Michael Galimi
July 14, 2011

SSRE offers a list of options for each package that allows the customer to buy something specific for his or her vehicle. Those options include front engine pulley systems from Billet Specialties or SFI-approved balancers for those who intend on using the engines at the dragstrip or other tracks that require SFI equipment. Also on the list of options are a variety of fuel delivery setups (electric and mechanical) and MSD 6-Series ignition systems.

The Classic starts with a sturdy foundation thanks to a Dart SHP block, which its two 427ci brothers rely on as well. SSRE enlarges the bores to 4.125 inches and then adds an Eagle 4340 steel crankshaft with a 4.00-inch stroke. A set of Eagle 4340 steel rods check in at 6.25 inches long and SSRE adds ARP bolts for added strength. The pistons are from Mahle and built to SSRE specs; compression ratio is listed as 10.25:1.

"We use as little compression as possible to achieve the horsepower goal," says Shafiroff. By keeping the compression ratio as low as possible and the camshaft as mild as possible, it allows SSRE to include a two-year warranty and customers donÆt have to worry about using high-octane fuel or constantly making valvetrain adjustments. Speaking of the camshaft, the specs are kept quiet, but it was revealed that the valve lift is less than 0.600-inch.

Topside, SSRE taps AFR for its 205cc cylinder heads, which come with a complete CNC-port job to help increase the flow. Normally, weÆd look at the valve size, 2.08/1.60 (intake/exhaust) and realize that the airflow is suitable for the power, but Shafiroff pointed out something else that is equally important to the combination.

"I like the 8mm valve size," he says and all AFR heads from SSRE feature 8mm-sized valves and upgraded conical/beehive-style valvesprings. According to Shafiroff, the combination of lightweight valves and springs makes for greater reliability and more rpm with the hydraulic roller camshaft. The cylinder heads flow copious amounts of air on the flow bench. The intake port moves 309 cfm at 0.600-inch lift. Moving to the exhaust side shows a max flow at 0.600-inch lift of 233 cfm. Those results were accomplished with a 4.125-inch bore (like the Ultra Street engines), 28-inches of water, and a 17?8-inch exhaust pipe.

An Edelbrock Victor Jr. intake manifold is bolted onto the AFR heads and the final top-end piece is a choice between two Quick Fuel Technology carburetors. The first choice is an 830-cfm carburetor with mechanical secondaries and electric choke, and the second is a 780-cfm unit with vacuum secondaries and electric choke. Shafiroff shares, "Both work great with this engine, but the 780 does get much better fuel mileage and is smoother."

Final dyno results showed a peak output of 566.5 hp, and the engine featured a broad curve as it held 566 hp from 5,700 rpm through its peak rpm of 6,000 rpm. Torque was equally impressive, as the stroked Windsor cranked out 588 lb-ft of torque at 4,500 rpm. The torque curve was also long and broad as it was consistently above 500 lb-ft from 3,000 rpm to 5,900 rpm. ThatÆs enough power to push a 3,500-pound vehicle solidly into the 10-second zoneùand be capable of driving home from the track while getting filled up at the local gas station.

"We use as little compression as possible to achieve the horsepower goal," says Shafiroff. By keeping the compression ratio as low as possible and the camshaft as mild as possible, it allows SSRE to include a two-year warranty and customers donÆt have to worry about using high-octane fuel or constantly making valvetrain adjustments.

Scott Shafiroff Race Engines

427ci Classic Engine Package

RPMTorqueHP
4,000564.3429.7
4,100576.0449.6
4,200583.1466.3
4,300586.0479.8
4,400588.0492.6
4,500588.2504.0
4,600587.4514.5
4,700583.7522.3
4,800580.1530.2
4,900574.9536.4
5,000568.8541.5
5,100558.9542.8
5,200550.2544.7
5,300543.6548.6
5,400539.7554.9
5,500534.8560.1
5,600529.5564.6
5,700521.5566.0
5,800512.7566.2
5,900504.3566.5
6,000495.9566.5

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