OK, if there has one thing that being a forum surfer has taught me over my brief tenure of being such, is there are a lot of things that affect, generate, hinder and enhance engine performance that are not understood or simply just ignored.
Most of this stuff is simply just not shared, be it that they are considered speed secrets or the lay person simply does not understand it, whatever.
I wanted to start a thread to discuss some factors that affect engine performance and the parameters that performance engines live within. Read, argue, whine or cry, this is the truth. And as Jack Nicholson said in "A Few Good Men"- "you can't handle the truth". Well, maybe you can, let's find out.
Get your calculators ready, over the next few weeks, you will need them.
Now, with all of that out of the way, let's start by nailing down the first thing we need to consider when wanting to build a new engine and get the maximum performance out of it. Knowing what we want to use it for will deliver the best possible results. Building a high strung engine to take the family to picnics on Sundays will probably not deliver the experience you are after. Well, maybe the experience you are after, but probably not everyone else in the car.
The best place to build a starting point is to determine intended purpose of our engine and then correlate this to a range of piston speeds.
Piston speed will have a crazy-huge effect on how the engine performs.
I am going to break this down into different categories. For those of you playing along at home, I will give you several examples to experiment with, I am not going to lead you down a primrose path to a result that I have predetermined. Your rules, build what you want without spending a dime.
OK, the categories are:
Street engines (stock)
Mild performance or street/strip
Endurance/NASCAR/Road Race
Maximum effort (Mileage limited/drag race)
AYFKM effort (Component failure limited)
Now, the classification for each of these categories are split by how fast we fling the piston. But first, I guess we need to know how to determine piston speed so we can then determine which category we belong in, or vice versa.
The formula for Mean Piston Speed (MPS) is MPS in ft per minute=(inches of crankshaft stroke x (engine RPM/6))
Depending on the stroke of the crankshaft, and the RPM you expect to see, we can categorize our engine. This will affect our pocketbook, because it will directly affect the type and quality of parts we need to buy to support our performance objectives.
Now let's put these categories in a manner where piston speed can help us determine what we are building. Or, what we need to build to fit into a certain performance category.
Street engines (stock) 2000 to 3000 ft/min
Mild performance or street/strip 3000 to 4000 ft/min
Endurance/NASCAR/Road Race 4000 to 5000 ft/min
Maximum effort (Mileage limited/pro class drag race) 5000 to 6000 ft/min
AYFKM effort (Component failure limited) 6000 to 7500+ ft/min
OK, so if you tried a few different combinations, you probably realize we can change the category by solely changing the stroke, changing our RPM, or both. So great, wow, what a speed secret. Thanks a whole pantload Parker, I read through all of this for that? You're an asshole. Yeah, I know I am, thanks. But the thing that we need to understand about the formula is you need to understand engine speed (RPM) is power. Let's take a look at two theoretical engines and another formula, this one you have probably seen.
Horsepower = (Torque x RPM)/5252
By solely changing RPM, I can make one of these engines a grocery getter and the other, an F1 contender.
Two little six cylinders; both make an eyeball popping 246 pound feet of torque :lol
In the first one, my maximum usable RPM is 4500, and when plugged into the above formula (go ahead and do it, doofus), we see the engine is capable of making about 210 horsepower. :facepalm:
Now we will leave everything the same as far as torque, but let's give the engine an F1 race car caliber RPM of 19,250. After you do the math (I don't have to call you doofus this time, do I?) we see that though my torque stayed 246 lb/ft, my horsepower climbed to a panty-dropping 910! :willy
RPM is power folks, RPM is the shit. RPM can also stand for "Ruins People's Motors" if you don't know how to handle your newfound knowledge.
Piston action has a dramatic effect in the way air and fuel enter, and exhaust leaves the engine. Going back to our categories, we are going to relate the effectiveness of this piston action with our engine and piston speed categories. We do this using something called Volumetric Efficiency, or VE. VE simply put is; if I have a 100 cubic inch engine, and that engine can breathe in and expel 100 cubic inches of air for every camshaft (two crankshaft) revolution(s), it is 100 percent volumetric efficient. If the design of the heads, intake and exhaust only allow 85 cubic inches of airflow through the engine, it is 85% volumetric efficient. If it can move 110 cubic inches of air flow, then it is 110% volumetric efficient. Are engines over 100% VE possible? Why yes, yes they are, and I am going to show you how to build one. Wow, a 350 cubic inch engine that can move 385 cubic inches worth of airflow? Oh yes, yes indeed.
But that will wait until the next installment, for now, let this digest.
Street engines (stock) 2000 to 3000 ft/min 80-90% VE
Mild performance or street/strip 3000 to 4000 ft/min 90-110% VE
Endurance/NASCAR/Road Race 4000 to 5000 ft/min 110-120% VE
Maximum effort (Mileage limited/pro class drag race) 5000 to 6000 ft/min 120 to 127% VE
AYFKM effort (Component failure limited) 6000 to 7500+ ft/min 125 to 128% VE
So we have learned that how fast the piston moves has a great affect on the performance I can expect. And we also learned that piston speed is primarily controlled by the stroke of the crankshaft and the RPM of the engine. We also see how changing piston speed makes my engine fall into different performance categories.
Next time I will give you some real world examples I have tuned on the engine dyno and tested on the drag strip, as well as begin to talk about hw we get the air into the engine to take advantage of all of this piston speed we just talked about.
Cheers, Parker
Chuck has customs, trucks and of course, muscle cars in his collection.
Automotive enthusiasts love to measure their beloved four-wheeled machines’ capabilities by using the term “horsepower.” Chuck Barnes owns a stable-full of true classic muscle — real horsepower — in his modern horse barn.
A few years back, this Barrington resident built a free-standing barn to house not only his family’s show horses, but also his personal vehicles, each packing enough stallions under the hood to intimidate even the brawniest of V-8s.
While Barnes sees beauty in his collection, the “huge eyesore” of a horse barn initially caused some friction between he and his wife.
“She used to be able to have a wonderful view from our kitchen of the animals grazing in the pasture,” Barnes said.
Despite the earlier conflict, Dawn Barnes has grown accustomed to the structure and even enjoys it now. “It’s true he blocked my view, but I’m over it. It’s such a wonderful place to have parties in,” Dawn said. “In addition to hosting a wedding in the barn, I’ve even had my own ‘women’s parties’ where I just invited my female friends to hang out.”
To be fair, Chuck did try to avoid obscuring the tranquil vista; he first added to the home garage, expanding it from two cars to accommodate four.
“It just wasn’t quite enough,” Chuck said. That’s when he began construction on the satellite structure, drawing on personal experience for inspiration. “In the ’50s, my dad owned a speed shop called Belmont Automotive in Palatine. As a kid I used to go hang out there all the time and would see some really neat cars.”
That passion manifested itself in the cool space Chuck spends most of his time in now. “All the memorabilia is stuff I’ve accumulated over the years. Even with millions of dollars, you can’t recreate this. Nothing here is bought out of a catalog. They’re real pieces — even the moose head!”
In addition to car parts, hand-painted signs and neon lights, the custom centerpiece is a wood-paneled bar that a cabinetmaker friend assembled. “We told him we wanted something as cool as the cars, so he made the countertop one large glass shadow box, illuminated by LED lighting.” The couple constantly changes the display, ensuring guests will see something new.
The entire building has air conditioning to keep things comfortable during the summer months and a special warming element for the bone-chilling Midwest winters: radiant in-floor heat. ”You can walk in here in February with bare feet and be nice and toasty,’ Chuck said. “In addition to efficiency, it also keeps moisture down and doesn’t kick up dust or dirt.”
Naturally, visitors don’t come just to see the fascinating décor, but also the rolling iron parked inside. One such creation is a 430-horsepower 1970 Chevrolet Chevelle, packing a full emission-compliant LS E-Rod crate motor.
“It has full catalytic converters and passes the very strict California emissions test that will be mandated for all cars in 2014,” he said.
Other interesting pieces are a 1960 Buick Electra 225; a mint, 11,000-mile one-owner 1978 Ford F250 High Boy; and a project 1957 Chevrolet Nomad that came from Australia.
“I’m going to add an air-ride suspension and a fuel-injected big block. It’ll be a high-end car that can be driven anywhere.”
Another ongoing build is a 1964 Chevrolet Impala, being built as a tribute to Chuck’s father. “It’ll be a period-correct superstock race car that will be raced in nostalgic events,” he said.
While this equine palace is packed, Chuck is already planning for future expansions to his stable of steeds. So the next time you hear a classic collector talking about his impressive horsepower numbers, ask him if he’s got it both under his hood, and under his roof.
Automotive enthusiasts love to measure their beloved four-wheeled machines’ capabilities by using the term “horsepower.” Chuck Barnes owns a stable-full of true classic muscle — real horsepower — in his modern horse barn.
A few years back, this Barrington resident built a free-standing barn to house not only his family’s show horses, but also his personal vehicles, each packing enough stallions under the hood to intimidate even the brawniest of V-8s.
While Barnes sees beauty in his collection, the “huge eyesore” of a horse barn initially caused some friction between he and his wife.
“She used to be able to have a wonderful view from our kitchen of the animals grazing in the pasture,” Barnes said.
Despite the earlier conflict, Dawn Barnes has grown accustomed to the structure and even enjoys it now. “It’s true he blocked my view, but I’m over it. It’s such a wonderful place to have parties in,” Dawn said. “In addition to hosting a wedding in the barn, I’ve even had my own ‘women’s parties’ where I just invited my female friends to hang out.”
To be fair, Chuck did try to avoid obscuring the tranquil vista; he first added to the home garage, expanding it from two cars to accommodate four.
“It just wasn’t quite enough,” Chuck said. That’s when he began construction on the satellite structure, drawing on personal experience for inspiration. “In the ’50s, my dad owned a speed shop called Belmont Automotive in Palatine. As a kid I used to go hang out there all the time and would see some really neat cars.”
That passion manifested itself in the cool space Chuck spends most of his time in now. “All the memorabilia is stuff I’ve accumulated over the years. Even with millions of dollars, you can’t recreate this. Nothing here is bought out of a catalog. They’re real pieces — even the moose head!”
In addition to car parts, hand-painted signs and neon lights, the custom centerpiece is a wood-paneled bar that a cabinetmaker friend assembled. “We told him we wanted something as cool as the cars, so he made the countertop one large glass shadow box, illuminated by LED lighting.” The couple constantly changes the display, ensuring guests will see something new.
The entire building has air conditioning to keep things comfortable during the summer months and a special warming element for the bone-chilling Midwest winters: radiant in-floor heat. ”You can walk in here in February with bare feet and be nice and toasty,’ Chuck said. “In addition to efficiency, it also keeps moisture down and doesn’t kick up dust or dirt.”
Naturally, visitors don’t come just to see the fascinating décor, but also the rolling iron parked inside. One such creation is a 430-horsepower 1970 Chevrolet Chevelle, packing a full emission-compliant LS E-Rod crate motor.
“It has full catalytic converters and passes the very strict California emissions test that will be mandated for all cars in 2014,” he said.
Other interesting pieces are a 1960 Buick Electra 225; a mint, 11,000-mile one-owner 1978 Ford F250 High Boy; and a project 1957 Chevrolet Nomad that came from Australia.
“I’m going to add an air-ride suspension and a fuel-injected big block. It’ll be a high-end car that can be driven anywhere.”
Another ongoing build is a 1964 Chevrolet Impala, being built as a tribute to Chuck’s father. “It’ll be a period-correct superstock race car that will be raced in nostalgic events,” he said.
While this equine palace is packed, Chuck is already planning for future expansions to his stable of steeds. So the next time you hear a classic collector talking about his impressive horsepower numbers, ask him if he’s got it both under his hood, and under his roof.
In some cases, a slew of random images just don’t do a build any justice. Case in point, this well-done footage of Yannick Sire’s dual-engined, open-wheeled speed machine. As a gearhead, you’re probably well aware that the birth of hot rodding was nurtured from the sunny west coast of Southern California. It’s there you’ll find custom rod builders like George Barris and the infamous S0-Cal Speed Shop.
Following along in their footsteps, Yannick Sire is not only taking inspiration from those before him but indeed, pushing it beyond most peoples comfort levels. We couldn’t help but post such an amazing build. Although this might not run bottom 11s at the track or clip an amazing lap time during an autocross course, its pretty awesome.
If this doesn’t inspire you, we aren’t quite sure what will. For the most part, we’ll let the video do most of the talking on this one. West Los Angeles rod builder, Yannick Sire has reinvigorated the West Coast’s tradition of radical street rodding with his full-custom hot rod, a hybrid creation of many different parts from different cars.
Sire, is truly an inspirational genius. Sire even hand-crafted each of the 16 individual header tubes himself.
The real trademark, however, of Sire’s custom rod are the two, 450-horse Chevy small-blocks, both outfitted with a heavy-breathing set of Air Flow Research (AFR) cylinder heads. Not only does this combination sound amazing, its equaling out to fire-breathing 16 cylinders.
Sire’s wheel choice consists of a 20 x 9.5-/20 x 10.5-inch front/rear combination from an ’02-’03, BMW X5. The Continental tires are P275/35R20 and P315/35R20, respectively. The front suspension uses custom, unequal length A-arms with second-gen Camaro, two-inch drop spindles.
Since slowing down is just as, if not more important, Sire upgraded the braking system to 14-inch Corvette Z06 on all four corners. Stering is handled by a Subaru STI rack-and-pinion. At the front of Sire’s V16 rod are a set of QA1 coilovers with a rate of 650 lb/in, and the completed vehicle weighs in at an estimated 2500 pounds.
For the last several years in the performance craft, we’ve had made the general statement that there are two ways to make any car or truck go fast: make it lighter or else more powerful. In the case of Yannick Sire and his 16-cylinder hot rod, both principles have been exercised to the absolute extreme!
Listen if it’s a Corvette and you want to make it go faster…I’m fine with that. Who cares, why you want to make it go faster?
From http://www.corvetteonline.com
What would possess someone to create a Corvette with over 2,200 horsepower? Does it really matter? With an amazing feat like that, we didn’t think so. Take a look at the unbelievable Top Speed C5 Z06 that has over three times the amount of horsepower as a modern ZR1 at the April Ohio Mile event in the Wyldfantasies Media Studios video above.
Built by Hinson Motorsports, “Record Hunter” is among the most powerful Corvettes we’ve ever seen and there’s reason for that. Bringing the car to its astounding 2,246 HP rating at 7,800 RPM is a massive build the crew completed back in March.
Under the car’s hood you’ll find a 427 cubic inch RHS Aluminum Tall Deck Block assembled and machined by Butler Performance. Stuffed inside this block are aluminum connecting rods, Diamond pistons and a Callies Ultra Center Counter Weight Billet Camshaft, as well as a custom high capacity oil pan from Doug Lee Engineuity.
Making up the engine’s top end are TEA-ported Trick Flow 245cc heads, Crower roller rocker arms, COMP Cam pushrods, a custom COMP solid roller camshaft and a GM EFI carb-style intake manifold. But these components alone aren’t what gives Record Hunter its massive amount of horsepower.
That extra boost comes from an intricate custom turbocharger system featuring a 118mm turbo, custom air to water intercooler, Tial wastegate and blow off valves, and a 5-inch downpipe all working to the tune of 34 PSI manifold pressure.
Of course, a build like this makes for extra fuel needs, which the team has dialed in using a Holley Dominator EFI system and Bosch 160 pound-per-hour injectors, as well as a regulator and fuel pumps from Fuelab.
The whole build is backed by a RPM-built TR6060 transmission with a SPEC twin disc clutch and an RPM ZR1 differential with Quaife LSD.
Surprisingly, the Corvette looks relatively like the C5 production car it started out as, minus the modified hood, roll cage and custom adjustable rear wing, of course. But obviously, looks can be deceiving. And 18-inch wheels from True Forged Wheels wrapped in Hoosier R6 rubber make sure that as much of Record Hunter’s power as possible is delivered successfully to the ground to turn heads like no other C5 can do.
After completing the build in March, the Hinson Motorsports crew took Record Hunter to the Ohio Mile, an East Coast Timing Association event in Wilmington, Ohio on April 29th to see what it could do. As the first standing mile event the Corvette raced at since its build, the April Ohio Mile proved to be a great tuning opportunity for the crew since the mile race was speed-limited to 150 MPH.
It may not look too far off from stock, but Record Hunter packs nearly 2,000 more horsepower than a stock C5 Z06.
As the car’s name suggests, future goals for Record Hunter are to set new standing mile records. With a car potentially capable of topping out at over 250 MPH, we’re sure Hinson Motorsports will be making history with the car this season. Be sure to watch out for Record Hunter at any of the standing mile events this year. To check out some in-car footage of the first standing mile pass the Corvette did since its build, watch the video below.
1976 I was a senior in high school, that was the year I had my first tasting of racing – not legal. My ’66 Impala against a Mustang ( a 1973 Mach I) and I got dusted, well almost, the knuckle head (he was a friend) stopped for a red light, I didn’t. My little 283, 2bbl engine (about 195 hp) was hauling about the same curb weight as the Mach I with its 351 CJ engine (about 266 hp) the outcome was certain. But traffic lights are the great equalizer!!!
But would it have had a different outcome if I was racing the new’s Mustang offering for 1976? Let’s see.
If looks were matched with speed, the 1976 Mustang would open of a can of whoop a$$ on my plain jane Impala. With the look of the Stallion Trim or the Cobra II you’d think they were carrying a no less than a V6 and hopefully a V8.
Cobra II
A spin on the original Hurtz rental Mustang.
Cobra II in Blue
Stallion Trim Package for 1976 (I’ve seen this paint job on a couple of Pintos too.)
But underneath the Shelby type exterior or the Hurtz type color palate the cool exterior lay a 4 cylinder engine, nothing special. But with Carrol Shelby’s endorsements and Farrah Fawcett driving one on TV the Cobra II (which was intended to be limited to only 5,000 units) sold over 25k units.
But with the best engine you could shove under the hood, my 283 would’ve made pretty easy work of the 1976 Mustang.
Ok car and Mustang fans you are going to like this:
BOOM!
Agent 47 Harbinger Mustang for racing or street!!!
Isn’t that wicked looking?
They tried for the look of the 69 TransAm Mustang.
Shelby 1969 TransAm Mustang
The Harbinger is built for track or high performance street duty. Here are some specs and more pics. (Check out the racing video too.)
– Limited production of 250 serialized chassis
– Harbingers can be built using a brand new Dynacorn repro body or an existing 69 or 70 Mustang shell. {but it would have to be the fastback or sports back – not my ’70 Coupe 🙁 }
Race spec, low visual obstruction design, 12 point, chassis stiffening roll-cage of DOM steel.
Race proven SLA (double A-arm) Front suspension.
Ultra stable, Bill Osborne designed, V-link rear suspension.
Speedway Engineering 9” full floating rear axle.
Penske adjustable racing shocks with optional weight jacks at all four corners.
Ducted, low drag and lift hood, engineered and crafted by Agent 47.
Come ON!!! Tell me that’s not awesome!!!
Agent 47 designed vintage Recaro style racing seats.
Agent 47 designed, lightweight, Forgeline racing wheels.
Those are nice!!!
Brakes and master cylinders by AP racing.
Check out this set up.
16 lightweight components manufactured using the latest Rapid prototyping technology.
NVH controlled interior with strategic, lightweight, sound dampening materials.
A work of art. Very limited body roll with this set up. Much improved over the original ’69 TransAm
I’m not advertising for these guys, I just really like what they’ve done. There are parts for Fox bodied and other Mustangs as well.
Here a long racing video (cameras are set up for you can see how the body reacts to cornering).
Not only is there a ton of beautiful cars at Barrett-Jacksonauctions, there are also a lot of venders. Anything from car care products, to engine builders to custom building shops.
One of those was Karl Kustom Corvettes located in Des Moines, Ia. I had a chance to speak with Jim Hidy one of the reps for Karl Kustom at the auction this past January.
SWEET!!!!
Nice looking car, yes? HELL YES. But there some interesting things I didn’t know about these custom Vettes and how they are made.
I spoke with Jim at length and I have to tell you that how I thought these were made wasn’t even close and how they are made was pretty surprising to me. Jim set me straight.
Great Creation
These are of course C6 machines with the look of the 60’s Vettes. All the great handling and power of the C6 underpinning and classic looks. I thought ‘how cool they manufacture a body that snaps on the C6 frame. But that’s not how it’s done.
So I’ve gotten the new electrical connection installed on the switch. I now need to cut off the old switch and strip the wires.
Ya know it’s hard to take a video while you a squeezed under a car on jack-stands!!!
In this video you can see the striped wires.
Installing the bracket was easy enough except that it wasn’t formed properly and had to be bent. Keep in mind this is not ‘harden’ steel and too much bending will weaken it and when the reverse lever comes back will just push the bracket backward and not allow the button to be depressed enough to make contact and complete the circuit and turn the backup lights on.
Here it is all installed.
Here it is with the car in the reverse position. You can see the button depressed.
Here is a video shot.
And the intended results:
Now I’d love to tell you that all was well, however remember the bolt and the Sharpie mark I made on it so that I could gauge how far to screw it back in?
Well I was still pretty happy with the progress and I took the car off the jack-stand and started her up and backed out of the garage. That went well, but there didn’t seem to be a first gear once I decided to pull the car forward, nor second gear. She isn’t going to move.
So I’ve got the car out of the garage and right at the edge of the drive on the driver’s side. I have to get under the car and tighten that bold a few more turns. I end up laying partially on the drive way, partially on the rocks (we don’t have grass in your yards here..we have small, gather in you pants when you are laying on them, sharp rocks) and partially on one of your shrubs. Ok, lets not forget the glowing hot Hooker header pipes..yeah…just back out of the garage…no worries the hair on my arm will grow back. Any way, I tighten it just enough to get the car to go into second gear and pull it back into garage.
It had to go back up on the jack-stands for more adjustments, and I had to the switch off once to make adjustments to the bracket. But success was achieved!!!!!
