383 Crate Engine - The Heart Of The Matter

A trick aspect to the crate motors is this .020 hole in the oil gallery plugs. Because of the nature of hot rodders who only drive their vehicles occasionally, the motors build up air pressure in the block after sitting for a period of time, which then turns into a slight harmless ticking noise on start-up. To alleviate the annoying tick, Smeding equips their motors with these plugs that let air escape and prevent pressure buildup.

Next up, Ben slides the camshaft, which was designed for the engine, into place. The 383's camshaft is a hydraulic roller cam with heat-treated lobes and a 111 lobe center. The cam clocks in with a .501-inch intake/.508- inch exhaust lift and 221 intake/228 exhaust duration at .050-inch.

With the cam in, the main bearings are installed and lubed.

The 383's Smeding-designed crank is made from high-grade 4340 forged steel with a nitride surface treatment. To get the desired cubic inches, it features a 3.800-inch stroke and is micro-polished and chamfered.

Here's a close-up of how each crank is balanced. The drilled holes are where metal has been removed to ensure a balanced rotation.

In addition, here's a close-up of how the crank has been micro-polished and chamfered for smooth and efficient rotation when connected to the rods.

With the crank and cam in place, Ben installs the timing chain set. Once again, instead of going with a run-of-the-mill part, Smeding uses a heat-treated chain with true rolling seamless links.

Instead of using a two-piece rear main seal, Smeding equips the engines with a late-style one-piece rear main seal.

The next order of business is to install the piston/rod assembly, but first, Ben sets the high-silicone bearings in place.