Lucky Winner of SEMA Auction Builds Engine With Ed Pink

Editor’s Note: Among the fundraising efforts for the SEMA Memorial Scholarship Fund is the annual engine auction on eBay Motors. In past years, Ed Pink Racing Engines (EPRE) built and dyno tested the engine using parts supplied by SEMA members. For the latest auction, however, the prize allowed the winning bidder Rod Johnson to meet with Pink and EPRE manager Frank Honsowetz to tailor the build according to his specific needs — again using parts from SEMA members. Bill Holland followed the build for EngineLabs and submitted the following report.

Words by Bill Holland

A solid foundation for the build came in the form of a Dart small-block Chevrolet SHP cast-iron block mated with Dart SHP aluminum cylinder heads. From that point on, the build was the proverbial “clean sheet of paper.” Winning bidder Rod Johnson wanted an engine for his dad’s street-driven 1955 Chevy pickup; a bullet with good performance but completely docile.

It takes a combination of parts and people to build an engine. Here are the Ed Pink Racing Engines staffers (left to right) who had a hand in the build: Tom Schlaak, Bill Wood, Craig McCormick, Lauren Arana, Larry Ingham and Felipe Javier. Photos by Bill Holland

Left to right: EPRE technician Lauren Arana works on the SEMA Scholarship engine; Frank Honsowetz, general ganager of Ed Pink Racing Engines, checks the Dart SHP block; cylinder head specialist Craig McCormick dialed in the valve train.

Cubic inches are always a good way to get more power without sacrificing reliability, so a Scat 4340 forged steel 3.75-inch stroker crank was selected, as were Scat 4340 5.7-inch H-beam connecting rods along with Clevite rod and main bearings and Fel-Pro gaskets. An ATI Super Damper augmented the internally balanced engine. Mahle forged aluminum pistons measuring 4.145 inch diameter and Total Seal piston rings were employed in the 405ci package, which came with a 9.55:1 compression ratio. The Dart heads featured 200cc intake ports, 64cc combustion chambers and had 2.02-inch intake/1.60-inch diameter exhaust valves; a good balance between air/fuel flow and velocity.

Continuing with the premise of having a streetable power curve, a Comp Cams hydraulic roller (grind #12-467-8) was used. A set of Manley 1-piece chromoly pushrods connected the Comp hydraulic roller lifters to the Comp 1.6:1 aluminum roller rockers. This gave the engine a net lift of 0.612-inch at the valve, with a duration of 248 degrees intake and 255 degrees exhaust at .050-inch lift with zero lash.

Clockwise, from top left: ARP head studs secure the cylinder heads. The Mahle pistons and chamber volume combined to produce a 9.55:1 compression ratio. The Comp Cams valve train was dialed in to perfection. The 405ci small-block is fed by this 2x58mm Holley throttle body atop a polished Stealth Ram manifold. A bird’s eye view of the SEMA Scholarship engine in all its polished aluminum glory. A set of coated Hedman hedders will complete the installation.

A Milodon high-performance oil pump and a 6-quart Milodon pan handled the small block’s lubrication needs, with Joe Gibbs Driven oil utilized. Cooling came via an Edelbrock water pump. An Edelbrock front cover housed a Comp timing set. A set of Hedman hedders, appropriate to the vehicle, was provided.

All the fasteners used in the build were from ARP. They ranged from 4130 chromoly head studs, main studs and rod bolts all the way to polished stainless steel 12-point accessory fasteners. The high-performance alternator and starter were manufactured by PowerMaster, while a set of March brackets and pulleys added a finishing touch.

Polished induction

To provide the engine with a distinctive appearance and all-around performance, a Holley EFI was selected. The polished aluminum system features a 2x58mm throttle body, a Stealth Ram intake and fuel injectors rated at 35 lbs. per hour. A FAST distributor was used to signal the Holley ECU, with a Crane HI-6 ignition and coil providing the power to the Moroso plug wires and Champion spark plugs. The fuel pressure required at WOT was 43 psi, and the distributor had 33-degree advance. A pair of Moroso polished aluminum valve covers, specially engraved with the SEMA and Ed Pink Racing Engines logos, add to the engine’s exclusivity.

Clockwise, from top left: Last-minute linkage adjustments are made prior to hooking the SEMA SBC up to the dyno. Ed Pink Racing Engines GM Frank Honsowetz gives winning bidder Rod Johnson an overview of the dyno testing process at EPRE as Pink technicians mapped the Holley ECU.

After all the normal break-in procedures were completed, the engine was put through its paces on the dyno, with adjustments to ignition timing and fuel mapping made to optimize performance. The engine cranked out an impressive 475 lb-ft of peak torque at 4,500 rpm, and exhibited a very wide torque band that showed in excess of 400 lb-ft. throughout a 2,500 rpm range. Peak power was a steady 453 horsepower, which it held between 5,500 and 5,800 rpm. Needless to say, with its broad power band the SEMA/Ed Pink small block will make for an excellent “driver.”

From left: Noted engine builder Ed Pink is joined by Mike and Rod Johnson, who are putting the engine in their dad's classic Chevy pickup. Rod Johnson discusses the build with Ed Pink. A bonus for Johnson was touring the Ed Pink Racing Engines facility and seeing a rare Novi engine from the Indy 500 under restoration.

The beauty of the Holley EFI is that the ECU will “learn” the actual driving parameters of Johnson’s Chevy and make the necessary finite adjustments for optimum performance.

Thanks to the efforts of almost two-dozen SEMA member manufacturers and the considerable skills of Ed Pink Racing Engines, the net result is a potent, good-looking engine that is ideally suited for its new “home,” with the proceeds from the eBay auction ultimately benefiting a number of young people wishing a career in the automotive aftermarket. Scholarship information is available at www.SEMA.org/scholarships.