Its a bit early to start a thread but I think good planing will be beneficial. If all goes well, we will be buying our first house this spring and I will finally have a garage again. I am trying my best to hold off on picking up an engine until we move because I don't like to move things twice.
This week I paid a visit to our local engine builder, M & S Engine Works in Sandpoint Idaho. I heard about them from another member on this site who said they hone with a torque plate. Small world. Very pleased with who I met and what I saw. I had no intentions of letting someone else put together the rotating assemble, but its sounds like that is the most practical way of doing things.
Ok so big picture. This motor will be going in truck that will be used like a truck. Reliability is the most important with longevity following behind. It also must pull a decent size trailer, so it will see long duration's of boost on occasions. The way I would like to address these demands is the same way I would like to tackle cost control... Stick to the original design intent as much as possible.
I want this motor to run off the lowest octane fuel available. Some of the gas stations in my area do not have octane options. It will also keep me from getting mad at my wife, if she was to forget lol. RPM will be limited to 4,500 in order to use the stock connecting rods. Valve lift will be kept under .450" and the cam lobe ramp will be relatively mild for valve train longevity and cost control. Pistons will likely be a custom forged set from Auto Tech, which is a relatively small price to pay for a big win in reliability.
As of now this is the plan, but I'm open to suggestions:
87-96 block (for knock sensing)
Honed with a torque plate (To keep blow by to a minimum)
Rods will get ARP bolts or equivalent (for the increase in RPM)
Forged pistons (7.8-8:1)
Carb head (for the camber volume) I am open to other ideas.
The Camshaft I am looking at is one of Howard's "stock lobe" grinds. 1hs206278 - 270@.006, 206@.05, .278 lift, 114LSA. That should be a 42.1% ramp. Stock is 30.9% and most aftermarket lobes are near 50% ramp
Spark/fuel/boost will be controlled by Holley HP, utilizing a TFI distributor.
An air to air intercooler will be used but I don't know what size
Turbo will be a BW s200 sx-e 70s75 twin scroll
The exhaust will be a divided stainless log style, with dual waste gates
I think this will be close to 500ft/lb, 300hp mark
This week I paid a visit to our local engine builder, M & S Engine Works in Sandpoint Idaho. I heard about them from another member on this site who said they hone with a torque plate. Small world. Very pleased with who I met and what I saw. I had no intentions of letting someone else put together the rotating assemble, but its sounds like that is the most practical way of doing things.
Ok so big picture. This motor will be going in truck that will be used like a truck. Reliability is the most important with longevity following behind. It also must pull a decent size trailer, so it will see long duration's of boost on occasions. The way I would like to address these demands is the same way I would like to tackle cost control... Stick to the original design intent as much as possible.
I want this motor to run off the lowest octane fuel available. Some of the gas stations in my area do not have octane options. It will also keep me from getting mad at my wife, if she was to forget lol. RPM will be limited to 4,500 in order to use the stock connecting rods. Valve lift will be kept under .450" and the cam lobe ramp will be relatively mild for valve train longevity and cost control. Pistons will likely be a custom forged set from Auto Tech, which is a relatively small price to pay for a big win in reliability.
As of now this is the plan, but I'm open to suggestions:
87-96 block (for knock sensing)
Honed with a torque plate (To keep blow by to a minimum)
Rods will get ARP bolts or equivalent (for the increase in RPM)
Forged pistons (7.8-8:1)
Carb head (for the camber volume) I am open to other ideas.
The Camshaft I am looking at is one of Howard's "stock lobe" grinds. 1hs206278 - 270@.006, 206@.05, .278 lift, 114LSA. That should be a 42.1% ramp. Stock is 30.9% and most aftermarket lobes are near 50% ramp
Spark/fuel/boost will be controlled by Holley HP, utilizing a TFI distributor.
An air to air intercooler will be used but I don't know what size
Turbo will be a BW s200 sx-e 70s75 twin scroll
The exhaust will be a divided stainless log style, with dual waste gates
I think this will be close to 500ft/lb, 300hp mark