Year One's CT350PC1 crate...
Year One's CT350PC1 crate motor uses a seasoned 350 block bored 0.030 over with a nodular iron crank, one-piece rear seal, and hypereutectic pistons. A hydraulic roller cam, ported Vortec heads, and dual-plane aluminum intake are part of the package producing 400+hp and torque. Each engine is blueprinted, dyno-tested, and supplied with a printout.
Year One has long been associated with muscle cars and parts, but its new Speed Shop catalog includes crate motors, the small-block selection ranging from a 400hp 355 based on a 0.030-inch over-seasoned 350 iron block, or the "Extreme Tork 383" with 430hp and 460 lb-ft, both employing Vortec heads and roller cams, to the "Power Crate 383" with aluminum heads producing 500hp and 480 lb-ft. All are dyno-tested and come with a printout and 12-month/12,000-mile warranty, though they're supplied minus a carb, distributor, and plug wires.
As well as big-block Chevy and Ford engines, Smeding Performance also offers a range of small-block Chevy motors, from its mild 380hp "350 Magnum," four different 383 combinations (Cruiser, Hot Rod, Extreme, and Blown) to the 427 Mighty Mouse. All are built and dynotested in-house and are supplied with dyno sheets. Smeding also offers its engines complete with carburetors, distributors, spark plugs, and plug wires. Add a water pump, fuel pump, and plumbing and they're ready to run. There's also the advantage of knowing the timing is preset and the carburetors have been tuned and jetted on the dyno so there's no need to adjust anything. Smeding Performance offers a comprehensive options list, too, comprising not just performance options and accessories, but blockpainting options, too! This sounded good to me, especially given the competitive prices, but which motor to opt for?
The new GMPP blocks have bore...
The new GMPP blocks have bore sizes that range from 4.000 inches to 4.002 inches. They are honed in-house to ensure they're all the same 4.003-inch diameter and have exactly 0.0015 inch piston-to-wall clearance with Smeding's own-brand pistons. A torque plate is bolted to the block with dowel pins and a gasket before Dan Moody uses a diamond cutter hone and coolant rather than a stone and oil. Computer-controlled machinery aids the process.
Sure, huge amounts of horsepower and torque always sound good, but realistically, how often do you really get to use 500+hp? Notice I didn't say need it because as hot rodders obviously we all need 500hp! But why pay the fuel bills that come with a high-performance motor unless you're building a dual-purpose street/strip car? I was looking for a motor that would offer plenty of torque (because if I travel north or east from where I live I have to traverse mountain passes) with a broad power range (because I drive my cars and have a heavy right foot!), yet offer some degree of reasonable economy (again, because I drive my cars a lot). The solution was Smeding Performance's 383 Hot Rod small-block, advertised at 400hp and 440 lb-ft of torque, though I watched my motor on the dyno producing a peak 420hp at 5,300 rpm and 468 lb-ft at 4,100 rpm. Other benefits of the 383 Hot Rod motor are that it only requires 89-octane gas, a mechanical fuel pump, a 2,000-rpm stall converter, and works well with overdrive transmissions and power brakes. In other words, it's perfectly streetable yet has plenty of torque and power when required.
Stroker 383
Smeding Performance only builds performance engines, ready to run and shipped already broken in on the in-house dyno, plus Ben Smeding seems keen to constantly improve his products, as evidenced by the continuing R&D with blocks, heads, and new motor combinations. A collaboration with Jenkins Competition on a 572ci big-block is forthcoming, along with new aluminum heads. A two-year unlimited warranty is offered on all Smeding engines, and there's a reason for that. Every part in an engine that is built by the company is new, from the fresh GMPP four-bolt main blocks upwards, and many are manufactured exclusively for Smeding Performance.
Starting with a new GMPP block means the crank bores are perfect, there are no possible cracks to deal with, and the cam bearings and freeze plugs are already installed. After clearancing the blocks for the rod bolts to compensate for the longer throw on a stroker crank and honing each cylinder to achieve the desired clearance for the custom hypereutectic pistons, the block is cleaned and dried in preparation for paint, in my case a custom red color. Then assembly can begin.
 The rod bolts are also clearanced...  The rod bolts are also clearanced for a stroker motor in order for them to clear the roller camshaft. |  Each connecting rod, piston,...  Each connecting rod, piston, and wristpin is weighed to determine the weight of each bob weight that is added to the crank to represent them during the crankshaft balancing process. |  Smeding Performance has crankshafts...  Smeding Performance has crankshafts manufactured to their tolerances from forged non-twist 4340 steel with the polished big end journals radiused to their specs. They are drilled through the big end throws to reduce weight before being shot peened, and the oil holes are chamfered to grab the oil. With the bob weights attached to the crank, material is removed from the counterweights using this machine. A computer shows how much weight needs to be removed and where to remove it. After micro-polishing and washing, the assembly can begin. |
 The only machine work required...  The only machine work required on the block other than honing is to cut these reliefs (arrows) to clearance the rod bolts on stroker motors. As the crank in these engines throws out 3.800 inches compared to 3.480 on a stock 350, the rod bolts will interfere with the block on full throw, necessitating these reliefs. Once the block was machined, cleaned, washed, and painted, Ben Smeding installed the hydraulic roller cam. These are manufactured close to their final profile, then heat-treated and final-ground. |  Smeding Performance has crankshafts...  Smeding Performance has crankshafts manufactured to their tolerances from forged non-twist 4340 steel with the polished big end journals radiused to their specs. They are drilled through the big end throws to reduce weight before being shot peened, and the oil holes are chamfered to grab the oil. With the bob weights attached to the crank, material is removed from the counterweights using this machine. A computer shows how much weight needs to be removed and where to remove it. After micro-polishing and washing, the assembly can begin. |  The milled area in the center...  The milled area in the center of the piston, coupled with their location 0.003 inch below the deck height, gives a compression ratio of 9.2:1, allowing a lower-grade fuel to be used. |
 With the crank, pistons, and...  With the crank, pistons, and rods installed, you can clearly see why the block clearancing was required (arrowed). |  Leroy Hall installs the Edelbrock...  Leroy Hall installs the Edelbrock Performer 64cc chamber straight plug heads, supplied with the 2.02- and 1.60-inch stainless valves installed. Ben Smeding told us that he's in the final stages of developing his own aluminum heads that will feature a different combustion chamber and port runner shape which will require less timing. |  The full roller rockers are...  The full roller rockers are also made for Smeding Performance, the designation on them referring to a 350 motor, 3/8-inch stud, and 1.5:1 ratio. |
 A true roller timing chain...  A true roller timing chain (shown on right) is used. Compare it to the one on the left and you'll note there are no seams in the roll pins, which actually roll on the links, and the links are larger. It also employs a steel lower gear, compared to the sintered metal gear on the left. |  Leroy uses this hydraulic...  Leroy uses this hydraulic installation tool to fit the dampener, ensuring no damage occurs during the fitting process. |  Finally the dowel pin is installed...  Finally the dowel pin is installed for flexplate location. Of note here though is the one-piece rear seal that has to be installed dry as it contains Teflon. A plastic sleeve supplied with the seal ensures it remains untouched by fingers during installation. |
 An Edelbrock Performer EPS...  An Edelbrock Performer EPS dual-plane manifold is coupled with a 680-cfm Super Street Series vacuum secondary carburetor from Quick Fuel, Ben Smeding's carb supplier of choice. Smeding Performance has its own in-house dyno that is used to break in engines and provide horsepower and torque figures for the owner. This allows the company the knowledge that your engine ran properly with no leaks or noises before it was shipped. It's also essential for timing and carburetor adjustments before delivery. My 383 benefited from some jet changes. The carb was supplied with 74s in the primaries and secondaries, but swapping the secondaries to 70s, then going to 75 in the front and 69 in the rear produced the best horsepower and torque figures of 468.3 lb-ft and 420.6hp. All that remained was to crate the engine up along with a flexplate and bolts (supplied but not fitted for shipping) and load it into my pickup! | | |