Imagine being a 10-year-old gearhead kid who lives down the street...and you can just hang out with Pete and Kevin after school. That would have felt like heaven on Earth to me.
I was lucky that in the neighborhood I grew up in had some racers in it. Drag, dirt track, and sprint car. All were really awesome guys. I was happy as hell to ride over on my bicycle and clean parts for those guys😂
What an honour to take us with you Greg to look over the shoulder of Pete & Kevin. Each tidbit of information comes from decades of experience behind it. These videos are akin to standing on the shoulders of giants.
Because of the way they build engines from scratch, they are the perfect guys to build the ultimate big block Chevy based engine for experimental aircraft. Auto engine-to-aircraft conversions used to be common 20 years ago, but not anymore. The reduction drive was always a problem, whether gear or belt. But you could design the gear housing right into the back of the block for total strength and rigidity. Make it a long-stroked 700 inches, efi of course, and dry sumped. 700 ft-lb and 500 hp at 4,000 engine rpm with 2500 prop rpm. It could revitalize the EAA.
I've read through most of the comments and there is nothing I can say that hasn't already been said, so I will repeat it. Kevin and Pete are incredible people who have found their calling. They seem so content to be doing exactly what they are doing. I hope I am able to be as productive as them when I am their age- although I will never have that level experience at anything. Thank you Greg for capturing this.
Your absolutely welcome! I enjoy doing this and reading all the comments. I appreciate all the viewers and I'm honored to be in a position to document Pete and Kevin's talent.
Whenever I see one of those "Built Not Bought" stickers, these are the guys I think of. Thanks for the content Greg. Always look forward to your videos.
A couple of humble mad scientist. Brewing up a new crazy elixir to rocket to the moon. I have high regard for these gentlemen. They remind me of a feller named Clark West. He built engines for Coors Light team that won baja 1000 back in the early 80's. The good ones seem to be the humble types. Very amazing people.
These 2 fine gentlemen have been at things like this for the last 50 years or more Well not quite like this But high engineering achievements At any rate Their list of records is astounding Hardly ever daunted And if failure does come they will only learn from it To see someone embrace technology as in seeing him on the computer at his age ( a guess at 75 ) Is spectacular But the ideas in the first place Are even more spectacular Let alone carrying it out And the accuracy and patience required They always explain things so well too Hats off to you 2 and your cohorts
@@GregQuirin No worries Greg I'm glad that you brought me this I'm in Australia Love everything Bonneville Or hot rod I just appreciate what these 2 fellas achieve in their well kitted workshop And their wonderful imaginations Simply inspirational I wonder how long they've been mates and at what they do The history must be massive And their passion and forthright energy is more inspiration Cheers
Thank you Andrew! Pete and Kevin have been working together for 35 years this March - well over 100 engines built and 37 land speed records. Lots of knowledge in the shop! Thank you again for watching!
Thank you so much Greg! I messaged you a while back thanking you for doing this. These guys are very special and what they have done, with the tools they have is nothing less than amazing. I’m a machinist in an engineering college. What Kevin can do with the machines they have is incredible. Please video all you can of the machine work! One more ask, please have a sit down type interview and have these guys talk and talk. I think the viewers all are like minded and would love to hear these guys stories for hours! Keep up the good work!
@Jsc014 thank you, I like your idea with doing a possible TH-cam Live interview with Kevin and Pete and have the views ask questions. Thank you for watching!
I was the same way, I was the kid at 10 years old who took the cylinder head of my dad’s lawnmower and got a good Arsh whooping but seeing the piston move up and down was mesmerizing.
Variable timing, mechanically done, very impressive, and a large range of timing also. As soon as Pete showed it, I thought, yes reminded me of timing belts when I worked, how timing changed when tightening tensioner. I hope ya show under that bottom plate. Oil returns on heads are nice touch, boy just love this. One thing is I have a hard time hearing Kevin and miss part of what he says, Thanks Greg and also Great thanks to Pete and Kevin for sharing their work.
I really miss thinking about the reality that in the future such combustion engine technology masters and builders will mostly be just a distant memory.
Im headed out to my shop to build on two fast cars. At 67, I thought I knew something. Any time I even think about these two guys?? I kick rocks on my walk to my shop where I will plod along in pure ignorance.
Those guys just do. If the decide they are gonna make it they make it. I’d work for free to be able to learn from those guys. Anyone can build fast stuff just order parts these guys make it all amazing
2:25 Minor correction, VTEC is more than just variable valve timing, it's an entirely separate and much more aggressive cam lobe that engages past a certain RPM.
Variable cam phasing is more for emissions-and mostly on the intake side. More rpm needs more duration, or something like VTEC where they have different lobes for different rpm. An optimized cam will get you far. I'm looking to get a vertical CNC soon. I would be happy to help with small parts.
Obrigado por assistir! precisamos de mais pessoas vindo do Brasil e da América do Sul. Por favor, ajude a compartilhar este canal com seus amigos e especialistas automotivos - Gregoiro Q
These guys have been at this for decades... Talk about a bromance their wives must loath lol, but when it comes to the builders addiction I'm just as guilty.
Really enjoy these two gentlemen, they love what they do and have so many records to prove their concepts! Lucky us you are making all these great videos, thanks to all of you plus the shop doggy. Cheers 👍💪✌
Nice machine work. No reason not to control valve timing with servo motors or hydraulics. Cam position sensors will report cam timing for accuracy. Old men rule! Cheers!
They could do computer controlled, however they only need to find the right combination for maximum HP at wide open throttle at top RPM. Needs to make power for two 5 mile passes at Bonneville
It is called a DRCE 3. I believe it stands for: Drag Racing Competition Engine the third generation. I believe they have a newer block for drag racing now.
This is absolutely beautiful! I’d Iove to do this one day! Just out of curiosity, how much would it cost to order a custom set of DOHC just the heads. I Would like to know I price range. Thank you a ton!
for VW type1 I read 2000$ for two heads with all the cooling fins. I wonder if a series production with CNC ( like at Rotax) makes it far cheaper. How difficult is it to recycle the aluminum? Melt the scraps and weld them right on as cooling fins, while the core is from the extruder.
@@ArneChristianRosenfeldt only 2k? I feel like a custom job like this would be closer to 20k+. I’m talking about creating heads for an engine that is not a DOHC. So say like putting Dohc on a pushrod motor.
@@johnblake4784 I think that was supposed to be a small series. So 2k would cover the material and machine cost. The VW-type 1 uses push-rods. Someone at Porsche created a SOHC header for this. I don't know the cost for this. The aircooled flat-4 has its single ecam in the 180 "°Vee" like a V8. Then Porsche installed shafts going through the air between the cylinders up to the head ( the space where the push-rods have been ) and into the head with the camshaft. I think that this was SOHC. No way to reach to the other side like in a HEMI V8. If you have space you can just slap a teethed belt on the back, can't you? Lots of large (idler) wheels. Looks kinda ugly, but does the job. I am a fan of straight gears between two metal plates. The plates and gears are at the same temperature and made of the same material for exact tolerances. You could slap that onto any engine. Just, if the block has a different temperature, you need bellows or double U-joints to gap the shift. Almost seems easier to use a shaft with bevel gears.
The belts will stretch. one commet was made about this but was talking about elastic deformation caused by the stretching causing a short service life. This is not the real issue the issue is the stretching will in effect phase on cam in relation to the other so the banks will not run in phase. Ed pink experienced this with the sohc ford when drag racing and saw the car with flames out of one bank and a clean burn on the other i am not sure if i did end up creating a gear driven valve train or was planning on it(gear driven system is not as easy as it sound because you need a quil gear like first implemented in the ford cosworth dfv) ed pink advanced or retarded depending on how you look at it one cam by 7 degrees. Creating a cam drive on the front and back might be a solution also means just 2 of the same cylinder head need to be created (this is what they did on the dfv which was basically two fva engines had 2 water pumps, oil pumps ect.)
I think the block on this engine is an aftermarket Big Block Chevy. In the last video you could see on the castings where the lifters would be if they had been machined. The only production DOHC V-8 (or 4 cylinder) that comes close to the bore spacing of a BBC is the Porsche V-8. But that is a much smaller bore than what this is running. That limits valve size. The bore to stroke ratio on this is very over square. The stroke is somewhere around 3.125" l think. They intend this to spin at 9K RPM. IIRC the block also has a fairly high deck height. With a short stroke and I assume relatively short pistons that means long rods. The crank is probably an aftermaket piece. Either a forging or billet. If it's a forging l wonder if the part would have enough material to machine the crank throws without having to weld up the one eide of the crank pin. Grinding the cam lobes and crank throws isn't a big issue if the grinding shop has a CNC cam or crank grinder. If they dont then for the cam master lobes have to be made that allow the work cradle to rock in and out to follow the master lobe. The crank needs to be held in two vee blocks or half round cradles that offset the centerline of the crank by 1/2 of the stroke. The pin to be ground is then rotated so its centerline is on the centerline of the work head spindles. I'm also wondering if this is a flat plane or cross plane crankshaft. I also expect this engine to have oil lines to spray cooling oil at the pistons.
You know your stuff. You mentioned Porsche, Pete and Kevin actually built a big block Chevy with Porsche cylinder heads on it I’m going to feature that vehicle and engine in a future video so you can see it. I think you’ll like it. It’s pretty cool.
I doubt that the belts will stretch enough for the short amount of time they run at El Mirage and Bonneville. This really hasn’t been and issue with their other belt driven engines. I’m sure Kevin will check mechanical timing marks after a few runs. Thank you Greg!
Nope... This is really cool but stone age compared to AND only one part (the least important part) of true vtec.. I think only the later chain driven i-vtec systems actually had variable cam gears which are totally unessential for vtec.. It really was a genius system and is often oversimplified as a variable cam timing system but its way more than that.. It uses multiple cam lobes (usually 3) each with their own follower for every valve!! An electronic solenoid diverts oil pressure to control which cam lobe and follower is actually lifting the valve... This is why a 1.8 vtec motor can crank out 200hp out of the box on pump gas but cruise and idle perfect
its a race engine it does not need to idle perfectly vtec would be an extra failure point and extra money. if you want to read about some interesting variable valve timing read about the bmw s1000rr.
@@tlovsoe4211 missing the point... Clearly u havent ever worked on or owned a healthy vtec... They are bulletproof.. only the oil solenoid is a failure point.. i find myself replacing cam gears on every other vvt system out there but never ever a vtec fail if it has had proper oil changes... Had a prelude sh with 270 k still reliably vtec..ed until the day i sold it.. it really is a beautifully simple and elegant solution to a problem as old as engines(high rpm or around town manners) and it is not vvt it is its own thing..
@@ianbuilds7712 I still dont understand the point are you trying to say you should try to implement a variable cam profile system or just that it is more reliable and more important that cam phasing.
Im not trying to be a hater here but as a 30 year automotive machinist and backyard engineer myself i fail to see the point of this since you can get just as much power out of conventional BBC engines. Especially when youre talking about turning them up to 10,000 rpm . Im not talking anything away from these guys. They're certainly very talented and insanely skilled.
It's getting this much power out of 7.2 liters of displacement, whereas with a BBC you're typically looking at a much, much larger engine for that same power level. This is important for classes that are displacement limited, considering this is going to end up in a land speed car.
It all comes down to the Bonneville /SCTA engine class. For example they have a C category engine which is commonly your Chevy 350 for most racers. Pete and Kevin built their own with 12 cylinders, big bore short stroke 4 valves total displacement 369CID making 920 HP NA on gasoline at 10,000 RPM where as his competitors are couple hundred HP less running in the same class. Pete and Kevin have set 37 landspeed records using this same technique for several years.
Imagine being a 10-year-old gearhead kid who lives down the street...and you can just hang out with Pete and Kevin after school. That would have felt like heaven on Earth to me.
Like winning the lottery.
Unfortunately, that kind of thing carries too much liability at any shop in the USA these days.
This thought of yours brought tears to my eyes, this thought is incredible.
I was lucky that in the neighborhood I grew up in had some racers in it. Drag, dirt track, and sprint car. All were really awesome guys. I was happy as hell to ride over on my bicycle and clean parts for those guys😂
That's exactly how I learned
I wish he would sell an engine like this one. It would be great to have one in my 1968 Chevrolet C 10 short bed.
What an honour to take us with you Greg to look over the shoulder of Pete & Kevin. Each tidbit of information comes from decades of experience behind it. These videos are akin to standing on the shoulders of giants.
That adjustable valve timing idea is so fantastic. Be neat if it could do it through the rpm curve using that system.
Interesting method of dialing in the cam...Pete's a clever old bugger.
These guys are amazing. As a machinist, fabricator, mechanic. I love these videos you're creating with these two. Thanks for your and their time.
Our pleasure! Thanks for watching!
Because of the way they build engines from scratch, they are the perfect guys to build the ultimate big block Chevy based engine for experimental aircraft. Auto engine-to-aircraft conversions used to be common 20 years ago, but not anymore. The reduction drive was always a problem, whether gear or belt. But you could design the gear housing right into the back of the block for total strength and rigidity. Make it a long-stroked 700 inches, efi of course, and dry sumped. 700 ft-lb and 500 hp at 4,000 engine rpm with 2500 prop rpm. It could revitalize the EAA.
That’s awesome
I've read through most of the comments and there is nothing I can say that hasn't already been said, so I will repeat it. Kevin and Pete are incredible people who have found their calling. They seem so content to be doing exactly what they are doing. I hope I am able to be as productive as them when I am their age- although I will never have that level experience at anything. Thank you Greg for capturing this.
Your absolutely welcome! I enjoy doing this and reading all the comments. I appreciate all the viewers and I'm honored to be in a position to document Pete and Kevin's talent.
Whenever I see one of those "Built Not Bought" stickers, these are the guys I think of.
Thanks for the content Greg. Always look forward to your videos.
Glad you like them! More content coming soon!
A couple of humble mad scientist. Brewing up a new crazy elixir to rocket to the moon. I have high regard for these gentlemen. They remind me of a feller named Clark West. He built engines for Coors Light team that won baja 1000 back in the early 80's. The good ones seem to be the humble types. Very amazing people.
Thank you very much! I'm trying best nearly everyday after work to capture this lost art and talent.
These 2 fine gentlemen have been at things like this for the last 50 years or more
Well not quite like this
But high engineering achievements
At any rate
Their list of records is astounding
Hardly ever daunted
And if failure does come they will only learn from it
To see someone embrace technology as in seeing him on the computer at his age ( a guess at 75 )
Is spectacular
But the ideas in the first place
Are even more spectacular
Let alone carrying it out
And the accuracy and patience required
They always explain things so well too
Hats off to you 2 and your cohorts
Thank you for your kind words!
@@GregQuirin
No worries Greg I'm glad that you brought me this
I'm in Australia
Love everything Bonneville
Or hot rod
I just appreciate what these 2 fellas achieve in their well kitted workshop
And their wonderful imaginations
Simply inspirational
I wonder how long they've been mates and at what they do
The history must be massive
And their passion and forthright energy is more inspiration
Cheers
Thank you Andrew! Pete and Kevin have been working together for 35 years this March - well over 100 engines built and 37 land speed records. Lots of knowledge in the shop! Thank you again for watching!
Its just amazing what these guys are doing, keep these videos coming!!
Thank you Steve! More videos coming soon!
Thank you so much Greg! I messaged you a while back thanking you for doing this. These guys are very special and what they have done, with the tools they have is nothing less than amazing. I’m a machinist in an engineering college. What Kevin can do with the machines they have is incredible. Please video all you can of the machine work! One more ask, please have a sit down type interview and have these guys talk and talk. I think the viewers all are like minded and would love to hear these guys stories for hours! Keep up the good work!
@Jsc014 thank you, I like your idea with doing a possible TH-cam Live interview with Kevin and Pete and have the views ask questions. Thank you for watching!
I've never seen a better argument for life extension tech than these 2 guys.....
Glad you're documenting everything you can for all to see
Hope they get all the records they decide to go after.
Super cool.
Absolute genius on the valve train manipulation. What a concept! Nice work as always fellas! 😎🤌🤌🤌
I loved tearing stuff apart and putting different stuff together to make new things as a child and would have loved to grown up learning from you guys
I was the same way, I was the kid at 10 years old who took the cylinder head of my dad’s lawnmower and got a good Arsh whooping but seeing the piston move up and down was mesmerizing.
This guy is on another level. I'm very interested in this build.
UNFREEKIN BELIEVABEL!!!!
The thought and egineering is very impressive!
Thank You for posting this stuff!!!
Glad you enjoyed it!
Variable timing, mechanically done, very impressive, and a large range of timing also. As soon as Pete showed it, I thought, yes reminded me of timing belts when I worked, how timing changed when tightening tensioner. I hope ya show under that bottom plate. Oil returns on heads are nice touch, boy just love this. One thing is I have a hard time hearing Kevin and miss part of what he says, Thanks Greg and also Great thanks to Pete and Kevin for sharing their work.
Thanks 👍 I will try to get better audio - Filming with a GoPro so I have to be really close to pick up all the conversions
That's a genius way to adjust the valve timing.
It sure is!
Thank you for documenting and sharing these videos.
Our pleasure! Thank you for watching!
very smart. that cam adjusting even reveals how overhead and chains/belts are flawed... the flaw is adjusting it by shifting or slop. Cool stuff.
I really miss thinking about the reality that in the future such combustion engine technology masters and builders will mostly be just a distant memory.
It will be like finding a steam engine mechanic today.
If they taught a Masterclass, I'd be there!
Impressive is an understatement. Thank for sharing.
Thanks for watching!
These guys have such wild ideas. Thanks for posting
Your welcome
Clever boys. And a cute dog. Can do anything !
Im headed out to my shop to build on two fast cars. At 67, I thought I knew something. Any time I even think about these two guys?? I kick rocks on my walk to my shop where I will plod along in pure ignorance.
If you’re ever in the San Diego area, stop by, we would be more than glad to show you the shop and the operations!
Those guys just do. If the decide they are gonna make it they make it. I’d work for free to be able to learn from those guys. Anyone can build fast stuff just order parts these guys make it all amazing
2:25 Minor correction, VTEC is more than just variable valve timing, it's an entirely separate and much more aggressive cam lobe that engages past a certain RPM.
Variable cam phasing is more for emissions-and mostly on the intake side. More rpm needs more duration, or something like VTEC where they have different lobes for different rpm. An optimized cam will get you far.
I'm looking to get a vertical CNC soon. I would be happy to help with small parts.
Amazing. How many years have these 2 men been working together? Just curious.
35 years this month!
These guys are fun and awesome beyond comprehension !
sou fã desses 2 caras, gênios da mecânica automotiva
Obrigado por assistir! precisamos de mais pessoas vindo do Brasil e da América do Sul. Por favor, ajude a compartilhar este canal com seus amigos e especialistas automotivos - Gregoiro Q
If l was younger and money no object I'd have these guys do a one of DOHC conversion of an engine. Even if it involved using some existing heads.
The VVT system is pure genius.
Thanks very much, Greg. I'll bet the back story on Pete and Kevin would be really interesting. I'd like to know what set them on this path.
I will get them to talk about their path to where they are now!
awesome to see history being made
These guys have been at this for decades... Talk about a bromance their wives must loath lol, but when it comes to the builders addiction I'm just as guilty.
Really enjoy these two gentlemen, they love what they do and have so many records to prove their concepts!
Lucky us you are making all these great videos, thanks to all of you plus the shop doggy.
Cheers 👍💪✌
Couldn't agree more! Thank you for watching! Bee the shop dog is part of the family!
What castings did they design the cylinder heads after? I know they used some type of Subaru head for the model a engine they built a few years back.
Awesome engineering
Thank you!
Impressive! Can't wait to see it on the dyno.
You and me both!
Thanks for sharing, such brilliant engineering!
Glad you enjoyed it!
wow, This is real engine building.
Your right, most of us are engine assemblers while Pete and Kevin are engine builders.
Peat dreams about it, Kevin has nightmares about it 😆
Probably i know that I have had a few stressful dreams the night before they race. Lots of moving parts in this operation.
Might as well go ahead and put actuators on instead of the turn buckles so you can change cam timing based on engine rpm to optimize the power curve.
What a beautyfull engine !!!❤❤
Nice machine work.
No reason not to control valve timing with servo motors or hydraulics.
Cam position sensors will report cam timing for accuracy.
Old men rule!
Cheers!
They could do computer controlled, however they only need to find the right combination for maximum HP at wide open throttle at top RPM. Needs to make power for two 5 mile passes at Bonneville
@@GregQuirin Does a dyno not repeat its result? You could just use three holes for the screws and do 3 runs.
Super cool... as always guys 😎👍🤩
Such a nice job. What block did they use on this motor?
DRC. Pro- Stock Engine Block 430 CID
It is called a DRCE 3.
I believe it stands for: Drag Racing Competition Engine the third generation.
I believe they have a newer block for drag racing now.
what a beast
Good stuff ! Thanks
Glad you liked it!
Good stuff!
This is absolutely beautiful! I’d Iove to do this one day! Just out of curiosity, how much would it cost to order a custom set of DOHC just the heads. I Would like to know I price range. Thank you a ton!
for VW type1 I read 2000$ for two heads with all the cooling fins. I wonder if a series production with CNC ( like at Rotax) makes it far cheaper. How difficult is it to recycle the aluminum? Melt the scraps and weld them right on as cooling fins, while the core is from the extruder.
@@ArneChristianRosenfeldt only 2k? I feel like a custom job like this would be closer to 20k+. I’m talking about creating heads for an engine that is not a DOHC. So say like putting Dohc on a pushrod motor.
@@johnblake4784 I think that was supposed to be a small series. So 2k would cover the material and machine cost. The VW-type 1 uses push-rods. Someone at Porsche created a SOHC header for this. I don't know the cost for this. The aircooled flat-4 has its single ecam in the 180 "°Vee" like a V8. Then Porsche installed shafts going through the air between the cylinders up to the head ( the space where the push-rods have been ) and into the head with the camshaft. I think that this was SOHC. No way to reach to the other side like in a HEMI V8.
If you have space you can just slap a teethed belt on the back, can't you? Lots of large (idler) wheels. Looks kinda ugly, but does the job. I am a fan of straight gears between two metal plates. The plates and gears are at the same temperature and made of the same material for exact tolerances. You could slap that onto any engine. Just, if the block has a different temperature, you need bellows or double U-joints to gap the shift. Almost seems easier to use a shaft with bevel gears.
👍
👍
Thanks again
Always welcome
Great
Genius
Yep they absolutely are!
Who is Kevin's camshaft regrinder?
They use Schneider Racing Cams locally in San Diego.
Didn’t they do a 10 or 12 cyl Big Block? Anything covering that?
Pete and Kevin did a 20Liter V12 Big Block its on the channel
4:19 bruh needs a 32” widescreen and a desktop and a mouse and his own workstation. speed up productivity
The distance between those timing belts without an idler pulley in between is gonna cause some issues! Hate to see that thing jump time and grenade!
I’m sure they will add a couple more idler pulleys, but they have not had this issue with any of their other engines which employee similar designs.
The belts will stretch. one commet was made about this but was talking about elastic deformation caused by the stretching causing a short service life. This is not the real issue the issue is the stretching will in effect phase on cam in relation to the other so the banks will not run in phase. Ed pink experienced this with the sohc ford when drag racing and saw the car with flames out of one bank and a clean burn on the other i am not sure if i did end up creating a gear driven valve train or was planning on it(gear driven system is not as easy as it sound because you need a quil gear like first implemented in the ford cosworth dfv) ed pink advanced or retarded depending on how you look at it one cam by 7 degrees. Creating a cam drive on the front and back might be a solution also means just 2 of the same cylinder head need to be created (this is what they did on the dfv which was basically two fva engines had 2 water pumps, oil pumps ect.)
I think he's confused. He said it'll have two injectors per cylinder so it will have 16 injectors. Not 8.
It will 8 fuel injectors
@@GregQuirinso one injector per cylinder?
yes 1 injector per cylinder @@skirkland1980
hook that idler/adjustment setup to a couple solinoids and make that big block have VVT
I’m not gonna lie. I’m not a very good car guy or mechanic by any means, but what these guys are doing is pretty freaking different and impressive.
This is great, I wonder why you wouldn’t just start with a modern DOHC v8? Maybe none are big enough for this class?
I think the block on this engine is an aftermarket Big Block Chevy. In the last video you could see on the castings where the lifters would be if they had been machined. The only production DOHC V-8 (or 4 cylinder) that comes close to the bore spacing of a BBC is the Porsche V-8. But that is a much smaller bore than what this is running. That limits valve size. The bore to stroke ratio on this is very over square. The stroke is somewhere around 3.125" l think. They intend this to spin at 9K RPM. IIRC the block also has a fairly high deck height. With a short stroke and I assume relatively short pistons that means long rods. The crank is probably an aftermaket piece. Either a forging or billet. If it's a forging l wonder if the part would have enough material to machine the crank throws without having to weld up the one eide of the crank pin. Grinding the cam lobes and crank throws isn't a big issue if the grinding shop has a CNC cam or crank grinder. If they dont then for the cam master lobes have to be made that allow the work cradle to rock in and out to follow the master lobe. The crank needs to be held in two vee blocks or half round cradles that offset the centerline of the crank by 1/2 of the stroke. The pin to be ground is then rotated so its centerline is on the centerline of the work head spindles. I'm also wondering if this is a flat plane or cross plane crankshaft. I also expect this engine to have oil lines to spray cooling oil at the pistons.
You know your stuff. You mentioned Porsche, Pete and Kevin actually built a big block Chevy with Porsche cylinder heads on it I’m going to feature that vehicle and engine in a future video so you can see it. I think you’ll like it. It’s pretty cool.
??? what about belt stretch. will this change as belts stretch after runs 1, 2, 3, 4, - 10 or has this been factored in..
I doubt that the belts will stretch enough for the short amount of time they run at El Mirage and Bonneville. This really hasn’t been and issue with their other belt driven engines. I’m sure Kevin will check mechanical timing marks after a few runs. Thank you Greg!
I am still confused.
Two inlet valves, each with an injector, he said.
But 8 not 16.
Was he thinking each bank ?
He said double injectors like a webber. Maybe a twin injector..... a bit confusing a Steve. Cheers from New Zealand
Each injector has two ports, one for each valve.
Steve it will have 1 fuel injector per cylinder.
Nope... This is really cool but stone age compared to AND only one part (the least important part) of true vtec.. I think only the later chain driven i-vtec systems actually had variable cam gears which are totally unessential for vtec.. It really was a genius system and is often oversimplified as a variable cam timing system but its way more than that.. It uses multiple cam lobes (usually 3) each with their own follower for every valve!! An electronic solenoid diverts oil pressure to control which cam lobe and follower is actually lifting the valve... This is why a 1.8 vtec motor can crank out 200hp out of the box on pump gas but cruise and idle perfect
its a race engine it does not need to idle perfectly vtec would be an extra failure point and extra money. if you want to read about some interesting variable valve timing read about the bmw s1000rr.
@@tlovsoe4211 missing the point... Clearly u havent ever worked on or owned a healthy vtec... They are bulletproof.. only the oil solenoid is a failure point.. i find myself replacing cam gears on every other vvt system out there but never ever a vtec fail if it has had proper oil changes... Had a prelude sh with 270 k still reliably vtec..ed until the day i sold it.. it really is a beautifully simple and elegant solution to a problem as old as engines(high rpm or around town manners) and it is not vvt it is its own thing..
@@ianbuilds7712 I still dont understand the point are you trying to say you should try to implement a variable cam profile system or just that it is more reliable and more important that cam phasing.
Im not trying to be a hater here but as a 30 year automotive machinist and backyard engineer myself i fail to see the point of this since you can get just as much power out of conventional BBC engines. Especially when youre talking about turning them up to 10,000 rpm .
Im not talking anything away from these guys. They're certainly very talented and insanely skilled.
It's getting this much power out of 7.2 liters of displacement, whereas with a BBC you're typically looking at a much, much larger engine for that same power level. This is important for classes that are displacement limited, considering this is going to end up in a land speed car.
@@griffinfaulkner3514
Plus Pete hates pushrords.
It all comes down to the Bonneville /SCTA engine class. For example they have a C category engine which is commonly your Chevy 350 for most racers. Pete and Kevin built their own with 12 cylinders, big bore short stroke 4 valves total displacement 369CID making 920 HP NA on gasoline at 10,000 RPM where as his competitors are couple hundred HP less running in the same class. Pete and Kevin have set 37 landspeed records using this same technique for several years.