Popular Posts Building a 6.0L LS Engine 88mm Turbocharged 383 cid Gen II LT1 Engine August 2022 Shop Solutions 496 cid Big Block Chevy Engine 427 cid Small Block Chevy Engine Connect with us advertise with us
Building a 6.0L LS Engine
88mm Turbocharged 383 cid Gen II LT1 Engine
496 cid Big Block Chevy Engine
427 cid Small Block Chevy Engine
Popular Posts Building a 6.0L LS Engine 88mm Turbocharged 383 cid Gen II LT1 Engine August 2022 Shop Solutions 496 cid Big Block Chevy Engine 427 cid Small Block Chevy Engine Connect with us advertise with us
Building a 6.0L LS Engine
88mm Turbocharged 383 cid Gen II LT1 Engine
496 cid Big Block Chevy Engine
427 cid Small Block Chevy Engine
How can you not love summer? Sure, it gets hot, but it definitely beats the cold, and there’s so much going on to occupy your time. Here at Engine Builder, our team has stayed extremely busy attending racing events, shows, visiting manufacturers and engine shops, as well as our usual content work.
When the timing cover or block has no dowel pins, or the dowel holes do not fit snug on the pins. Take an old damper and hone the center so that it is now a slip fit onto the crank snout. Use it to hold the cover in place while tightening the bolts.
Women in motorsports... need we say more? These nine women do some awesome things in this industry.
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Add Your Listing Edit Your Listing By Category Engine Components A/N Fittings/AdaptorsAir Induction SystemsBatteriesBearings (camshaft)Bearings (engine sleeve type)Bearings (main rear main)Bearings (Rod)Belt Tensioner/IdlersBrass FittingsBushingsCam CapsCamshaft Belt DrivesCamshaft KitsCamshaft SealsCamshaft Thrust Plate and PartsCamshaftsCarburetorsChain KitsClampsComplete EnginesConnecting RodsConnecting Rods Nuts BoltsCrankshaft ConversionsCrankshaft KitsCrankshaft Oil SlingersCrankshaft Pulley SleevesCrankshaft Repair SleevesCrankshaft SealsCrankshaftsCylinder Head ComponentsCylinder Heads New: Aluminum BareCylinder Heads New: Aluminum CompleteCylinder Heads New: Cast Iron BareCylinder Heads New: Cast Iron CompleteCylinder Heads Reman: Aluminum BareCylinder Heads Reman: Aluminum CompleteCylinder Heads Reman: Cast Iron BareCylinder Heads Reman: Cast Iron CompleteCylinder Liners (sleeves)Diesel InjectorsDipstick Adapters (Chevy Ford)Dowel PinsEFI ComponentsEngine BlocksEngine Blocks - RemanufacturedEngine KitsEngine Management Systems/ECUsEngine MountsExhaust ComponentsExhaust Components: Complete SystemsExhaust Components: Custom ExhaustsExhaust Components: Leak DetectionExhaust Components: ManifoldsExhaust Components: Tube NotchingExhaust Components: Tube SwagingExhaust Components: Tube/Frame Bending MachinesFilters - AirFilters - FuelFilters - OilFlywheel (ring) GearsFlywheel AssembliesFuel Injection - ElectronicFuel Injection - MechanicalFuel PumpsFuel System ComponentsGasket CementGasketsGear DrivesGovernorsHarmonic Balancer Repair SleevesHarmonic Balancers/DampersHead Bolts/StudsHex ShaftsHydraulic Lash AdjustersIgnition ComponentsInjector TubesInjectors - DieselInjectors - Gasoline DirectInjectors - IndirectIntake ManifoldsIPR ValvesKeysLockwashersMain Caps (4-bolt)Manifold StudsNitrous Oxide Systems, ComponentsNitrous Valves and PlatesNuts and BoltsOil CoolersOil Filter AdaptersOil PansOil Pressure SpringsOil Pump KitsOil Pump ScreensOil Pump ShaftsOil Pump Timing CoversOil PumpsOiling Systems; Dry SumpOverhead Camshaft Repair SleevesPiston Pin BushingsPiston Pin Lock RingsPiston PinsPiston RingsPistonsPlugs - ExpansionPlugs - MagneticPlugs - Oil DrainPlugs - StandardPush RodsRadiator/Oil FansRering KitsRestoration Engine PartsRocker Arm Rebuilding ComponentsRocker Assemblies and KitsRocker Stud GirdlesSealsSerpentine BeltsShimsShort BlocksSpark PlugsSpringsSuperchargers, componentsSwitchesTappetsThread RepairThrust WashersTiming Belt/Chain TensionerTiming Belts/ChainsTiming Chains, Gears, SprocketsTiming ComponentsTiming CoversTransmission AdaptorsTurbochargers, componentsValve CoversValve Guide LinersValve GuidesValve KeysValve Lifter BallsValve LiftersValve Locks and SealsValve Seat InsertsValve Spring InsertsValve Spring RetainersValve SpringsValve Stem Oil SealsValve Train PartsValvesWater PumpsWater Tubes Engine Equipment & Preparation Adhesive DispensingAir Flow BenchesAir Handling SystemsBalance Shaft Elimination KitBalance Shaft Line Boring EquipmentBalancing AccessoriesBalancing EquipmentBelt SanderBench GrinderBlock Pressure Testing EquipmentBoring Bar InsertsBoring Bar Tool BitsBoring Machines/Connecting RodBoring Machines/CylinderBoring Machines/LineBoring Stand (For Portable Boring Machines)Brass FittingsBroachBushing Bearing & Seal Driver SetsCAD/CAM SoftwareCam Bearing Installation ToolCamshaft Degree Wheel (Digital)Camshaft GrindersCap & Rod GrinderCBN Inserts - NewCBN Inserts - ResurfacedCleaning Specialized EngineCNC Machining CentersCNC Retrofit KitsCompressed Air EquipmentConnecting Rod GaugesCoolant Filter MachinesCore Shift TesterCrack Repair EquipmentCranesCrankshaft Balance WeightsCrankshaft FurnaceCrankshaft GrindersCrankshaft Journal Weld KitsCrankshaft PolisherCrankshaft Polishing BeltsCrankshaft StraightenerCylinder Head Adapter PlatesCylinder Head Assembly/Disassembly Equip.Cylinder Head Chamfering ToolCylinder Head GaugeCylinder Head HoldersCylinder Head PolishingCylinder Head PortingCylinder Head Pressure TesterCylinder Head StraighteningCylinder Hone StopsCylinder Porting ToolsCylinder Sleeve PressDemagnetizersDiamond DressersDiesel Injector Hole Repair ToolsDiesel Injector Sleeve Installation ToolDowel PullersDye Penetrant InspectionDynamometersEngine Adaptor PlatesEngine Cycle AnalyzerExhaust Leak DetectionFeeler GaugesFlexible Honing Tools/Brush HonesFlywheel GrinderFuel Injection Cleaning ServicesGrinder Head StraighteningGrinding CoolantsGrinding WheelsHardness TestersHead/Block Crack Repair KitsHead/Block Resurfacing (Belt/Sanders)Head/Block Resurfacing (Milling)Heat Tabs Temperature SticksHolding FixturesHone Stop FixtureHoning JigsHoning Machines Wrist PinHoning Machines/CylinderHoning Machines/LineHoning Machines/RodHoning Machines/Valve GuideHoning PlatesHoning StonesIgnition System TestersIn-Process Gauges(Cam and Crank Grinders)Inspection GaugesLeak Down TesterLeveling DeviceMagnetic Particle Inspection Crack DetectionMicropolishing EquipmentOHC Line Boring ToolsOil Leak DetectionPCD Inserts - NewPin Fitting & Rod Reconditioning/TestingPin PressPin RemovalPiston KnurlerPiston Ring CompressorsPre-Cup Machining ToolsPush Rod Guide PlatesReplacement Chuck for Valve FacersRocker Arm GrinderRod AlignmentRod Bolt ProtectorsRod FurnaceRod VisesRun-In StandsStandsStud PullersTapsTest EquipmentThickness GaugeThread GaugesThread Repair & Replacement KitTorque PlatesUltrasonic Test EquipmentVacuum TesterValve Grinding BenchValve Guide & Seat Driver SetValve Guide & Seat MachineValve Guide Boring FixtureValve Guide HoneValve Guide KnurlingValve Guide PilotValve Guide ReamerValve Guide ToolValve Refacer (Cutter)Valve Refacer (Grinder)Valve Refacer WheelsValve Seat CuttersValve Seat InserterValve Seat PullersValve Seat ResurfacerValve Seat Runout GaugeValve Seat Tool GrinderValve Seat WheelsValve Spring CompressorValve Spring TestersValve Stem GrinderValve Stem Height MeasuringValve Stem PolisherWater Tube PullerWet Flow Bench Conversions Supplies & Service Chemicals & SolventsCore Cleaning & ProcessingCranes & HoistsHand ToolsLubricantsPressesServicesShippingStorage Racks & BenchesWelding
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Whether you’re a professional engine builder, machinist or manufacturer, or an automotive enthusiast who likes engines, racing and fast vehicles, Engine Builder offers content aimed at you. Our print magazine offers in-depth tech features on everything you need to know about engine building and its different markets, while our newsletter options keep you up-to-date on the latest news and products, tech info and personalities in the industry. But, you only get all of that if you subscribe. Subscribe now to receive Engine Builder magazine in print and/or digital each month, and our Engine Builder newsletter, Engine of the Week newsletter or Diesel of the Week newsletter directly in your inbox each week. You’ll be covered in horsepower in no time!
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Amongst a sea of colorful and powerful streetcars and hot rods at the Midwest Drags, Bob Larson’s “Prospector,” a 1938 Dodge coupe stood out. Under the hood is a 541 cubic inch Chrysler engine, making this coupe sound just as good as it looks. Check it out!
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The drag-and-drive scene has no lack of amazing vehicles to gawk over. At the recent Summit Midwest Drags back in June, we were especially fond of one hot rod in particular – Bob Larson’s 1938 Dodge Coupe nicknamed the Prospector. The ’38 Dodge itself was quite unique, but the paint job, custom touches galore and a 440 Chrysler engine made it stand out even further. We caught up with owner Bob Larson at the end of day one at Edgewater Motorsports Park.
““I didn’t want a red car and I didn’t want a blue car,” Larson told us. “The root beer brown metal flake I liked. As for the name, I was trying to come up with a name that I hadn’t heard before. There was a Prospector line of Dodge trucks at one time, but I’d seen Gold Rush and other names, and I just went with Prospector because I hadn’t seen it on another ‘38 Dodge gasser.
“I wanted something that I could race at the drag-and-drive events. I had done Drag Week a couple times with another car and liked getting on the track. I had built this and this is the maiden voyage.”
When you see the Prospector, the first thing you can’t help but notice is the paint job and the detailed work on every inch of the 1938 Dodge coupe. From the cartoon character Prospector on the door panels to custom decals noting the 440 and the Chysler Wedge Power, this coupe is fun and serious all at the same time. It even warns you to “Hold on to yer nuggets!”
Of course, Bob’s own shop, Old Guy Hot Rods, did a lot of the work on the Prospector, and it’s been a project in the making for quite some time.
“I bought part of an old body like 30 years ago,” Larson says. “I always wanted to try to build it into some kind of race car. Pro Street style was kind of in when I had first bought it, so I had thought about that, but I was never able to get it worked on or do it. I just collected parts and pieces over the years, and then after doing Drag Week, I started on it. It’s been about six or seven years of working on it on the weekends because my shop, Old Guy Hot Rods, works on other people’s stuff during the week.”
Located in Rossville, KS, Old Guy Hot Rods focuses on custom hot rod work for 1960 and older vehicles. However, Larson’s shop doesn’t do much engine work, so for the Prospector’s 440 Chrysler, Bob turned to Clegg Engine in Orem, UT.
“I had Clegg Engines build this 440 and get it to the horsepower levels I wanted,” he says. “Of course, you want the most horsepower you can get, but you’ve also got to drive it on the street. I didn’t want a lot of modern things about it. It has two carburetors on the Tunnel Ram and 270 Trick Flow aluminum heads. Clegg Engines did a really good job telling me the options and advising what would be the best suited for what we wanted to do for a pump gas engine.
“We started with a 440 Chrysler, but we opted for a stroker kit from Scat, which brought it up to 541 cubic inches. We have a custom Howard’s cam, Harland Sharp rockers and a Milodon oil pan and external oil pump setup. I personally made the fender well headers and the valley pan. It dynoed at 740 horsepower and 730 ft.-lbs. of torque at under 6,000 rpm.”
Despite plenty of power under the hood, Larson struggled during the Midwest Drags to get the power to the track effectively. After all, it was his first time racing the Prospector and a few bugs kept Bob and his coupe from getting things perfectly dialed in.
“I don’t really have it dialed in and don’t have a lot of track time, but we’re giving it a shot,” he says. “The proof on the track isn’t the fault of the engine. It’s trying to get everything else figured out. I don’t really have a run that I would say was a good full run yet, but we’re going keep figuring it out.”
Despitesome struggles on the track, the Prospector still looked good going down the strip or cruisin’ on the highway. And, it’s not until you open the hood that you realize the gold touches aren’t restricted to the paint work on the outside of the coupe. Bob chose to add gold accents to the Tunnel Ram, the valve covers and the oil pan, as well as a gold flake steering wheel and other accents inside the cab of the car.
“I don’t have a lot of chrome on the car or anything like that, but most everything is painted or detailed or kind of color coordinated,” Larson says. “It’s got a full interior, a done-up dash and an engine firewall that I did myself. It’s all old-school type of stuff.”
With 740-plus horsepower on tap, Bob says the Prospector has put down ETs in the low 11-second range. However, he’s looking to get the Dodge coupe in the mid-to-low 10s.
“I’ve done a low 11, like 11.2 at a test and tune last fall, right after we got it running,” he says. “I’d like to get in the 10s somewhere. I don’t even expect or care to go any faster than that. That would be fine.”
Engine of the Week is sponsored by PennGrade Motor Oil, Elring – Das Original and Engine & Performance Warehouse Inc./NPW Companies. If you have an engine you’d like to highlight in this series, please email Engine Builder Editor Greg Jones at [email protected]
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