Have you considered installing the 928 S4 heads on a BBC short block? Developing the 928 short block for drag racing may be time and resource consuming.

 

Good one, that has been discussed before. See post #5 for a picture:

Big Block Chevy with S4 Heads...

 

Hey Danny, it's good to see that your super Shark is still kicking. I always liked that car. Somewhere I have one of the t-shirts you were selling. I liked the pics/interview they did with you on Power Tour a few years back. Cool to see the 928 get some love. I can't wait to see the "new" iteration, Best of luck with it. If there's any parts you need, if I have it, I'll gladly donate them to you. Hell, maybe you could get some sponsorship from some of the 928 vendors.

 

Danny,
With another 20-30 mph, you could purportedly have not only the quickest but the fastest 928 in the world. The current record is something like 216 or something like that.

 

Definitely iron sleeves, will be using Darton with a register for oring and copper head gaskets and receiver groove in heads. I am aware of the rod offset issue and will be addressing that. I am planning on using aluminum rods if they will fit. We'll see. Best 60 foot is 1.18. I don't see the point of putting the heads on a big block, I already have one of those The bore spacing is identical (almsot 4.803/4.800) to Chrylser 426/440 so that would make more sense that a chevy (4.840) Thanks for the intake angles, I came up with 23.5, close enough

 

That car is bad ***! Good luck on the TT/S4 build. It will be even more unique if nothing else.

 

Aluminum rods that will hold against a turbo will be hard to fit with stroker crankshaft. With turbos you don't need to spin the engine to the moon anyway in terms of RPM, so steel seems like an adequate solution?

 

Shouldn't be an issue. Small block Chevy 400 stroke is 3.75 with a 9.025 deck height. S4 motor is 9.134 and no camshaft to get in the way. (which is usually the biggest issue with a large stroke in a small package) Regardless of RPM, there are a multitude of reasons why aluminum is a better choice. Running methanol as you know requires more fuel which as I'm sure you also know liquids are harder to compress than air. With roughly twice as much fuel, it's harder on the bottom end and aluminum is much more forgiving to detonation as well due to it's ability to absorb some of the shock. (easier on crank, bearings, main caps/girdle, etc) At the power level I'm hoping to achieve, even the best steel rods are probably at the top end of their limits. Plus having the rods made from aluminum will be much easier and more economical, even though they do require more frequent replacement. (about 1/3rd the cost) Then there's the reduced reciprocating weight, again easier on crank, etc and will rev faster than it's steel rod counterpart.

 

I’m thinking how are you going to clear the girdle plate sides with aluminum rods? I wouldn’t want to grind any of that thru without thinking about it because it’s designed to hold up as one piece.

 

Always nice to see your improvements Danny.....

interesting that you've decided to go with a 928 engine.

i actually did some math/measurements on how big you could go, a few years back:

Darton sleeves with .090 thick walls, triple o-ringed on the bottoms, flanged tops, half filled with Hard Block.
moldex custom billet crank
carillo titanium rods
pistons will be fun, as your pins will be way up in the ring grooves.....

454 cubic inches.

cant run Aluminum rods because of clearance issues. Too much cutting on the pan rails and girdle— remember, mail bearing oiling is via the galley in the black/girdle mating surface. You’ll have to prolly do external oil lines feeding each main bearing and dry sump. besides, you’ll be pulling the rods every 50 runs or so to check for stretching.

alloy is is great for absorbing the compression stroke shock, but they just wont fit in the crankcase with a large stroke crank.

S4 or later heads with big valves and huge CNC port job for sure.
sheetmetal intake with front entry throttle body- maybe 115mm.

then you get into Cams and buckets... and that damn mile long timing belt.

i know of only one guy who can make cam buckets for above 8500 rpm range... and he’s no guarantee. Your stepping into F1territory and a gazzillion bucks....

seriously... your BBC is much more reliable and certainly more cost effective






—Russ

 

Damn. Never even thought about the girdle issue. I’ll have to give that some serious consideration.

 

Car looks great. Glad to see another BBC 928. Girdle and oiling were a definite oversight on my part. I’ll have to look closely at it. As far as cost effectiveness, it’s all good money after bad 😀

 

We already have a 928 engine in the community spinning past 8,500rpm:
https://rennlist.com/forums/928-foru...deo-added.html

I talked to Todd today to confirm his numbers.

The rev limiter is set to 9,200rpm and per the data logs, when he doesn't shift quick enough out of 1st and hit the limiter, this motor has seen revs as high as 9,350.

Engine specs:
Runs on E85
Powered by Autronic
5 liter. Stock block except for the Nikasil coating. He also went through all the oil channels in the girdle to smooth things out and open up a few areas where possible
Crank drilled to allow better oil flow
Stock rod / main bearings
6.250" Rods
Off the shelf INI VW Lifters
Heads stock except for some hand blending to remove high spots
Stock valves
Very stiff valves springs (I forgot to ask the specs, but they are the stiffest he could find that fit these heads and he tested quite a few)
85/86 camshafts
Stock S4 throttle body
Original 4-speed 928 automatic. Except he went through it, made some small changes and added clutches
Mercedes 190E Diesel torque converter:
https://rennlist.com/forums/928-foru...rbo-928-a.html
Suspension is stock except for different front shocks / springs to reduce weight and he "tweaked" the front lower control arm bushings so the nose drops faster.

Since his odometer doesn't work, he estimates about 12,000 - 14,000 miles on this engine, built around 2012-2013.
He doesn't baby the car, he see's breaking something as an opportunity to make it better. He opens it up every change he gets.

Clearly this engine isn't making the power Dan is looking for, but the simple idea of spinning one of these past 8,500 is possible.

Right now Todd is dialing the car in to run in the 8's on 255 DOT drag radials. Currently his best 1/4 run is 10.067 @ 150.07mph. After that run he was barred from running due to no cage or chute.
He was dialing in his launch control that day so sadly once he got it better dialed in, he is limited to 1/8 runs. In the 1/8th is best time is 6.3974 @ 114.16mph with a 1.4701 60' time.

These runs were back when the car had a full interior and 200+lbs of weight added to the rear for ballast with a total curb weight pushing 3,900lbs with driver.
The last two years he's been able to shave off about 500+lbs and I'm hoping he puts a cage in this winter so we can take him back to the track (legally).
He's still finding ways to lose more weight off the car. We're currently working with a local manufacturer for a carbon fiber front bumper and lower spoiler.

He has yet to change the timing belt either, using the Gates "racing" version.

Dan,
Todd is very excited to see your new project progress (hell, he loved the BBC version too). He knows a thing or two about cutting out the stock cylinders and placing new ones.
He built this 427 shortblock for someone, Todd made his own cylinders.

If you would like to chat with him let me know, he has a very odd work schedule these days and I'm sure he would like to talk to you about your project.

 

When boring out the 928 engine block for large 7L liners you will brake through at the left bank rear end and at the right bank front end which both Todd and myself have found out the hard way.
Åke

 

Update, Set motor in car for mockup. Motor mounts and midplate are done. I really wanted to do a front motor plate, but there just aren't any mounting point on the front of the engine. Picked up a pair of these 80mm bad boys. Fitment is gonna be fun. My plan at this point is to race the car with the big block in 2020 while building the engine. Gonna try to get started on the headers and turbo mounting but will have to put the big block back in by the end of January to be ready for next season. Depending on where I decide to mount the turbos, it may require some fairly major surgery, so it may have to wait until the end of next year.