Discussion
Hi, I am still trying to complete my Ultima specification before placing the order!
I have now got to the engine specification and have been looking a various suppliers. Has anyone any experience of Fastco in the US? I have attached a specification they sent and would appreciate any comments, good or bad and any recommendations from the experts! Please put it in plain language as I am still struggling with some of the terminology!and bear in mind I am looking for a good road car which could be used for the odd track day.
"Our last Ultima engine dyno'd @ 454BHP 460+ ft lbs torque....
I would recommend this build as listed below:
1-Chevy 350 block 4 bolt main , tanked & magnafluxed & glass shot blasted , all oil drain back holes casting flash removed.
Block oil feed holes champered & radius to increase oil flow to engines parts & increase oil drain back to oil pan were it is needed.
Block is cleared for 3.750 stroke crankshaft & Scat 6.00 long rods. Block bored & honed on Sunnen CK-10 & Rotter bridgeport mill. Bored .030 over with BHJ deck plates installed , , pistons are set @ .005 to .000 deck heights.
New Clevite 77 cam brgs loaded , new brass frost plugs loaded into block , all threaded holes tapped & cleaned.
2-Crankshaft is new Eagle 4130 forged steel internal balanced, full CNC machined, cross drilled mains, 3.750 stroke,
indexed fully CNC machined,0.092 radius on all journals, oil feed holes radiused,heat treated,
crank assembly is internal balanced on Hines balancing machine with computer print out of bob weights & parts weights listed.
3-Connecting rods are Scat 4340 forged rods 6.00 long, ARP screw rod bolts are loaded.
Rods are floating pin type with bronze bushed small ends. Heat treated, shot peened, X-rayed Pistons are Probe forged alum.
Flat top 2 valve relief comp is 10.5:1, pins are floating pin type,
rings are Engine Works USA plasma moly race rings 1/16 1/16 3/16 ring widths.
Rings are file fitted for application as follows top ring .019 th 2nd ring .014 th.
4-Bearings are Clevite 77- H rod & main, rod bearing clearance .002,
.0025th mains all bearing clearances are checked & oil feed holes in block are matched to bearing feed holes,
rear thrust bearing is modified to increase oil to bearing thrust surface this eliminates thrust bearing wear a must with manual transmission cars.
5-Oil pump is Melling HV-55 high volume with ARP 4130 forged pump drive, oil is pump stud mounted with ARP stud kit.
Oil pump pick up is Kevko high volume, bolt mounted to pump body & pick up tube is sealed.
Oil pan is custom built 7qt Kevko road race oil pan with trap doors & baffles & crank scraper & windage tray installed.
6-Camshaft is custom grind hyd. roller cam for Ultima GTR with 5 & 6 speed trans , lifters are Motrel severe duty , horizontal guide bars.
7-Chain set is Rollmaster true roller chain .250 dia pins seemless, billet crank gear 3 key. With E/W cam roller thrust bearing installled.
Cam lock plate used is Engine Works USA, tabs bent over bolt heads to lock them in place.
8-Cylinder heads are Pro-Comp 210cc runner 69 cc chambers, 100% CNC ported & machined,
bronze guides loaded, Valves are Ferrra severe duty 2.02 & 1.60 dia , .100+ longer then stock.
Valve springs are Manton 1.437 dia high silicone air craft spring steel, shot peened & heat.
Springs installed @ 1.750 height seat pressure set @ 120 lbs closed, 340 lbs @ 1.250 max lift is .600.
Retainers are Manton moly with forged locks , seals are Engine Works USA self lubricating Teflon positive seals with compression bands.
Rocker studs are ARP 3/8 dia extra long for roller rocker jam nuts, guide plates are Engine Works USA heat treated 5/16 raised step type.
Pushrods are Manton 4130 forged 1 piece custom length.
Rockers are Pro-Comp true forged alum roller rockers with large heavy duty fulcrums & 5/8 jam rated. Rockers are rated @ 750 lbs open spring pressures.
9-Intake is Power+ Hurricane single plan high rise polished, 2200 to 7500 RPM range,
HMV super sucker is loaded onto intake with flow directors made from CNC machined billet alum 2 inches thick.
10-Carb is Holley 750 CFM vaccum secondary, fully tricked by Dr. Dee @ Fastco Auto USA,
primary jets are # 74, power valve is 5.5 hg, Engine Works USA power valve protection kit installed in base.
Holley quick change vaccum secondary housing installed with short yellow spring in housing.
Secondary assorted spring kit supplied for secondary tuning as needed.
Summit dual feed fuel line installed with fuel pressure gauge, fuel pump is electric Mallory 140 Comp with dual port fuel pressure regulator.
Fuel pressure is set @ 7.5 PSI, Sepectra braided fuel lines installed, custom dual spring throttle return installed on carb.
Air filter kit is by Proform, air filter is 14' dia K&N high flow.
11-Ignition system is by Engine Works USA, Outlaw series billet alum. race distributor
with magnetic pick up & quick change ignition recurve system.
Ignition wires are Mega-Fire 8.5mm reverse magnetic field R/F suppressed custom made lengths for Taylor wire looms.
Plugs are NKG V groove set @ .048 th. Ignition amp is Mega-Fire 6AL multi fire system with digital rev limiter set @ 6500 max RPM.
12-Water pump is Renagade alum high flow with Flow Kooler disc kit installed increasing coolant flow + 25 %.
Thermostat is Engine Works USA high flow 180F open. All coolant fittings are K-D brass,
all hardware / bolts, washers, studs, acorn nuts are stainless steel (we hate rusty bolts)
all braided hose is stainless steel with Spectra hose clamp ends.
13-All pulleys are billet alum polished deep groove with Dayco cogged belt drive, altin mount kit is lower mount billet alum custom.
Altin is Engine Works USA 100 amp chrome 1 wire GM style. Rocker cover are custom polished alum lazer etched with baffles installed.
Rocker cover PCV valve is Roadware billet alum with replaceable PCV valve, fresh air intake breather is Roadware billet alum.
14-Engine is fully dyno tested & tuned on Superflow 901 dyno with print out & DVD of dyno set also sent via computer.
David we would install billet altin bracket kit / low mount for Ultima & E/W USA alum water pump short , crank pulley is 2 groove for A/C.
Fuel pump is electric by Engine Works USA..with regulator.
This "true turn key" GTR engine
Price landed in UK all fees no surprises includes insurance $9,600.oo USD"
Many thanks
David
I have now got to the engine specification and have been looking a various suppliers. Has anyone any experience of Fastco in the US? I have attached a specification they sent and would appreciate any comments, good or bad and any recommendations from the experts! Please put it in plain language as I am still struggling with some of the terminology!and bear in mind I am looking for a good road car which could be used for the odd track day.
"Our last Ultima engine dyno'd @ 454BHP 460+ ft lbs torque....
I would recommend this build as listed below:
1-Chevy 350 block 4 bolt main , tanked & magnafluxed & glass shot blasted , all oil drain back holes casting flash removed.
Block oil feed holes champered & radius to increase oil flow to engines parts & increase oil drain back to oil pan were it is needed.
Block is cleared for 3.750 stroke crankshaft & Scat 6.00 long rods. Block bored & honed on Sunnen CK-10 & Rotter bridgeport mill. Bored .030 over with BHJ deck plates installed , , pistons are set @ .005 to .000 deck heights.
New Clevite 77 cam brgs loaded , new brass frost plugs loaded into block , all threaded holes tapped & cleaned.
2-Crankshaft is new Eagle 4130 forged steel internal balanced, full CNC machined, cross drilled mains, 3.750 stroke,
indexed fully CNC machined,0.092 radius on all journals, oil feed holes radiused,heat treated,
crank assembly is internal balanced on Hines balancing machine with computer print out of bob weights & parts weights listed.
3-Connecting rods are Scat 4340 forged rods 6.00 long, ARP screw rod bolts are loaded.
Rods are floating pin type with bronze bushed small ends. Heat treated, shot peened, X-rayed Pistons are Probe forged alum.
Flat top 2 valve relief comp is 10.5:1, pins are floating pin type,
rings are Engine Works USA plasma moly race rings 1/16 1/16 3/16 ring widths.
Rings are file fitted for application as follows top ring .019 th 2nd ring .014 th.
4-Bearings are Clevite 77- H rod & main, rod bearing clearance .002,
.0025th mains all bearing clearances are checked & oil feed holes in block are matched to bearing feed holes,
rear thrust bearing is modified to increase oil to bearing thrust surface this eliminates thrust bearing wear a must with manual transmission cars.
5-Oil pump is Melling HV-55 high volume with ARP 4130 forged pump drive, oil is pump stud mounted with ARP stud kit.
Oil pump pick up is Kevko high volume, bolt mounted to pump body & pick up tube is sealed.
Oil pan is custom built 7qt Kevko road race oil pan with trap doors & baffles & crank scraper & windage tray installed.
6-Camshaft is custom grind hyd. roller cam for Ultima GTR with 5 & 6 speed trans , lifters are Motrel severe duty , horizontal guide bars.
7-Chain set is Rollmaster true roller chain .250 dia pins seemless, billet crank gear 3 key. With E/W cam roller thrust bearing installled.
Cam lock plate used is Engine Works USA, tabs bent over bolt heads to lock them in place.
8-Cylinder heads are Pro-Comp 210cc runner 69 cc chambers, 100% CNC ported & machined,
bronze guides loaded, Valves are Ferrra severe duty 2.02 & 1.60 dia , .100+ longer then stock.
Valve springs are Manton 1.437 dia high silicone air craft spring steel, shot peened & heat.
Springs installed @ 1.750 height seat pressure set @ 120 lbs closed, 340 lbs @ 1.250 max lift is .600.
Retainers are Manton moly with forged locks , seals are Engine Works USA self lubricating Teflon positive seals with compression bands.
Rocker studs are ARP 3/8 dia extra long for roller rocker jam nuts, guide plates are Engine Works USA heat treated 5/16 raised step type.
Pushrods are Manton 4130 forged 1 piece custom length.
Rockers are Pro-Comp true forged alum roller rockers with large heavy duty fulcrums & 5/8 jam rated. Rockers are rated @ 750 lbs open spring pressures.
9-Intake is Power+ Hurricane single plan high rise polished, 2200 to 7500 RPM range,
HMV super sucker is loaded onto intake with flow directors made from CNC machined billet alum 2 inches thick.
10-Carb is Holley 750 CFM vaccum secondary, fully tricked by Dr. Dee @ Fastco Auto USA,
primary jets are # 74, power valve is 5.5 hg, Engine Works USA power valve protection kit installed in base.
Holley quick change vaccum secondary housing installed with short yellow spring in housing.
Secondary assorted spring kit supplied for secondary tuning as needed.
Summit dual feed fuel line installed with fuel pressure gauge, fuel pump is electric Mallory 140 Comp with dual port fuel pressure regulator.
Fuel pressure is set @ 7.5 PSI, Sepectra braided fuel lines installed, custom dual spring throttle return installed on carb.
Air filter kit is by Proform, air filter is 14' dia K&N high flow.
11-Ignition system is by Engine Works USA, Outlaw series billet alum. race distributor
with magnetic pick up & quick change ignition recurve system.
Ignition wires are Mega-Fire 8.5mm reverse magnetic field R/F suppressed custom made lengths for Taylor wire looms.
Plugs are NKG V groove set @ .048 th. Ignition amp is Mega-Fire 6AL multi fire system with digital rev limiter set @ 6500 max RPM.
12-Water pump is Renagade alum high flow with Flow Kooler disc kit installed increasing coolant flow + 25 %.
Thermostat is Engine Works USA high flow 180F open. All coolant fittings are K-D brass,
all hardware / bolts, washers, studs, acorn nuts are stainless steel (we hate rusty bolts)
all braided hose is stainless steel with Spectra hose clamp ends.
13-All pulleys are billet alum polished deep groove with Dayco cogged belt drive, altin mount kit is lower mount billet alum custom.
Altin is Engine Works USA 100 amp chrome 1 wire GM style. Rocker cover are custom polished alum lazer etched with baffles installed.
Rocker cover PCV valve is Roadware billet alum with replaceable PCV valve, fresh air intake breather is Roadware billet alum.
14-Engine is fully dyno tested & tuned on Superflow 901 dyno with print out & DVD of dyno set also sent via computer.
- ***This engine produces the most BHP & torque for the money spent bar none*****
David we would install billet altin bracket kit / low mount for Ultima & E/W USA alum water pump short , crank pulley is 2 groove for A/C.
Fuel pump is electric by Engine Works USA..with regulator.
This "true turn key" GTR engine
Price landed in UK all fees no surprises includes insurance $9,600.oo USD"
Many thanks
David
I have a Fastco 6.3 engine -and its the dogs danglies.
Daryl is a super bloke, and I got a call from him tonight re some upgrades for my engine.
The guy is always willing to advise honestly, and he always answers E mails/ the phone, and nothing is too much trouble ( spent hours on the phone to him over the last few weeks).
Theres a lot of talk on PH about whos good and whose not, but I can honestly say this guy is honest, accomodating, AND he wont sell you something you dont need.
My engines 2 yrs old with 2700 miles on the clock and Fastco really do build their engines with skill and pride. As they say --its the biggest bang for your buck!
You also get a manual showing the engine and full A4 colour pics showing the preparation of all parts both pre and post fitting into the engine.
I had a couple of race engineers go over the manual and spec sheet showing how they built it - and both were very very impressed at the attention to detail.
I know there are some very good suppliers of the small block Chevy, but I would go back to Fastco for my next project 100%.
Hope this helps you.
Daryl is a super bloke, and I got a call from him tonight re some upgrades for my engine.
The guy is always willing to advise honestly, and he always answers E mails/ the phone, and nothing is too much trouble ( spent hours on the phone to him over the last few weeks).
Theres a lot of talk on PH about whos good and whose not, but I can honestly say this guy is honest, accomodating, AND he wont sell you something you dont need.
My engines 2 yrs old with 2700 miles on the clock and Fastco really do build their engines with skill and pride. As they say --its the biggest bang for your buck!
You also get a manual showing the engine and full A4 colour pics showing the preparation of all parts both pre and post fitting into the engine.
I had a couple of race engineers go over the manual and spec sheet showing how they built it - and both were very very impressed at the attention to detail.
I know there are some very good suppliers of the small block Chevy, but I would go back to Fastco for my next project 100%.
Hope this helps you.
Hi David,
That's a relatively complicated and research-intensive request for comments. When it comes down to it, you will have to rely on your engine builder for their experience and quality. That's why I can only suggest Schwartz. That said, it look like Fastco has configured solid parts.
The only comment I would have is regarding the general specifications of the power and torque curves. You will need to pay close attention to the rev range for your gearing in the TA you select. To reach the speeds you want, you will probably want an engine to turn 7k-7.5k rpm safely (Ultimas love revs!). Maybe they can give you a hypothetical dyno sheet? See how that compares to the gearing range (rpm drop per gear) of your TA. If the drop puts you much below your power band, you probably need more revs before shifting. Having made the "higher revs" decision, that opens up a host of other considerations:
If the engine peaks at 5500 rpm with a 6k redline, you probably won't be happy. So, you'll want a cam spec that will push the power and torque up in the rev range. Therefore, you will need to consider all of the parts needed for strength, the air flow, and fuel requirements at the higher revs.
Your intake, carb, and valves have to handle the flow for the rpm. The pistons, rods, crank, and valve train have to handle the revs at the power being made. And make sure you don't run out of spark.
I would ask for some sort of performance guarantee in advance that the engine they build for you will meet the spec you are looking for (HP, torque, and rpm range).
That's a relatively complicated and research-intensive request for comments. When it comes down to it, you will have to rely on your engine builder for their experience and quality. That's why I can only suggest Schwartz. That said, it look like Fastco has configured solid parts.
The only comment I would have is regarding the general specifications of the power and torque curves. You will need to pay close attention to the rev range for your gearing in the TA you select. To reach the speeds you want, you will probably want an engine to turn 7k-7.5k rpm safely (Ultimas love revs!). Maybe they can give you a hypothetical dyno sheet? See how that compares to the gearing range (rpm drop per gear) of your TA. If the drop puts you much below your power band, you probably need more revs before shifting. Having made the "higher revs" decision, that opens up a host of other considerations:
If the engine peaks at 5500 rpm with a 6k redline, you probably won't be happy. So, you'll want a cam spec that will push the power and torque up in the rev range. Therefore, you will need to consider all of the parts needed for strength, the air flow, and fuel requirements at the higher revs.
Your intake, carb, and valves have to handle the flow for the rpm. The pistons, rods, crank, and valve train have to handle the revs at the power being made. And make sure you don't run out of spark.
I would ask for some sort of performance guarantee in advance that the engine they build for you will meet the spec you are looking for (HP, torque, and rpm range).
I agree with Scott on the rev range. The US engine builders love to make stroker type engines with bags of torque but usually at low rpm which is absolutely no good for an Ultima.
You should probably be looking for a 377ci engine. This starts with a 400ci block but adds a 350 crank which de-strokes it and gives you the better revs.
I can't offer advise on the suitability of the supplier as I have not used them. Have you also considered the UK suppliers? My recommendation would be Peter Knight. Don't forget the price quoted you is delivered but is unlikely to include UK customs or delivery to your place from the port of entry into the UK.
Steve
You should probably be looking for a 377ci engine. This starts with a 400ci block but adds a 350 crank which de-strokes it and gives you the better revs.
I can't offer advise on the suitability of the supplier as I have not used them. Have you also considered the UK suppliers? My recommendation would be Peter Knight. Don't forget the price quoted you is delivered but is unlikely to include UK customs or delivery to your place from the port of entry into the UK.
Steve
That's a very nice (Fastco) engine build up above and what got me was the detailing/blueprinting aspect of it all. Seems like they are an engineering firm with their own equipment in house. Whilst people can do these builds in the UK we can't compete on the price. By the time that engines in the UK with all duties etc paid it's cost appx £6200. Which seems like excellent value to me.
Boosted.
Boosted.
I just finished reading an article on a nascar spec engine. It had the connecting rods constrained by the gudgeon pin and piston. This allowed a shorter gudgeon pin and lighter piston to be used. This also removes weight from the connecting rod as it can now be made narrower in the big end as it is not required to be constrained on the crank. The connecting rod is effectively floating on the crank. This resulted in an overall lighter reciprocating mass, which would be more tolerant and reliable at high rpm’s used in nascar.
OLD SCHOOL ...RULES!..almost?
[URL=http://good-times.webshots.com/photo/2882255670087216316QXYAKQ]
[/URL]
Hello..thanks J Kay and Boost'd & all for your kind words & praises.....
In regards to CID & RPM...& destroked & stroked 377 VS 383 cid engine compariing the two is a mix bag of tricks it all depends on what your looking to get out of your engine and your drive'n habits & use of the car..when dealing with usable motorway BHP & torque and real world RPM without spending a zillion pounds / dollars on the engine...our money is on the SBC 383 cid stroker for all round street & track use.
She delivers the good's big time in the street & at the track ..happy in traffic & on the motorways & quite happy @ the track..but as they say you can't have your cake and eat it too...(almost)
We must take into consideration overall driveabilty...when dealing with these engines..mix'n all out race engine parts & intend it for lots of street / cruise'n use in most cases produces..a beast that can not be tamed or drive'n for long periods..in cruise mode on the street or driven long and hard @ the track
... put simple the two do not mix well either build it for either or.
[/URL]
Or #2 383 stroker...built to to run on pump gas 95/98 octane..and deliver a lot of usable BHP & torque @ street level RPM's 2000 to 6800 RPM in the range of 450/500 BHP and 460/500 ft lbs torque with a 11:1 to 11:5.1 comp..use a hyd roller cam = no valve lash adjustments...run tighter clearances..run smaller port heads run street ignition systems eg MSD 6AL ect smaller carbs , heads with milder springs..ect this all adds up to a long life high BHP engine..okay she will not wipe the floor with all those hardcore race engines
and lap them all often...but you'll be drive'n her home and park'n her with no tear downs and next day after race'n her you & the misses are off for a cruise or you & a mate off to a show / event..whilst the other fellow with the hardcore race engine is chase'n parts and is burn'n the midnight oil rebuild'n his high RPM scream'n monster for the next track day.
In the end remember to sit back and think what your main use of any high performance engine will be & your overall budget..then decide what's best for you!
Or option # 3 build a street driven supercharged engine eg Paxton , Vortech , Pro Charger loaded engine & force feed the beast...and wind up the boost/ overdrive the blower for track days...this is as close to have'n your cake & eat'n it too...but comes @ a price.
My 2 cent / .9 pence Dr,Dee
PS Or Option 4 go new school LS7...@ 500+ BHP......nice engine...pricey & techy....but some love'em....
[URL=http://good-times.webshots.com/photo/2882255670087216316QXYAKQ]
[/URL]Hello..thanks J Kay and Boost'd & all for your kind words & praises.....
In regards to CID & RPM...& destroked & stroked 377 VS 383 cid engine compariing the two is a mix bag of tricks it all depends on what your looking to get out of your engine and your drive'n habits & use of the car..when dealing with usable motorway BHP & torque and real world RPM without spending a zillion pounds / dollars on the engine...our money is on the SBC 383 cid stroker for all round street & track use.
She delivers the good's big time in the street & at the track ..happy in traffic & on the motorways & quite happy @ the track..but as they say you can't have your cake and eat it too...(almost)
We must take into consideration overall driveabilty...when dealing with these engines..mix'n all out race engine parts & intend it for lots of street / cruise'n use in most cases produces..a beast that can not be tamed or drive'n for long periods..in cruise mode on the street or driven long and hard @ the track
... put simple the two do not mix well either build it for either or.
- 1 The 377cid race engine built with HIGH RPM BHP in mind 7000+ RPM'S with high comp 12 .1 & very high lift soild roller cams, loose engine clearances ,big port heads , huge runner intakes, battle ship valve springs , huge CFM carbs or CFM FI systems..massive ignition amps or magneto ,huge exhaust pipe dia...this all equals huge upper RPM BHP...thats good if that is what your looking for and like to race the heck out of her & run race fuel and tow her to the track & home again...in an all out race engine high RPM BHP is the norm as we all know....but remember sustained high RPM's kills / wears out engines very fast this is a fact ..no matter who built it or what parts are loaded into it...be prepared to rebuild this engine frequently..eg replace valve springs, replace rod & main bearing..generaly fresh'n up engine very frequently= that's race'n
[/URL]Or #2 383 stroker...built to to run on pump gas 95/98 octane..and deliver a lot of usable BHP & torque @ street level RPM's 2000 to 6800 RPM in the range of 450/500 BHP and 460/500 ft lbs torque with a 11:1 to 11:5.1 comp..use a hyd roller cam = no valve lash adjustments...run tighter clearances..run smaller port heads run street ignition systems eg MSD 6AL ect smaller carbs , heads with milder springs..ect this all adds up to a long life high BHP engine..okay she will not wipe the floor with all those hardcore race engines
and lap them all often...but you'll be drive'n her home and park'n her with no tear downs and next day after race'n her you & the misses are off for a cruise or you & a mate off to a show / event..whilst the other fellow with the hardcore race engine is chase'n parts and is burn'n the midnight oil rebuild'n his high RPM scream'n monster for the next track day.
In the end remember to sit back and think what your main use of any high performance engine will be & your overall budget..then decide what's best for you!
Or option # 3 build a street driven supercharged engine eg Paxton , Vortech , Pro Charger loaded engine & force feed the beast...and wind up the boost/ overdrive the blower for track days...this is as close to have'n your cake & eat'n it too...but comes @ a price.
My 2 cent / .9 pence Dr,Dee
PS Or Option 4 go new school LS7...@ 500+ BHP......nice engine...pricey & techy....but some love'em....
Edited by fastco on Friday 14th December 06:25
Edited by fastco on Friday 14th December 06:44
Fastco is comparing two extremes but it does not have to be so.
A 377 can be built in both extreme or mild form. What does remain true is that it will rev higher and produce less torque.
An Ultima is light and does not need the extreme torque levels the are the norm for a US built SBC.
I think Fascos response does demonstrate how difficult it is to change that thought pattern and to get to grips with the fact we are only shifting 2200LBS and with a transaxle that was never designed to deal with the torque levels being proposed.
Steve
A 377 can be built in both extreme or mild form. What does remain true is that it will rev higher and produce less torque.
An Ultima is light and does not need the extreme torque levels the are the norm for a US built SBC.
I think Fascos response does demonstrate how difficult it is to change that thought pattern and to get to grips with the fact we are only shifting 2200LBS and with a transaxle that was never designed to deal with the torque levels being proposed.
Steve
I think the key point here is a simple one -- price.
If he doesnt want to spend the earth on an engine then forget half of whats been posted here, because he may not want to spend that kind of money.
For under 5 grand if you have a viable alternative to the Fastco engine then I guess thats what he really wants to know.
Not sure about the others, but for that money I dont see one.
If he doesnt want to spend the earth on an engine then forget half of whats been posted here, because he may not want to spend that kind of money.
For under 5 grand if you have a viable alternative to the Fastco engine then I guess thats what he really wants to know.
Not sure about the others, but for that money I dont see one.
Wilder said:
I think the key point here is a simple one -- price.
If he doesnt want to spend the earth on an engine then forget half of whats been posted here, because he may not want to spend that kind of money.
For under 5 grand if you have a viable alternative to the Fastco engine then I guess thats what he really wants to know.
Not sure about the others, but for that money I dont see one.
there out thereIf he doesnt want to spend the earth on an engine then forget half of whats been posted here, because he may not want to spend that kind of money.
For under 5 grand if you have a viable alternative to the Fastco engine then I guess thats what he really wants to know.
Not sure about the others, but for that money I dont see one.
I have just changed from a torquey 383 to a revvy 377 for the exact reasons that Steve has pointed out.
I have had varing prices on 377ci engines.
I didnt go for the mega revvy peakey engine i went for a smooth but revvy unit that has made almost 600hp at 7100rpm but makes good power from 3800 to the redline. i have also gone for an Ali block and sequential efi. Yes it was more than the Fastco unit but i think it very much suits the ethos of the Ultima???
Wilder said:
Sorry but you say they are out there, then you say it was more than the Fastco one.??
If anyone knows a similar spec engine for under 5K please state what & where it is as I really would like to see if there is an alternative at the price.
i was quoted $9000 for a basic spec 377 which should make 540bhpIf anyone knows a similar spec engine for under 5K please state what & where it is as I really would like to see if there is an alternative at the price.
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