http://www.truepowerllc.com/specs.html
http://www.truepowerllc.com/index.html
http://www.truepowerllc.com/dyno.html
Motor Features
Starting with a clean sheet of paper, this CAD designed motor targeted each weak link inherent with every single "production" & aftermarket high performance design of the 20th Century!
* Larger overall dimensions & 5 inch bore centers allows far more structural integrity to surround and support 3 or 3.250 inch diameter crank journals, cylinder sleeves, main & head stud foundation, etc. Only this block has a perfect geometrical "head torque squash" around each cylinder. 6 - half inch diameter studs moored deep in the block, circle each sleeve every 60 degrees (or 2 hours on a clock.) NO head gaskets. (Each sleeve has stainless “compression hoops†and the decks mating water/oil holes O-ringed.
* Due to overhead cam design, NO camshaft or lifter oil galley "bores" are required above the centerline of the crankshaft. This alone doubles the blocks integrity versus ALL its V-8 counterpa
* The block's deck height & larger bore capacity allows displacement from 500 to 700 cubic inches. Rod angle rotation is not compromised as is inherent with counterparts. Resulting in unrivaled RPM acceleration (ungodly throttle response) yet unsurpassed longevity to crank, rod, piston, pin and especially bearing life.
* This DOHC valvetrain geometry is THE strongest, simplistic, failure free design ever devised. Nitromethane fueled cylinder pressures are TENFOLD over that of gasoline...yet this DOHC valvetrain was never compromised in the 6,000hp application when tested repeatedly.
* 9 different gear driven/hex drive locations allow "accessories" to be either aerospace clamped or bolted. Alternators, water, fuel, dry sump & hydraulic pumps (etc.) will never fail due to belt slippage or breakage. (NO pulley's & belts!)
*
DOHC/32 valve cylinder head design affords unrivaled port flow. It’s "stock" head port version exceeds today's most exotic modified head port flow configurations. Dual intake/exhaust makes for lighter valves and half the valve spring "seat" & "opening" pressures. (Extending their life considerably!)
*
The EFI/ECU system is “FAST’s†(Comp Cams owned) reliable, economical "sequential fuel system". Allows for burning 87-140 octane gas, E-85 and pure methanol. “Instant startsâ€! “NO CARBS!†Thru FAST, they have the capability to “troubleshoot†and “re-program†the ECU anywhere in the World! 16 Spark Plugs (2 per cylinder) fired by 16 distributor-less (LS-1) ignition modules are far more powerful, efficient and safer too! (NO MORE fouled plugs!)
The greatest leaps in horsepower gains in the past 2 decades for V-8 “pushrod†power were due primarily to cylinder head flow & valve train technology. Hence this area becoming the most costly in the production of big power engines. Today however, it has also become the weak link in reliability and the major source for expensive & catastrophic engine failures. With the exception of Americas’ NASCAR, NHRA, IHRA and other big cubic inch Motorsports…DOHC power is the superior and most chosen power on the Planet! Had ANY (or ALL) of the Big 3 in Detroit (GM, Ford, Chrysler) built a large displacement (450+ cubic inch) DOHC motor…â€pushrod V-8’s†would be extinct in hi-performance & race motors today! Some of the more distinct advantages for True Power’s DOHC motor versus a comparably sized Big Block Chevy or Hemi are well defined: When it comes to airflow, more valve area is definitely superior and the T-P 4 valve head flows far more “charge†into and out of a cylinder than does a 2 valve of equal bore size. This quad-valve head has 60-65% more valve surface area. Purging the exhaust gases more efficiently is the most sought after result of the world’s leading engine builders. DOHC’s greater flow efficiency directly correlates to radically reduced cam timing. Meaning, less “duration†& “lift†(with 4 valves) makes LESS demand on cams, valves, rockers & springs. The reciprocating (back and forth) of the “pushrod†motor’s valvetrain mass presents a severe strain on component longevity and defies way too many Laws of Physics to survive & reach its’ power potential. Conversely, T-P’s DOHC design is relaxed due to radically less energy required to rotate its valvetrain. This and opening 2 valves with greater area (Intake/Exhaust) requires nearly 65% less spring pressure. Tim’s “nitro†drag motor utilized 150 pound seat pressure (dual) springs. With the advent of Comp Cams ovate wire “beehive†springs, 150lb seat pressures in their marine/street motors will NOT require oil “spray bars†and will no doubt quadruple spring life over “pushrod†V-8’s. The “Pent Roof†cylinder head chamber is similarly superior to any pushrod configuration…even the hemi. Japanese Big 3 superbike manufacturers, IRL Indy car and F1 engine builders have long discovered its superior performance advantages. Fuel/Air mixtures are ignited far more rapidly, causing a “quick burn†explosion that prevents it from reaching the “detonation†threshold. Because of the quick burn, heat loss to cooler parts of the head is greatly reduced so more energy is available to push the piston down. With the chambers pent roof being smaller than the bore, a flat top piston that nearly contacts the flat deck surface of the head creates turbulence. This provides far better mixture of the charge, which in turn lends to the unrivalled “fast burnâ€. The immediate advantage that Tim experienced that proves all this: their supercharged 572 cubic inch 93 octane/methanol combos producing 1,500hp/2,200hp respectively …ONLY required 26-28 degrees ignition timing.
http://www.truepowerllc.com/index.html
http://www.truepowerllc.com/dyno.html
Motor Features
Starting with a clean sheet of paper, this CAD designed motor targeted each weak link inherent with every single "production" & aftermarket high performance design of the 20th Century!
* Larger overall dimensions & 5 inch bore centers allows far more structural integrity to surround and support 3 or 3.250 inch diameter crank journals, cylinder sleeves, main & head stud foundation, etc. Only this block has a perfect geometrical "head torque squash" around each cylinder. 6 - half inch diameter studs moored deep in the block, circle each sleeve every 60 degrees (or 2 hours on a clock.) NO head gaskets. (Each sleeve has stainless “compression hoops†and the decks mating water/oil holes O-ringed.
* Due to overhead cam design, NO camshaft or lifter oil galley "bores" are required above the centerline of the crankshaft. This alone doubles the blocks integrity versus ALL its V-8 counterpa
* The block's deck height & larger bore capacity allows displacement from 500 to 700 cubic inches. Rod angle rotation is not compromised as is inherent with counterparts. Resulting in unrivaled RPM acceleration (ungodly throttle response) yet unsurpassed longevity to crank, rod, piston, pin and especially bearing life.
* This DOHC valvetrain geometry is THE strongest, simplistic, failure free design ever devised. Nitromethane fueled cylinder pressures are TENFOLD over that of gasoline...yet this DOHC valvetrain was never compromised in the 6,000hp application when tested repeatedly.
* 9 different gear driven/hex drive locations allow "accessories" to be either aerospace clamped or bolted. Alternators, water, fuel, dry sump & hydraulic pumps (etc.) will never fail due to belt slippage or breakage. (NO pulley's & belts!)
*
DOHC/32 valve cylinder head design affords unrivaled port flow. It’s "stock" head port version exceeds today's most exotic modified head port flow configurations. Dual intake/exhaust makes for lighter valves and half the valve spring "seat" & "opening" pressures. (Extending their life considerably!)
*
The EFI/ECU system is “FAST’s†(Comp Cams owned) reliable, economical "sequential fuel system". Allows for burning 87-140 octane gas, E-85 and pure methanol. “Instant startsâ€! “NO CARBS!†Thru FAST, they have the capability to “troubleshoot†and “re-program†the ECU anywhere in the World! 16 Spark Plugs (2 per cylinder) fired by 16 distributor-less (LS-1) ignition modules are far more powerful, efficient and safer too! (NO MORE fouled plugs!)
The greatest leaps in horsepower gains in the past 2 decades for V-8 “pushrod†power were due primarily to cylinder head flow & valve train technology. Hence this area becoming the most costly in the production of big power engines. Today however, it has also become the weak link in reliability and the major source for expensive & catastrophic engine failures. With the exception of Americas’ NASCAR, NHRA, IHRA and other big cubic inch Motorsports…DOHC power is the superior and most chosen power on the Planet! Had ANY (or ALL) of the Big 3 in Detroit (GM, Ford, Chrysler) built a large displacement (450+ cubic inch) DOHC motor…â€pushrod V-8’s†would be extinct in hi-performance & race motors today! Some of the more distinct advantages for True Power’s DOHC motor versus a comparably sized Big Block Chevy or Hemi are well defined: When it comes to airflow, more valve area is definitely superior and the T-P 4 valve head flows far more “charge†into and out of a cylinder than does a 2 valve of equal bore size. This quad-valve head has 60-65% more valve surface area. Purging the exhaust gases more efficiently is the most sought after result of the world’s leading engine builders. DOHC’s greater flow efficiency directly correlates to radically reduced cam timing. Meaning, less “duration†& “lift†(with 4 valves) makes LESS demand on cams, valves, rockers & springs. The reciprocating (back and forth) of the “pushrod†motor’s valvetrain mass presents a severe strain on component longevity and defies way too many Laws of Physics to survive & reach its’ power potential. Conversely, T-P’s DOHC design is relaxed due to radically less energy required to rotate its valvetrain. This and opening 2 valves with greater area (Intake/Exhaust) requires nearly 65% less spring pressure. Tim’s “nitro†drag motor utilized 150 pound seat pressure (dual) springs. With the advent of Comp Cams ovate wire “beehive†springs, 150lb seat pressures in their marine/street motors will NOT require oil “spray bars†and will no doubt quadruple spring life over “pushrod†V-8’s. The “Pent Roof†cylinder head chamber is similarly superior to any pushrod configuration…even the hemi. Japanese Big 3 superbike manufacturers, IRL Indy car and F1 engine builders have long discovered its superior performance advantages. Fuel/Air mixtures are ignited far more rapidly, causing a “quick burn†explosion that prevents it from reaching the “detonation†threshold. Because of the quick burn, heat loss to cooler parts of the head is greatly reduced so more energy is available to push the piston down. With the chambers pent roof being smaller than the bore, a flat top piston that nearly contacts the flat deck surface of the head creates turbulence. This provides far better mixture of the charge, which in turn lends to the unrivalled “fast burnâ€. The immediate advantage that Tim experienced that proves all this: their supercharged 572 cubic inch 93 octane/methanol combos producing 1,500hp/2,200hp respectively …ONLY required 26-28 degrees ignition timing.