This year I am building a 572 CID engine with B1 original heads.
I hope to have it in my 1993 Daytona in the fall, after all points races and the Summit Bracket Team Finals are done.
Here is my plan for posting progress:

572 B1 org Part 1-Buying Parts
572 B1 org Part 2-Component Observations
572 B1 org Part 3-Machine Shop Report
572 B1 org Part 4-Mock-ups
572 B1 org Part 5-Build Notes
572 B1 org Part 6-Dyno Results
572 B1 org Part 7-Track Testing

This is not an all out build, but rather a bracket racing motor hopefully making between 900-1000 HP.
One limiting factor will be the single 4-barrel B1 intake manifold and 4150 series Alky carb.
I plan to dyno test the engine with both a Dominator carb, and my existing Alky carb. If the engine makes 950 hp with the Dominator and 900 hp with my 4150 Alky carb, I am good with that. Please post any experiences you had for what I should expect swapping carbs.

Basic engine plan is as follows:
4.500” bore x 4.500” stroke, 14.3 CR 14.5 to 15.0 CR
I need to build headers, 2.25” tubes, 4” collectors
Cam duration 280/294 at 0.050”, 0.800” lift, 113 LSA (I have this, but may change)

More Part 1 info later...

This topic is Part 1-Buying Parts.
So far this year I have accumulated the following parts. More details on each as I post more to Part 1.

Bill Mitchell Products (BMP) aluminum wedge block.
Callies Magnum crankshaft. Part number GEQ-62J-MP.
Molnar H-beam connecting rods, 7.100” long, 2.200” rod journals.
B1 original heads.
T&D 1.7 ratio rocker arms. Part number 8013, 5/8” shaft, paired rockers per cylinder.
Titanium 10 degree retainers.
B1 cast single 4-barrel intake manifold with RB spacers.
Belt drive cam timing kit.
APD “billet” alcohol carb. 4150 body, “1000 cfm”. Currently running in my Daytona.
I plan to up size the alky fuel pump and lines since I don’t think the current Aeromotive 11203 pump will feed 950 hp on Alky.
Aeromotive lists: Free Flow Rate:150 gph. Pressure 14 psi, Inlet 3/8 NPT, Outlet 3/8 NPT

Scott Koffel told me of some UEM/Icon production pistons he helped design, that should be available in June.
------------------------------------------------------------------------------------------------
UEM/ICON Elite B1 Piston
https://uempistons.com/i-35551-icon...-head-aftermarket-block-kit-w-rings.html

# IC433CAKTS.std part number with rings
1.355 Compression height, -0.020 below stock 10.725 deck
Lateral gas porting on the top land, Top land 0.300" from top
0.043, 1/16, 3/16 ring pack, Ring Set #: 4500JS8.005
Trend Wrist pins 4130, 0.185 wall, Pin No: G9902930185
5cc dome with -12cc valve reliefs. Effective volume of -6.5cc
Anodized crown & top ring land
UltraWear M42 skirt coating

UltraWear M42 coating
-Piston skirt dry film lubricant.
-Decrease engine noise and helps protect against dry start ups.
-Applied to .0005” per side.

Anodizing
-Limits micro welding of ring to groove in severe conditions.
-Produces a very hard surface for ring to rotate on.
-Piston Crown application creates barrier from corrosive fuels.

Callies Magnum crankshaft. Part number GEQ-62J-MP
https://www.callies.com/catalog/product/magnum-mopar/

Standard Features
Average weight for a 4.500” stroke balanced to 2350g Bob. = 64 lbs.Gun drilled mains, All Rod Journals Lightened, Dual Post Keyways, Heat Treatment = Ultra Case Deep Nitride, Custom Flange Bolt & Dowel Drilling, 2.200 BB Chevy dia. & width.
Stroke_Main___Pin___ Cammed for Rod Length_Part #
4.500___2.750_2.200_ 7.100__________GEQ62J-MP

Do you have any of the parts yet?

Jim,

That’s going to be a very nice build and cool to see it all come together.
What type oiling system setup and pan?

I haven't done anything about the oil pan, but it will be a new one. I plan to use the Milodon oil pump cover that is on my Daytona now. It has a single line external pickup, and the BMP block has the AN connection for another external line. This cover also gives me the remote oil filter mount used on my Daytona.

B1 cast single 4-barrel intake manifold with RB spacers.
Not too much to say about this. It appears the previous owner cleaned up the plenum and the runner openings, but I don’t believe it is significantly “ported”. The RB spacers look like they were never used, so they will need to be matched to the intake and heads. I machined them almost to the size of the heads and intake, which are basically the same size. The openings on the heads (CNC) are 2.740” x 1.755” , divider 0.250”


I have done a preliminary mock-up with my block, head gaskets, heads, 0.060” intake manifold gasket on 1-side of the RB spacers, and a 0.030” intake manifold gasket on the other. The intake manifold dropped on nicely, the port alignment is close, and the B1 valley pan bolted to the block and head with no problems. So the previous owner of the heads milled them “correctly”. I will do a hand blending (air die grinder) to finish the RB spacers.

B1 original heads.
T&D 1.7 ratio rocker arms. Part number 8013, 5/8” shaft, paired rockers per cylinder.
Titanium 10 degree retainers.

I bought these heads from another racer that decided to go a different route. These heads are “new”. He had them CNC ported, new valves and heads “prepped”. As part of the deal, he supplied the used B1 cast intake manifold, RB spacers, used fabricated aluminum valve covers with spray bar oiling, used titanium retainers, used B1 head studs, and a new roller cam. The chambers are 60cc, intake port volume of the heads are 332cc and the exhaust ports are 125cc. The openings on the heads (CNC) are 2.740” x 1.755” , divider 0.250”. The flow sheet the previous owner gave me shows:

Pic of combustion chambers

Looks good. I know you'll do a good job with that engine and that it will work out great for you.

T&D 1.7 ratio rocker arms. Part number 8013, 5/8” shaft, paired rockers per cylinder.

I bought a new set of T&D 1.7 ratio rocker arms. Scott Koffel told me that running those rocker arms allow easier springs changes. Rotate the engine so both the intake and exhaust have lash (TDC), and remove the short shaft with both rockers without any spring pressure; Nice. But they will require elongating the pushrod holes in the heads toward the intake manifold side. The T&D catalog shows the #8013 set uses 0.080” longer rocker arms than the typical B1 single shaft per head setup. So that explains the holes needing to move toward the intake manifold, away from the valve side of the heads. And my first mock-up shows the holes do need that work, especially the intake pushrod holes. The heads originally had a 5/8” dia hole for the intake pushrod, and a 3/4” dia hole for the exhaust pushrod. The single shaft per head rockers are simpler to install/setup since they use the regular oiling from the block cam bearing, and little or no pushrod hole clearancing. Scott Koffel said many racers use them without issues.

The #8013 rockers require either pushrod oiling or spray bar oiling, since the steel rocker platform covers the oil feed from the block cam bearing. I plan to run pushrod oiling. The rockers have internal passages to feed oil to the shaft bearing, the roller tip, and a small spray hole to cool the valve springs. When I put them on my heads, the T&D height checking gage showed that using lash caps would put the shafts at the correct height for my 0,800” lift cam. Scott Koffel said lots of his racer’s use the lash caps.

I plan to run 7/16 dia pushrods, and I want the ability to use either lifters with the offset pushrod seat or the centered pushrod seat. So, I am making clearance in the heads for all that. I used a 5/8” dia endmill and moved the centerline 0.125” toward the intake manifold side. That was plenty, and if you did it with a die grinder by hand, you could remove less (with tighter pushrod clearance). Note, the intake pushrod holes are at an angle to allow the wider B1 intake port, especially the pinch point. Also, the 0.125” move is more important at the top, rocker end, since the pushrod will angle back to the same lifter location.

Molnar H-beam connecting rods, 7.100” long, 2.200” rod journals.
https://www.molnartechnologies.com/

CH7100VTB8-A - ARP2000
These are basically longer BB Chevy rods, with the Chevy width that matches how Callies made my crankshaft.
Big End Width 0.992"
Pin End Width 1.065"
Thickness above the pin 0.207" My measurement.

Total__ Big___Pin
Wt____end__end
832.0 568.0 264.0 catalog total, estimated big/small end weights
827.3 565.6 261.7 My set’s weights as shown on the box label.

I checked four sets from the same batch while I was at Todd Marsh Performance. They were all close to my weights. Likely since all were made from the same batch at Molnar (Todd ordered all the sets at one time).

APD “billet” alcohol carb. 4150 body, “1000 cfm”.
http://www.apdracing.com/billet-enforcer.html
Currently running in my Daytona.
I bought this carb in the fall of 2020 and really like the way it runs. So I plan to keep using it in the 572 CID B1 engine.
Being a 4150 carb, it has 1.75” throttle bores, and I am guessing 1.56” venturi to get the “1000 cfm” rating from APD. It has slotted mounting holes so it bolts to both 4150 and 4500 intake manifolds. On a 4500 manifold, a small spacer is needed to allow the accelerator pumps to clear the manifold. Plus I think it helps cover the big 4500 manifold opening and good gasket sealing.
This is the carb’s factory setup, and how I am running it in my current 496 CID, 452 iron headed Daytona engine. It starts good, idles nice, great throttle response, and I have not even changed jets it runs so good! LOL

166 Jets front
166 Jets rear with extensions
Blocked PV front & rear
0.028 inner (high speed) air bleeds
0.059 outer (idle) air bleeds
93 shooters front & rear

Jim, thanks for posting such detailed documentation. I’m convinced such thoroughness will ensure (a), a highly successful power plant, and (b), builds members may approach in the future. Your attention to detail is impeccable.

Thank you Jim for this write up, I will be following.

Sounds like you have a solid plan in place.

Oh yeah your not the only person who may have a 4150 on a B1

Al, can you make any comments about running a "small" carb on that engine?
Have any comparisons been done with a 4500 carb?

Bill Mitchell Products (BMP) aluminum wedge block.
https://billmitchellproducts.com/pr...0-bore-billet-caps-click-here-more-info/

BMP info Sheet.pdf

Here are some pictures for Part 1 of my posts.
I bought mine from Todd Marsh Performance on April 23rd, thanks Todd!
It is nice to have “affordable” and available Mopar aluminum blocks being made. Hopefully BMP keeps shipping more every month or so.
I will put more info/observations when I write Part 2-Component Observations and Part 3-Machine Shop Report.

Jim, I don't think you'll have any issues hitting you HP number. Thanks for documenting. I'll be following.