25 years ago you couldn not have PAYED to stand over the shoulder of these masters. Thank you SO MUCH for putting this on TH-cam. 25 years ago all this info was so closely garuded more so with the drag racers. As the world heads toward EVs from one gear head to another thank you for putting this on a FREE platform. 🙌👍
@@kx454 like your question I'm still @ carburetion early days fuel injection Cast iron blocks You know where you turn wrenches and use a timing light Data Lap Tops Even like Telephone remote starts That kinda Other Worldly Unless you need to slap me around some Get after it Techy
Steve is the guru of modern day horsepower! Great content.I drag raced in the late 70s.I am in awe of the advancements of engine building since my time.Following Steve’s channel has blown me away with all the knowledge he brings to the table.I only wish I were younger and able to experience all that I watch today!
It truly speaks to the quality of these engines when someone orders an SMX for a "measly" 2000hp combo simply because they want reliability. Impressive work man!
Its a great settup for longevity and cost. Look at The Cleetus crew, that made this power on a brodix block for an entire season of drag and drive. this team will not have to break this engine down for every race because they're not pushing to any limits, saving money on parts.
No . Cleetus was making significantly more power then 2200 crank . He was probably 2800 up to 3200+ at the crank over last season . Could have been 3500 when he went 6.47 .
@@jkfonyi The reason it stayed together last season is because it was tuned so low throughout the season. they only turned it up for the last few races, then kept it up for sick week.
@@jhowe67 do you know how much power it takes to make 3500 lb brick run 6.90 -7.0 . That was probably around 2800 ish crank . Then fl2k and World Cup it was 3200-3500 hp crank to run 6.4-6.5s .
Love the Greta on the window. 😂🤣 That’s pretty cool stuff. When you run up to a wall looking at something how you normally would, look at it differently.
For those who don't know , Top Dragster is a bracket class with dial-ins . You have to be faster than a 7.99 , but can't go quicker than a 6.10 in the 1/4 mi . That is why the engine is setup to make the power it does (has more than it needs now) and also be consistant .
Steve, think we could get a 30-second explanation on acceptable exhaust temps from idling to crusing to wide open and how timing and fuel kind of plays into it?
The reason the ms starts dropping off quickly past peak torque is not because bmep is getting better, or more efficient as you said when you past peak torque, it is because the on-time of the injectors to deliver the same fuel mass needs to come down because it is crank synchronous timed and if you drove same ms ontime @ 5k rpm when you're at 8500, your lbs/hr would be asymtopic and not linear to lbs/hr map. Thanks for showing this as it is very insightful to tuning.
amazing! it all comes down to his great knowledge of building the complete package where its all about component relationship for peak efficiency. good stuff thx
Pretty damn cool technology! A true departure from the 305ci small blocks we rebuilt in shop class 30 years ago. Thanks for sharing and the educational content!
Steve some day I'd love to show you 3D scatterplots and Histograms for tuning from datalogs. Especially for the drag and drive cars you can get such a clear picture of what is going on when you look at more than just the 2D signal traces. Megalogviewer is top tier and works with .CSVs exported from just about every ECU I've worked with.
@@bradley3549 I've tuned on a lot of systems and MS3/MS3Pro is still my favorite. Tunerstudio was actually licensed for Big Stuff 3 but too late to hold onto the market share it once had. MLV is absolutely top tier for looking at datalogs. Tons of math functions and such you can use and no end to the customization. EFI Analytics really has a great product.
I LOVE THAT 'DIRRECT CUPPLER GEAR DRIVE'!! YA !! ADD A WELL MADE RADEATOR? THAT ALLOWS INLET IN THE CENTER! JUST LIKE AN OLD FARM TRACTOR? WITH A HAND CRANK STARTER! THAT GOSE STRAIGHT THROUGH THE RDIEATOR! ! VERY SIMPLE TO MAKE! IF YOU KNOW HOW TO TIG WELD ALUMINUM, OR GOOD WITH SODERING BRASS! IT IS A VERY RELIABLE BEAST! GREAT JOB STEVE MORRIS.
3:00 Excellent explanation Steve, but for those who need other words.. Making a SAFE level of power, which is WELL UNDER the failure limits of the equipment means extended life, and that equates to MAJOR SAVING in the long run. Winning is NEVER 'all about the power'. But it is ALWAYS about COMPLETING THE RUN. THEREFORE, if he WISELY PICKS where and when he runs, [aka "Choose your battles wisely"] he CAN win even though he is not just plain dumping everything into it that can be pushed. AND he can do it REGULARLY... As opposed to only those days that it does not spray its self all down the track.
This man is amazing thank you for explaining everything to us I know you’re a busy man and he still fine Time to educate us national treasure love you buddy and thank you for all you do
My teacher in auto mechanics taught me about timing. I have run a lot of V8's at 30-35 degrees of timing. I am old school 60's 70's and a few 80's cars. Without a supercharger or turbo. Usually double the HP or a little more.
That just absolutely blows my mind, so much detail inside horsepower, I would like to hear your side of the story on an outlaw Sprite car power plant, I really would like to hear what you had to say about the dirt track engines ❤
I may be completely wrong but millisecond table is time the injector is open per combustion and if you are doing higher rpm it opens more often so the pound per hour can increase with the milliseconds not increasing or even decreasing. I think this is why you see the injector open length decrease even with HP increasing. You get the highest milliseconds at peak torque because it's making peak power per combustion so it needs more fuel per rpm to match the air. Millisecond table will pretty much match the torque curve as it's fuel per combustion where as pound per hour is fuel per hour, not tied to rpm. That being said I have very little experience and it's been over 15 years since I tuned a car but I did all of mine on millisecond table as I was using microtech LT12S ecus so I didn't have any other option.
I just posted what you explained in another way " 14 35 to 14 45 Max cylinder filling ( of air mostly ) = max torque. Tuning in milliseconds shows per combustion cycle usage of fuel regardless of RPM so it is easier to spot max / min cylinder filling Lb an hour is total fuel used over a period of time and always will be more at any RPM above idle. ( Think trying to judge HP when you are only looking at Tq and not running the calculation ) "
Your SMX explained. Thank you! Operating this engine in reserve, makes this engine a prized possession. (Opinion). I used to routine, (test run under load), three standby power systems with CAT power. V-16’s with 4-turbos, rated roughly 2200 HP at 1800 RPM each. Your SMX engine sounds like they are not laboring to produce 2200 + HP; sounds similar to the CAT’s. Very impressive, as usual, thanks again.
Steve love your work and have been subscribed for ages, Also subscribed to Cleetus, I'm sure he will do your free engine proud after reaching 400k subscribers. Cheers from Australia 🍺
It took a bit to wrap my head around Ms and Lb per hour. Ms you see efficiency fall off. LPH hides this because as efficiency falls consumption rises with RPM. I like the Ms graph!
Aviation refers to an engine's rated life expectancy as the duty cycle. The duty cycle can sometimes be increased by lowering the governed max power output.
Mr. Morris, you make me wish I had gone ahead with the electrical and electronics education that my instructor at Sun Electric school suggested, but in 1982 I couldn’t be bothered with that. I blew it. Anyway, I’m loving learning about all the new technologies being used in engine building, tuning and racing. One minor correction if I may, since I lived in Oregon for 31 years before moving east. Oregon is pronounced “OR-EEE-GUN”. I was raised for 14 years in San Diego when my father lost his mind and moved the family to Oregon in 1972, so I consider myself a naturalized Oregonian. Please keep doing your thing as it completely geeks me out.
Very nice piece. Would be cool to see how it runs in your customer’s dragster and how consistent it will be for this type of drag racing. Detuning it will keep the maintenance down, which is perfect!
I only have minimum dyno experience, but dyno time to me can also determine how consistent a engine will run. Such as your bracket racers and how they repeat coolant temp, tire pressure, etc for each pass. Repeating conditions on a dyno will show if a bracket engine will be consistent. Just a thought
Hey Steve, another cool vid. The reason the shape of the ms graph goes like that IS the principle of volumetric efficiency, that the VE table tries to represent with a number. We all populate VE table cells with a guess after looking at the results of a cylinder event evaluated by some combo of EGT and/or AFR but in a perfect scientific world we would measure mass of air into the cylinder vs. mass of air out of the cylinder (IE efficiency) at all the speeds the cylinder is expected to operate at, and do the math for the amount of fuel needed at the ideal ratio. However with the 500 variables in the real world in the both the air delivery model and the fuel delivery model, tuning only on the results of the cylinder burn is the only viable way to engage in this black art!!! Lol... Love all your products and work
Would be awesome to see a follow up with this engine installed in the dragster, maybe even some passes? Be great to see what it runs with the ~2000hp tune!
That underpowered usage for an SMX powered Top Dragster is the perfect combination. It should last, and be very consistent. Looking very forward to watching your customers progress throughout the season(s) ahead. I will bet and predict plenty of Wally's in their future!
2k SMX is like having a Predator in a Raptor vs Ecoboost.. both will move the truck but the Predator does it easy vs being maxed out about to blow like the Eco... got it
My dream car is a 64 falcon with a screw blown smx. If I win the lottery, I'll be placing the engine order with you and the drag and drive chassis will Kevin Smith.
my dream is to build a drag and drive car and one day be able to afford to put one of your motors in it. I don't want to do the insane fast passes like you guys do, but the quality in your motors is unbeatable
New sub here. Really great things you are doing. Badass engines you make. Also love that sticker on the window above computer of Greta "How Dare You", definitely funny stuff.
Steve once I hit that extremely elusive lotto jackpot me of your SMX’s would be going in my insanely clean black 55 Chevy Hardtop or possibly a 57 :) hey it’s free to dream
Hi Nice tech discussions. Roughly how much do your engines weigh? Just out of interest. Could you also explain why drag cars tend to use 2 valve per cylinder heads but if we look at circuit engines they wouls usually all be 4 valve per cylinder heads? Love the channel too.
Thanks Mr Morris, I’m building a very small turbo engine ( 102.46 cubic inches ) for my road car and I find these videos helpful and interesting. It’s getting air to water intercooling and some interesting cheats around the fuelling. Thanks dudes really appreciate it more than you know from 🇬🇧
Very nice work sir your videos are very informative. I like the way you explain things you’re very thorough. Great work. Keep these kind of videos coming really nice set up there.
You said something I've been saying for years, that an engine is most efficient at it's torque peak! I don't know why manufacturers program transmissions to shift into the higher gear, putting the end rpm way below the torque peak when cruising. In my manual trans car, I don't use 5th gear unless I'm running over 3,500, when my engine's sweet spot comes on around 2,800 and starts dropping at 3,200. I had a Mitsubishi 2.4L that gave me 4 more mpg at 73mph than at 65!
The easiest answer to "Why would you spend so much money on something without getting the full use out of it?" Longevity, the only answer. Like you said, it's built for 4,000+ HP, but if you're only using it for half and it'll do it no problem, repetitively, then that's even less maintenance costs and the ability to go into different class brackets with minimal wear and tear.
Injector Pulse Width tracks with torque, Injector Duty Cycle tracks with HP, because it determines total fuel flow rate. That's why the IPW graph falls off at higher RPM, but fuel flow doesn't.
With electric fans and water pumps [pretty common now days] ESPECIALLY if you are using outboard power, between runs, can very efficiently cool a jacketed block to any desired temperature without the engine running, which is always a bonus, because without the heat coming FROM the engine, it will cool MUCH faster. Same with transmissions. *[just tends not to work so well with dry clutches] **[thus, for me, a wet clutch makes a lot more sense for racing]
25 years ago you couldn not have PAYED to stand over the shoulder of these masters. Thank you SO MUCH for putting this on TH-cam. 25 years ago all this info was so closely garuded more so with the drag racers. As the world heads toward EVs from one gear head to another thank you for putting this on a FREE platform. 🙌👍
So true
Amen to that!!!!
As a fan of EVs it would be awesome if Steve started incorporating that. Love the content either way.
@@Golf_Cart_Customization piss off - go stand in a que to charge your car..
accurate,
It's so crazy to hear 2k hp being called a low hp application. You definitely build an amazing engine 👏
A 5 degree timing change making a +400 horsepower difference is incredible
Makes it a little easier to tune
Obviously a really good combustion chamber.
Other World Technology
@@bryanluntz1603 How so?
@@kx454 like your question
I'm still @ carburetion early days fuel injection
Cast iron blocks
You know where you turn wrenches and use a timing light
Data
Lap Tops
Even like
Telephone
remote starts
That kinda
Other Worldly
Unless you need to slap me around some
Get after it Techy
Steve is the guru of modern day horsepower! Great content.I drag raced in the late 70s.I am in awe of the advancements of engine building since my time.Following Steve’s channel has blown me away with all the knowledge he brings to the table.I only wish I were younger and able to experience all that I watch today!
It truly speaks to the quality of these engines when someone orders an SMX for a "measly" 2000hp combo simply because they want reliability. Impressive work man!
Its a great settup for longevity and cost. Look at The Cleetus crew, that made this power on a brodix block for an entire season of drag and drive. this team will not have to break this engine down for every race because they're not pushing to any limits, saving money on parts.
No . Cleetus was making significantly more power then 2200 crank . He was probably 2800 up to 3200+ at the crank over last season . Could have been 3500 when he went 6.47 .
@@jkfonyi The reason it stayed together last season is because it was tuned so low throughout the season. they only turned it up for the last few races, then kept it up for sick week.
@@jhowe67 do you know how much power it takes to make 3500 lb brick run 6.90 -7.0 . That was probably around 2800 ish crank . Then fl2k and World Cup it was 3200-3500 hp crank to run 6.4-6.5s .
Is it just me, or is it crazy that Mr. Morris is building his own big blocks that make 2228 HP without even trying.
What’s really cool is that thing will make that HP forever, nucking futs…
Assuming it will be a rear engine dragster, how efficient is the air intake on the crank drive being below and behind the seat?
Absolutely bonkers! Shows me how little I know and love to keep learning!
@keven carroll I'm sure it would have some ducting to the blower or lengthen the intake to put it in the air.
@@kevencarroll981I haven't watched the video, does he say it's going in a rear mount dragster?
I feel like those things usually make 4000+ HP
Got my hoodie and t-shirt today. Greetz from Finland!
the "How Dare You" sticker behind your dyno screen really got me. i laughed for about a full minute
Love the Greta on the window. 😂🤣
That’s pretty cool stuff. When you run up to a wall looking at something how you normally would, look at it differently.
I've been watching tuning on TH-cam for a while now and this is the first time I understood the lesson. Thank you
Love the " how dare u sticker" on the dyno window lol
I've been subscribed for a couple months, looks like you're going to hit the 400k. Good luck💯🔧🚗🏁®
“Caution you may learn something”. I damn sure hope I learn something as that’s why I watch your channel!!! Thank you professor Steve.
The Gretta Sticker is fantastic! You might be my new favorite You Tuber!
I chuckle every time I see it.
I ran straight to the comments to see if anyone else saw the sticker. Funny
G
Great demo Steve, I have a automotive degree, and this video was a wonderful lesson. The graphs are excellent. Thanks for sharing your knowledge .
For those who don't know , Top Dragster is a bracket class with dial-ins . You have to be faster than a 7.99 , but can't go quicker than a 6.10 in the 1/4 mi . That is why the engine is setup to make the power it does (has more than it needs now) and also be consistant .
Thanks for that info -- knowing that Top Dragster is a bracket class explains the need for consistency over the need for maximum power.
Thanks for the explanation!
Thanks.
Not to mention if you build it for 5k hp and run 2k-3khp it's gonna last a long time
@@mikedrop4421 So, if it lasts long enough, would it be the more economical option long-term?
Steve, think we could get a 30-second explanation on acceptable exhaust temps from idling to crusing to wide open and how timing and fuel kind of plays into it?
Yup we’ll put the evening on hold for a Steve Morris video!
like jim Morrison?
This would be a great tee shirt
Morris not Morrison 😁😁
Break on through to the other side!
james derosia at work while a Steve vid is playing
" I love Lucy Candy Factory Video wmv " on the channel " Greg Wells "
So much knowledge... on tap!!
Steve, i love your brain!
The reason the ms starts dropping off quickly past peak torque is not because bmep is getting better, or more efficient as you said when you past peak torque, it is because the on-time of the injectors to deliver the same fuel mass needs to come down because it is crank synchronous timed and if you drove same ms ontime @ 5k rpm when you're at 8500, your lbs/hr would be asymtopic and not linear to lbs/hr map. Thanks for showing this as it is very insightful to tuning.
amazing! it all comes down to his great knowledge of building the complete package where its all about component relationship for peak efficiency. good stuff thx
Pretty damn cool technology! A true departure from the 305ci small blocks we rebuilt in shop class 30 years ago.
Thanks for sharing and the educational content!
Allway appreciate the knowledge steve shares in his videos truly leaving a mark on the kids who wont hear the sound of a v8 roaring all to often
Steve some day I'd love to show you 3D scatterplots and Histograms for tuning from datalogs. Especially for the drag and drive cars you can get such a clear picture of what is going on when you look at more than just the 2D signal traces. Megalogviewer is top tier and works with .CSVs exported from just about every ECU I've worked with.
I love hearing about megalogviewer. Haven't heard of that since I was building megasquirts nearly 20 years ago.
@@bradley3549 I've tuned on a lot of systems and MS3/MS3Pro is still my favorite. Tunerstudio was actually licensed for Big Stuff 3 but too late to hold onto the market share it once had. MLV is absolutely top tier for looking at datalogs. Tons of math functions and such you can use and no end to the customization. EFI Analytics really has a great product.
Holy cow. the science in all of this is amazing, thank you Steve for the lesson, so worth it.... Thank you Steve.
Love the sticker on the glass ,and detuned
Dig the George Orwell quote on the dyno window. Very fitting...
Glad to have found your channel through Cleetus. Great advice and good content🙂
That intro is epic, love the "Caution: You might learn something". Thanks for the amazing content
I LOVE THAT 'DIRRECT CUPPLER GEAR DRIVE'!! YA !! ADD A WELL MADE RADEATOR? THAT ALLOWS INLET IN THE CENTER! JUST LIKE AN OLD FARM TRACTOR? WITH A HAND CRANK STARTER! THAT GOSE STRAIGHT THROUGH THE RDIEATOR! ! VERY SIMPLE TO MAKE! IF YOU KNOW HOW TO TIG WELD ALUMINUM, OR GOOD WITH SODERING BRASS! IT IS A VERY RELIABLE BEAST!
GREAT JOB STEVE MORRIS.
2:03 Low horsepower application .. with 2200 horsepower ... I love this guy! Truly a Mad Scientist!
Steve, the term you’re looking for is “detuned” meaning tuned less than what it can do.
I need one of those detuned SMX Engines in my Chevelle.
3:00 Excellent explanation Steve, but for those who need other words..
Making a SAFE level of power, which is WELL UNDER the failure limits of the equipment means extended life, and that equates to MAJOR SAVING in the long run.
Winning is NEVER 'all about the power'.
But it is ALWAYS about COMPLETING THE RUN.
THEREFORE, if he WISELY PICKS where and when he runs, [aka "Choose your battles wisely"] he CAN win even though he is not just plain dumping everything into it that can be pushed.
AND he can do it REGULARLY...
As opposed to only those days that it does not spray its self all down the track.
I did the same thing in the 90s with my 540 , I ran it soft and safe for longevity and consistency when I was mud racing
Amazing Steve
The Spectrum of Versatility with the Dependability is
Crazy Wicked Cool
A bunch of it is
hard to fathom
Escapes words🏁
This man is amazing thank you for explaining everything to us I know you’re a busy man and he still fine Time to educate us national treasure love you buddy and thank you for all you do
My teacher in auto mechanics taught me about timing. I have run a lot of V8's at 30-35 degrees of timing. I am old school 60's 70's and a few 80's cars. Without a supercharger or turbo. Usually double the HP or a little more.
That just absolutely blows my mind, so much detail inside horsepower, I would like to hear your side of the story on an outlaw Sprite car power plant, I really would like to hear what you had to say about the dirt track engines ❤
Awesome info.
I'm saving my pennies ;) . This is exactly what I'm looking for, for my project. I can't wait to make that call and order it!
I like the George Orwell quote on the window of your dyno room!
I just got here from Cleetus’s channel ❤😂😅
I may be completely wrong but millisecond table is time the injector is open per combustion and if you are doing higher rpm it opens more often so the pound per hour can increase with the milliseconds not increasing or even decreasing. I think this is why you see the injector open length decrease even with HP increasing. You get the highest milliseconds at peak torque because it's making peak power per combustion so it needs more fuel per rpm to match the air. Millisecond table will pretty much match the torque curve as it's fuel per combustion where as pound per hour is fuel per hour, not tied to rpm. That being said I have very little experience and it's been over 15 years since I tuned a car but I did all of mine on millisecond table as I was using microtech LT12S ecus so I didn't have any other option.
I just posted what you explained in another way
" 14 35 to 14 45 Max cylinder filling ( of air mostly ) = max torque.
Tuning in milliseconds shows per combustion cycle usage of fuel regardless of RPM so it is easier to spot max / min cylinder filling
Lb an hour is total fuel used over a period of time and always will be more at any RPM above idle. ( Think trying to judge HP when you are only looking at Tq and not running the calculation ) "
way to cool. hope we get to see it in the dragster!
Your SMX explained. Thank you! Operating this engine in reserve, makes this engine a prized possession. (Opinion). I used to routine, (test run under load), three standby power systems with CAT power. V-16’s with 4-turbos, rated roughly 2200 HP at 1800 RPM each. Your SMX engine sounds like they are not laboring to produce 2200 + HP; sounds similar to the CAT’s. Very impressive, as usual, thanks again.
Nothing like the sound of a 3516 under full load.
Most interesting for sure ! Many thanks Steve.
Steve love your work and have been subscribed for ages, Also subscribed to Cleetus, I'm sure he will do your free engine proud after reaching 400k subscribers. Cheers from Australia 🍺
It took a bit to wrap my head around Ms and Lb per hour. Ms you see efficiency fall off. LPH hides this because as efficiency falls consumption rises with RPM. I like the Ms graph!
We know why SMX, it's so he can get ice cream in the dragster after racing all day.
(seriously cool that he could do that with no worries!)
Channel just keeps improving. Whatever table or graph you're using for that keep at it.
Hope you get the 400K subs brothert!
Steve, I think the word you are looking for is "Detuned". Also this SMX is going to live the best life ever. Lol
Aviation refers to an engine's rated life expectancy as the duty cycle. The duty cycle can sometimes be increased by lowering the governed max power output.
Perspective is an interesting thing. This is a "low power" application putting out 2,000 plus HP.
Mr. Morris, you make me wish I had gone ahead with the electrical and electronics education that my instructor at Sun Electric school suggested, but in 1982 I couldn’t be bothered with that. I blew it. Anyway, I’m loving learning about all the new technologies being used in engine building, tuning and racing. One minor correction if I may, since I lived in Oregon for 31 years before moving east. Oregon is pronounced “OR-EEE-GUN”. I was raised for 14 years in San Diego when my father lost his mind and moved the family to Oregon in 1972, so I consider myself a naturalized Oregonian. Please keep doing your thing as it completely geeks me out.
Don't forget... Oregon with the Wind.
Love your videos Steve Morris and Co!
Thank you!
Very nice piece. Would be cool to see how it runs in your customer’s dragster and how consistent it will be for this type of drag racing. Detuning it will keep the maintenance down, which is perfect!
I only have minimum dyno experience, but dyno time to me can also determine how consistent a engine will run. Such as your bracket racers and how they repeat coolant temp, tire pressure, etc for each pass. Repeating conditions on a dyno will show if a bracket engine will be consistent.
Just a thought
That should be a pretty consistent car in all reality.
Nicely done Steve
Thanks for the breakdown mister
Hey Steve, another cool vid. The reason the shape of the ms graph goes like that IS the principle of volumetric efficiency, that the VE table tries to represent with a number. We all populate VE table cells with a guess after looking at the results of a cylinder event evaluated by some combo of EGT and/or AFR but in a perfect scientific world we would measure mass of air into the cylinder vs. mass of air out of the cylinder (IE efficiency) at all the speeds the cylinder is expected to operate at, and do the math for the amount of fuel needed at the ideal ratio. However with the 500 variables in the real world in the both the air delivery model and the fuel delivery model, tuning only on the results of the cylinder burn is the only viable way to engage in this black art!!! Lol... Love all your products and work
Would be awesome to see a follow up with this engine installed in the dragster, maybe even some passes? Be great to see what it runs with the ~2000hp tune!
That underpowered usage for an SMX powered Top Dragster is the perfect combination. It should last, and be very consistent. Looking very forward to watching your customers progress throughout the season(s) ahead. I will bet and predict plenty of Wally's in their future!
That thing is going to be a bracket assassin!🤘🏻👌🏻
Makes sense, a flat rated SMX, running below its duty cycle for consistency and dependability. This is done in aviation application all the time.
What an engine. Imagine showing your mates that when you pull up.
I drag
race motorcycles in oregon. Can't wait to see this car there.
Thanks Steve!
2k SMX is like having a Predator in a Raptor vs Ecoboost.. both will move the truck but the Predator does it easy vs being maxed out about to blow like the Eco... got it
My dream car is a 64 falcon with a screw blown smx. If I win the lottery, I'll be placing the engine order with you and the drag and drive chassis will Kevin Smith.
my dream is to build a drag and drive car and one day be able to afford to put one of your motors in it. I don't want to do the insane fast passes like you guys do, but the quality in your motors is unbeatable
Thanks for sharing your wisdom 💪
I am not into cars as much these days,however this channel has me hooked!
I love that 2000hp is “really low” for you 🤘🏻🤘🏻
Holy crap… I just learned something! Thanks Steve ;)
You can always tell a true engine builder by looking at his hands! 👍👍🎉🎉🎉🎉🎉🤘🏻🤘🏻
New sub here. Really great things you are doing. Badass engines you make. Also love that sticker on the window above computer of Greta "How Dare You", definitely funny stuff.
Holy crap 100k subs over night
Very cool thank you for sharing !!!
I did my part for Cleetus I subscribed 😄
Damn already at 343K. You'll be at 500K in no time
“10lbs of crap in a 5lb bag” It’s become My favourite saying 😂
That's what I say when I see an obese woman in yoga pants. Ass looks like 2 hogs fighting in a pillow case when she walks.
Love a Vlog from Steve while on my lunch break
Steve once I hit that extremely elusive lotto jackpot me of your SMX’s would be going in my insanely clean black 55 Chevy Hardtop or possibly a 57 :) hey it’s free to dream
Hi Nice tech discussions. Roughly how much do your engines weigh? Just out of interest.
Could you also explain why drag cars tend to use 2 valve per cylinder heads but if we look at circuit engines they wouls usually all be 4 valve per cylinder heads?
Love the channel too.
only the best from Uncle Steve .. cook that man a roast dinner with gravy and bread
Thanks Mr Morris, I’m building a very small turbo engine ( 102.46 cubic inches ) for my road car and I find these videos helpful and interesting.
It’s getting air to water intercooling and some interesting cheats around the fuelling.
Thanks dudes really appreciate it more than you know from 🇬🇧
Have you seen the Top Dragster line up at some National events . OMG the line of dragsters goes around the whole track twice ..
Very nice work sir your videos are very informative. I like the way you explain things you’re very thorough. Great work. Keep these kind of videos coming really nice set up there.
5:10. HI BUD ALL CAPS JOE HERE.
I FULLY AGREE. WATER OR LIQUID COOLANT IS BETTER THAN DRY.
SAME REASON MORE CONSISTENT
You said something I've been saying for years, that an engine is most efficient at it's torque peak! I don't know why manufacturers program transmissions to shift into the higher gear, putting the end rpm way below the torque peak when cruising. In my manual trans car, I don't use 5th gear unless I'm running over 3,500, when my engine's sweet spot comes on around 2,800 and starts dropping at 3,200. I had a Mitsubishi 2.4L that gave me 4 more mpg at 73mph than at 65!
The easiest answer to "Why would you spend so much money on something without getting the full use out of it?" Longevity, the only answer. Like you said, it's built for 4,000+ HP, but if you're only using it for half and it'll do it no problem, repetitively, then that's even less maintenance costs and the ability to go into different class brackets with minimal wear and tear.
"C I don't know... It's just really good" Yes, yes they are Steve.
Greta TuneBurg on the dyno window cracked me up!
Injector Pulse Width tracks with torque, Injector Duty Cycle tracks with HP, because it determines total fuel flow rate. That's why the IPW graph falls off at higher RPM, but fuel flow doesn't.
Makes sense to me.. easy on parts will last longer... No brainier
With electric fans and water pumps [pretty common now days] ESPECIALLY if you are using outboard power, between runs, can very efficiently cool a jacketed block to any desired temperature without the engine running, which is always a bonus, because without the heat coming FROM the engine, it will cool MUCH faster.
Same with transmissions.
*[just tends not to work so well with dry clutches]
**[thus, for me, a wet clutch makes a lot more sense for racing]
the speed of the rpms rising is insane
Well, it was only a 2800 rpm raise (5000 --> 7800). Normally dyno pulls start at around 3500 rpm... ✌✌
@@UncleManuel true.
Just crazy how fast those blowers boost . So used to turbos I guess
One under-stressed engine for sure........awesome stuff....
All motors should be exactly like this one built for longevity
Thanks for the education wow that thing probably last forever in a street car
😭🤣😭 Yeah ... in a street car... when it's absolutely necessary to pick up groceries in under 5secs!