Nickel in blocks???

[hogdaddy]

Here's some good (debatable) reading on that subject

http://garage.grumpysperformance.com...ain-caps.1014/

[I think the 400 SBC 4 bolt blocks have a bad reputation that's probably not fully deserved , the rumor is that the web area of the block is weaker and the outer bolts further weaken the block, but I think its more a case of the extra bolts don,t significantly add to the block rigidity .
the 350 and 400 SBC OEM production blocks were designed to handle 350-400hp max,and when pushed well past that stress level its just logical that they occasionally fail.
if a two bolt block fails the normal response seems to be that
'we should have installed the angled aftermarket main caps'
if a four bolt block fails the normal response seems to be that
'we should have installed the angled aftermarket main caps, because the damn four bolt blocks weaker'
the truth is that by the time your making 500hp neither block with stock main caps keeps the main caps from moving under full loads and adding the splayed main caps while helpful is not a cure, its a band-aid at best, the aftermarket DART block has much thicker castings in the block web area and better and stronger alloys used.]

[70 copo]

A direct quote from the Link: http://garage.grumpysperformance.com...ain-caps.1014/

"failure to check for cracks or use of a O.E.M. block at power levels its not designed for can and frequently does result in engine failure,

Most O.E.M. SBC blocks are rated at no more than 400hp, we all know guys pushing them to 500hp but much beyond that its a crap shoot and the blocks eventually going to flex and fail".

Now why would "Most" SBC blocks eventually "Flex and Fail"??

400-500 HP is not a known problem on 302's or LT-1's as far as flex correct?

[all_about_cars]

386,388,618 and 010 blocks weren't cast specialty for 302,327 or 350. They were just blocks that didnt become 302 or LT1 until assembly so I would say yes they would have the same problem as any other block. I've seen more than one block machine shop didn't want to use because of poor casting like center line being off. Also plenty with main caps that were loose and moving around.

[70 copo]

Before we begin some commentary. At the risk of additional insults we will attempt to examine factual information. This is supposed to be the premiere Muscle car site right? So guys why not hold the "circle the wagons" stuff for a bit. The moderators/Administrators have been alerted to the conduct in the thread to date - and have done zip to address it - so I will address it with information and evidence.

If all of you are the "experts" on this you will be able to debunk everything I am about to post. However substituting insults in leu of a factual argument is quite self evident, so please be respectful and so will I.

Lets begin.

[70 copo]

The Story as we know it:

Nickel was used to harden the bore surfaces so the ring seal is better. Tin was used to make the block heat and cool more evenly. Tin and Nickel are shown as percentages in numbers cast into the block under the timing chain cover.

A "high nickel" block will have either "010" or "020", which indicates 10% and 20% nickel, accordingly.

The best blocks have both tin and nickel, and show two numbers: 010 and 020, which means the block has 10% tin and 20% nickel.

Some of the the early 400 SBC were also 010 and 020 cast and quickly became the go to choice for the circle track racers because they held up and dominated the track conditions the aftermarket followed and that motor became the go to engine for that kind of racing.

[70 copo]

When I say 302 and LT-1 I am specifically referring to the 010 casting of both and 010 castings produced in Michigan.

FORD had the Windsor then they had the Cleveland These were technically different block designs and as we will soon see GM did the same thing with the 010 changing the design at least 3 times while keeping the same casting number.

I asked about this. I was told that these subtle changes were accomplished to at first to transition the engine from a high compression centric design then later again to adapt the block to better meet durability and emissions as GM moved to a corporiate engine usage format. These later 010's are the two bolt variants and are easily recognizable by the small pad where the usage designation was stamped which was shared by the 305 also.

[70 copo]

The evidence:

[70 copo]

Look at the design. Casting is different.

[70 copo]

More:

[70 copo]

Another: