anyone keeping track , ENGINE MASTER CHALLENGE

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PAY ATTENTION TO THE RELATIONSHIP BETWEEN THE WINING ENGINES COMPRESSION , RATIO, THE CAM USED WITH THE < DISPLACEMENT, AND THE CAMS DURATION AND THE CAMS LSA, ON THE BETTER ENGINES YOULL GENERALLY FIND THE LSA IS TIGHTER AND THE DURATION IS LOWER AND THE COMPRESSION IS HIGHER THAN MOST GUYS SEEM TO SUGGEST, A FACT THAT SEEMS TO BE ALL TO FREQUENTLY OVER LOOKED
 
HERES SOME INFO ON THAT 540BBC
Veteran Engine Masters Challenge competitors Weingartner Racing came to the show with a 540-cube Chevy big-block combination featuring RHS cylinder heads which received a full porting treatment by Weingartner. Feeding the heads is an Edelbrock SV 565 intake manifold which Weingartner considered too big for his combination, but ideal once modified by extensive filling and reworking of the plenum and ports.



The big Chevy fired without drama, and ran smooth and clean through a few preliminary pulls. Weingartner then then went into action, first tweaking the ignition timing, finding power with a move from 35 to 37 degrees. The team focused their attention on dialing in the 1,050 Quick Fuel carburetor, working the jetting up in steps until the Chevrolet had no more to give. The effort paid off with a peak of 783 horsepower, with 692 lb-ft of torque recorded. When the score was tallied, Weingartner and crew left the cell with a score of 2481.1, just behind Hinkle’s 409ci Mopar that ran in cell just an hour earlier.



Builder: Weingartner Racing

Engine Type: Big-block Chevy

Claimed Displacement: 540

Block: Dart Little M

Compression Ratio: 11.3:1

Crankshaft: Scat

Connecting Rods: Scat 6.385

Pistons and Rings: Mahle with lateral gas ports and 1.2/1.2/3.0mm rings from Total Seal

Camshaft: Straub Technologies 262 degrees at .050 and .800 lift

Cylinder Heads: Ported RHS 320cc 441cfm intake/342cfm exhaust

Intake Manifold: Ported/Epoxied Edelbrock Super Victor 565

Carburetor: QuickFuel 1050

Headers: 2.50 primary with 5-inch, 4-into-1 collector

Amsoil Oil: 5w20

Average Peak Horsepower Over Three Pulls: 783.0

Average Peak Torque Over Three Pulls: 691.67

Engine Masters Score: 2481.2


HERES INFO ON A RATHER INTERESTING 478BBC
When power is the goal, it’s pretty hard to go wrong with the Chevy big-block. The starting point here was one of the best performance engine designs to come out of Detroit. With tremendous aftermarket support and racing popularity, the development that followed made it the go-to engine for big power. Eric Weingartner’s example, built to compete in the 2014 Amsoil Engine Masters Challenge illustrates this perfectly. Starting with a Dart block, and topping it with a capable set of AFR heads fed by an Edelbrock 454R intake and 1050 Quick Fuel carb, this Chevy makes power the conventional hot rodding way.



Eric stepped up the basics with full porting of the as-cast cylinder heads, bringing peak flow to a mind boggling 417 cfm. Also, the bore and stroke of 4.500 and 3.750 add up to a big-bore, short-stroke combo that was never used by the factory, but fairly easy to do with off-the-shelf parts. Despite the custom work, Eric’s engine looks like it would be at home in the average enthusiast’s garage (except, perhaps, those insane 2-1/2-inch-tube headers). What wasn’t average here though, was the power production. In qualifying for Engine Masters, the stout Chevy laid down a peak of 762 horsepower, coming through with a score of 2634.2. The effort was sufficient to put Weingartner into the fourth position in the current standings, midway through Day 3. There’s one more day of qualifying, then eliminations.



Builder: Eric Weingartner, Weingartner Racing

Engine Type: Big-block Chevy

Claimed Displacement: 477 4.500×3.75

Block: Dart Little M

Compression Ratio: 11.3:1

Crankshaft: Callies Dragon Slayer with small-block rod journals

Connecting Rods: Scat 6.250

Pistons and Rings: Customs with 1/1/3mm piston rings and lateral gas ports

Camshaft: Comp hydraulic roller, 249/263 duration at .050, .774 lift, 107-degree lobe separation angle

Cylinder Heads: AFR 305cc, heavily ported

Intake Manifold: Edelbrock 454R, fully ported

Carburetor: Quick Fuel 1,050 cfm

Headers: 2-1/2-inch primaries into a 5-inch collector

Amsoil Oil: 5w20

Average Peak Horsepower Over Three Pulls: 762.0

Average Peak Torque Over Three Pulls: 634.67

Score: 2,634.2



HERES A 433 BIG BLOCK
Adney Brown of Performance Crankshaft looked towards the big-block Chevy’s proven ability to make power for his entry into the 2014 Amsoil Engine Masters Challenge. The factory block featured 4.325-inch bores, with an unusual stroke dimension of 3.680. It seems than when you grind crankshafts for a living, cutting a ‘shaft to exactly the stroke you desire does not present a problem. The resulting 433-cubes were topped with a ported set of Brodix BB2X cylinder heads, connected to a Holley carb via a Holley single plane intake manifold. Deep breathing was ensured by the 0.750-inch lift delivered by the custom Comp hydraulic roller cam.



During the 35-minute Engine Masters qualifying session, the short-stroke big-block ran cleanly through the dyno pulls. The team simply richened the jetting in steps until the power started to drop off, and then put the jetting back where it was for best output. That’s all it took to coax a peak output of 643 horsepower from the willing big-block. Adney exited qualifying with a score of 2621, short of what is required to make the cut for final eliminations.

Builder: Performance Crankshaft

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

I CAN,T HELP BUT FIND ALL THREE OF THESE BIG BLOCKS IMPRESSIVE, EACH FOR ITS OWN REASONS
 
HERES SOME OF THE PONTIAC ENGINES
Mark Dalquist and the Throttle’s Performance team came into Amsoil Engine Masters qualifying with one of the most elaborate engine assemblies of the show. The big-bore Pontiac bottom end was covered with some of the latest high-tech components available. The Chad Speier-worked Edelbrock heads ensured ample airflow, and the radical Megasquirt engine management system was state of the art. The star component, however, was the Performance Design Carbon TR induction intake manifold. The layout featured individual equal length runners feeding from large tapered full-length upper plenum, with a giant Injector Dynamics throttle body up front.



In the dyno test cell, the high-tech Pontiac delivered big numbers right out of the gate. Working the tune on an individual cylinder basis incrementally added to the power tally with each tuning change. About midway through the 35-minute test session, the team decided to remove the eight individual Lambda sensors from the exhaust primary pipes. The idea was to eliminate any flow disruption caused by the oxygen sensor tips. This move put the engine operation in open loop, losing the key closed-loop correction. Power tanked, and without time to regroup and reinstall the sensors, qualifying was completed without fully exploiting the Pontiac’s potential. The radical Poncho showed a peak of 685 horsepower in the session, finishing with a score of 2710. It was enough to solidly grab second place in the current standings, with the potential for even more in the finals.
Builder: Throttle’s Performance

Engine Type: Pontiac

Claimed Displacement: 429 cubic inches 4.352×3.599

Block: Kauffman MR-1

Compression Ratio: 11.3:1

Crankshaft: Scat

Connecting Rods: Scat 6.7-inch

Pistons and Rings: Total Seal .043/.043/3mm rings

Camshaft: Bullet 244/252 duration at .050 .830/.775 lift 106-degree LSA

Cylinder Heads: Speier Racing Edelbrock CNC

Intake Manifold: Performance Design Carbon Jr.

EFI: Megasquirt with KCS throttle body and 1,000cc injectors

Headers: Tri-Y with 1-7/8-inch stepped to 2 into a 2-1/2 with a 3-1/2-inch collector

Amsoil Oil: 5w20

Average Peak Horsepower Over Three Pulls: 685.00

Average Peak Torque Over Three Pulls: 596.33

Score: 2710.6 THERES NO OTHER WAY TO DESCRIBE THIS OTHER THAN DAMN IMPRESSIVE

heres a 409 cubic inch pontiac combo
Pontiac arguably defined the musclecar era with Pontiac V8 power. Although technology has been on a continuous march ever since, dedicated Pontiac fans ensure that this performance legend lives on. Semco specializes in Poncho power, and naturally their entry into the 2014 Engine Masters Challenge is based on real Pontiac muscle. Their 409 cubic inch combination uses a vintage Pontiac block with power is supplied by readily available aftermarket products. Kaufman Racing heads provide the airflow, with noted cylinder head man Darrin Morgan credited with the porting to extract everything the castings have to offer. The induction is traditional: a single four barrel Edelbrock intake fed by a Holley 4150 carb.



Running for the number in Engine Masters 2014 qualifying, the remarkable aspect of this engine’s performance was the broad and fat torque curve. Power came on strong and level, without the sharp peaks and dips of a more temperamental combination. In raw numbers, the Pontiac delivered the goods with a wicked 637 horsepower at peak. With strong output over a broad rpm range, the Semco Pontiac posted an Engine Masters score of 2680.6, putting it into fourth place in the standings at the end of Day 3 of qualifying. Considering this engine would look right at home in a traditional musclecar, that’s impressive. But can it hold onto a podium finish when the big guns thrash tomorrow on the dyno at University of Northwestern Ohio?
Builder: Semco Performance

Engine Type: Pontiac V8

Claimed Displacement: 409 4.166×3.750

Block: OE Pontiac

Compression Ratio: 11.00:1

Crankshaft: OE Pontiac

Connecting Rods: Scat H-beam

Pistons and Rings: Total Seal

Camshaft: Comp 252/256 duration, 0.825/0.770 lift, 106-degree LSA

Cylinder Heads: Kauffman Racing heads ported by Darrin Morgan

Intake Manifold: Edelbrock Victor

Carburetor: Holley

Headers: 1.750 to 1.875 step, 3-inch collectors

Amsoil Oil: 10w40

Average Peak Horsepower Over Three Pulls: 637.33

Average Peak Torque Over Three Pulls: 558.67

Score: 2680.5
k
 
GM LS engines are starting to show well
Outside of the tall, high-rise, All Pro single-plane intake manifold, John Lahone’s “Also BES Racing” entry to the 2014 Amsoil Engine Masters Challenge looked like a bare-bones LS engine. In contrast to the Bradley Built Hemi, the LS looks like it barely had enough parts on it to run. A closer look showed individual coil packs hidden on plates behind the headers. Topped by a Holley carburetor, the combo seemed simple enough, and the iron 6.0L stock truck block is really nothing special. Scrutinize it a little more and you’ll see a pair of LS7 heads – and those are supposed to be pretty good by anyone’s standards. The normal visual cues did little to give away the spellbinding power to come.



Hidden inside was BES porting, bringing the head flow to a peak of 375 cfm. The custom Comp hydraulic roller shoves the valves open over 0.760-inch. Still, when seeing this 400-cube engine rocket up to the 668 peak horsepower mark, we had to wonder where all that power was coming from. What was even more impressive was the tremendous torque throughout, climaxing at 590 lb-ft – torque that really piles on the score in Engine Masters competition. Lahone and the BES crew were satisfied enough with the numbers to stop the 35-minute qualifying session clock little more than ten minutes into the session. The remaining time can be added to the clock during Friday’s final eliminations. With a score of 2895.3, the powerful LS knocked the Nagel Hemi out of the lead – but with only 2.8 points between the two, it is looking like a LS Chevy versus Mopar Hemi duel shaping up for the finals.

Builder: BES Racing Engines

Engine Type: GM LS

Claimed Displacement: 400 4.100×3.78

Block: OE GM 6.0L

Compression Ratio: 11.45:1

Crankshaft: Eagle with 2.00 pins

Connecting Rods: Eagle H-beam with .866 piston pins

Pistons and Rings: Horizontal gas ports, Total Seal rings

Camshaft: Comp hydraulic roller with 242/246 duration at 0.050, 0.760/0.769 lift, 104-degree lobe separation angle

Cylinder Heads: RHS LS7 ported at BES

Intake Manifold: All Pro ported at BES

Carburetor: Holley

Headers: 1-7/8, 2-1/2-inch collectors

Amsoil Oil: 5w20

Average Peak Horsepower Over Three Pulls:668 hp

Average Peak Torque Over Three Pulls:590 ft lbs

Score:


And we have another new leader in qualifying at Amsoil Engine Masters 2014! Every engine to hit the pump near the end of Day 4 of qualifying has jumped into the top slot, and this time it was this 436ci LSX by SAM, the School of Automotive Machinists, which is also the sponsor of today’s competition and coverage. The major engine specs are listed below, and we suspect we’ll be seeing more of it as the LSX gets rolled into the quarantine area, chilling off in preparation for tomorrow’s Friday finals. Meanwhile, there are two more engines to run this afternoon: the BES Racing Gen III Hemi and Jon Kaase’s 404ci Boss 9. Stiff competition with these two past winners, for sure.

Builder: School of Automotive Machinists

Engine Type: GM LS

Claimed Displacement: 436 4.1645 x 4.0

Block: Chevrolet Racing LSX

Compression Ratio: 11.4:1

Crankshaft: Bryant with 2.00-inch rod journal

Connecting Rods: Scat lightweight H-beam, 6.00-inch

Pistons and Rings: Lateral gas ports, Total Seal .0354/.0354/2mm rings

Camshaft: Comp Cams hydraulic roller, 240/252 duration at 0.050, 0.860/0.860 lift, 100-degree LSA

Cylinder Heads: CID Heads USA LS7

Intake Manifold: Mast Motorsports two-piece

EFI: KCS 125mm throttle body, Holley EFI

Headers: 1-7/8 to 2.00-inch step headers

Amsoil Oil: 5w20

Average Peak Horsepower Over Three Pulls: 727HP

Average Peak Torque Over Three Pulls:


OR A 435 CID LS
Gerry Stone and Eric Roycroft of the Stone/Roycroft team stepped into the 2014 Amsoil Engine Masters Challenge qualifying ring with a stout example of Chevrolet’s best: a 435ci version of the LS Series engine. Built on a 6.0-liter iron production block, the team also made use of production cylinder heads, running the large-port LS7 units. Feeding the air is a single-four-barrel style All-Pro single-plane intake manifold topped by a huge Enderle single-butterfly throttle body. Holley EFI provided the tuning control, while MSD coils deliver the spark.



Right out of the gate the healthy LS posted big numbers, leaving the team with plenty of time to focus on the tune. For this there was no need to break out the wrenches or even step into the test cell. Dialing in the LS came down to working the fuel and spark tables on the Holley EFI from a remote laptop in the dyno control room. Tune they did, repeatedly performing tweaks and test pulls until the 35-minute qualifying clock ran all the way to zero. The LS delivered strong numbers, posting a peak of 723 horsepower, for a score of 2798.5. This was easily enough to bump the ancient Rabotnick FE Ford from the top spot in Day 2 of qualifying.



Builder: Gerry Stone and Eric Roycroft

Engine Type: Chevrolet Gen IV LS small-block

Claimed Displacement: 435ci 4.065×4.185

Block: GM 6.0L

Compression Ratio: 11.5:1

Crankshaft: Lunati

Connecting Rods: Scat 6.0 inch

Pistons and Rings: Total Seal rings

Camshaft: Lunati 255 degrees at .050, .819 lift, 106 degrees LSA

Cylinder Heads: GM LS7 400cfm max intake flow, 240cfm exhaust flow.

Intake Manifold: All Pro

EFI: Holley with 72-pound injectors

Headers: 1-7/8-inch to 2-inch stepped primaries with tri-y, 3.5-inch collector

Amsoil Oil: 5w20

Average Peak Horsepower Over Three Pulls: 723.33

Average Peak Torque Over Three Pulls: 618.0

Score: 2798.5

ALL I CAN SAY IS WOW! LS ENGINES HAVE COME A LONG WAY IN A SHORT TIME < ALUMINUM ENGINE< SMALL DISPLACEMENT AND KICK BUTT POWER
 
how about a 402 CID SBC
Joe Carroll, with assistance from PTS Engines, came to compete in the 2014 Amsoil Engine Masters Challenge with a simple but stout small-block Chevy combination, basically mirroring the bore and stroke of an OEM 400, with a 4.125-inch bore and a 3.750-inch stroke. The engine relies on the normal hot rodder’s bag of tricks to up the power, including a bulletproof Dart block, high-flowing Racer Pro cylinder heads from the BES Racing winning combo a few years ago, an Edelbrock single-plane manifold, and a Holley 4150 carb. From all appearances, Joe just loaded up everyman’s small-block.



In dyno testing during Engine Masters qualifying, it was clear that this small block was more than the sum of its parts. The engine easily crested 600 horsepower at first, and was showing a lean air/fuel mixture. Expecting an easy bump in power, Carroll and crew moved in for a jet change, but instead of fattening up, inexplicably, the mixture now went dead lean. Diving back into the carb to return it to its former calibration chewed valuable minutes from the allotted 35-minute dyno session. With the clock burned down, the team was happy just to complete the required three dyno pulls, without further tuning. Despite the compromised carb calibration, the Chevy dished out a strong 631 horsepower, scoring 2718.2. This was enough to put the engine in fourth place in the current standings midday on Day 4 of qualifying


Builder: Joe Carroll

Engine Type: Small-block Chevy

Claimed Displacement: 402 4.127×3.750

Block: Dart

Compression Ratio: 11.20:1

Crankshaft: Eagle with 2.00-inch pins

Connecting Rods: Eagle

Pistons and Rings: 1/1/3mm rings

Camshaft: Comp 250/260 duration, 0.700 lift, 106-degree LSA

Cylinder Heads: Racer Pro ported by Bischoff Racing Engines

Intake Manifold: Edelbrock Victor, ported

Carburetor: Holley 950

Headers: 1.750 to 1.875 step, 3-inch collectors

Amsoil Oil: 10w30

Average Peak Horsepower Over Three Pulls: 631.33

Average Peak Torque Over Three Pulls: 556.00

Score: 2718.2


Even given five decades since its introduction, the small-block Chevy remains the most popular performance engine in the world. RM Competition’s Randy Malik entered the Amsoil Engine Masters Challenge with a 401-cube SBCexample that could be any hot rodder’s project. Based on a stock 350 block, the straightforward combo features Brodix 10x cylinder heads, a single-plane Holley intake, and a Holley 4150 carb. Granted, Randy employed numerous custom tricks ranging from piston coatings to full porting of the flow system, but overall we are looking at a basic small-block here.



In testing during qualifying at the Engine Masters 2014, Randy’s Chevy delivered impressive results. The hunt for power during the 35-minute dyno session was limited to the routine timing and mixture adjustments, and Randy didn’t expect any miracles to be found here. As Malik puts it, “It is what it is, and once you get here that’s not going to change. What Randy had was a solid 600-horsepower small-block, which returned a score of 2677.6 in qualifying. By the time it came off the DTS dyno at University of Northwestern Ohio, the small-block was in fourth place out of 15 engines that have qualified so far.

Builder: R.M. Competition

Engine Type: Chevrolet Gen I small-block

Claimed Displacement: 401 4.042×3.9

Block: OE Chevrolet

Compression Ratio: 11.44:1

Crankshaft: Scat

Connecting Rods: Scat

Pistons and Rings: Race Tech pistons/Speed-Pro rings

Camshaft: Lunati

Cylinder Heads: CNC ported Brodix 10X 305cfm intake 202 intake

Intake Manifold: Holley Dorton

EFI: Holley HP

Headers: Schoenfeld

Amsoil Oil: 5w20

Average Peak Horsepower Over Three Pulls: 599.33 HP

Average Peak Torq

NOTHING REALLY EXOTIC AND STILL 600HP WOW
 
GEN III HEMI

Multiple Engine Masters Challenge winner Tony Bischoff is always a serious player, and he blasted the crowd here at Amsoil Engine Masters 2014 with a trouncing dyno pass that put him in the distant lead in the qualifying sessions at the end of Day 4 with just one more engine to qualify after him: Jon Kaase’s Boss 404. This year Tony brought a Mopar Gen III Hemi based on a production 5.7 block, with the displacement pumped to 401 cubes via a 4.050-inch stroke Eagle crank. Tony tells us one of the most attractive features of the Hemi is the dual-spark-plug system, which he credits for dramatically reducing the timing requirements, thereby improving the engine’s efficiency. An intimidating fabbed belt-drive dual distributor set up fires it off. TriTec cylinder heads prepped by Bischoff handle the flow, supplying 360 cfm of peak intake airflow. A Drag Pack style manifold feeds the heads, and although the tall manifold was bunged for EFI, Tony found a Holley carburetor produced a higher competition score.



On the dyno for qualifying, you could sense the tension in the Bischoff team. With the first pull of the dyno control handle, it was pretty clear this one was going to be a contender. As the numbers rolled in, some quick math made it clear that this engine had the field covered. Bischoff proceeded to rip off three quick pulls, and it was done. Using less than seven minutes of the allotted 35, Bischoff had the numbers he needed to mow down the field, turning a score of 2992.1, smashing the next best scoring engine by an advantage of 90 points. The engine produced peak numbers of 689 horsepower and 612 lb-ft of torque in the process. Numbers like that just don’t happen with only 401 cubic inches on hand with only 6,500 rpm to do it in. The display of power here was unreal.


Builder: Bischoff Performance Engines

Engine Type: Gen III Mopar Hemi

Claimed Displacement: 401 3.968×4.050

Block: OE Mopar

Compression Ratio: 11.4:1

Crankshaft: Eagle with 2.00-inch pins

Connecting Rods: Eagle 6.125

Pistons and Rings: Custom forgings, Total Seal 1.2/1.2/3mm

Camshaft: Comp Cams custom hydraulic roller, 240/245 duration at 0.050, 0.800/0.800 lift, 104-degree lobe separation angle.

Cylinder Heads: ThiTex heads CNC ported by Bischoff

Intake Manifold: Drag Pack casting ported by Bischoff

Carburetor: Holley

Headers: stepped 1-3/4 to 1-7/8 to 2-inch, 2-3/4 collector diameter

Amsoil Oil: 5w20

Average Peak Horsepower Over Three Pulls: 688.67

Average Peak Torque Over Three Pulls: 611.67

Score: 2992.1

Read more: http://blogs.hotrod.com/401ci-gen-iii-h ... z3FgnbwWPs
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OR


Who expected a Gen III Hemi to come in and put the smack-down on Jon Kaase’s 599ci Boss Ford? That’s what just happened here at Engine Masters 2014, where Bradley Built Engines just took the top spot in Day 4 of qualifying, bumping the big Boss to second spot. There are still a few more heavy-breathing engines yet to come, so hit this link to follow along and see how well the Hemi holds out.



One look was all it took to recognize that Bradley Nagel’s Gen III Hemi was going to be a serious competitor in the 2014 Engine Masters Challenge. From the towering Mopar Drag Pack intake to the layers of high-tech electronic engine controls, this engine was destined to display the potential of Chrysler’s new Hemi. The Fuel Tech EFI system worked fuel and spark at each cylinder individually, while a full array of digital displays showed the numbers as the data logging system recorded all. Mechanically, it had a factory 5.7 block taken to 417 cubes with a 4.250-inch K1 crank. An LSM hydraulic roller delivers 0.850-inch lift – more than enough to tap into serious flow from the ThiTek worked production 6.4L heads.



During the 35-minute Engine Masters dyno qualifying session, the mighty Mopar immediately displayed a show of force, crowding the 700 horsepower mark right out or the chute. With tuner Scott Clark working the keyboard, the high-tech Hemi poured on more power with each click of the keyboard. Taking advantage of a rule allowing time saved during qualifying to be added to the team’s clock in the finals, Bradley stopped the clock midway through the qualifying dyno session to give him more time to fiddle with it during the eliminations. With 709 peak horsepower showing, Bradley’s engine made its point, while the 2892.5 score was enough to capture the lead in the present standings. This Hemi is going to be an engine to follow as we get into final eliminations on Friday.


Builder: Bradley Built Engines

Engine Type: Gen III Mopar Hemi

Claimed Displacement: 417 3.950×4.25

Block: OE 5.7L Mopar

Compression Ratio: 11.50:1

Crankshaft: K1

Connecting Rods: Information not provided

Pistons and Rings: Speed Pro and Total Seal

Camshaft: LSM hydraulic roller, 240/248 duration at 0.050

Cylinder Heads: ThiTek, ported

Intake Manifold: Mopar Performance, ported

EFI: Fuel Tech

Headers: 1.750 to 1.875 step, 3-inch collectors

Amsoil Oil: 5w20

Average Peak Horsepower Over Three Pulls: 708.67

Average Peak Torque Over Three Pulls: 614.33

Score: 2892.5
 
Bam! A Kaase motor impresses at Engine Masters once again, topping the qualifying rounds so far. The “Almost Kaase” team is comprised of some of the crew from the Jon Kaase Racing shop. The team brought one of the Kaase Boss Nine “Shotgun” engines to compete in the 2014 Amsoil Engine Masters Challenge. The 4.600-inch bore, 4.500-inch stroke combination measured almost 600 cubic inches, with a displacement of 599 ci. Kaase designed his Boss Nine top-end package to retrofit onto a common 429/460 385-series Ford block, however the block in this case was a beefed version of the passenger car style block from Ford Motorsports. The trump card here are those huge Boss heads, capable of funneling in a monster 520 cfm of peak airflow.
THE BOSS 9 LOOSELY BASED ON THE BOSS 429 FORD


The big Boss featured a FAST efi system, meaning no frantic wrench swinging in the dyno during the time-limited Engine Masters qualifying session. Tuning action was confined to fingers on a keyboard, hunting for a razor sharp tune. The monster Ford required resetting the torque limits on the dyno to handle the massive twist – enough send a cloud of steam from the dyno’s absorber with each run as it literally boiled the water in the machine. The team ended the session with almost 1,000 horsepower, recording an average peak power of 982 horsepower at the end of qualifying (and the engine was still climbing in horsepower when it hit the Engine Masters-specified 6,500-rpm cutoff). Posting a score of 2833.6, the Almost Kaase team easily grabbed the first position in the current standings.

Builder: Chris Thomas

Engine Type: Ford Kaase Boss 9

Claimed Displacement: 599 4.600×4.500

Block: Ford Motorsport

Compression Ratio: 11.45:1

Crankshaft: Bryant with 2.200 pins

Connecting Rods: Lunati 6.700 big-block Chevy with .990 piston pins

Pistons and Rings: Custom forgings with 0.043/0.043/3mm rings and lateral gas ports

Camshaft: Comp hydraulic roller with 269/269 duration at 0.050, 0.805 lift, 102-degree lobe separation angle

Cylinder Heads: Kaase Boss 9 with raised intake ports, ported

Intake Manifold: Kaase Boss 9, ported

EFI: Enderle 5-inch throttle body, FAST controller

Headers: 2-1/8 to 2-1/4 step, 3.5-inch collectors, Tri-Y

Amsoil Oil: 5w20

Average Peak Horsepower Over Three Pulls: 981.67

Average Peak Torque Over Three Pulls: 863.33

Score: 2833.6

CLOSE TO 1000 HP AND 863 FT LBS IS DAMN IMPRESSIVE N/A, BUT IM SURE THE COST WOULD BRING TEARS TO YOUR WALLET
 
THIRD GEN HEMIS TOOK THE TOP TWO SPOTS,
CHEVY LS ENGINES TOOK THE NEXT TWO SPOTS
HEMIS WERE MAKING ABOUT 1.7 hp per cubic inch
LS CHEVY WERE MAKING ABOUT 1.65 hp per cubic inch
BBC CHEVY WERE MAKING ABOUT 1.59 hp per cubic inch
PONTIAC ENGINES WERE MAKING ABOUT 1.59 hp per cubic inch
SBC CHEVY WERE MAKING ABOUT 1.57 hp per cubic inch
THE BOSS FORD 385 series big block WERE MAKING ABOUT 1.63 hp per cubic inch

now that places all the major high hp contenders on a rather similar potential power level
and certainly will allow you to select an engine and a displacement that will move a reasonably light weight car with the properly matched drive train gearing too impressive speeds regardless of the brand name on the engine you sellected
 
so what can we learn from the results!
theres a HUGE difference between a dyno queen engine thats expected to post impressive numbers for a dozen pulls, and an engine designed to run for years dependably on the street
well it seems rather obvious the rules were intentionally rigged too favor some engine families and exclude certain other engine types and its rather obvious a premium was placed on making power from a max displacement of under 450 cubic inches which obviously favors the newer engine designs, rather than just looking for max power which of course would mostly result in at least partly a displacement increase race in many cases.
personally ID like to see some cost factor , used in calculating the results,I rapidly loose interest as the cost nears or exceeds $20K and I loose all interest by $30K , and if you price out some of those engines you would be in shock at the prices asked!
and I'd be far more impressed with a 450 cubic inch 650hp engine built with mostly stock, or readily and currently available ,off the shelf aftermarket components for lets say $7k than a 750hp, 400 cubic inch engine for lets say $15K, that required a great deal of custom fabrication,and nearly UN-obtainable or expensive or hard to locate parts, and I think every competitor should post a very detailed parts list with all the clearances used and part numbers provided so that the competitors engine combo could be readily built and duplicated and its power out put verified, thus making very sure the results were not the typical performance magazine, bait and switch, parts promotion B.S. where they just conveniently forget to mention the $3k-$6K worth of cylinder head port work, intake manifold welding and porting and custom headers, and custom built baffled oil pan with windage tray, that were used.
when the contestants are forced to use the same components , and post a detailed list of those parts,the rest of us can purchase and disclose , exactly what they do to get those parts, to get them to fit and function, we will all be better informed, engine building is NOT A BLACK ART, its a learn-able, and teach-able skill, but it DOES require a great deal of precision tools and careful assembly, care in measuring and knowledge as to how and why things are done a certain way.and YES there will always be a few guys willing to try a few things that are done a bit differently just to test if a potential change may be beneficial on a pet theory, and yes at times its those guys that , are willing to experiment that find the improvements
 
One way to really limit and control costs is to allow only Factory Blocks, original crankshafts,Stock unported Factory Cast Iron heads, Factory cast intake manifolds, & only aluminum factory heads unported.
Just like NHRA Super Stock Builds.
Pontiac V8 & Chevy BB & Hemi & Cleveland only to make it.
Mine bet is Pontiac Wins.
No other engine in the world performs the same with unported iron heads.

Never happen.
All know they would lose in the know.
 
Times are changing.
10-second street cars are now the norm.
The Hellcat actually puts out more than 707 hp.
Closer to 750 Hp. And its all stock.
Won't take much to get 1000 Hp out of it.

My recent trip to Byron, Illinois 20 th. World Outlaw Wheelie contest shown me you must stay ahead of the game or get left behind and forgotten.
No one there will settle for less. They want to win & Did.
And likely continue to do so.
Also not 1 single AFR Headed engine in the Race pack field of over 100 cars.
All exceeded 4,000 feet per second piston speeds.
Most street driven cars too.

Just like 20 years ago when I was there in 1994.

BR
 
No IRS Rear cars competed either.
2 vettes there solid axle converted.

1 1967 Camaro on stock leaf springs rear ran 9.46 @ 145 mph.
A 1979 Trans Am on stock leaf springs ran 10.80 all day long. SBC Powered.

Not a single blown engine.
7000-10,000 Rpms heard all day long non stop.

A 1968 Firrbird 455 Ran 9.20 @ 161 mph.
He buzzed around 7500 rpm.
 
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