 4.625 you are out of rebores and the block is finished if something goes wrong.
A short block is pushed to the limit if you go with 572. Choose the tall deck and you are just starting to bore and stroke the block. It is by far a better alternative if you really want more cubic inches.
Again what is a 4.5 x 4.5 if not a 572???
Burning Brakes
Joined: Feb 2004
Posts: 958
Likes: 0
From: shawnee ks
Originally Posted by norvalwilhelm
Long time since you have been around. Where were you when I needed help
If a 572 is not a 4.5 x 4.5 what is it then??
Block price for a merlin 3 doesn't change from tall deck to short deck, crank price for a 4.25 stroke or 4.75 doesn't change, bore size in the block also doesn't affect price.
Where is 3 times the cost come in??
I was given the option of any bore, stroke or compression I wanted and settled for the short block so I could use my existing intake, headers, oil pan and distributor.
If a 572 is not a 4.5 x 4.5 what is it then??
Block price for a merlin 3 doesn't change from tall deck to short deck, crank price for a 4.25 stroke or 4.75 doesn't change, bore size in the block also doesn't affect price.
Where is 3 times the cost come in??
I was given the option of any bore, stroke or compression I wanted and settled for the short block so I could use my existing intake, headers, oil pan and distributor.
Drifting
Joined: Aug 2004
Posts: 1,883
Likes: 124
From: Lubbock TX
In order to take advantage of the 632's displacement, conventional heads are pretty much out of the question. IMHO, a 540/555/565 should be plenty unless you're doing some extreme drag racing in which case this may be the wrong site/forum for that type discussion. My CNC Bowtie came with a sonic test sheet, the thinnest cylinder wall will be .240 thick at 4.625 bore and that's pretty much the same with Dart and World blocks. Keep in mind as well that aftermarket blocks are cast with much harder iron and don't wear nearly as fast as production stuff. With production blocks getting 200,000 miles, chances are you'll never even need to bore an aftermarket block unless it's needed due to catastrophic damage.
Burning Brakes
Joined: Dec 2004
Posts: 1,020
Likes: 1
From: Nederland Texas
Originally Posted by 73-84 IMSA Widebody
Pef427, great pic, what are you planning for hood, cut out, do the valve covers clear, did you consider or did you install a dry sump, if so was lowering or otherwise repositioning the engine a consideration? It sure looks darn good
Norval, jusy FYI, I really appreciate your car and whats gone into it, she is a beauty.
Norval, jusy FYI, I really appreciate your car and whats gone into it, she is a beauty.
The engine plate was added, also welded the crossrods back in front of the radiator, and am currently thinking of something to use as a mid-plate around the bellhousing area. Suggestions welcomed.
-P
Race Director
Joined: Nov 2000
Posts: 11,872
Likes: 12
From: Waterloo ontario Canada
Originally Posted by L88Plus
In order to take advantage of the 632's displacement, conventional heads are pretty much out of the question. IMHO, a 540/555/565 should be plenty unless you're doing some extreme drag racing in which case this may be the wrong site/forum for that type discussion. My CNC Bowtie came with a sonic test sheet, the thinnest cylinder wall will be .240 thick at 4.625 bore and that's pretty much the same with Dart and World blocks. Keep in mind as well that aftermarket blocks are cast with much harder iron and don't wear nearly as fast as production stuff. With production blocks getting 200,000 miles, chances are you'll never even need to bore an aftermarket block unless it's needed due to catastrophic damage.
With the 572 and up bores you need to sleeve the cam oil gallery, the block becomes so thin in this area that you could strick oil. The normal procedure is to ream the gallery and then drive a tube into this reamed passage that allows oil to the cam.
This is not needed with the 540
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Burning Brakes
Joined: Dec 2004
Posts: 1,020
Likes: 1
From: Nederland Texas
Oiling is very critical to these large engines in regard to the valvetrain. One member has done several tests (oil pressure at front and rear of block) and has recently ground a groove in his lifters to allow better oiling. Another reason the roller cammed motors kill lifters so quickly.
He also elected to run a Gerator (sp) type pump instead of a conventional one. These pumps are quite expensive but will not allow cavitation.
-P
He also elected to run a Gerator (sp) type pump instead of a conventional one. These pumps are quite expensive but will not allow cavitation.
-P
Race Director
Joined: Nov 2000
Posts: 11,872
Likes: 12
From: Waterloo ontario Canada
Originally Posted by pef427
Oiling is very critical to these large engines in regard to the valvetrain. One member has done several tests (oil pressure at front and rear of block) and has recently ground a groove in his lifters to allow better oiling. Another reason the roller cammed motors kill lifters so quickly.
He also elected to run a Gerator (sp) type pump instead of a conventional one. These pumps are quite expensive but will not allow cavitation.
-P
He also elected to run a Gerator (sp) type pump instead of a conventional one. These pumps are quite expensive but will not allow cavitation.
-P
You have a large oil passage running through the lifter bores. If your lifter blocks off this gallory how will the lifters behind get oil??
Once I get my red zone Isky rollers I will have to check this out. The lifters are suppose to have a groove to allow oil to flow down this gallery but if the groove is not right or the lifter rises with the cam lift it might block off the gallery. By the time the oil gets past 7 lifters on each side is their any oil left for the last or 8th one?
I will have to remove the oil gallery plug when I get the lifters and try to measure if there is still room left for the oil to flow or if I need to increase the size of groove passing the lifter.
A very good point to make
Premium Supporting Vendor
Joined: May 2000
Posts: 4,312
Likes: 70
From: Clearwater FL
Originally Posted by PRNDL
I saw one (I think it was a 67) at Carlisle,(It was inside one of the exhibit halls and I think the car was tilted up on its side so passerbys could see the engine.... anybody get a pic?? 
) but I have to say I don't care for the valve covers that come on the crate engine 572.Didn't know Rick Moroso took his out of his 68??
Premium Supporting Vendor
Joined: May 2000
Posts: 4,312
Likes: 70
From: Clearwater FL
Premium Supporting Vendor
Joined: May 2000
Posts: 4,312
Likes: 70
From: Clearwater FL
Originally Posted by Twin_Turbo
Dan, how does that rear coil over attach to the hub? Just w/ the 5/8th L bolt milled down to 1/2" for the shock eye or is it a new custom (stronger) bolt?
For our arms that we have going into production will be a little different. There is a bracket that will come off the t-arm for the lower mount of the coilover shock. New shock mounts will no longer be in a "L" shape. They will be straight and support the other side of the bracket that the coilovers sits in. I just sent out the bracket yesterday to get made up. I finally found someone that wants to work .
Premium Supporting Vendor
Joined: May 2000
Posts: 4,312
Likes: 70
From: Clearwater FL
Originally Posted by Me2
OK Dan, how much for that car after my 10% forum discount?
This is not my car. A guy by the name of Jerry Clark owns it and he did everything but the frame at his shop, Jerry's Vette Service. He'll be getting rid of it shortly, you can give him a call. In Corvette Enthuists Magazine, they did a whole write up on this car over 3 or 4 issues. It's a very impressive car inside & out.
Burning Brakes
Joined: Dec 2004
Posts: 1,020
Likes: 1
From: Nederland Texas
Originally Posted by collectskulls
Do you have any more shots of the hood?
-P
Burning Brakes
Joined: Feb 2002
Posts: 752
Likes: 31
From: Melbourne Australia
Originally Posted by pef427
Since you asked specifically about a 572, here are a couple of a 572 and notice the hood and air cleaner mods. The L-88 hood was cut and moved back and up to clear the taller engine assembly. This is what I plan to do. Megalodon said he can do it, I'll post pics when it's finished. Then to the paint booth!
This hood mod is what Bullshark has to clear his Ramjet 502 and it looks great.
-P
This hood mod is what Bullshark has to clear his Ramjet 502 and it looks great.
-P
5 from a 454 I guess and 72 from the 427?
Joe