hacker-pschorr

Awesome Greg!!!!
It's almost a shame to lock such an engine under a closed hood. Maybe a plexi unit is in order

Just wait until you do post some rear wheel numbers and the sh*t storm debate starts about drivetrain loss.

So how long before Joe / Mark switch to Simard's intake?


We have a new phrase, and for some reason the first time I read it it was in Jeremy Clarkson's voice.........

blown 87

That is BBC numbers there, impressive to say the least.

GregBBRD

Yes. I've always wanted to put one of these beautiful engines in a light flatbottom. I never was convinced it was a "good" fit, because of the relative lack of torque, compared to a Chevy engine. That seems to be not a problem, any more.

Mike Simard's injection is a work of art. It's silly how nice it is. The attention to detail stuns me. I'm so used to buying something and then start machining stuff to make it work. All I had to do is "trim" a few things to make it fit perfectly.

His new gun drilled billet steel cams give builders the ability to create any power range they desire...something that has been missing from the 928 world. The lobe shapes are extremely well engineered with current state of the art thinking about lifter acceleration. This results in the ability to run "normal" spring pressures, which reduces friction/wear. This development, alone, is a major "corner" that needed to be turned in this world.

I combined these cams with a high tech llifter coating. The result was such low friction that we had to completely shut off the oil cooler, on the dyno, just to get the oil to warm up enough to run the engine. Even during the higher rpm loading, we barely had the water to the oil cooler cracked.

Now if I can "solve" a few inherent design issues with these engines, the 928 high performance engine world will have made another huge step in power and reliability.

mark kibort

Yep, I agree, but for race cars, man, it was a huge jump just for a bolt on, sacraficing so little due to an unused area down low.

Im amazed at the power at 3000rpm. wow. think about it. he could beat me and old mark and joe, and shift at 3000rpm. no more oiling problems for racing at 400hp.

You know , BMW has been using the ITBs for many years now.heck, since 95.

I think we need a set up for the 928s! Its only $$ i guess!

nice work. really. quite outstanding!

Mk

hacker-pschorr

Um, it is a big block.....

Do we need to have a lesson on bore spacing again?

blown 87

Yep, I guess I need to go to school again, never seen a 300 CID BBC.

GregBBRD

But 6.475 liters = 396 cubic inches.

Rob Edwards

Precisely!

GregBBRD

That's absolutely perfect!

James Bailey

Greg you should show them one of your real big blocks in another thread ......just for fun

blown 87

I was talking about a stock 5.0, your motors are a wee bit bigger.

m42racer

I think any comparison between WHP and BHP is stupid to even consider here. What should be considered is what is been done. This engine appears to be mapped from scratch, and so doing this on an engine dyno where all parameters can be controlled is the only way to do it properely. I have not seen all chassis dyno's, but the ones I have seen are never set up for mapping. Mapping is done on them, but never do they have good cooling, good air control etc. How do you control the Oil temp on a chassi dyno. If you do sweep runs it would not matter, but thats not mapping and sweep runs always give higher numbers. Comparing a dyno jet with this engine dyno is like comparing a Rolex with a Timex.

I am sure if it could be done accurately it would have been done on a chassis dyno. I guess Greg knows best and that is why it is been done this way.

justaguy

Hope I'm not speaking out of turn here but I know Mike is working on a 5.0L set up and I know John Speake is working on Modifiying a stock ezk engine manegement system to run it.

Mike Simard

Ooh! Ooh! I know this!
It's 4.803"
And what other engines have that number you ask? Mopar 426/440.
A BBC is 4.83, a SBC is 4.4 IIRC.
The deck height is in between a SBC and BBC. The 928 wants to be a 400 ci engine and is more ideally suited to that than any SBC or SBF stroker out there. By being 396 ci it's well within the comfort zone of rod ratios and cylinder skirt. A typical domestic stroker build has the piston poking way out of the bottom of the cylinder and is a dirty, oil consuming, detonating mess.

IcemanG17

I love following the development of 928 engines..... Seeing Mike and Doc work together is even better....the only downside is...........I can't afford it :>(