A final sleeve change brought the red (1.4) big sleeves into thecarburetor. The jets were changed to 81. There was no change in timing(see Figure 3).
The selected Ford engine was the M6007A351E (forged pistons). This 351ciengine was pulling 385 hp with headers and a 785 carburetor. It featureda single plane Victor Jr. intake and the 5.8L Sportsman II race block.
The BG carburetor was bolted onto this engine, which proved itself stoutright from the start. Using the silver sleeves, 78 jets, and 36 degreesof timing, it was a horsepower hero (see Figure 4).
The swap in sleeves was made to the green sleeves. In the process,torque and horsepower figures increased. The horsepower numbers keptgrowing to the 6,000-rpm range, so the peak may not have been realizedin this test (see Figure 5).
The final test for the Ford engine came with the insertion of the redsleeves. This engine showed differences, but really started picking upafter 4,500 rpm, hitting 380 hp at the 5,400-rpm range, a favorablerange for many of the competitors (see Figure 6).
After the proper headers were located and the dyno time was arranged,the Dodge (PN P5249499) was a 360 V-8 crate Magnum that advertised 380hp on the four-barrel carburetor. It is a 9:1 compression engine thatfeatures a cam profile very similar to the competitors.
As the test was underway, it was obvious there was something amiss. Thisparticular engine had some internal problems and would not be a goodrepresentation. The powerplant soldiered along to produce the numbersseen in Figure 7, but those figures have to be taken with a grain ofsalt, considering the condition of the engine.
Another Dodge was rounded up some time later, but the carburetor thathad been used on the other tests was not available. A ScottyMcLendon-prepared Holley 4412 was used to get some idea about the Dodgeperformance (Figure 8). While this is not exactly comparing apples toapples, it does give a basic understanding.
In a year that features elections, it's not unusual to reach theconclusion that there is no conclusion. In this case, the engines weretested to determine the possible next step or steps that the sanctionmust take. There are a number of routes that can be taken, ranging fromweight placement, mandating a particular sleeve, or changing components.It has been suggested that the GM crate engine numbers could be improvedwith a single plane manifold, used by the others. In order for this tobe accomplished, that option would have to be available at the factory;otherwise, competitors are changing the product and the intent of theexperiment.
Crate engines are expected to be mandated in 2005 for this series. Inthe meantime, officials will look at the numbers and make theirdecisions. If your series is going to offer options on the enginepackage, you can learn from others to see if this is a workable optionin your neck of the woods.