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10 Real-World, Proven Power Combos You Can Build

Big cylinder heads, roller camshafts, and monster cubic inches help produce impressive power figures. Each month we test a variety of power combos using many of these cool parts to bring you the latest tire-shredding buildups, dyno results, and track numbers. But much of the engine-building excitement takes place outside the pages of the car-magazine world. These guys rely on combinations assembled in hometown garages and shops to develop huge power. No crate engines or catalog motors here. Just custom engine builds with off the-shelf components to power their hot street cruisers and weekend haulers.

To scope out the action we spent plenty of time at the track, lurking around the dyno rooms, and on the street, searching for the best engines we could find. Cumulatively, we logged plenty of miles, but in the end we were rewarded with potent mills and the chassis to harness them. No boring powerplants here, only real-world, and only those that scorched our fancy, including machines that sported 800 horses with people who aren’t afraid to drive them on pump-friendly petrol.

In the end, we had a difficult time whittling down to our favorites, but suffice it to say, we certainly found 10 of the coolest combinations; each of which stands out on its own and deserve full merit for its achievements on and off the street. We should note that most of our heroes prefer pump gas and, without a doubt, that’s just the way we like them. Is there a pay-off to building something similar? You better believe it. With the big dyno numbers or killer e.t.’s, these guys are the envy of their neighborhoods, leaving us in daze, and pushing us to be more like them.

Mike Saiki's 700hp 377ci small-block- powered Corvette produces some very low e.t.'s with an easy-to-follow combo. Just use a relatively light car and steep gears, and build an engine combo that produces low torque to help traction and high rpm. Add in a 300hp nitrous kick, a real loose converter, and a set of Mickey Thompson rubber and dip into the 8s. As Mike puts it, "I roll out on the motor about a car length, hit the nitrous, and keep just a little tire spin happening so that the front of the car doesn't yank the wheels up."



Mike Saiki

'72 Corvette

Specs

Displacement- 377 ci
Block - Motown block w/four-bolt billet caps
Bore x Stroke - 4.155 x 3.48 inches
Compression - 14.5:1
Rod - 5.85-inch, aluminum GRP

Induction

Carburetor - Holley 800-cfm
Intake - Edelbrock Super Victor

Camshaft Specs

Comp Cams hydraulic roller

Valve lift - 0.700/0.670 inch
Duration - @ 0.050 268/279
Lobe separation - 110

Cylinder heads

AFR aluminum 227

Valve size - 2.10/1.62-inch
Rockers - Jesel shaft rockers,1.55:1

Power Adder

10,000-rpm nitrous plate

Drivetrain

Transmission - Steve Sharp TH400
Converter - Coan 8-inch, 7,000-stall
Rearend - 12-bolt Corvette
Gears - 4.56:1

Rear Rubber

28x11.50 Mickey Thompson ET Street

Numbers

Peak Horsepower - 708 @ 7,600 rpm
Peak Torque - 579 @ 5,900 rpm (motor, 879 w/nitrous)
Performance - 8.98 @ 155.5 mph
60-foot - 1.38

 
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Steve Mundy's '72 Camaro was one of the most impressive cars we saw: big rear tires, a mammoth big-block, and a loud rumble at idle. Steve bought the ex-racecar online minus the engine. The guys at Ace Machine in Riverside, California, assembled the 564ci Rat, and Westech Performance dyno-tested the engine. When we first arrived to shoot Steve's Camaro he told us he just checked with his insurance company, and we could take the Camaro for a spin around town. One thing we especially liked was the Camaro's license frame that reads "9 seconds on pump gas."




Steve Mundy

'72 Camaro

Specs

Displacement - 564 ci
Block - Dart iron
Bore x Stroke - 4.530 x 4.375 inches
Compression - 10.5:1
Rod - 6.385-inch

Induction

Carburetor - Holley 1050-cfm
Intake - Edelbrock Super Victor

Camshaft Specs

Comp Cams solid roller

Valve lift - 0.742/0.715 inch
Duration - @ 0.050 271/280
Lobe separation - 112

Cylinder heads

AFR 335 rectangular-port aluminum

Valve size - 2.30/1.88-inch
Rockers - Comp Pro Magnum,1.7:1

Drivetrain

Transmission - Powerglide w/transbrake
Converter - TCI 8-inch
Rearend - Narrowed 12-bolt
Gears - 4.30:1 w/spool

Rear rubber

33x19.50 Mickey Thompson Sportman Pro

Numbers

Peak Horsepower - 839.3 @ 6,300 rpm
Peak Torque - 773 @ 4,900 rpm

 
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With nearly 2 tons to move, Les Hays wanted to make certain that he would not have a power problem. So he assembled his own 588-inch big-block that converts pump gas into over 800 happy horses. Les's engine develops huge power by flowing lots of air through a set of Air Flow Research cylinder heads that flow 385 cfm measured at 0.600-inch lift. The bumpstick is a very big solid roller. We had a chance to hear the thunder of this motor and can attest that it is awesome.





Les Hays
'56 Chevy

Specs

Displacement - 588 ci
Block - Merlin block w/splayed billet caps
Bore x Stroke - 4.560 x 4.500 inches
Compression - 10.25:1
Rod - 6.700-inch, Scat

Induction

Carburetor - Holley Dominator 1,050-cfm
Intake - Edelbrock 454R

Camshaft Specs

Comp Cams solid roller

Valve lift - 0.714/0.714 inch
Duration - @ 0.050 266/272
Lobe separation - 112

Cylinder heads

AFR aluminum 335, CNC-ported

Valve size - 2.30/1.88-inch
Rockers - Jesel Sportsman, 1.7:1

Drivetrain

Transmission - TH400, Remac Transmission
Converter - Continental 9-inch
Rearend - 9-inch Bill Thomas Enterprises, Detroit Locker, Strange 33-spline axles
Gears -4.56:1

Rear rubber

33x21.50 Mickey Thompson Sportsman Pro

Numbers

Peak Horsepower - 837 @ 6,500 rpm
Peak Torque - 773 @ 4,900 rpm

 
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When Dave was just 19 years old, he bought his '00 Camaro new. For the first few years he meticulously detailed the Camaro and won several car shows in Stock classes. After a few dozen events he needed something more exciting, so he decided to make the engine larger and add a blower. With some help from the guys at Morgan Motorsports in Reseda, California, an ATI-1SC supercharger providing 12 psi, and a reworked big-bore LS1 motor, the F-body missiles easily into sub-9-second e.t.'s.




David Ross
'00 Camaro

Specs

Displacement - 388 ci
Block - LS1 Big bore, resleeved 4.125-inch bore
Bore x Stroke - 4.125 x 3.75 inches
Compression - 9.6:1
Rod - 6.125-inch, H-beam

Induction

Fuel injection - 80mm MMS throttle body
Intake - Holley ported/polished

Camshaft Specs

Lunati hydraulic roller

Valve lift - 0.585/0.585 inch
Duration - @ 0.050 232/236
Lobe separation - 112

Cylinder heads

GM, Stage III LS1

Valve size - 2.10/1.60-inch
Rockers - Jesel SS, 1.1:1,nonadjustable

Power Adder

Procharger D-1SC tuner kit w/custom tubing and front-mount intercooler setup

Drivetrain

Transmission - Rancho TH400 manual valve body
Converter - 3,500-stall race converter
Rearend - Moser 9-inch, Detroit Locker, 35-spline axles
Gears - 3.70:1

Rear rubber

28x11.50 Mickey Thompson ET Drag

Numbers

Peak horsepower - 576 @ 6,400 rpm
Peak torque - 718 @ 3,400 rpm
Performance - 9.76 @ 139.66 mph
60-foot - 1.48

 
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Craig Boone designed his motor to power this G-machine rapidly through the turns and quickly down the dragstrip. The 421-inch small-block is built from a Motown all-aluminum block that is topped off with AFR heads modified by Slover's Porting Service in Sun Valley, California. Ollie's Machine Shop in Van Nuys, California, completed the engine assembly. Fuel delivery is electronic with an ACCEL DFI unit. With 445 rear-wheel horsepower, Craig spends Saturday afternoons looking for unsuspecting Viper and Z06 owners. The F-body keeps contact with the ground using suspension items from DSE, Global West, Hotchkis, and Guldstrand.




Craig Boone
'69 Camaro

Specs

Displacement - 421 ci
Block - Bill Mitchell, World Block aluminum
Bore x Stroke - 4.155 x 3.875 inches
Compression - 10.7:1
Rod - 6.00-inch

Induction

Throttle body - ACCEL 1,300-cfm, EFI
Intake - ACCEL

Camshaft Specs

Comp Cams w/4-7 swap, solid roller cam

Valve lift - 0.631/0.630 inch
Duration @ 0.050 - 252/258
Lobe separation - 106

Cylinder heads

AFR aluminum 210 reworked by Slover's Porting

Valve size - 2.08/1.60-inch
Rockers - Roller Comp stainless steel, 1.6:1

Drivetrain

Transmission - Richmond six-speed
Clutch - Centerforce Dual Friction
Rear end - 9-inch
Gears - 3.70:1

Rear rubber

P315/35R17 Yokohama A032R

Numbers

Peak Horsepower - 445 @ 5,800 rpm(rear-wheel)
Peak Torque - 420 @ 5,000 rpm(rear-wheel)

 
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Scott Miller knows it takes a truck to haul, so to his factory 355 small-block he's added both a supercharger and a dose of nitrous. With the supercharger, better breathing cylinder heads, and a high-lift cam (minus the funny stuff) the combo has produced over 500 horses and 500 lb-ft on the dyno. To feed those extra horses, he improved the fuel system with parts from Holley. What's especially fun is that on the track the 4,000-pound pickup stops the clocks in the low-12-second zone.




Scott Miller
'90 Silverado

Specs

Displacement - 355 ci
Block - Factory Chevy four-bolt main
Bore x Stroke - 4.030 x 3.48 inches
Compression - 8.5:1
Rod - 5.71-inch Trick Flow I-beam

Induction

Injection - Holley 670 TBI

Camshaft Specs

Crane Cams hydraulic 240 Compucam

Duration @ 0.050 - 210/216
Lobe separation - 114

Cylinder heads

Trick Flow 175cc

Valve size - 1.94/1.50-inch
Rockers - Crane Gold (narrow body), 1.5:1

Power Adder

Nitrous, 125hp wet shot, Whipple Supercharger 6lb boost

Drivetrain

Transmission - Chevy 4L80E
Converter - The Converter Shop 2600 Lockup converter
Rearend - '92 Chevy SS 454 factory 14-bolt
Gear - 4.10 w/traction lock

Rear rubber

P275/60R15 Mickey Thompson ET Street Radial

Numbers

Peak Horsepower - 511 (motor)
Peak Torque - 503
Performance - 12.32 @ 116 mph (motor)
60-foot - 1.76

 
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This Nova may look like just another show car, but it packs some impressive power. Under the flaming flanks Chuck built a 406 small-block from a stock GM two-bolt main block and added AFR 210 cylinder heads, a hydraulic roller camshaft, a moderate amount of compression, and an adjustable NOS 150-horse kit. An MSD ignition system ignites the air/fuel charge. The package has been dragstrip-tested to power the X-body through the quarter-mile in the low-11-second range.





Chuck Immormino
'71 Nova

Specs

Displacement - 406 ci
Block - 400 GM two-bolt
Bore x Stroke - 4.155 x 3.75-inches
Compression - 10.5:1
Rod - 5.70-inch

Induction

Carburetor - 750 Holley reworked by the Carb Shop to flow 830 cfm
Intake - Edelbrock Victor Jr.

Camshaft Specs

Comp Cams hydraulic roller

Valve lift - 0.540/0.562 inch
Duration @ 0.050 - 242/248
Lobe separation - 110 installed on a 106

Cylinder heads

AFR 210

Valve size - 2.05/1.64-inch
Rockers - 1.5:1, Crane Rollers aluminum

Power Adder

NOS 150 kit

Drivetrain

Transmission - TH400, manual valve body built by Denny Savage
Rearend - 12-bolt, bearings, Moser 39-spline, Detroit locker, narrowed, mini-tubbed
Gears - 4.10:1

Rear rubber

29x13.50 Hoosier Quick Time Pro

Numbers

Peak Horsepower - 525 @ 6,000 rpm
Performance - 11.18 @ 128 mph

 
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What we especially like about Mike's small-block Nova is that it runs 10s and looks so unsuspecting. The well-thought-out combo is more that just an impressive engine build; it's a total vehicle system that puts the X-body deep into the bottom-10-second quarter-mile class. Gaining power from a 414-inch small-block with lots of compression and no squeeze, engine dyno-testing has recorded over 600 horses. Mike is also a regular at his nearby eighth-mile track, where he dials in his car's 60-foot times.




Mike Morgan
'69 Nova

Specs

Displacement - 414 ci
Block - Factory 400 small-block Chevy
Bore x Stroke - 4.165 x 3.800 inches
Compression - 14.5:1
Rod - 5.85-inch Eagle H-beam

Induction

Carburetor - Holley 1050 Dominator
Intake - Edelbrock Super Victor

Camshaft Specs

Lunati solid roller

Valve lift - 0.730/0.682 inch
Duration @ 0.050 - 280/288
Lobe separation - 108

Cylinder heads

AFR 210s ported by Tony Mamo

Valve size - 2.100/1.625-inch
Rockers - Lunati, 1.6:1/1.5:1

Drivetrain

Transmission - Turbo 400 Trans w/brake built by Leo Glassbrenner
Converter - Munsinger 8-inch, 6,000-stall
Rearend - Moser 12-bolt
Gears - 4.30:1 w/spool

Rear rubber

28x10.50 Mickey Thompson ET Drag

Numbers

Peak Horsepower - 641
Peak Torque - 547
Performance - 10.33 @ 130 mph
60-foot - 1.34

 
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By car number nine we finally figured it out. Buy a reasonably priced '68-74 Nova and spend the rest of your budget on the motor and drivetrain. Pete's gameplan enlists a common 383 small-block, some very good-flowing Dart Iron Eagle Platinum cylinder heads, a five-speed trans, and a decent shot of NOS. The combo makes for a very low 12-second e.t. The combination is also well suited for long cruises with the overdrive trans and hydraulic flat-tappet camshaft. Better yet, it's his daily driver.




Pete Cervantes
'69 Nova

Specs

Displacement - 383 ci
Block - GM 350
Bore x Stroke - 4.030 x 3.750 inches
Compression - 10.5:1
Rod - 5.7-inch

Induction

Carburetor - Holley 750-cfm
Intake - Edelbrock RPM Air Gap

Camshaft Specs

Comp Cams Xtreme Energy hydraulic cam

Valve lift - 0.477/0.480 inch
Duration @ 0.050 - 224/230
Lobe separation - 110

Cylinder heads

Dart Iron Eagle Platinum, 200cc intake runners port/polish stage 1

Valve size - 2.02/1.60-inch
Rockers - Comp, 1.6:1

Power Adder

NOS Super Power Shot 100

Drivetrain

Transmission - Tremec TKO 600 five-speed
Clutch - McLeod clutch
Rearend - Currie 9-inch rearend
Gears - 3.75:1

Rear rubber

26x10 Mickey Thompson ET Drag

Numbers

Peak horsepower - 423 @ 5,500 rpm(motor)
Peak torque - 437 @ 4,500 rpm
Performance - 12.00 @ 111.15 mph
60-foot - 1.682

 
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The key to Gil's power combo is how well the selected parts complement one another. The cylinder heads, camshaft, and rearend ratio have been chosen to provide good mid- to upper-rpm power from the 383 small-block. The cylinder heads are good-flowing AFR aluminum items and the camshaft a reasonably stout hydraulic roller unit with moderate duration. The rearend ratio is a steep cog, but with the overdrive automatic, freeway driving is accomplished at low rpm. The package with a shot of NOS (applied in High gear only) propels the Camaro to low 12-second e.t.'s--on DOT tires and through the mufflers.





Gil Roldan
'89 Camaro

Specs

Displacement - 383 ci
Block - GM
Bore x Stroke - 4.00 x 4.380 inches
Compression - 10:1
Rod - 5.7-inch

Induction

Fuel injection - Turbo City high-flow SBC TBI
Intake - Edelbrock Performer TBI
Controls - Turbo City custom EPROM

Camshaft Specs

Comp Cams hydraulic roller

Valve lift - 0.510/0.520 inch
Duration @ 0.050 - 230/236
Lobe separation - 114

Cylinder heads

AFR 195cc SBC aluminum

Valve size - 2.02/1.60-inch
Rockers - Crane Gold Race, 1.6:1

Power Adder

NOS 150-shot nitrous

Drivetrain

Transmission - TCI Super Street Fighter GM TH700-R4
Converter - TCI Street Fighter, 2,600-stall
Rearend - GM 10-bolt, Auburn posi
Gears - 4.10:1

Rear rubber

P275/60R15, BFGoodrich T/A Drag Radial

Numbers

Peak Horsepower - 410 @ 5,600 rpm (motor, 510 w/nitrous)
Peak Torque - 435 @ 4,000 rpm
Performance - 12.3 @ 114 mph
60-foot -1.85

Source: Chevy High Performance Magazine

 
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I'll take any of those cars

 
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What No Supras Skylines Or Civics Or Nsx's?or Imports???

 
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Theres a reason its in the CHEVY forum...