Is a crate engine better than a specially-built engine? This is one question we hear a lot around here. Opinions may vary on the subject, but one thing is certain: Engine building costs are going up every year, and most feel that as the cost to build a custom engine increases, a crate engine is the way to go. Regardless of your position on whether or not a crate engine is cheaper or more expensive, one thing is certain--buying a crate engine means you can immediately install it in your car. Sure, having the engine that's already in your car or a spare engine built allows you the comfort of designing the engine using components you feel will work best for your given application, but to the general enthusiast, is that a necessity?
Refreshing an existing engine is a good thing if it shows little wear. The only problem here is that you have to tear the engine down to find out. Once it's torn down, how long are you without a car to drive? If you are capable of doing the assembly work yourself, it might not be as costly or time consuming as a crate engine, but keep in mind that you do need the skill to know when you can reuse stuff, when you should take it to the machine shop and/or replace it, and how to assemble it.
As a general rule, having a machine shop completely rebuild your engine will probably cost more than a crate engine. Doing this is definitely a viable option, especially if your car has the original engine, or the engine that your application requires is not available through the mail.
There is a certain amount of skill needed to rebuild an engine, and in these current times, it's tough to special build an engine for less than a crate engine might cost. But why is a crate engine a less expensive alternative, and is it just as good as a custom built piece? Companies selling them have designed and built bulletproof combinations and streamlined the process in which to build them. Not only that, if they buy their parts in quantity, they get a better deal and can pass the cost savings on to you.
While a crate engine might not be as cheap as a do-it-yourself rebuilder kit when compared to the cost of a complete rebuild, they are very competitive. With a crate engine, you also get an engine with state-of-the-art design. In the area like cylinder heads, this can make a big difference. Some crate engines even come with aluminum heads already bolted on.
So, since we're sure that many of you are planning on either building a new engine, or finding a crate engine that fits your needs, we decided to compile a few choices for you to look at. Take a look at our list, as the choices range from very streetable and mild small-blocks all the way up to very large small-blocks that will definitely get you in trouble.
Muscle Motors has been building engines for Mopar guys since 1988.
Mike from Muscle Motors explains, "These two engine examples are proven combinations that come complete, but we do offer a large selection of options for them. Things such as dyno testing, carburetors, ignition system, brackets, and pulleys are available to complete or customize your engine."
Block: Seasoned and fully machined 360
Crankshaft: 4-inch stroke (forged)
Connecting rods: K1 H-Beam
Pistons: Forged Ross (10.75:1 Compression ratio)
Camshaft: Comp Cams solid roller
Heads: CNC ported 360-1 Indy Cylinder Head
Carburetor: Quick Fuel-prepped 950
Gettin' Busy: 725 horsepower, and 660 lb-ft of torque
Block: Seasoned and fully machined 360
Crankshaft: 4-inch stroke (cast)
Connecting rods: Forged I-beam
Pistons: Forged (9.7:1 Compression ratio)
Camshaft: Comp Cams hydraulic roller
Heads: Indy X-heads (LA style)
Gettin' Busy: 440 horsepower and 500 lb-ft of torque
When Hughes Engines, Inc. was formed in 1969 as Hughes Engineering, their purpose was to build Stock and Super Stock class-racing cylinder heads for AHRA and NHRA class racing. Since then, they have grown into a complete, custom engine building facility.
They are strictly a "Mopar shop," and they offer many very specialized parts and procedures that are either unknown or unavailable from other shops. They are more than happy to lend their expertise to current or potential customers. According to the guys at Hughes, "World class tech support comes free with every Hughes Engines product we sell. We do our best to provide you with the very latest Mopar parts and tell it like it is. If you are looking for 21st century help and some real Chrysler parts, contact us.
Editor's Note--Although Hughes Engines doesn't sell what they consider a "crate engine," here are a couple of combinations they have developed that you can get.
Block: New, fully machined R3 (Siamese)
Crankshaft: 4-inch stroke (forged)
Connecting rods: Steel H-Beam
Pistons: Custom forged compression ratio 14.0:1)
Camshaft: Hughes Engines proprietary flat tappet
Heads: CNC ported Indy 360-1
Intake: CNC ported Indy 360-1
Carburetor: AED custom built 1000 CFM-4150 type
Gettin' Busy: 701 horsepower and 589 lb-ft of torque
Block: 340/360 seasoned block fully machined
Crankshaft: 4-inch stroke cast crankshaft
Connecting rods: Scat cast I-beam
Pistons: Icon Forged (10.1:1compression ratio)
Camshaft: Hughes Proprietary hydraulic roller
Heads: Hughes-prepped Edelbrock RPM
Intake: Super Victor intake manifold
Gettin' Busy: 504 horsepower and 530 lb-ft of torque
In the very early '70s, a new division of Mopar was developed that was dedicated to the design and fulfillment of special parts for Super Stock drag racers. This group expanded in the '70s and '80s as the Mopar Direct Connection parts line. In 1987, the performance division became the Mopar Performance Parts Division, with the aim of enhancing speed and handling in vehicles for both track and road use. Mopar Performance has been around for a long time, and with their network of dealers that are available, you can pick out you Mopar Performance crate engine at a dealer near you.
Get It: Mopar Performance • see your local dealer or retailer
Block: New, fully machined 340 block (R3 cast iron)
Crankshaft: 3.310-inch stroke Mopar Performance cast
Connecting rods: Mopar Performance I-Beam
Pistons: Diamond Racing cast (Compression Ratio 9.7:1)
Camshaft: "509" Purple Shaft
Heads: Mopar Performance aluminum
Intake: Aluminum Six Pack
Carburetor(s): available separate
Gettin' Busy: 375 horsepower and 375 lb-ft of torque
Pay the Man: 10,799.99-11,187.99 dependant on vendor
Block: New, fully machined R3 with Siamese bore
Crankshaft: 4-inch stroke (forged)
Connecting rods: Mopar Performance I-beam
Pistons: Diamond Racing Forged (compression ratio 10.0:1)
Camshaft: Hydraulic flat tappet
Heads: Mopar Performance aluminum
Intake: Mopar Performance high-rise Single plane (M1)
Carburetor: Available separately
Gettin' Busy: 540 horsepower and 550 lb-ft of torque
Pay the Man: 12,950.00-13,199.00 dependant on vendor
For over 35 years, Indy Cylinder Head has been supplying the aftermarket with high-quality engine parts as well as complete engines. They have always been dedicated to making all Indy-supported racers winners. According to the guys at Indy, "We transferred our years of racing experience into our parts. Through thorough engineering and extensive testing, we have been able to assemble the correct combinations of blocks, cylinder heads, manifolds, pistons, camshafts, and every other engine component used to produce the ultimate in power. If you decided how much horsepower you want, we can deliver it."
Block: Seasoned and fully machined 360 Magnum
Crankshaft: 3.58-inch stroke (cast)
Connecting rods: Eagle I-beam
Pistons: Speed pro hypereutectic pistons (compression ratio 9.5:1)
Camshaft: Hydraulic Roller
Heads: Indy MA-X cast iron
Intake: Mopar Performance M1 single plane
Carburetor: 600-cfm Edelbrock
Gettin' Busy: 380 horsepower and 415 lb-ft of torque
Block: seasoned and fully machined 360
Crankshaft: 4-inch stroke (forged)
Pistons: Forged Ross (Compression ratio 9.0:1)
Camshaft: Comp Cams solid roller
Heads: Indy X-head (cast iron)
Intake: Mod Man with blower top
Carburetor: two Edelbrock 500 cfm
Gettin' Busy: 720 horsepower and 680 lb-ft of torque
Pay the Man: $13,500-$16,500 (w/cast heads)
We're told that the name BluePrint means fun, reliable horsepower that you can drive every day. They're proud of the fact that they are large enough to build engines by the thousands, but small enough to build one just for you.
They also tell us that during their 20-year history their focus has always been to build high-performance crate engines and they've always tried to give the buyer exactly what they want. According to the guys there, "We build engines for all needs and budgets."
While the 408 they have listed here contains a cast crankshaft, they want you to keep in mind that you can opt for either forged or cast components on most models.
Block: Seasoned and fully machined 360
Crankshaft: 4-inch stroke (cast)
Connecting rods: Cast I-beam
Pistons: Hypereutectic (Compression Ratio 9.8:1)
Camshaft: Hydraulic flat-tappet
Heads: Refurbished Magnum (cast iron)
Gettin' Busy: 375 horsepower and 460 lb-ft of torque