Volume III, Issue 7, Page 3

Finally, finally the all-aluminum 620 cubic inch Ohio Crankshaft Super Series Chevy has been completed and tested on the dyno at Stan Ray's Ohio Crankshaft shop. It performed as expected and is sitting between the rails of our new S&W swing-arm dragster chassis.  We've had it to several races and now we have a real world idea of how the engine and chassis will perform.

When we received the engine it was in a crate. First thing to do is inspect the container BEFORE you sign the Bill of Lading and accept the freight. We had a pretty good sized hole punched in the side of the wooden crate and I would not sign off until we opened the crate. The forklift driver who rammed into it didn't do any damage so everything was OK.

Ohio Crankshaft assembled the 620 with the same basic parts all their Super Series 620's get with the exception of the World Merlin-X aluminum block we supplied. Using  the aluminum block was a decision we made to save some weight, and besides I've never had an aluminum block engine before and I wanted my first big-block Chevy to be one.

In the last article I wrote about the 620 engine I listed a lot of the parts we used and why we chose them. I can now tell you without any reservation the Ohio Crankshaft crew knows what they are doing and what parts work best together and the dyno testing and actual race performance has proven that.  

We put the 620 on the dyno at Ohio Crankshaft for a couple pulls to make sure everything was OK and to get a baseline on  what kind of power the engine made. It is important to do this for several reasons but the main reason I like to run  an engine on the dyno is because it sounds really cool! OK, that's isn't the main reason, the main reason is to make sure all the components in and on the engine are "happy" and provide information for the torque converter manufacturer so they have as good chance as they can to hit the right setup on the converter on the first attempt.

The 620 made so much torque in the lower RPM ranges that the numbers were actually headed slightly down by the time the computer picked up the run at 5100 RPM. We ran the fuel injection a little rich to be safe and timing was set at 33 degrees.
Here are the dyno results of the first full pull after a couple warm-up pulls and re-setting the valves.

Pull 1: VP Race Fuels- M1 methanol, no lube. Terminator 86 main with 37 nozzles. 20/50 Valvoline 10 qts; 33 degrees timing, 150 degree water.(we race it warmer and likely that will add some power).