2015 engine master challenge

Grumpy

Grumpy

The Grumpy Grease Monkey mechanical engineer.
Staff member
new rules several divisions

http://www.hotrod.com/events/engine-masters-challenge/
http://www.hotrod.com/events/1510-the-2015-hot-rod-engine-masters-challenge-starts-now/

FOR 2015 is starting
Why are all these engines lined up at the University of Northwestern Ohio? It’s time for the 2015 AMSOIL Engine Masters Challenge. This year there are five classes, 24 engines, and a shootout each day to determine a winner.

In the past, there was only one winner after four days of qualifying and one day for final eliminations. The scoring was handled by taking an average of the power made in a 30 minute window each engine got to spend on the dyno. The top five engines were taken into Friday’s eliminations where the most power and torque over a determined rpm range won the entire event.

This is the first year for the new format where there is a shootout each day for a wider variety of classes and winners. Instead of fixed cubic inches as the rule, each engine must fit into one of five classes: Hemi, Spec Small-Block, LS, Vintage, and Big-Block. Each competitor can run as many times as needed in the 35 minute timeframe, the best torque and horsepower average wins that class.
 
builder: Performance Crankshaft
this 433 BBC is interesting

Engine Type: Big-block Chevy

Claimed Displacement: 433 4.325×3.680

Block: GM block filled to the bottom of the water-pump holes

Compression Ratio: 11.44:1

Crankshaft: Performance Crankshaft with rod journals welded and destroked to 3.680

Connecting Rods: Scat 6.535

Pistons and Rings: Diamond coated pistons with Speed Pro .043/.043/3mm rings

Camshaft: Comp Cams custom hydraulic roller, 255/260 duration at 0.050, 0.750/0.750 lift, 106-degree lobe separation angle.

Cylinder Heads: Brodix BB2x ported by Spindler Engineering

Intake Manifold: Holley EFI single-plane intake PN 9901-202

Carburetor: Holley by RM Competition

Headers: 2-inch primary tubes, 3.5-inch merge collectors, Tri-T design

Amsoil Oil: 5w20

Average Peak Horsepower Over Three Pulls: 643.00


Average Peak Torque Over Three Pulls: 582.33

Score: 2621.00

 
spec Small-Block

This is an exciting, budget-friendly class, with a wide range of platforms allowed. Only the modern LS, Modular Ford, and Chrysler Hemi blocks are prohibited. In their place, the class is open to Chrysler, Ford, and Chevrolet small-blocks—with AMC, Buick, Olds, and Pontiac pushrod V8s that fall within the displacement specs. Spec Small-Block must fall between a 4.000- to 4.065-inch bore, with a maximum stroke of 4.005 inch. Cranks can be cast or forged—just no billet cranks here. The rest of the rotating assembly is also pretty mild, with Spec Small-Block only permitting the use of steel connecting rods but allowing freedom in choice of pistons. Cylinder heads are spec Edelbrock Performer RPM pieces for each engine platform. The same thing goes for the ignition system, which is also a budget-friendly, high-performance selection. Finally, everyone must use a single 4150-style carburetor atop another spec Edelbrock component, with its RPM Air-Gap intake manifolds used on all applications. Cams are basically unlimited, but are practically limited by the aforementioned spec parameters and components. Compression is limited to 11:1.

This year, we have six teams. Several of the teams are previous competitors of the AMSOIL Engine Masters Challenge, bringing new motors to the table with them, too. We have CP/Carillo R&D (415ci Buick), SKMFX Engines (415.8ci Chrysler), Joe Carroll (400ci Ford), RM Competition (411ci Ford), Almost Kaase’s (415ci Ford), and Ray’s Dyno & Machine (415ci Pontiac). This should be a fun class with a lot of variety, even between the three Ford motors that vary in displacement.

Check out RM Competition’s 401ci Chevrolet small-block from the 2014 AMSOIL Engine Masters Challenge:

 
Hemi Generational

This one is a heated class for MOPAR fans: The classic Hemi is the legend of NASCAR and drag-racing motors. Its modern reincarnation is a monster in modern engines, pounding out 485 hp in Chrysler’s “392” 6.4L Hemi V8, and that’s ignoring the blown 707hp package seen in the Hellcats. We’ve found a way to meld them into a single class so MOPAR fans can geek out on some wild builds. The rules for this class are fairly simple: Any Chrysler Hemi V8 from 1951 to present. There’s no limitation on displacement, but there’s a bonus from having a high specific output in this class. Heads are basically unlimited, but builders need to keep two valves per cylinder, so nothing too exotic can show up. Any internal modification to the cylinder head’s ports are allowed, but you’re limited to the available material in the casting for porting. Ignition is pretty much unlimited, barring magneto systems. Both carburetion and fuel injection are allowed, but fuel injection is limited by prohibiting knock sensors. This is done to make sure teams are setting optimal timing themselves, instead of the computer advancing as far as possible until it receives knock feedback—effectively doing the work for them. In the bottom end, the only limitation is in requiring steel connecting rods; crankshafts and pistons are essentially unlimited. To account for the wide range of available displacements for the Hemi nameplate, this class is scored by specific output. The final average horsepower and torque scores are divided by cubic inch. This means builders need to squeeze as much horsepower out of every cubic inch to find success in this class.

This year, we have four teams: BES Racing Motors (unknown displacement at this time), Triple S (514 ci), Red Rocket Engine Company (449 ci), and Raceheads/Klodus Tech (397 ci).

Check out BES Racing Engine’s 401ci, late-model Hemi from the 2014 AMSOIL Engine Masters Challenge:

 
LS Shootout

This is another fun spec-component class. In LS Shootout, teams are given a sealed LS3-based short-block. This means builders cannot open up and modify the rotating assembly or engine block during the build. Any cylinder head that can fit on the spec engine block with zero modification can be used, and porting is unlimited. Valves must be steel, but the rest of the valvetrain is fairly unrestricted. This is a fuel-injection-only class, allowing any port-injection setup to be used while still disallowing knock-sensor feedback. This will test a team’s knowledge of maximizing top-end packages, and the standard average horsepower and torque scoring is used. This year, we have the familiar School of Automotive Machinists, Chapman Racing Engines, and the team of Dave Storlien.

Check out this 436ci LS by School of Automotive Machinists that pounded out 727 hp last year at the 2014 AMSOIL Engine Masters Challenge:

 
Vintage V8

Vintage V8 has to be one of our favorite classes and also brings a healthy selection of competitors. This class included any production V8 from 1954 or earlier. While all Hemis are prohibited, there are some exceptions to the 1954 cutoff to include the Buick Nailhead, Ford Y-block, 1956–1976 Chrysler Poly, and Packard V8. This class also allows for unlimited displacement, but again, specific output is scored here. Heads are unlimited, short of the prohibited billet heads. Ignition and fuel systems are unlimited, so fuel injection and carburetion are on the table in this class. Crankshaft, piston, camshaft, and intake-manifold selection are also unlimited, while rods just need to be steel, iron, or aluminum. This is a competitive class, with Jon Kaase Racing (400ci Ford Y-block), RB Vintage Engines (383ci Lincoln Y-block), Hinkle Performance Engines (318ci Chrysler), Eaton Balancing (362ci Ford Y-block), School of Automotive Machinist (318ci Chrysler), and Kustom Kemps (403ci Packard) entering in 2015.

Check out this 404ci Boss that Jon Kaase Racing built for the 2014 AMSOIL Engine Masters Challenge:

 
Big-Block Shootout

This is where the big guns play. This class is wide open—we’re talking big-blocks from Pontiac, AMC, Olds, Cadillac, Pontiac, Buick, Ford, Chevrolet, Chrysler, and even the Hemi gets to play! As with the other wide-open classes, specific power is king: the most bang per cubic inch wins this class. You know this is the big-block class when max displacement is unlimited and the price of admission is 450 ci. Blocks can be OEM or aftermarket and of cast-iron or cast-aluminum construction. Bottom-end options are unlimited with cranks and pistons, and connecting rods must be steel. Compression is capped at 11.5:1. Throttle-body and carburetor selections are limited, along with any prohibiting any tunnel-ram intakes.

This year we have Rabotnik (482ci Ford FE), Lebrun Racing (565ci Chevrolet), Roycroft Engines (565ci Chevrolet), Freelander Race Engines/Oakley Motorsports (572ci Ford), Semco Performance (461ci Pontiac), and Kustom Kemps (452ci AMC).

Check out Semco Performance’s 630 hp 409 ci:

630-Horsepower Pontiac 409ci by Semco Performance at the Amsoil Engine Masters Challenge 2014
 
Engine Builder: CP-Carrillo R&D
Engine Type: Buick 400
Claimed Displacement: 413 ci
Block: Factory Iron
Compression Ratio: 10.9:1
Crankshaft: Factory Buick iron
Connecting Rods: Carrillo Bullet
Pistons: CP Bullet
Rings: CP
Camshaft: Comp hydraulic flat tappet 265/268 duration
Cylinder Heads: Edelbrock Performer
Intake Manifold: Edelbrock Performer
Carburetor or EFI system: 1,050-cfm Holley
Headers: TA Performance 1-7/8 to 3-1/2-inch collector
Amsoil Oil: 5W20
Average Peak Horsepower Over Three Pulls: 540
Average Peak Torque Over Three Pulls: 482 lb-ft.

http://www.hotrod.com/events/1510-d...l-block-at-the-2015-engine-masters-challenge/
 
2/11
In the test cell, the team was well prepared as was clear from the straightforward tuning process. Other than dialing in the basic carb calibration and timing, there was nothing else to do but run for the numbers. As expected, the big Ford produced big power, with a monstrous 879 hp at 6,400 rpm. Of course, torque was available in abundance, the number here showing 771 lb-ft at 5,200 rpm. It was an impressive display of what the late Ford big-block is capable of.

Engine Builder: Phillip Oakley
Engine Type: Ford 460 385 series
Claimed Displacement: 573 ci
Block: Ford Performance
Compression Ratio: 11.4:1
Crankshaft: Scat
Connecting Rods: Oliver
Pistons: Diamond
Rings: Total Seal Gapless
Camshaft: Comp flat tappet 294/308 duration
Cylinder Heads: Kaase P51
Intake Manifold: Trick Flow
Carburetor or EFI system: 1450 Quick Fuel
Headers: 2-1/4 stepped to 2-3/8
AMSOIL Oil: 10W40
Average Peak Horsepower Over Three Pulls: 880
Average Peak Torque Over Three Pulls: 772 lb-ft.
 
those are some impressive builds curious to see the small block spec numbers, since thyre all within a dozen CID of eachother and all start with an rpm air gap and performer rpm heads this seems like it could be a bunch of motors found at your local hang out
 
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