Nope, you can't buy a complete engine like this from Dart Machinery, but it does now assem
Dart Machinery has a long and successful history of producing both horsepower and brute strength for Blue Oval and Brand C gearheads. The Motor City-based firm is perhaps best known for its high-flow cylinder heads and race-oriented Iron Eagle engine blocks, but has recently begun production of 427-inch short-block assemblies based on Dart's Special High Performance series of 9.5-inch-deck Windsor-style blocks. These robust iron-blocks are decidedly more street-friendly (and affordable) than the racy Iron Eagle, yet offer a humongous strength increase over a stock 351 casting. They are targeted at the high-performance street and sportsman crowd.
Dart now teams these American-cast-and-machined SHP blocks with quality rotating/reciprocating hardware from top-line performance manufacturers, and even more importantly, harnesses the talents of experienced in-house engine builders to hand-assemble each and every 427 short-block.
Let's be clear: Dart is not in the business of building long-blocks or crate motors. Rather, with this new Windsor-style 427, the company has created a strongly spec'd and precision-assembled short-block foundation. It's the trickiest and most critical aspect of any powerplant, and one you or your favorite engine shop can build upon. In essence, Dart has done the hard, precise work so you can finish it off and bolt together whatever combo suits your purposes, knowing the bottom end will be up to the task.
Still, where's the fun in just showing you some short-block images? Instead, we prevailed upon the talented crew at Dart to show us not just their 427 bottom end going together, but to finish the big-bore beast off with cam, heads, and induction, then lock it all down in the company's in-house dyno cell and generate some real-world numbers for your consideration. For this exercise, the Dart dudes opted to put together a sort of street-bruiser combo with torque aplenty that would be happy to rumble around on a diet of pump gas.
Let's get on with it...
Horse Sense: Drag-racing enthusiast Richard Maskin founded Dart Machinery some 30 years ago in a humble Detroit-area two-car garage. Its growth over the past three decades has been nothing short of phenomenal.
Dart's high-nickel-content SHP iron-blocks are cast in Wisconsin and machined on ultra-mod
The business end of Dart's SHP short-block looks like it could survive a nuclear strike. T
Dart doesn't mess around when it comes to the 427's crank, going with Eagle's forged 4340-
It's the same with the rods in that Eagle's 4340 H-beams (in 6.250-inch length) are the on
If all this seems rather dictatorial, there are alternatives on the piston front as a choi
Dart's pair of veteran builders, Tony McAfee (shown, here wielding the Sunnen dial bore ga
Ring-end gap is critical for proper combustion sealing, so be sure to tell Dart's order de
A shot of an installed piston at bottom dead center shows how little of the skirt extends
Should you or your engine builder order Dart's 427 short-block assembly, it will arrive lo
For our buildup and dyno testing, Dart's crew decided to go relatively mild and street-fri
Dart's SHP block is fully machined to accept roller lifters and their associated hardware,
Dart is perhaps best known for its free-flowing cylinder heads, and we went with its top-d
Normally 62cc on the Pro1 or Pro1 CNC heads, Dart machined the heart-shaped chambers on ou
Compared to factory heads, the Pro1 lineup has large raised exhaust ports with a spread bo
New from Dart are these two-piece, adjustable pushrod guideplates, which Tony and Jeff put
...mounting a set of Comp Cams High Energy die-cast 1.6:1 aluminum rocker arms--nothing ex
Likewise there's nothing particularly exotic about the intake that was on hand for our dyn
Dart had a variety of "dyno carbs" on hand, and we decided to start testing with this 650-
On The Dyno
With efficiency that stems from years of experience, Tony McAfee and Jeff Lake had our street-friendly 427 test mule strapped down and hooked up in the dyno cell in short order, plumbing it with a set of Kooks long-tubes with primaries large enough to take advantage of the heads' cavernous exhaust ports. To be honest, little time was spent "perfecting" the combo--it wasn't necessary.
We started with a 650-cfm Demon carb, made two or three pulls while experimenting with ignition timing (the combo seemed to prefer about 31 degrees total timing), then bolted on an 850 Demon for a couple final pulls. As you can see, the result is oodles of torque and better than 1.4 peak horsepower per cubic inch. This is excellent performance from a naturally aspirated bullet with pump gas-friendly 10.5:1 compression and civilized cam specs. Equally important, however, is the longevity that can be expected from the high-quality components and fastidious assembly of the Dart 427 short-block.
|w/650 Demon||w/850 Demon|