2014 IHRA

The foundation for 572 cubic inches of rip-snortin’ big block Chevy is a Dart M iron block. It features an improved oiling system, extra-thick cylinder walls, 4-bolt mains, and scalloped water jackets for improved coolant flow. Trick Flow used a standard deck (9.800-inch) block; the Big M is also available as a tall deck (10.200-inch). A shout-out goes to Gressman Powersports in Fremont, OH for boring the cylinders to 4.625-inch and doing other finish machine work.

Trick Flow engine builder Todd Hodges lowers the Manley Pro Series crankshaft into the block. Forged from 4340 steel, the 4.250-inch stroke crank is heat-treated and nitride before being stress relieved, shot peened, and Magnafluxed. Other features include micro-polished .125-inch radius journals, gun-drilled mains, lightened rod journals for weight reduction, and fully profiled counterweights.

Once the crank is seated and the four-bolt main caps are torqued to 100 ft.-lbs. with 30 weight oil, Todd checks crank thrust. It came out to .005 inch.

Wiseco and Manley parts make up the piston and rod assemblies. The Wiseco Quick 16 Series forged pistons feature ArmorGlide™ anti-friction coating on the skirts. Wiseco says this coating allows much tighter piston-to cylinder wall tolerances than other spray-on coatings do. The Manley H-beam rods are 4340 steel, fully machined and stress-relieved. The wrist pin and big end bores are honed to a +/-.0002-inch tolerance, and each rod set is weight-matched to within 2 grams.

Here you can better see the Wiseco piston’s vertical gas ports and the big 50cc popup. Each piston weighs 636 grams, which is pretty light. Trick Flow’s static compression goal for the engine (with the PowerPort 365 heads’ 119cc chambers) was around 14.3:1. Since the pistons sit about .010-inch down in the cylinders, Todd went to a Cometic MLS head gasket with .040-inch compressed thickness to gain back some extra squeeze.

The solid roller camshaft is from Bullet Cams. The duration specs out at 285-degree intake/296-degree exhaust @.050. Lift is .918-inch intake/.874=inch exhaust with 114 degrees of lobe separation.

COMP Cams provided the Hi-Tech belt drive system. Belt drives are better at absorbing crankshaft harmonics than chains or gear drives. That helps reduce valvetrain instability that robs you of horsepower. The Hi-Tech drive has a unique camshaft thrust adjustment system that doesn’t require shims, plus an infinitely adjustable Vernier cam sprocket for spot-on cam timing. Double lip seals insure no leaks—very important on engines that use vacuum pumps like ours.

Todd degrees the cam to 110 degrees as specified by the cam card.

Todd degrees the cam to 110 degrees as specified by the cam card.

The Moroso crank scraper is designed to accommodate various crank strokes. That means you have to trim it to fit your particular setup. The best way to do this is to make a cardboard template, transfer the pattern to the scraper, and carefully cut to fit.

This is how the scraper should fit when you’re done whittling it to size. While it takes longer, it’s better to cut material a little at a time to get the scraper to fit as closely as possible to the rotating assembly. Removing excess oil off the rotating assembly helps free up a few horsepower by reducing windage around the crank. On a race engine, gaining even a couple of extra horsepower is worth the effort.

The Moroso Blueprinted oil pump features smooth anti-cavitation slots and enlarged feeder grooves, providing steady oil flow to each side of the gears even at high rpm. The pump is high volume/standard pressure. That means the pump can circulate plenty of oil at high rpm without creating additional oil pressure. Remember, we’re working with an engine with a crankcase already under vacuum via the Moroso vacuum pump, so you don’t want any more oil pressure than is necessary.

Moroso’s Drag Race oil pan is fabricated from aluminum and holds seven quarts of oil when used with a high volume oil pump (six with standard volume pump). The double kickout design can handle engines with up to 4.75 inches of crank stroke. Billet aluminum end seals ensure consistent sealing surface to front covers and rear main caps.

Todd lowers a Trick Flow PowerPort 365 cylinder head onto the block. A lot of work was spent balancing and maximizing airflow among all eight intake runners. On a factory-style head, the runners for cylinders one, four, five, and eight are “curved wall,” or dogleg style. These runners flow less than the other “straight wall” runners, meaning their respective cylinders get less air. Trick Flow reworked the curved wall runners on the PowerPort 365s to increase their airflow capacity. The result is more equally balanced airflow to all cylinders, which produces more power.

The ARP head studs are torqued to 70 ft.-lbs. in three steps. Don’t forget these bolts under the heads. There are two per head; they get torqued to 50 ft.-lbs.

COMP Cams also provided the shaft mount rocker arm system. It features 1.7 ratio full roller aluminum rocker arms that ride on hardened steel shafts bolted to steel stands. In other words, these rockers won’t flex like stud mount rockers can (even with stud girdles). That greatly increases valvetrain stability and allows more accurate transfer of camshaft motion to the valves.

Looking like a real engine now, isn’t it? A 1,250 cfm Holley Gen 3 Ultra Dominator carburetor is perched on a Trick Flow R-Series single plane intake manifold. The headers are Trick Flow by Stainless Works stainless steel headers. They have 2 1/4 to 2 3/8-inch stepped primaries with 4 ½-inch merge style collectors.

On the front of the 572 is a MSD Flying Magnet crank trigger, Meziere electric water pump, and a Moroso vacuum pump. Todd still has to make a front motor plate to properly hang these components.

For the third year running, Trick Flow Specialties is building the engine that will be part of the prize package awarded to the IHRA’s Summit Racing SuperSeries Top Class Champion.

Trick Flow’s first two engines—a 565 cubic inch big block Chevy in 2012 and a 598 cubic inch 460 Ford in 2013—each made over 1,000 horsepower. For 2014, Trick Flow went Chevy once again, this time a 572 cubic inch big block that features the company’s latest PowerPort® 365 aluminum cylinder heads.

We were invited along for the ride as Trick Flow assembled and dyno-tested the 572. There was a lot to cover, so we’re going to get right to it and show you what goes into Trick Flow’s 572 big block Chevy—and what comes out of it in terms of horsepower.

The Short Block

The 572 is based on a Dart Big M iron block. It features an improved oiling system, extra-thick cylinder walls, 4-bolt mains, and scalloped water jackets for improved coolant flow. Trick Flow used a standard deck (9.800-inch) block; the Big M is also available as a tall deck (10.200-inch).

Manley supplied the 4.250 inch stroke steel crank and connecting rods. The crank features micro-polished .125 inch radius journals, gun-drilled mains, lightened rod journals for weight reduction, and fully profiled counterweights. The H-beam steel connecting rods have cap screw ARP 2000 alloy rod bolts; each rod set is weight-matched to within two grams.

The pistons and rings are from Wiseco. The Quick 16 series forged pistons have a whopping 50cc semi-hollow dome. Static compression comes in at around 14.3:1 with the 119cc chambers of Trick Flow’s PowerPort 365 heads.

The solid roller camshaft is from Bullet Cams. The duration specs out at 285° intake/296° exhaust @.050. Lift is .918 inch intake/.874 inch exhaust with 114° of lobe separation.

Heads and Valvetrain

Trick Flow’s PowerPort 365 aluminum cylinder heads offer a great combination of big flow and cost effectiveness. Designed to extract as much power from the conventional big block Chevy design as possible, the cylinder heads are ideal for racers that want extra airflow, but don’t necessarily want to go through the hassle and expense of converting to a “Big Chief” style cylinder head.

The PowerPort 365s feature 119cc CNC-profiled combustion chambers, CNC Competition Ported 365cc intake/135cc exhaust runners, 2.350/1.800 inch valves, and Trick Flow by Pac Racing 1.645 inch diameter triple valve springs that can handle up to .900 inches of valve lift.

COMP Cams supplied the 1.7 ratio shaft rocker arms, plus the Endure-X roller lifters, lifter link bars, and Hi-Tech belt drive. Rounding out the valvetrain are Trick Flow 3/8 inch chromoly pushrods.

Oiling System

The oiling system is all Moroso: seven-quart Drag Race pan, high volume oil pump, breather tank, and vacuum pump system. Sealing the crankcase with a vacuum pump improves ring seal to prevent blowby and detonation. That’s worth extra horsepower.

Induction System

A big 1,250 cfm Holley Gen 3 Ultra Dominator carburetor sits atop a Trick Flow R-Series single plane intake manifold. The Gen 3 Ultra has a taller main body to accommodate larger radius air entries that deliver smoother flow into new fully machined, big-bore venturi. Other features include fully adjustable billet aluminum metering blocks and HP fuel bowls that hold 20 percent more fuel than traditional V-bowls. That helps eliminate fuel starvation and provides consistent air/fuel ratios.

The R-Series intake has high-flow extended runners and a raised plenum floor to improve horsepower and torque production. Trick Flow also added cast-on bosses for nitrous or fuel injectors, plus extra material for custom porting.

Other Parts

Rounding out our 572 are:

MSD crank trigger, Pro-Billet distributor, and Super Conductor plug wires

Trick Flow by Stainless Works headers, 2 1/4 to 2 3/8 inch stepped primaries

Meziere 200 Series electric water pump

ATI Super Damper harmonic damper and timing pointer

• Holley Dominator billet fuel pressure regulator

Fel-Pro and Cometic gaskets

ARP fasteners

Clevite and Durabond bearings

The Results

Once again, Trick Flow handily broke the 1,000 horsepower mark—the 572 made 1,015 peak horsepower at 7,500 rpm and 781 pounds-foot of torque at 6,400 rpm. You can check out video of the dyno pull below.

“Our goal from the start of this program two years ago was to build engines that make 1,000 horsepower reliably and with off-the-shelf parts,” said Mike Downs, Trick Flow’s General Manager. “All three engines we’ve built—the 565 big block Chevy, the 598 big block Ford, and this 572 Chevy—prove that our concept works, and can be duplicated by any racer.”

With this kind of go in their new TNT Race Cars dragster, the 2014 Summit Racing SuperSeries Top Class champion will be winning some rounds—make that a lot of rounds.

Author: Alan Rebescher

Editor, author, PR man—Alan Rebescher has done it all in a 25 year career in the high performance industry. He has written and photographed many feature stories and tech articles for Summit Racing and various magazines including Hot Rod, Car Craft, and Popular Hot Rodding, and edited Summit Racing’s Street & Strip magazine in the 1990s. His garage is currently occupied by a 1965 Ford Mustang.