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851hp 509 ci EMC 2005 Winner
Here’s a combo to learn from. Engine masters challenge 2005 winner. Peak HP at 6400rpm. Points scored from 2500-6500rpms. https://www.hotrod.com/articles/0603em-emc/ Heads are: BP RR BB-3 XTRA O™ • 100% CNC Ported • 24° Valve Angle • Flows Over 390 cfm • 298 cc Intake Port • Exhaust Ports in Stock Location This is a raised runner oval port. I also learned that the small high velocity BBC Head King is an 18* Dart. I’m not sure if they make it anymore though. I can’t find it on their website. https://www.sonnysracingengines.com/...-intake-runner |
Nice combo. Good to see the 4150 hp1000 did the job. I quickly read through however I would imagine there was some hours spent on it flowing well over 1,000 cfm. All around good build and time and thought that went into it well spent. |
Originally Posted by hogie roll
(Post 4655674)
https://www.hotrod.com/articles/0603em-emc/ Heads are: BP RR BB-3 XTRA O™ • 100% CNC Ported • 24° Valve Angle • Flows Over 390 cfm • 298 cc Intake Port • Exhaust Ports in Stock Location That is a great article! Just shows that you cant just throw an engine together. It takes a lot of wisdom and experience to make the big numbers reliably. |
There was a lot of love put into that beast. I wish engine masters would do a Bravo drive shootout. :) |
Originally Posted by hogie roll
(Post 4655674)
Here’s a combo to learn from. Engine masters challenge 2005 winner. Peak HP at 6400rpm. Points scored from 2500-6500rpms. https://www.hotrod.com/articles/0603em-emc/ Heads are: BP RR BB-3 XTRA O™ • 100% CNC Ported • 24° Valve Angle • Flows Over 390 cfm • 298 cc Intake Port • Exhaust Ports in Stock Location This is a raised runner oval port. I also learned that the small high velocity BBC Head King is an 18* Dart. I’m not sure if they make it anymore though. I can’t find it on their website. https://www.sonnysracingengines.com/...-intake-runner There was a raised 24* oval port Brodix head back in the early/mid 2000's that head shops could get, but barely anyone used. wasn't really advertised much,if at all, for some reason. HVH built a pair or two for some EMC guys back then . Did very well. I believe I have mentioned them a few times here over the years too. Maybe a search will find them. |
Originally Posted by Baja Rooster
(Post 4655735)
There was a lot of love put into that beast. I wish engine masters would do a Bravo drive shootout. :) |
Originally Posted by SB
(Post 4655737)
Hogie- are you sure this was the head used ? Article is from 2005 andthis head came out,I think, 3-5 yrs ago ?
There was a raised 24* oval port Brodix head back in the early/mid 2000's that head shops could get, but barely anyone used. wasn't really advertised much,if at all, for some reason. HVH built a pair or two for some EMC guys back then . Did very well. I believe I have mentioned them a few times here over the years too. Maybe a search will find them. |
did you notice the bore&stroke,not your ordinary 509,also not a pump gas combination,closer to drag race peice.add in.also used a camshaft with a 108 lsa.
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Wonder how cam would perform with a point or a point and a half less compression. I didn't catch what build was for but obviously not marine however would be wicked in a 25 cat dry to the tip propped for 6,500. I find myself reading up HP articles from time to time and often wonder how accurate the numbers are. Kinda like some of the engines you see here and there for sale with an advertised HP and torque. I'd prolly call the majority of them out on it. I could be wrong. |
Death Rattle…
Detonation is always the limiting factor in this pump-gas war. Cylinder pressure is torque, and torque production equates to power output, so it is no surprise that pushing cylinder pressure to the limits is part of any serious competitor’s program. With 91-octane fuel, the limit of cylinder pressure is constrained by the level at which detonation has the engine feeding upon itself rather than making power. It’s a fuzzy, ill-defined limit that can vary greatly with atmospheric conditions of barometric pressure, temperature, relative humidity, and vapor pressure. The high barometric pressure and October air served to accentuate cylinder pressure and aggravate the potential for devastating detonation. This would prove to have quite a bearing on the competition’s final results https://www.hotrod.com/articles/0602phr-2005-engine-masters/ |
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