Modern Rodding Tech
InTheGarageMedia.com
A Chevrolet 572 big block engine with polished velocity stacks and custom headers
1. Say what you will about modern technology. Still, the venerable big-block Chevrolet is hard to beat when it comes to stump pulling and asphalt-shredding capability—plus, it looks cooler than most plastic-shrouded modern engines.
Making a Supersized Chevrolet Civilized
A Built Big-Block Gets a Vintage Air Front Runner
By Ron Ceridono Photography by Brian “Cool Breeze” Brennan
D

ean Livermore, head hot rodder at Hot Rods by Dean in Phoenix, has some basic expectations for cars he builds for himself. They have to have lots of horsepower and they have to be driver friendly. So, while one of his latest projects will have an 800hp, 632ci big-block Chevrolet based on a Merlin block with Brodix heads that will set him back in the seat, it will also have a Vintage Air Front Runner drive system to mount an alternator, A/C compressor, and power steering pump so he’ll be comfortable while it’s happening.

Vintage Air’s Front Runner drive system uses a strong, streamlined main mounting bracket that attaches to the engine with studs that mount the water pump. The Front Runner kit includes a Stewart water pump, which is used for several reasons. The system design requires a reverse-rotation pump since the belt rides on the back side of the water pump pulley. In addition, the mounting surfaces are dimensionally accurate, so the Vintage Air main bracket and the assortment of pulleys are perfectly aligned, which can’t be guaranteed with OEM water pumps.

The Front Runner system uses a unique SD-7B10 (also known as an SD-7) A/C compressor for R134a refrigerant. This seven-cylinder compressor pumps 100cc of refrigerant per revolution, which is slightly less than the commonly used 508 compressors. As a result, Vintage Air has sized the pulleys to help compensate for the difference in displacement.

Also included in the Front Runner kit is a “hairpin”-style alternator that can deliver 170 amps, with 140 amps at idle. The Vintage Air alternator uses an ignition switch wire to excite or turn on the alternator, as they have found this delivers better load response than the one-wire versions. A heavy-duty four-gauge charge wire kit is included, and a ground wire on the alternator is always a good idea.

Front Runners are available with a power steering pump or without manual steering. As with the other engine-driven accessories, the power steering pulley has been sized to achieve optimum performance.

Vintage Air offers a variety of Front Runner finishes. Brackets are available in machined finish or black anodized; compressors and alternators in a natural finish, polished or chromed; and pulleys, clutch, and tensioner cover in chrome or black anodized. All kits include ARP stainless steel fasteners.

While Front Runner systems are easy to install, the standard short water pump configuration is designed to work with OEM timing covers only. As a result, some modifications were necessary. Dean’s big-block was equipped with a Milodon camshaft geardrive and front cover, which interfered with the water pump. The solution was to replace the hex head bolts in the back of the water pump with thinner fasteners and mill the front of the timing cover to allow the water pump to fit correctly. Again, with stock timing covers, no modifications are necessary.

Vintage Air Front Runner kits are available for small- and big-block Chevys, GM LT1 and LS series engines, and small-block Fords. The Front Runner’s single serpentine belt is simple and efficient, eliminating slippage common with V-belts—and the OEM-sourced spring-loaded tensioner eliminates the need for periodic belt adjustments. Front Runner drive systems combine style and practicality; they look great and are a sturdy means of mounting engine-driven accessories, even on muscle-bound big-blocks.

A complete engine accessory kit with pulleys, brackets, and hardware
2. Vintage Air’s billet front accessory drive systems include brackets, pulleys, a water pump, a 170-amp alternator, an A/C compressor, and a drivebelt—power steering pumps are optional.
A high-performance engine block with Brodix heads and a robust flywheel in assembly
3. Dean Livermore built this killer 632ci big-block Chevy destined to power a 1969 Chevelle. Livermore wanted A/C, power steering, and horsepower so a Vintage Air Front Runner was installed.
Close-up of a Brodix engine block with cylinder head studs in place
4. The first step in mounting the Front Runner was installing the water pump mounting studs. Due to the Milodon geardrive assembly, some modifications were necessary to make the water pump seat properly against the block.
A Stewart water pump pulley, ready for installation
5. The kit includes a Stewart water pump. The billet aluminum pulley is attached to 12-point ARP stainless fasteners (included), which are used throughout the Front Runner kit.
Brodix engine block with mounting brackets attached
6. With the water pump installed on the studs, spacers for the power steering bracket on the driver side studs.
Applying lubricant to the threads of a mounting stud during engine assembly
7. Any threaded fasteners must be coated with an antiseize compound before installation.
A harmonic balancer and pulleys being installed on a high-performance engine block
8. The power steering bracket has been installed on the water pump stud and the two additional bolts installed.
Close-up of the installation process for a bracket and pulley system on an engine block
9. A pair of spacers, or standoffs, fit between the power steering bracket and the block.
Final stages of pulley and bracket installation on a custom-built engine with Brodix components
10. With the water pump and power steering bracket in place, 0.814-inch-long spacers are placed on the top water pump studs. They will precisely align the main bracket with the lower studs through the water pump and power steering bracket.
Chevrolet 572 big-block engine with chrome velocity stacks and performance headers
11. This super sturdy main bracket mounts the alternator and A/C compressor. It will attach to the engine via the studs through the water pump.
Assorted engine accessory components including pulleys, brackets, belts, and a water pump
12. The alternator included in the kit mounts solidly to the main bracket.
Engine block featuring Brodix heads and custom mounting bolts, partially assembled
13. Like the alternator, the A/C compressor mounts solidly to the main bracket; a spring-loaded tensioner tightens the drivebelt.
Close-up of the Brodix engine block and mounting studs being installed
14. Here, the main bracket with the A/C compressor and alternator mounted is put in place; it will be secured to the water pump studs with 12-point ARP nuts.
Black Stewart pulley for a high-performance engine, displayed before installation
15. The Front Runner kit includes a high-output alternator and a four-gauge charge wire.
Brodix engine block showing a custom bracket being installed with threaded mounting studs
16. Front Runner kits use a compact A/C compressor with a bolt-on O-ring compressor block kit that simplifies connecting the refrigerant lines.
Black engine accessory bracket for mounting alternators or compressors
17. The previously installed power steering bracket has two threaded holes to mount the pump. The lower hole is visible here, while the alternator obscures the top hole.
Air-conditioning compressor installed on a Brodix engine block with a custom black bracket
18. Detroit Speed & Engineering supplies the aluminum power steering pumps. Integral or remote fluid reservoirs are available.
Front view of the completed engine assembly with alternator, compressor, and pulley systems
19. An installation tool is mandatory when installing the power steering pump pulley. Driving the pulley on with a hammer can destroy the pump.
Close-up of the pulley system being tightened onto the engine assembly with a wrench
20. This is the belt tensioner bracket. It attaches to the passenger side water pump/main bracket studs.
Engine block with a black support rod and mounting bracket attached to the orange Brodix block
21. For strength and stability the bottom of the tensioner bracket is attached to the block with a bolt and spacer.
Aluminum pulley spacer held in hand, showcasing precision-drilled holes for alignment
22. This simple yet critical piece is the belt tensioner spacer. Note the two small holes for the dowel pin; the upper hole is used with power steering, and the lower hole is used without power steering.
Belt tensioner component being mounted onto a pulley bracket during engine assembly
23. The tensioner can be placed with the spacer indexed correctly on the bracket. The two nubs on the tensioner fit into holes in the spacer to locate the tensioner.
Belt tensioner fully installed on the front of the engine, showing the pulley system in place
24. A 10mm bolt attaches the Dayco OEM spring-loaded tensioner assembly and spacer to the bracket.
Close-up of a black crankshaft pulley securely fastened to the engine
25. Finally, the supplied ARP bolts are installed in the crankshaft pulley. Note the center vibration damper has not been installed.
Mechanic tightening the belt system on a fully assembled front engine accessory drive
26. A 1/2-inch drive breaker bar rotates the tensioner clockwise to install the serpentine belt. Power steering applications use a 66-7/8-inch belt, while non-power steering belts measure 63-3/8 inches.
Completed engine with alternator, compressor, tensioner, and serpentine belt fully installed
27. The finished Front Runner installation provides a solid, compact, and great-looking mounting system for all the engine-driven accessories.
SOURCES
Hot Rods By Dean
(623) 581-1932
hotrodsbydean.com
Vintage Air
(800) 862-6658
vintageair.com
Modern Rodding
VOLUME 5 • ISSUE 50 • 2024
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