Nothing should really surprise us anymore as the lunacy level of our industry is something out of a sci-fi movie. We can definitely have our cake and eat it too with 5-second street cars and 5,000hp twin-turbo engines. As there are plenty of engine builders and racers charting paths through the unknowns on the street and strip performance levels, there remains a group who knows exactly what they want to power their street car. Enter the crate engine market, first made popular by the auto-makers who began offering engines from various models and now has morphed into a growing number of engine builders offering the same services, but at a different level.
There are a lot of advantages to buying crate engines like eliminating the guesswork from an engine project and quick delivery times. It makes it easier for the crowd who enjoys the ride instead of the process when it comes to building a car. Scoggin Dickey Parts Center (SDPC) opened its Raceshop a few years ago and the new division has mastered the skill of offering just a bit more than what the OE’s have in their crate engine catalogs. Its latest offering caught our attention at this year’s SEMA Show—an 800hp 6.0L LS3, complete with turbocharger and air-to-water intercooler.
The SDPC Raceshop pulled the wraps off the turbocharged crate engine and we drooled, especially with its reasonable $16,300 price tag, durability-tested design, and the optional 1,000hp version that requires just a turbo swap. We poked and prodded and here is what we found about it.
The starting point is a brand-new GM 6.0 Gen IV engine block and the team installs a GM crankshaft with a 3.622-inch stroke with ARP main studs holding the caps in place. Swinging off the crank is a set of Molnar PWR ADR connecting rods and Diamond pistons manufactured to SDPC Race Shop specs, which are joined together via HD tool steel wrist pins. It offers strength at the right cost to keep the crate engine price tag reasonable.
Moving topside, a SDPC Raceshop camshaft was slid into the 6.0L block and the group preferred not to share the specs on it. The cam bumps the valves open via a set of chromoly hardened pushrods and GM LS3 rockers with CHE trunion upgrade. A set of GM LS3 cylinder heads have been fitted with a dual spring kit and are sealed and fastened to the block via a set of MLS head gaskets and ARP head studs. An LS3 intake manifold and throttle body was bolted to the top of the engine while FAST 85 lb/hr fuel injectors get fuel via a set of Holley EFI fuel rails.
For the 800hp package, the Raceshop uses a Precision 7675 turbocharger, which it recommends for heavy cars or legit daily beaters. According to our sources, this unit provides great average power and aggressive low-end torque. For enthusiasts looking to crank 1,000 hp, then a larger Precision 8284 CEA turbocharger is the preferred boost-maker. Raceshop also said there are several turbo options and these two units were the ones it tested on the dyno and in vehicles to prove power and durability.
Regardless of which turbo is fastened to the engine, the Raceshop uses a Precision PT1001 air-to-water intercooler, Precision 46mm wastegate to control boost, and a Precision 64mm blow-off valve. A set of Hooker turbo manifolds is included in the package, making it a nearly complete turn-key setup—minus ECU and other ancillary items.
The Raceshop has validated this combination on the engine dyno and in a variety of vehicles, including a truck that routinely pulls an open-deck trailer! In the right setup, an 8-second time slip from your daily driver is possible.
For more information, check out www.SDparts.com