Oh my GOD what a beautiful, gorgeous cacophony around 12:30 when you've got the engine sitting around 4500RPM and are loading it down - absolutely gorgeous V8 sound
Cool deal, I had a few fun nights with Tony at PRI in Orlando back in 2006, a few Myers & Coke along with a lot of engine talk. Great to see him still kicking down there!
Seems like good fortune, that the tensioner broke then, rather then on the first outing on the track. Would have made for a shitty weekend, for all concerned. Little surprised y’all didn’t do a oil change, filter inspection following the initial run up, unless it was lost to the magic of video. Very nice numbers.
I was just looking at a VK56DE head on google. You could roll the exhaust valves back a little buy offset drilling new guides, then welding up the seat bore and fitting new seats on a new angle. This would make more room to add bigger intake valves, if done correctly, there could be room for 11,000rpm of airflow on a de-stroked VK56DE from what I'm looking at. More vacuum on the carb means the velocity should go up so different boosters will be needed to control the higher airflow speeds.
Oh and if you're worried about bottom end strength for the RPM, of course a custom billet 8 counter weight crank would be needed, but on top of that, you can even add a lower engine girdle. This is an idea I've had for some time, but people seem to be doing it more often, the idea is making an entire billet main girdle that ties into the pan rails. Then the sump can be an alloy cover housing the oil pump.
Also, in my initial post, I forgot to mention if the exhaust valves are rotated, the spring may need a sleeve put in around it, as a guide as the original drilled spot for the spring will be off angle..
Also using shorter valves you could increase cam core size, again you could make a cam girdle that girdles both cams and again ties into the rocker cover rails, then have provision for the OE covers to bolt on just a little higher up.
I dont know why somebody dont manufacture one piece girdles that tie into the pan rails, i would think there would be a huge market for them. Im looking to fabricate one for a gen one sbc.
Great result lads. Pity they require dinosaur carbs, would love to refinement you could get with EFI. At this point you could run a nearly stock LS3 and get similar numbers for less time/cost/hassle. Ppity they have such an archaic class restriction.
because its a contact class run on a track with a concrete wall round it and the drivers have the right to take another car out all legal and above board. Theres a reason why we don't let guys have cheap power. too many deaths!! In this sport accidents aren't accidental and hitting the wall straight on or sliding in backwards has killed guys..smashed knees, broken necks and backs. The chassis dont bend. You can attack one with a sledge hammer and you wont make a dent. They weigh 3306 pound maximum and 3086 pounds minimum. They are big solid fully triangulated chassis
Your ignorance of engines is comical. Perhaps you could build an archaic carbureted motor and show these dinosaurs what’s up??!! Have a go Zippy, or just…..shut your pie hole.
I live in Oregon, U.S.A., and l have used Avgas for drag cars for around 30 years now. Back in the day, that's the only way we locally had access to such high octane fuel, literally. I've been out of the drag game for years now. Is this not common practice anymore?
Because "AV gas" is leaded, it's not legal to use in many countries on road cars, beside it contaminating lambda sensors very quickly. In NZ we had, for a long time, a lot of trouble getting hold of GOOD fuel octanes without paying very high prices, but any airport had the fuel in abundance - AND it was sometimes cheaper because there was a lot less tax applied to the fuel (might be another reason the Gov'mint frowned on it). Because of that it became the de-facto "standard" race fuel for many race series and organisations. Some now have different "control" fuels, like E85, especially for EFI engines where lead-free is important. If you check out the race fuel suppliers' web sites for their fuels, you'll see that they have many unleaded, and leaded, options, with the highest octanes usually being leaded.
finally in the year of 2024 we are looking at engines that make 125hp/L, not still trying to make out its impressive to make 50hp/L, 400hp from some shitty old 8L American v8.
They won’t tell you on line you have to go to their house… buy them a new car… then a box of beer… then set up a bbq for them then get on your knees like John belushi and say please please let me know what it will cost …! AND then they won’t tell you …! Story … don’t even ask … don’t even bother …!
This engine sounds so good!! Loving all the content at the moment, we're all tuning in at HPA HQ 🙌 - Markku
Oh my GOD what a beautiful, gorgeous cacophony around 12:30 when you've got the engine sitting around 4500RPM and are loading it down - absolutely gorgeous V8 sound
Well done boys good to see the mighty 1UZ still alive and making good numbers
Cool deal, I had a few fun nights with Tony at PRI in Orlando back in 2006, a few Myers & Coke along with a lot of engine talk. Great to see him still kicking down there!
I have original 1uz fat rods, twinturbo, and it makes 635hp/660nm, love the 1uz
Those are amazing numbers. Is it reliable?
Crazy to see the heat distortion on the headers at 12:14 to 12:17 !
Seems like good fortune, that the tensioner broke then, rather then on the first outing on the track. Would have made for a shitty weekend, for all concerned.
Little surprised y’all didn’t do a oil change, filter inspection following the initial run up, unless it was lost to the magic of video.
Very nice numbers.
I was just looking at a VK56DE head on google.
You could roll the exhaust valves back a little buy offset drilling new guides, then welding up the seat bore and fitting new seats on a new angle.
This would make more room to add bigger intake valves, if done correctly, there could be room for 11,000rpm of airflow on a de-stroked VK56DE from what I'm looking at. More vacuum on the carb means the velocity should go up so different boosters will be needed to control the higher airflow speeds.
Oh and if you're worried about bottom end strength for the RPM, of course a custom billet 8 counter weight crank would be needed, but on top of that, you can even add a lower engine girdle.
This is an idea I've had for some time, but people seem to be doing it more often, the idea is making an entire billet main girdle that ties into the pan rails.
Then the sump can be an alloy cover housing the oil pump.
Also, in my initial post, I forgot to mention if the exhaust valves are rotated, the spring may need a sleeve put in around it, as a guide as the original drilled spot for the spring will be off angle..
Also using shorter valves you could increase cam core size, again you could make a cam girdle that girdles both cams and again ties into the rocker cover rails, then have provision for the OE covers to bolt on just a little higher up.
I dont know why somebody dont manufacture one piece girdles that tie into the pan rails, i would think there would be a huge market for them. Im looking to fabricate one for a gen one sbc.
Destroked (248cu in) vk56 at 11k rpm with welded and remade ports can make 550crank. Not sure if valve angle was changed.
there were sparkes at 13.12 rear crank area well done
Noticed that myself. Went back and watched it twice to make sure I wasn't seeing things.
why though
Great result lads. Pity they require dinosaur carbs, would love to refinement you could get with EFI. At this point you could run a nearly stock LS3 and get similar numbers for less time/cost/hassle. Ppity they have such an archaic class restriction.
Agreed with you, but remember the LS3 is 6.2liters this is just 4.0l so even for it being carbed its an exceptional power for it.
They are archaic class racecars with rocket $60k engines ,
They use programmable ignition systems, and at wot modern carbs are the same as fuel injection
because its a contact class run on a track with a concrete wall round it and the drivers have the right to take another car out all legal and above board. Theres a reason why we don't let guys have cheap power. too many deaths!! In this sport accidents aren't accidental and hitting the wall straight on or sliding in backwards has killed guys..smashed knees, broken necks and backs. The chassis dont bend. You can attack one with a sledge hammer and you wont make a dent. They weigh 3306 pound maximum and 3086 pounds minimum. They are big solid fully triangulated chassis
Your ignorance of engines is comical. Perhaps you could build an archaic carbureted motor and show these dinosaurs what’s up??!! Have a go Zippy, or just…..shut your pie hole.
Carburetor! Hell yeah! 8700 RPM limit?
Crazy they let u use Avgas, is it some special one with no lead or is it just for the dyno testing?
I live in Oregon, U.S.A., and l have used Avgas for drag cars for around 30 years now. Back in the day, that's the only way we locally had access to such high octane fuel, literally. I've been out of the drag game for years now. Is this not common practice anymore?
Because "AV gas" is leaded, it's not legal to use in many countries on road cars, beside it contaminating lambda sensors very quickly. In NZ we had, for a long time, a lot of trouble getting hold of GOOD fuel octanes without paying very high prices, but any airport had the fuel in abundance - AND it was sometimes cheaper because there was a lot less tax applied to the fuel (might be another reason the Gov'mint frowned on it).
Because of that it became the de-facto "standard" race fuel for many race series and organisations. Some now have different "control" fuels, like E85, especially for EFI engines where lead-free is important.
If you check out the race fuel suppliers' web sites for their fuels, you'll see that they have many unleaded, and leaded, options, with the highest octanes usually being leaded.
Does wayne Hemi still run a 500hp Ford? I'm guessing that's the most expensive engine in the class.
Avgas and carbs why not efi and petrol or e85?
he covers all that in the first 3mins, did you ignore him?
Rules and regulations to reduce cost, complexity, and power - same as some series having things like rpm limits or restrictor plates/orifices.
How come you changed your logo ?
Wow, 500hp NA 1UZ - what sort of price are you looking at for something like that?
finally in the year of 2024 we are looking at engines that make 125hp/L, not still trying to make out its impressive to make 50hp/L, 400hp from some shitty old 8L American v8.
They won’t tell you on line you have to go to their house… buy them a new car… then a box of beer… then set up a bbq for them then get on your knees like John belushi and say please please let me know what it will cost …! AND then they won’t tell you …! Story … don’t even ask … don’t even bother …!
$80k
94p?
Craziest motorsport ever...lol...
The auto captions make such a funny mess of your accent