2018 Engine Masters Challenge - Studebaker V8 Engine Project

[PackardV8]

Or. It could just be that these large displacement engines have large bores, which unshroud the valves, and increase airflow and volumetric efficiency, that allows them to take advantage of high compression, and a cam tailored to the rpm range that is measured in the contest sweet
Spot for rpm.

Actually, not usually. For the EMC, some builders have sleeved the bore smaller or chosen the smallest bore available for that block and then run a longer stroke and a shorter connecting rod with a taller than normal piston pin height. They do have the advantage of aftermarket aluminum heads which can be modified to work, even with the smaller than usual bore diameter chosen. Many winning engines have heads and intake manifolds which are filled with epoxy to make the ports smaller and increase the velocity within the limited RPM range of the contest

The engines which score the highest within the EMC rules are not the same type build which would make the most horsepower in an unlimited race engine.

jack vines

[DEEPNHOCK]

I am not familiar with this competition. Can someone give a brief explanation of what this is?

Sure!

http://amsoilracing.com/events/amsoil-engine-masters-challenge/

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AMSOIL Engine Masters Challenge

Each year the AMSOIL Engine Masters Challenge pits competing teams against one another to see who can build the most powerful engine. A series of tests designed to measure torque, power and performance is administered to each engine, but only one team can come out on top to earn the Engine Masters crown. HOT ROD magazine covers the challenge from start to finish, generating extensive media coverage for AMSOIL and the AMSOIL Dealer network.

(and in particular, the Vintage Class)

http://amsoilracing.com/historic-engines-generate-buzz-and-power-on-day-four-of-the-amsoil-engine-masters-challenge/

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Historic Engines Generate Buzz and Power On Day Four of the AMSOIL Engine Masters Challenge

Posted on October 10th, 2015 4:19 pm
By: Ed Newman
One of the most talked about changes in this year’s AMSOIL Engine Masters Challenge was the introduction of a Vintage engine class. In a week already abundant with adventure, the Hot Rod staff seemed nearly giddy as schoolboys at the prospect of seeing Lynn Peterson’s vintage Packard engine run through its paces on the dyno. But the thrills didn’t end there. Chris Bennett championed a third machine from the School of Automotive Machinists (SAM), this time a Mopar 318 Poly. Not to be outdone, Ted Eaton, Jon Kaase (right) and Royce Brechler came armed with magnificent Ford Y-block engines. It was a power showdown of classic proportions.
The day opened with Lynn Peterson’s team, Kustom Kemps, pushing that Packard through the paces in Dyno Cell 2. There were no problems inside the cell, but a printer problem hindered their ability to compare the numbers from their first three runs. The timer was stopped as this got addressed. The sound hammered the air and spilled out into the halls as soon as they resumed. Without incident they mashed out good numbers to get the bar set.
There were actually two Mopar small block engines registered for today’s Vintage competition, but Buck Hinkle had to pull out at the last minute. The Mopar small block was introduced in 1956 and features a polyspherical heads, hence its name. To read more about the history of this unique engine design visit Wild About Cars.
The SAM team approached the tasks of hooking up, firing up and making all its decisions in their usual efficient and unhurried manner, capturing data from each run and making calculated adjustments accordingly. Ever confident they finished their runs without a hiccup.
Ted Eaton rolled his equipment into Dyno Cell 2 with the first of the Ford Y-blocks. According to an article at the Hot Rod Network, “The Y-block marked a significant development in Ford’s history. It succeeded the flathead in 1954 with an industrial-strength block and a contemporary, overhead-valve design (as GM had already done with its postwar Caddy and Olds mills). Right out of the chute, it produced 130 hp from 239ci, besting the 125 hp from the 255-inch Merc flattie. It also had none of the flathead’s overheating problems. It powered the first Thunderbirds, was a terror on NASCAR tracks, and helped Ford beat Chevy in the 1957 new-car sales wars.” You can read the rest of Drew Hardin’s 2002 “Y-Block Revisited.”
Just before the lunch hour Jon Kaase strapped his Vintage Y-block into place, ready to pull some runs. The 5X EMC champion is always one to watch from the moment he steps onto the campus. Like the SAM team, he comes prepared, carefully assesses the rules so as to know precisely where the boundaries are as well as the opportunities he might be able to exploit. As expected his machine produced ample power to finish the morning in first place with one engine to go. In fact, his numbers were such that he chose not to even finish his allotted time, completing all the runs he needed in fifteen minutes rather than the 35 minutes designated. Maybe it was simply out of courtesy so that everyone smelling the pizza fumes could break for lunch and not have to wait that extra twenty minutes.
After the break Royce Brechler’s Y-block got fastened into place with all the hookups necessary to begin putting his engine through the paces. What’s interesting is how these popular 1950’s engines have been adapted with modern ignitions and tuning. All of today’s competitors could leave with their heads held high.
When the sound and fury of the engines was spent, a quiet afternoon took its place. Final inspections to make sure all was kosher ensued, with waiting and more waiting. The judges approved the engines and Jon Kaase received a check for $12,000. Runner up Chris Bennett and the School of Automotive Machinists added another $3,000 to the school’s winnings for an admirable 18,000 big ones. Congratulations all around.
Tomorrow, we look forward to the Big Block Shootout here at on the campus of UNOH.

[lumpy]

Looking forward to this one! Really enjoyed last years vintage class entries

[sgriggs]

Actually, not usually. For the EMC, some builders have sleeved the bore smaller or chosen the smallest bore available for that block and then run a longer stroke and a shorter connecting rod with a taller than normal piston pin height. They do have the advantage of aftermarket aluminum heads which can be modified to work, even with the smaller than usual bore diameter chosen. Many winning engines have heads and intake manifolds which are filled with epoxy to make the ports smaller and increase the velocity within the limited RPM range of the contest

The engines which score the highest within the EMC rules are not the same type build which would make the most horsepower in an unlimited race engine.

jack vines

Jack,

The way I read the rules linked in an earlier post, heads must be OEM cast iron pieces and may not be modified with epoxy or other additive means to enhance airflow. Epoxy, welding, or brazing is only allowed for repair and only on one port per head. Is this a rules change from previous years?

Scott Griggs
Louisville, KY

[PackardV8]

Jack,

The way I read the rules linked in an earlier post, heads must be OEM cast iron pieces and may not be modified with epoxy or other additive means to enhance airflow. Epoxy, welding, or brazing is only allowed for repair and only on one port per head. Is this a rules change from previous years?

Scott Griggs
Louisville, KY

Yes, definitely. In years past aftermarket aluminum heads were allowed. Jon Kaase took a pair of raw Mummert Ford Y-block aluminum castings, spent the equivalent of $10,000 in labor and flow bench time machining out the Ford ports and welding in Chevy ports to accept a Chevy tunnel ram intake. And yes, he won.

Since only a few of the vintage engines have aftermarket heads available, this year OEM heads are required.

jack vines

[SilverHawkDan]

Jeff, I have a connection to Jesel. Wayne races with us at El Mirage and Bonneville. I would be willing to make the connection if you have not already done so.
Dan

[DEEPNHOCK]

Connection already made quite a while ago.
Ed Eckhoff and I talk quite regularly, and Wayne Jesel and the custom shop at Jesel have already been contacted.
Thanks for you offer, though...

Jeff, I have a connection to Jesel. Wayne races with us at El Mirage and Bonneville. I would be willing to make the connection if you have not already done so.
Dan

[Commander Eddie]

Thanks, Jeff. Now that I know what it is, I'm rooting for Studebaker!

[DEEPNHOCK]

We have Richard's engine info on his bored and stroked 340 engine.
I have a plethora of different intake setups... We'll choose whatever works the best...(even if it isn't mine)

Does anyone have any info as to N/A or blown (if so how) bored to Richard's CID or R4 configuration or perhaps one of Jeff's intakes? Any info is appreciated. Damn, I wished I lived closer.
Bill

[sgriggs]

Yes, definitely. In years past aftermarket aluminum heads were allowed. Jon Kaase took a pair of raw Mummert Ford Y-block aluminum castings, spent the equivalent of $10,000 in labor and flow bench time machining out the Ford ports and welding in Chevy ports to accept a Chevy tunnel ram intake. And yes, he won.

Since only a few of the vintage engines have aftermarket heads available, this year OEM heads are required.

jack vines

I think that represents a positive change in the rules. 'Vintage' engines aren't true to their name if the team with the most resources can modify them into unrecognizable hybrids of more modern (and developed) powerplants. There is also a requirement that the competition engines must use the original intake manifold bolt pattern.

Scott Griggs
Louisville, KY

[63larkr1]

I do not keep the spec's to myself.
Richard

[DEEPNHOCK]

News Flash.... 6/7/2018

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From: Walsh, Patrick
To: diggerdavem@something.com <others snipped>

Sent: Wednesday, June 06, 2018 12:36 PM
Subject: Congratulations!!!!

Good morning AMSOIL 2018 Engine Masters Challenge competitors,

First and foremost, congratulations of making the grade for this year’s event and Hot Rodders from around the world alike are eager to see what you plan on brining this year. Attached is the competitor list with all of your information and if anything is incorrect, please let us know so we can correct it.
We will be sending this list as well to signed mfg/sponsors as well as others that we are working to get on board. If there are specific manufacturers you would like us to reach out to, please let us know. As you also know, we have gone back to a contingency format where the winning motors will be paid directly from the manufacturer. Many of you along with several aftermarket companies prefer this format and again every competitor will be covered in the pages of Hot Rod magazine along with our digital and social platforms as well.
The EMC staff has another site visit to JE Pistons along with Dave Blackburn from SuperFlow (who will also be this year’s dyno operator) to finalize logistics operations to ensure a successful event for all involved. As a reminder, please post all questions and comments to questions@enginemasters.com and we will reply accordingly.
We will soon be sending the Builder Book that will have the pertinent information from itinerary to rules and regulations.
Thanks and see you all soon,

Pat

Patrick Walsh
Integrated Account Manager
MOTOR TREND GROUP
P: 949.705.3358 - M: 714.6867317
1831 East Dyer Road
Santa Ana, CA 92705
MotorTrendGroup.com

[DEEPNHOCK]

New main sponsor (JE Pistons)
New location (Mentor, Ohio)

"Digger Dave" Molnar is going to give it a go!
Will be refreshing some of the details as this progresses.
(Looking for a deal/deal on decent short sleeved collared work shirts and embroidery...)
Also some parts are still needed....

[voxnut]

This is super cool! Thanks for sharing! I'll be following the progress!

[BobWaitz]

Woo Hoo!!!