By now, many are familiar with the latest GEN5 small block engine that utilizes Direct Injection Fuel Control. Very similar to the prior years, but there are some important details to be considered. Premier became very active with the new DI motor in late 2012 and has since had a firm grip on design and implementation.

If we are responsible for the outcome of performance, we believe we should also be there from the foundation. Premier’s extensive experience in engine development has been a key success to this. ALL our engines are built in house, as we take a great amount of pride in having total control over which parts are selected based upon the customer’s power goals.

We are aware of the factory engine capabilities, and when a customer is looking to pass that threshold, the knowledge to provide rock-solid recipes is an asset. Several great industry-leading suppliers support our engine program, so we are confident in the final product.

When a request is made for a new power plant, our first step is to determine the max power the engine needs to produce to meet the customer’s goals. The key to high powered engine longevity is to use stronger parts then the intended load they will withstand. Typically, we start with the engine block as its the foundation of the engine. A few of the production Ford, GM and Mopar engine blocks are very well suited for use in making serious power.

However, there is a limit, which is when we step to several aftermarket options. Premier has been a big fan of the GMPP LSX Iron block, which has more than proven its strength at power levels up to 1800 HP. Our aluminum options at high power are the ERL Super Deck as well as the DART NextGen.

Once the block has been selected, we focus on the rotating assembly. This is an area where brainpower is critical, as the options are numerous. A rotating assembly we would use in a 7800 RPM road race engine is quite different than a 1500 HP twin-turbocharged engine.

Our experience with all facets of racing is what allows us to make the right choices. We are dealers for several manufacturers such as Manley, Diamond, JE Pistons, Callies, and Carillo.

Moving on top of the short block is our focus into the cylinder heads. The gateway in and out! A factory LS/LT motor uses four bolts per cylinder for clamping. For many applications, this is adequate. However, in applications where very high cylinder pressures are experienced, this is not enough.

Fortunately, the industry has embraced this need and offers a six-bolt configuration. Of course, this can only be used if using a six-bolt block such as the LSX and Dart Blocks. Our relationships with MAST Motorsports, Trick Flow Specialties, and All-Pro pretty much cover the range we need.

Our engines are meticulously assembled, as the win is in the details. Bearing clearances, ring end gaps, piston to wall clearances, and block trueness are just a few of many specifications we accurately setup. All engines are fired upon Gibbs BR oil and then drained, reloaded with new BR oil for break-in, and then switched over to the appropriate formula for that engine.