Sick

 

Well, a couple updates. I was hoping to run the new upcoming Wiseco piston forgings that may be the next evolution of the 1400HD's - but they may not be available for 2 months or so. Therefore, I have decided to go with a standard 1400HD forging custom machined to my needs. They should come out to about 10:1 and work with my custom length titanium rods. Wait time on these should be about a month, hopefully.

Also, I have decided for sure to run the awesome GSC S2 MIVEC cams. I have been using the S1 since 2007 with great results. I was hoping to get the upcoming GSC R2 cam, but it's just too far out for this build, so the S2 should give me good low end with my stroker, but great top-end power.

I'm racing at MidO next weekend and Autobahn the following weekend. Then the car will go down for the new engine install with much help from English Racing and Pure Tuning.

 

Man I cant wait to see how this turns out.

 

BTW, as far as looking forward to competing for a 2012 NASA TTU National Championship, I'm also looking forward to pushing for a 9.99 or better 1/4 mile time this year on the amazing CBRD BBK-Full. With the lighter car and the ability (with the built motor) to push the BBK-Full to its full potential I hope to be able to break into the 9's. With the previous setup PURE TUNING decided to take it easy with the tune to keep the stock rods from bending into submission to the awesome torque the motor is making. Last year we were pushing 450HP/450TQ on a low reading Mustang dyno.

I think 450TQ is pretty dang good on a safe stock bottom end tune with the BBK-Full.

 

 

I put a couple new oil escape routes into my stock block with less torque on the FP Black. Some of you guys are just lucky imo.

 

Whew! I guess its a good thing you are building a new motor. I would wince every time I put my foot down with that much torque on the stock block with a turbo that hits as hard as our BBK-Full's do.

 

wouldn't the BBK full run out of breath by 7K rpm with the 2.2LR? BBK-B in the cards maybe?

 

Great looking build, lots of cool parts. Look forward to the end result.

That hone job looks like **** anyway, should get a much nicer one for the new pistons.

 

Smart man! But first we'll see just how far we can push the Full.

 

Things are getting moving. I'm finally starting to collect all the parts that are going on the car when it's down for the new motor. This year's upgrade list has kept growing and growing as I think of new things that I "need" to make the car faster.

Here are some Nagisa front fender braces that will be going on to stiffen up the chassis a bit:



Hmmm . . .they didn't come with mounting instructions so I winged it. It doesn't seem to be stiffening the front up at all. Maybe I'm mouning it wrong. . .




My new CBRD V-Band downpipe/O2 housing combo:

















The exhaust components are now on their way to way to Swain to get coated in Swain's White Lightning exhaust coating. I will be testing the CBRD V-band O2 housing and downpipe vs. the stupidly expensive WORKS units I have been using over the past 6 years. The WORKS exhuast pieces have worked very well and made great power, so it's going be tough for the CBRD units to top. We'll soon see what happens, and Chad knows I'll be honest with the results.

In other updates, I got all the pumbing for my oil cooler setup ordered. It's going to be similar to the AMS oil cooler kit except I am using -10 lines and all Earls and Setrab fittings. The M22-AN10 banjo was a PITA to track down, but I finally found a Setrab brand unit in stock at BAT. Also ordered Setrab's 190* inline fan switch fitting. Since I have the front of my car blocked off for better aerodynamics and there is little airflow to the oil cooler I am going to run a temp-activated pusher fan on the front of the cooler. Also, since I have removed the fender liners the OEM oil cooler fins are completely bashed in and flattened on the back side from rocks and road debris flinging off the tire. To keep this from happening to my pretty new Setrab I will mount a louvered aluminum plate between the cooler adn the tire to protect the cooler from rocks while still allowing good airflow.

More updates to come. . . stay tuned . . .

 

Jarrod,
Why not go with 11:1 or higher? This is a race car right? Ti rods

 

We talked about that option, and I would have gone that route if this were going to be run only on race gas or E85. I am planning on running One Lap of America again next year and knew the car would see a lot of normal pump gas so we decided to keep the compression just "kind of" high

BTW, the pistons that were in the shortblock when I received it looked to be somewhere in the range of 12:1. It had been planned as a 1000hp methanol engine back in the day when it was originally assembled. From that setup I am using only the rods and everything else is new. . .

 

what shop was this engine at?

 

Sorry, promised I wouldn't tell