The February 2009 issue of Popular HotRodding just came out with the 2009 “Engine Masters Challenge” results.

I like to follow these because:
· The Dynamometer tests are well controlled, no B.S. data like some articles selling something.
· These are the some of the best builders in the country.
· You could also argue that because the scoring is based on the most area under the Torque and Horse Power curves (between 2500 and 6500 RPM), these represent the most powerful “Streetable” engines someone could build.

Anyway, sometimes it is interesting to forget all the specifics (cams, heads, etc) and just look at numbers and averages of a large block of data.
I keep all the EMC engine tests (several hundred - past and present) in a spreadsheet, and the most interesting averages are:

Average Peak Horse Power per Cubic Inch = 1.47 @ 6354 rpm (affected by 6500 rpm limit)
Average Peak Torque per Cubic Inch = 1.33 @ 4992 rpm
Average Cubic Inches = 412

This chart is the average of ALL the engines in the database (Peak HP & TQ).


In the bottom left corner are HP and TQ for various Chevy engine sizes based on the Average Peak HP & TQ / CID numbers.

You could argue that:
· This might be a good answer for “What’s the max power an X-CID Streetable engine can make?”.
· For a max effort “Streetable” engine (irregardless of CID), the Peak Torque target should be around 5000 rpm, to give the most area under the curve. The Peak Horsepower target is a little harder because the testing is cutoff at 6500 rpm, but probably around that 6500 rpm.
. Fords and Mopar averaged the highest HP per CID, Chevy was just in the middle of the pack.
· If someone (or a magazine article) says that there “X-CID Street” engine has higher HP and TQ values than these, something probably isn’t right.

 

It looks like 383 CID is right about the sweet spot for the most effecient HP and TQ per Cubic Inch.



And the Max Peak HP and TQ based on this graph, not on one overall average for all CID, would be:

 

This has become one of my favorites because of continuing new ideas by top engine builders!! Also great to see that engine brand or part brand doesn't stay the same for some top builders from year to year!!

 

I'm curious, are the LS engines not allowed in this competition?

 

The last few years, they have adjusted the rules more towards "Old School" engine layouts.
Even changed the name to "Muscle Car" engine shootout.
Solid Flat cam only with stock base circle, they say to limit ultimate lift.
No EFI ... Carbs and over the counter intake manifolds only, but can be modified.
Don't think LS engines are outlawed, but you would have to deal with the cam issues, and I've only seen the one GM "Carb" single plane manifold for them?

 

I think your last statement is the most telling. Having been around more than one of these engines in person...I can assure you that most aren't close to what you could expect to live a decent amount of time on the street. Kasse's winner this year had a cam going away after a few pulls. The flat tappet had a 244*@.050 and 188*@.200 lobe. That's incredible even as for a roller cam in most cases. Then it used a 2.2 ratio rocker and a 98* LSA.

I know of another builder who did 3 motors for the Competition last year. Even his *good 'ole Boy* price on the rings was $900 PER SET! Rings cost more than the pistons!

For sure the head work, intakes and other stuff could be used to make great power even while trading down on valvetrain to make it live.

But I also really love the new ideas that come out of it and there ARE some motors that WILL live in the real world. Just not as likely in the top winners ranks.

JIM

 

Edelbrock also makes a Vic Jr. for LS engines. You can get it with an ignition controller for a simple (?) transition to carburetor.

I'm sure the transformation to a solid lifter cam would be easily managed given the lengths some of the competitors go to make solid lifters work within the current rules.

I believe an LS7 with a solid cam and a 1050 type carb could achieve some impressive numbers but whadda I know? I'm just a middle class guy that just reads (and dreams) about the stuff the mags are doing.

 

LSX motors got the OK for this year in EMC. So did the Ford OHC 3V Mod motor.

They also allowed a 1pt bump in SCR.

It's going to be interesting to see who builds what this year.

However as 427 hot rod said, the motors that WIN in this competition won't make it on street (as deliverd to EMC). The idea that these are street performance oriented engines/competition is a fallacy.

Jon Kasse works on his EMC stuff all year long on and off. This is a guy that builds 820inch IHRA Ford Pro Stock Hemis for a living and has access to rescources (within his own shop and the industry) a regular guy (even most engine builders) can only dream about.

Now look at who he is competing with. Bischoff, an entire enginebuilding/machinest school (SAM), Ron Shaver, Traco Engring, Joe Sherman... if you think some local yokal engine builder with a LS7 crate and a single plane intake/carb combo is going to make a good showing you need to think again. It'd get crushed.

This stuff is purposley mis-advertised because it sells magazines off the super market shelves, and gets the tech line over at Comp Cams, Eagle cranks, Diamond pistons, ect, ect ringing off the hook. It dosen't really have much more than that to do with regular middle class Joes modifying their street car.
Will

 

Yes, I agree with what you guy's are saying.
It seams any competition, that’s around long enough, gets pushed to the extreme.
Just look at what happens to any so called “Street Car” drag racing series.

But buy averaging ALL the entrants, maybe, it cuts a little of that down.
It's just interesting to see how some of the data sorts out, like what the builders picked for Cam Duration ...



Some other interesting changes this year:
· Stand alone fuel injection.
· Roller cams.
· 3000-7000 RPM dyno pulls this time.

New rules are here:
http://krang.popularhotrodding.com/e...enge_rules.pdf