A Little Science + A Little Money = Triple the Power?

(Narrator)>> It's a busy day on Engine Power. We finish up the Ford endurance engine and check the numbers in the dyno cell. Then we take a road trip to Ohio where the BMR race team takes delivery of the most powerful engine their fox body racer has ever seen. We're talking almost triple the horsepower.

[ music ]

(Mike)>> Welcome to Engine Power. Today we're back on engine build we're putting together for an endurance race team that calls Mid-Ohio Sportscar Course its home.

(Pat)>> The team is BMR, made up of hardcore corner carvers that also have the daily duties of performance driving instructors. One of them is a world renowned open wheel racer who dominated the Formula Ford series and even found a seat in F-1. His name is Tommy Byrne and he is a subject of a new documentary called "Crash and Burn". To find out more visit Powernation TV dot com and click on this Engine Power episode.

(Mike)>> The engine is a 363 cubic inch small block Ford. Now it came together as a group effort between Summit Racing, Pat and I, and the BMR guys. The reason was simple. They needed more power to compete with BMW's, Porsches, and other makes and models in the Mid-Ohio Champ Car Racing Series. We completed the short block in a previous show. It came together using a Dart Iron Eagle block, Lunati forged crankshaft with a 3-400 stroke, Eagle 43-40 H-beam rods, and custom DSS X-groove pistons. This is our foundation for an 8,000 r-p-m capable engine designed to run long endurance races with minimal maintenance and maximum performance on pump gas.

(Pat)>> Today we're gonna start out with some tech that's a little bit of science, a little bit of work, but not a lot of money. What we're trying to do is stop the engine from flooding valvetrain with oil and starving our rod and main bearings. So we are going to restrict oil to the top side of the engine. Now the Dart block design has provisions for this operation. Because this engine can be used for either wet or dry sump oiling it gives you options on how to control oil to the top end. We will be using an oil pump in a conventional wet sump. So oil will come in and go to the main oil gallery. Now oil can come up through these two crossovers and oil these simultaneously, but because we want it priority main we will block the oil from coming up, forcing it to go through the back of the block, and come back up our crossover so we'll oil forward. What we will be using to restrict the oil are eighth inch pipe plugs. The block is drilled and tapped to receive them on both of the crossovers. So one with an 80 thousandths orifice will go in the back to restrict oil to the lifter bores. In the front will be a solid plug so it forces the oil through the main oil gallery first oiling the mains, rods, and cam bearings. [ music ]

(Mike)>> A solid roller valvetrain design is being used. This one came to us from Summit Racing. Now a solid roller should only be used in high horsepower street applications and race bullets that don't see a lot of low r-p-m operation. They also have the most aggressive lobe profiles and can withstand extreme valve spring pressures with no problems.

(Pat)>> It's a Comp Cams Magnum series. It's a single pattern with a duration at 50 thousandths of 262 degrees on the intake and exhaust. It has 110 degrees of lobe separation and the lift at the valve is 613 thousandths on both the intake and exhaust. This cam will produce a radical idle, require you to check piston to valve clearance, and is designed to run in our desired operating range. Now the cam retaining plate can be bolted up, and the Cloyes race billet True-Z racing roller timing set is being installed in the four degrees retarded position. Now the cam shaft can be degreed.

(Mike)>> It was degreed in at 109 degrees intake center line, which is one degree advanced. This will give a good balance of both low and high end power for this application. Now this process is important in all engine builds, and Summit Racing has some great degreeing kits to add to your tool arsenal.

(Pat)>> Now that our short block is together and our cam shaft is degreed in we can move on to the induction side, and we're gonna do something a little bit different on this project. We'll be using a set of Trick Flow Twisted Wedge 11-R's. Now these differ from a normal small block Ford in their valve angles. 13 degrees on the exhaust side, 11 degrees on the intake side. These heads feature a fully c-n-c'ed 205cc intake port that flows 321 c-f-m at 600 lift. It has a 56cc combustion chamber and the valve sizes are two-zero-80 on the intake, one-600 on the exhaust, and they also have a 66cc exhaust port. The spring cups are a generous one-six-40. So that will allow us to set these up for almost any racing application, which I'm gonna show you in a second. Valve springs will make or break a race engine, not only in how much power it makes but for how long it makes it for. So we are going with a set of Pack valve springs for this application. These are a one-300 diameter and we're setting them up at one-eight-50 installed height, which gives us 205 pounds on the seat and 550 pounds open pressure, and all of them were verified on our new Goodson valve spring tester.

(Mike)>> This is Goodson's in house designed and manufactured spring test. It has a 600 pound capacity in 10 pound increments. The analog pressure gauge reads in SAE and metric, and the hydraulic load cell is sealed. It will handle springs up to two inches in diameter and four and half inches overall height.

(Narrator)>> Up next the endurance engine gets ready to put in some serious miles.

(Pat)>> We're back, and before the heads go on we are gonna button up the front of the engine. This will allow us to setup the timing pointer at true t-d-c on the balancer. This is an All Star timing cover from Summit Racing. It's a late model style designed for fuel injection applications. It's a nice high quality casting.

(Mike)>> To eliminate torsional crankshaft vibrations an ATI super damper harmonic balancer is being used. It exceeds an 18.1 s-f-i safety rating. This one is for internally balanced engines like this 363 inch small block Ford.

(Pat)>> With the engine at true top dead center a billet aluminum timing pointer will be aligned with zero on the balancer. This will ensure proper ignition timing is set when we fire it up. In racing applications the stock hex drive just won't cut it. This engine needs a heavy duty chro-moly oil pump driveshaft from ARP. It will turn a Melling high volume high pressure oil pump. We've already mocked this up. So we know the clearances are correct.

(Mike)>> The pickup was ordered from Summit Racing with the oil pan. It is a Canton piece and will pull oil from the rear sump. This pan has a seven quart capacity and is designed for road race use. Now inside is a removable windage anti-slosh baffle that is incorporated into the bottom of the pan. It is diamond shaped and has four trap doors located under this plate for excellent oil control.

(Pat)>> For an engine that's got to run 18 hours over two days an oil leak is fatal. For maximum protection we're using a Cometic oil pan gasket with Permatex Right Stuff sealant on both sides.

(Mike)>> Filling up the lifter bores are Crower severe duty solid roller lifters designed for race applications. They have an 874 thousandths diameter, vertical link bar, a special alloy body, and high pressure pin oiling. Cometic MLS head gaskets can go in place. These have a four-155 bore diameter and a 27 thousandths compressed thickness. Trick Flow's 11-R cylinder heads are laid in place and half inch ARP head bolts will secure them to the decks. Always make sure to follow ARP's instructions. We use their Ultra Torque lube under the head of the bolt and on the threads to make sure the ARP spec of 100 pound feet is accurately reached.

(Pat)>> A good amount of time went into making sure the valvetrain is perfect on this engine. Jesel was our choice for a shaft rocker setup that will withstand anything this engine throws at it. Trent Performance sent us a set of their dual tapered 135 thousandths walled chro-moly push rods that have five-sixteenths ball ends. We spec'ed them at a seven-600 length. Jesel's Sportsman Series rockers rest on a billet steel stand providing a rigid mounting surface. The rockers have a full complement needle bearing assembly, which distributes load evenly across the shaft's surface. The shaft is ground in heat treated tool steel for years of durable service. Our ratio is one point seven, one point seven. To learn more about heavy duty valvetrain parts check out Jesel's website. Cold lash is 14 thousandths on both the intake and exhaust. A single plane Trick Flow R-series manifold is gonna directly the air and fuel charge into the cylinder heads. This manifold accepts a 41-50 style carburetor or throttle body, and its operating range is from 3,500 to 7,500 r-p-m. As usual bead of Permatex Right Stuff silicone will seal it up, and ARP fasteners will cinch it down.

(Narrator)>> Up next the BMR race team asked for big power and they're gonna get it.

(Pat)>> This is gonna be exciting right here.

(Mike)>> During the break we finished off the engine with a set of cast valve covers and MSD distributor with an added touch of green for Tommy Byrne and his Irish background. Also bolted up is Summit Racing catch can and breather setup. Up front a Mazere electric water pump will keep this 363 inch Ford cool on the dyno.

(Pat)>> To get the rings seated and the engine broke in we're going to be running our tried and true 950 c-f-m Quick Fuel dyno carb. Then it will be swapped out for the race team's choice of fuel injection. Alright here's where we are. We've got the engine on and run. We actually broke it in and we've lashed the valves. So we are going to make our first pull from 4,500 to 6,500 at 24 degrees of timing just to see where we are. Remember we're still on pump gas. [ engine revving ]

(Pat)>> Woo that's spicy! That thing rips through the pull like that. 532 and almost 450 pound feet of torque.

(Mike)>> Pretty graph off the bat.

(Pat)>> Pretty graph off the bat. And again this thing is on 24 degrees of timing. This thing has to run lap after lap for nine hours straight, and we are not even close to peak power. Let's make a pull for 5,000 to 7,500.

(Mike)>> Five to 75. [ engine revving ]

(Pat)>> Adding four degrees of timing for a total of 28 the engine made 560 horse at 7,400 and 452 pound feet of torque 5,600. Another two degrees of timing, 30 degrees total, yielded 569 horsepower and 455 pound feet of torque. Dude I am extremely excited. I don't know if you know how excited I am about this.

(Mike)>> It's an awesome engine, and you something that's different too being an endurance engine. We usually don't run them this hot with water temperature. Oil temperature yes, but you know there's some power on the table if it was a drag racer.

(Pat)>> There is absolutely power because you cool the chamber, you heat the oil up as much as you can, and you can go for that glory number, but that means nothing when it has to run for nine hours. And if you keep the timing right and you keep the tune up right this thing will last forever. We told them we were building them an anvil and that's it.

(Mike)>> BMR requires and fuel and spark delivery system that works in virtually any racing condition. So we'll swap the carb for Holley's Super Sniper Eight injector e-f-i, along with their Pro Billet small cap distributor to handle the ignition duties. Using screws instead of clips on the cap will ensure the cap stays in place even in the toughest driving situations. [ engine revving ]

(Mike)>> 575, 467, pump gas mammie jammer.

(Pat)>> That is pump gas. I mean one-five-eight per cube. That is scaring the one-six range, which is about the maximum you're gonna get from 93 pump gas cause it's so inconsistent. I'm excited to see this thing run. This has triple the power that these dudes have right now.

(Mike)>> Oh yeah, triple.

(Pat)>> I don't even know what to say. I'm almost speechless, which that is uncharacteristic for me. Hey is that success?

(Mike)>> Beautiful.

(Narrator)>> Up next we check out BMR's fox body race car, and they check out their new bullet.

(Mike)>> Through the scenic farmland of Bucyrus, Ohio, we make our way toward Bill Burger's shop, delivering the 363 cubic inch engine that will Power BMR Racing's Fox body Mustang. Bill how's it going.

(Bill)>> Not bad, hi Mike.

(Mike)>> Nice to see ya again.

(Bill)>> Great to see both of you.

(Mike)>> The car looks totally different.

(Bill)>> Yeah we've done a lot of work to it. We've got Harwood hood, Harwood doors, Harwood hatch. We have Momo Seat, Momo steering wheel, Austin dash, AM dash unit, Wilwood brakes all the way around, QA One front suspension, QA One rear shocks. It's amazing, it's almost a whole new car.

(Mike)>> I love the color combo with the black and the silver.

(Bill)>> I picked that out.

(Mike)>> Did you, that's awesome. It looks good.

(Bill)>> Depending on where the pit wall is you don't want to have to be running around the car with a can of gasoline. We can hook the fuel filler up on this side or we can hook it up on that side. Makes the pit stop faster and safer.

(Pat)>> Wow!

(Bill)>> You like that?

(Pat)>> I really like that.

(Mike)>> That looks really good.

(Bill)>> Now that we got the engine we're looking probably a completed car in four to five weeks and lots of testing to do.

(Pat)>> Summit Racing supports grassroots motorsports in all their forms, and this year they became the title sponsor of the American Endurance Racing Series. These racers drive a wide variety of domestic and import vehicles. Summit is listening to what they're saying.

(Jim)>> We're out talking to the racers. What do you guys need from us so we can support everybody that's racing out here, and they've been very welcoming and they've taken a lot of time to come over and talk to us and help us understand what else they need from us.

(Pat)>> Are you ready for this?

(Tommy)>> Oh I see some green. It'll make me drive a little faster knowing there's green on there somewhere. [ music ]

(Pat)>> It's like sending your child off to school for the first time.

(Scott)>> Well we will allow you visitation.

(Pat)>> Okay good. This baby is yours and yours to keep now.

(Scott)>> Well I'll tell you what guys. We are putting a passenger seat in here. You're more than welcome to ride along the first time.

(Pat)>> We're very honored and flattered that you had us work on this. So we're very, very pleased that we got to help you out.

(Bill)>> We're honored that you did this for us. Thank you very much.

(Pat)>> Thank you guys. Well now it's time, the talking's over.

(Mike)>> Let's turn over some parts.

(Bill)>> Let's put it in. You guys are here, let's just put it in.

(Max)>> On paper right now we're up there with the Ferraris, and the Porsches, and the BMW's. I'm super excited to see what this thing looks like next to them. In front of them actually.

(Bill)>> We have the right tools for the job to get it done now, and we appreciate that.

(Mike)>> For more information on anything you've see today visit Powernation TV dot com.

(Pat)>> DEI's starter shield is part of their Versa-shield line of products, and it will help protect your starter from heat failure. It will reflect radiant heat of up to 2,000 degrees and direct heat of up to 500 degrees. It's made from reflective aluminized material along with a glass fiber insulation barrier. The start shield comes in two sizes, both of which can be trimmed to fit your starter precisely. The hook and loop fastening system lets you attach the shield without removing the starter in most cases. The shield can also be used for master cylinders, distributors, fuel pumps, and more. And you can learn all about it at Design Engineering dot com.

(Mike)>> Hot Shot Secret stiction eliminator was originally designed for International truck and engine. It's made up of a combination of detergents and dispersants that can be added to new or used motor oil. It will then remove buildup caused by coking and varnishing left behind from overheating the engine's oil. For diesels it will clean injectors and stop excessive black smoke and chugging on cold starts. Check out Hot Shot Secret dot com to learn more about the science behind it and how to purchase it for your ride. [ music ]

(Pat)>> To have an engine make more power a common technique is to increase its cubic inches, and you can do that three different ways. You can increase the bore size, the length of the stroke, or a combination of the two. You've heard the term stroker when talking about high performance engines. So that's what we're gonna go over today. But what exactly does stroker mean? Simply put it's an engine that has the stroke of its crankshaft increased beyond its stock specification. This mod can be done two different ways. First you can offset grind the crankshaft. Before aftermarket crankshafts were readily available the crankshaft's rod journal would be intentionally ground to a smaller diameter and to a center line further from the actual center of the crankshaft. This effectively lengthened the travel of the piston in the cylinder, increasing its cubic inches, but the offset grind yielded a small increase because the crankshaft can only be ground so much. In addition it was labor intensive, expensive, and potentially weakened the stock crankshaft. The second method is to replace the stock component with a purpose built aftermarket crankshaft. These are designed specifically for longer strokes, are constructed out of better material, and are built to yield maximum cubic inches without sacrificing strength. We build stroker engines here all the time and they fall into three categories. Over square, meaning the bore is larger than the stroke. Square, meaning the bore and stroke are equal. And under square, meaning the bore is smaller than the stroke. Over square strokers are common in most racing applications. The larger bore and shorter stroke produce the needed air displacement while keeping the average piston speed lower at high r-p-m, which improves reliability and allows efficient air induction. Square strokers have a good balance of horsepower and torque production. They can be tailored to make stout low end torque or high end horsepower depending on the components selected. They are excellent for weekend warrior race cars and just about any high performance street car. Under square strokers really shine in lower r-p-m high torque applications. When the engine's bore size is limited an aftermarket crankshaft will increase the size by 50 or 60 cubic inches. For instance, a 351 Windsor with a four-zero-30 over bore and a stock stroke of three-500 equals 357.15 inches. Increasing just the stroke to four-170 gives us 68.36 additional cubes. The result is a 425.53 cubic inch engine. Several aftermarket companies offer not only stroker crankshafts but entire rotating assemblies with all the associated parts to get your bullet together. The only thing that limits stroker applications are the physical size of the engine block and your bank account.