The builds most shops turn away: the swap nobody wants to finish, the boosted combination that has to live, the engine that has to make real power and still start on a cold morning.
Making a big number once is easy. Making it repeatable, drivable and durable is the job — and it's decided by the parts of the build nobody photographs.
Short blocks and long blocks assembled to spec, with clearances measured and recorded rather than assumed.
LS and other conversions — mounts, wiring, cooling, fuel and exhaust fabricated here instead of ordered and hoped for.
Cam, springs, pushrods and timing done as one job, degreed properly, so the combination actually works together.
Forced induction with the fuel system, cooling and calibration sized for it — not bolted on and prayed over.
Pumps, injectors, lines, radiators and heat management. The unglamorous half that decides whether the build lasts.
Every build finishes on our AWD Dynojet, with a sheet and notes that stay with the car.
An engine build is where shops most often lose a customer's trust — a car in pieces, a bill that grows, and no way to tell what happened. We run it the other way around.
You get an itemized written estimate before teardown, a call before anything changes, photos while it's apart, and the documentation when you pick it up. If we find something that changes the plan, you hear it from us first.
Full builds and the work around them: cam and valvetrain, timing components, head work, forced-induction installs, LS and other swaps, plus the fuel, cooling and drivetrain changes that have to come with them. In-house machine work means we're not waiting in someone else's queue.
There is no honest single number — a cam and timing job and a built short block aren't the same universe. What we will do is give you an itemized written estimate covering parts and labor before anything comes apart, and stage the build if you'd rather spread it out.
Yes, and we do the parts of it most people forget: fuel system capacity, cooling, driveline and the calibration. A blower bolted on with a stock fuel pump and a canned file is how engines die.
It depends on parts availability more than labor. We give you a realistic window up front, tell you when parts slip, and you get updates while it's here rather than silence.
Often, yes — it's a lot of what we do. We'll inspect what's been done, tell you honestly what has to be redone, and quote it. We won't put our name on someone else's shortcuts without saying so.
Yes. The engine goes on our AWD Dynojet before it goes home, so the calibration is written for the exact combination we just built. That's the whole point of doing both under one roof.
We reply the same business day. Prefer to talk? Call 256-975-0012 — you'll get the shop, not a call center.
