Interesting OEM 522 Whippled EFI engine build.
 

Well it appears the Marine Assault Engine Factory wll provide at least the first few engines to Trident Boats. Engines for their new "Revolution" dual jet drive deck boat.

Trident Boats Web Site


522 CID was decided on for a number of reasons. To operate within the effeciency range of a single intercooled 3.3 Whipple, to allow use of GM Gen VI blocks and cranks and also use of Edelbrock Performer RPM Marine cylinder heads. Everything working together.


Some of the components, J&E's best blower piston, Eagle "H" beams with L-19 bolts, Comp pro magnum rockers, Isky springs, hydraulic roller lifters and push rods, Cometic
head gaskets, ATI super damper blower balancer, SFI flex plate etc.


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This OEM engine will be as revolutionary as the boat. Design, construction and features etc. Every component has been selected to compliment the other. This results in an awesome "engine combination". The entire engine combination designed specifically for the boat as well. Who could ask more of their OEM engine? This will not be a crate engine or a "select this model" engine from a list of take it or leave it models.

"Froggystyle" from Trident requested between 650 and 700 HP as the base model OEM engine. The engine will actually be built for 900+ HP. This will allow a HP upgrade without being concerned with the engine's ability to handle it. Pistons, rods, head gaskets, cylinder heads, camshaft etc. will all be there if more power is wanted when the warranty period is up. Or up front with no warranty. :cool: Disclaimer Will have to speak with Trident for details. A blower pulley change and computer re-program and a few hundred additional HP is there. :D

The Edelbrock Marine heads are not necessairily the best flowing or the most HP producing heads but: they work perfectly with the CID engine being used, are heat treated, hard anodized, thick decks for blower use and have severe duty intake valves and Inconnel exhaust valves.

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Here is the new Gen VI block.

Has been to the machine shop and bored/honed to 4.560" This big bore will unshroud the valves a bit and add a few cubes. Had to get it bored and bring it back to the shop to check deck height. Will send it back for decking and final cam bearings etc.

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Getting ready to check the deck height.

Already know the final bore size that will be needed for each engine once the production run starts full blast. Need to establish an exact deck height now. This will allow me to tell the machinist that I want "X" finished bore size and "X" deck height for each engine. Not have to mock up every one of them. Take my time on this one to establish the dimensions.

Will temp install the crank and a piston/rod assembly in all 4 corners.

These are the lucky components.

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#1 piston installed. No rings.

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Use the dial indicator to make sure it is exact TDC. #7 in work here. Did this to all 4 corners. At least 3 times each.

Use the depth micrometer to measure exactly how far the piston is in the hole. Easy to square the piston in the bore since no rings are installed.

Odd side measured .0265" and the even side measured .024"

Will deck both sides so the pistons are .005" in the hole. Custom thickness gaskets will give a "quench clearance" of .040". Future servicing of the block and it is squared to deck height of .000". a standard .040" gasket will maintain the proper quench clearance.


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These Isky 9000 series cryo treated springs are the best available. Using titanium retainers to help them retain as much service life as possible. Also these hardened spring seats will not let the springs "work" into shims or soft aluminum. These hydraulic roller lifters are the latest in technology. They allow up to 160# seat pressures and way over 6K RPM's :D

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One more view of cylinder head and springs etc. Make you turn your head?

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Froggystyle do not look
:D :D :D

Yes this is a v-drive timing cover on your engine being used as a template. Going to drill the block so it will accept a gen V or Gen VI timing cover. They use the same oil pan but different timing covers. Gen VI cover does not allow a double roller timing set without a spacer. Use a GEN V and be done with it.

Ok Froggy, maybe you should know to order Gen V timing cover and Gen VI oil pan. :)

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Filing rings. This must take more time than any other single task. Or at least seem so.

The first few suck but after 2 or 3 it goes faster. Hog them within a few thousandths with the electric filer. Finish with the hand filer.


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Bearing clearance was a bit much on rods and mains.

Had to buy two sets of bearings. One standard set and one with .001" less clearance.

For example shooting for .003" clearance on the mains. It measured out at .0035"

To correct this I install a standard bearing half and a .001" tight bearing half in each hole. Brings the clearances right where I wanted them.

Now what to do with the two broken bearing sets? :rolleyes: :rolleyes: :rolleyes:


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Just a shot of the rings fit and waiting to be installed on the pistons.

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What an oily mess. 2 more spiro locks - rings and in the holes they go.

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Oily workbench mess now in the engine. Perfect .005" in the hole as planned.

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One Edelbrock Marine, Isky springed, titanium retainered, gasket matched head ready to install.

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Using custom thickness Cometic head gaskets.

Two outer layers are coated and standard thickness. Inner layer sets the overall thickness.

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Check head gasket fit against the head.
Make sure everything lines up.


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And check head gasket fit on the block.

Will install 1 head tomorrow.

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Re: Interesting OEM 522 Whippled EFI engine build.
 

Hey , Paul Harvey" , wheres the rest of the story !?!? :cool: :D

Re: Interesting OEM 522 Whippled EFI engine build.
 

Let me start copying and pasting. It will take a few minutes.

Can be found here as well as other build projects

Re: Interesting OEM 522 Whippled EFI engine build.
 

Well the ARP hosing continues. Still waiting on studs.

I only have a few hours of work remaining but without the studs, it may as well be a weeks worth.

I will know better next time. How to deal with them.

I can fill in with a pic of the intake valve after lapping in. cannot just throw together a new set of heads without seeing for myself that the valves are going to seal.

The "frosty" ring around this valve is where I lapped it in. Matching frosty ring on the seat. Should seal off well.

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Re: Interesting OEM 522 Whippled EFI engine build.
 

A quick update.

The studs finally show up. Here is a shot of them installed. There are 5 different lengths for the Edelbrock heads.

Do not like the lengths. Some too long and some too short. Will post pics later.

Time to call ARP tech support and maybe get a custom mix of fasteners.

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Re: Interesting OEM 522 Whippled EFI engine build.
 

One Beware FYI type thing.

These Cometic gaskets are made from several layers of metal. Riveted together in four places out of the way of head/block clamp up. This rivet is just asking to fall out and into the engine.

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Re: Interesting OEM 522 Whippled EFI engine build.
 

To address a question from another site asking if I was questioning the design of the Cometic gaskets.

The rivet mentioned above is poorly installed. I can push it out very easily. Here is the rivet on the other side. It is installed well and the gasket is clamped together good on this end.

Proposed solution is to clamp it down myself and if I do not like the way that turned out remove it all together.

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Re: Interesting OEM 522 Whippled EFI engine build.
 

ARP is sending the correct length studs. Should be here any day now.

Interesting experience. Takes as long to get head studs as it does to build the engine.

I guess in their defence. They do not have a set specifically for the Edelbrock Marine head.

I will have the correct set (lenghts) on record for the future. 5 different length studs for these heads. All part of "building" an engine. Now this is known, it will not be a road block in the future.

In this case how many suppliers can you get head studs from? Not many options.

Well the brown truck arrived from the west with 8 new studs.

No charge from ARP also :D :D

The new correct length on the left and original too short on the right.

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Re: Interesting OEM 522 Whippled EFI engine build.
 

Soft springs installed to check valve/piston clearance.

Now way they will hit but better check anyway.


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Re: Interesting OEM 522 Whippled EFI engine build.
 

Isky hydraulic rollers. .083 wall swedged end push rods. Comp Pro Magnum Rockers.

Roll the engine around. Push the springs until the valve contacts the piston.

Missed by a mile.


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Re: Interesting OEM 522 Whippled EFI engine build.
 

Dissassemble. Put the correct springs back on. Install the heads. Run the valves. Check pushrod length. Done deal.

Assembled the valve train one 1 head to check push rod length. Check 4 of them rather than just 1 cylinder.

One and five have Isky .150" shorter pushrods. Three and seven have stock length Manley hydraulic roller push rods.

Isky recommends these shorter pushrods with their new lifters. Plus the block was decked .022 or so to get the height I wanted.

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Re: Interesting OEM 522 Whippled EFI engine build.
 

First the stock length hydraulic roller push rod. Lower right of pic.

A bit too long.

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Re: Interesting OEM 522 Whippled EFI engine build.
 

This one was the Isky .150" shorter push rod.

I like this one better.

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Re: Interesting OEM 522 Whippled EFI engine build.
 

Putting the balancer back together. Engine is balanced with only the counterweighted center section.



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Re: Interesting OEM 522 Whippled EFI engine build.
 

Left one cylinder head off until I had the timing cover and balancer. Need to use the piston stop tool to find exact TDC.

Found it. You might notice the engine changed color also.

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Re: Interesting OEM 522 Whippled EFI engine build.
 

The GM Gen VI timing cover has a pointer built on. The stock balancer is 8" and the new one is 7" . Will not work. Was worth a try.

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Re: Interesting OEM 522 Whippled EFI engine build.
 

A quick cutting wheel job on the stock timing pointer and a new billet adjustable pointer will do the job.

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Re: Interesting OEM 522 Whippled EFI engine build.
 

Installed the other cylinder head, remainaing valve train and timing cover for good.

One last look around in here.


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Re: Interesting OEM 522 Whippled EFI engine build.
 

Should not be a problem filling these cylinders. What looks like a step is a digital camera optical illusion. The black is the hard anodizing. The entire head casting was hard anodized before machining.

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Re: Interesting OEM 522 Whippled EFI engine build.
 

Thanks GM for providing this intake valley pan. It is a nice feature. Will keep the hot oil from splashing the bottom of the intake manifold. The intake will have an integrated intercooler as well. Every little bit helps.

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Re: Interesting OEM 522 Whippled EFI engine build.
 

Better update some posting on this project.

Will be fairly direct and to the point.

Dooley supplied pan pick up.

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Re: Interesting OEM 522 Whippled EFI engine build.
 

Windage tray complete and installed.

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Re: Interesting OEM 522 Whippled EFI engine build.
 

Oil pan on.

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