1200 HP natty pump gas EFI
02-08-2005, 12:27 AM
#1
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1200 HP natty pump gas EFI
904 CID
4.900 BORE
6.000 STROKE
13.150 DECK
DOHC
ACELL DFI
4 STAGE DRY SUMP
1200 HP PUMP GAS
MARINE MANIFOLDS
MADE FOR MARINE AP
Sounds pretty cool and pretty high dollar.
4.900 BORE
6.000 STROKE
13.150 DECK
DOHC
ACELL DFI
4 STAGE DRY SUMP
1200 HP PUMP GAS
MARINE MANIFOLDS
MADE FOR MARINE AP
Sounds pretty cool and pretty high dollar.
02-08-2005, 12:59 AM
#3
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Re: 1200 HP natty pump gas EFI
Have no clue.
Cylinder head has PENT-ROOF combustion chambers used in Formula 1 motors. Also uses a flat piston with tight quench for "FAST BURN" combustion. Also has very good spark plug location.
Cylinder head has PENT-ROOF combustion chambers used in Formula 1 motors. Also uses a flat piston with tight quench for "FAST BURN" combustion. Also has very good spark plug location.
02-08-2005, 08:15 AM
#6
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Re: 1200 HP natty pump gas EFI
That's the Schubeck block, designed orginally for a never built monster SUV by Magna (Canadian corp.).
I have no idea if this thing is for real interms of durability. There was an article in Powerboat 1/03 which featured the same block.
OOPS gotta go, the IT cops are after me at work......
Wannabe
I have no idea if this thing is for real interms of durability. There was an article in Powerboat 1/03 which featured the same block.
OOPS gotta go, the IT cops are after me at work......
Wannabe
02-08-2005, 08:57 AM
#7
Platinum Member
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Re: 1200 HP natty pump gas EFI
From the website...
1200ft. lbs. ouch
http://www.schubeckracing.com/
SCHUBECK RACING ENGINES
PRESENTS
BLOWER PERFORMANCE FROM BRUTE CUBIC INCHES
The old saying, “there’s no substitute for cubic inches”, abundantly applies to the new “SCHUBECK 904” cubic inch, injected engine. This four cam and four valve per cylinder, naturally aspirated V8 power house will delivers 1200 ft. lbs. of torque on pump gasoline without complicated, noisy and cumbersome superchargers.
The engine incorporates a closed cooling system featuring a heat exchanger and utilizes both fresh and sea water pumps. The engine also features a four stage, dry sump, oil system, a power steering pump and alternator. The engine also supports the latest Accel/DFI Gen 7 electronic fuel injection system.
Lets Face the Facts
Most of the engines used in hi-performance race cars and race boats today, are modified from the engines designed for Detroit production automobiles in the 1950s and 60s.
The engines are based on an overhead valve head design with two valves per cylinder, driven by a single camshaft in the block through varied arrangements of tappets and push rods.
Granted, when first introduced, they were a far cry better than Henry Ford’s Flathead engines, that were in Vogue at the time, but not in step with modern day engine technology.
The American Auto Industry, once known for its world leadership, got left behind with the introduction of more efficient, four valve per cylinder, dual overhead cam engines, built in Europe and Japan.The valve train in Schubeck engines, closely relate to those Mercedes and Honda race engines.
Compare the similarities between Schubeck engines and the engines winning at Lemons and Indy. Starting with the valve train, for example, newer engine designs all use overhead cams proven to be less stressful by doing away with problems related to push rods and tappets. Fewer moving parts mean less reciprocating weight. Less weight helps the valve train operate in all rpm ranges with less effort and more efficiency.
Adding to a more relaxed valve train are the smaller and lighter valves and springs, also requiring less spring pressure to operate. Four valves over two valves per cylinder, affords a greater ability for the engine to breath, thereby increasing the volumetric efficiency for more power.
Topping today's list of reasons for performance engine failures, are broker valve train components. All because they are overstressed. Schubeck's solution to this problem is obvious and simple. Reduce the stress.
1200ft. lbs. ouch
http://www.schubeckracing.com/
SCHUBECK RACING ENGINES
PRESENTS
BLOWER PERFORMANCE FROM BRUTE CUBIC INCHES
The old saying, “there’s no substitute for cubic inches”, abundantly applies to the new “SCHUBECK 904” cubic inch, injected engine. This four cam and four valve per cylinder, naturally aspirated V8 power house will delivers 1200 ft. lbs. of torque on pump gasoline without complicated, noisy and cumbersome superchargers.
The engine incorporates a closed cooling system featuring a heat exchanger and utilizes both fresh and sea water pumps. The engine also features a four stage, dry sump, oil system, a power steering pump and alternator. The engine also supports the latest Accel/DFI Gen 7 electronic fuel injection system.
Lets Face the Facts
Most of the engines used in hi-performance race cars and race boats today, are modified from the engines designed for Detroit production automobiles in the 1950s and 60s.
The engines are based on an overhead valve head design with two valves per cylinder, driven by a single camshaft in the block through varied arrangements of tappets and push rods.
Granted, when first introduced, they were a far cry better than Henry Ford’s Flathead engines, that were in Vogue at the time, but not in step with modern day engine technology.
The American Auto Industry, once known for its world leadership, got left behind with the introduction of more efficient, four valve per cylinder, dual overhead cam engines, built in Europe and Japan.The valve train in Schubeck engines, closely relate to those Mercedes and Honda race engines.
Compare the similarities between Schubeck engines and the engines winning at Lemons and Indy. Starting with the valve train, for example, newer engine designs all use overhead cams proven to be less stressful by doing away with problems related to push rods and tappets. Fewer moving parts mean less reciprocating weight. Less weight helps the valve train operate in all rpm ranges with less effort and more efficiency.
Adding to a more relaxed valve train are the smaller and lighter valves and springs, also requiring less spring pressure to operate. Four valves over two valves per cylinder, affords a greater ability for the engine to breath, thereby increasing the volumetric efficiency for more power.
Topping today's list of reasons for performance engine failures, are broker valve train components. All because they are overstressed. Schubeck's solution to this problem is obvious and simple. Reduce the stress.
02-08-2005, 09:04 AM
#8
Re: 1200 HP natty pump gas EFI
a little history here they were making 3500 hp out of 1750 ci with 4 valves per cylinder in ww2(compound turbosupercharging) they today still are the only piston engine that can run the big speed of the unlimiteds...my favorite is this one if i could figure out how to get it in a boat !... the lycolming 7755!This behemoth is the largest piston aircraft engine ever built in the free world. From 7,755 cubic inches (bore of 6.375", stroke of 6.75") and 7,050 lbs it gave 5,000 horsepower under test in 1944; 7,000 horsepower was the development target. Nine liquid cooled inline four cylinder engines about a common crankshaft. Two contra-rotating prop shafts. The camshafts each consisted of two sets of lobes. One set of lobes for takeoff, the other for economy cruise. The camshafts were shifted axially to switch lobe sets. 580 gallons of fuel per hour at takeoff power, BSFC of 0.43 at cruise. Paul McBride of Lycoming says it was for the B-36 but political pressures caused the B-36 to be fitted with the Pratt & Whitney R-4360 instead. Awesome. A survivor still exists at the Smithsonian's Garber facility. See it if you can. Circa ..
02-08-2005, 09:06 AM
#10
Re: 1200 HP natty pump gas EFI
here is the web site with a few pics.......http://www.prime-mover.org/Engines/Pictures.html
