Popular Hot Rodding's recent issue (Feb 2010) gives a lot of details on the engines that competed in their most recent 2009 Engine Masters competition.

For 2009 the rules were changed to allow dual carbs, tunnel ram intakes, etc., Also the RPM range was raised (the range where power would be measured and compared) to 3000 - 7000 RPM. This is up 500 RPM from the 2008 competition.

There were 30 engines that showed up for qualitfying; GM, Ford, Mopar, and a small sampling of Fuel Injected power plants.

Here are some interesting things I saw, at least to me they are:

1. Of the 30 entires, 20 of them were running CompCams camshafts. Two engines ran ISKY cams and three engines had Cam Motion cams. Two cams were solid flat tappets but the remainder appear to be solid rollers.

2. Out of all the 30 engines, only two made peak power at 7000 even though there was no restriction on camshaft selection, etc. Since average power was the critical component, apparently shooting for max power at 7000 was a losing proposition.

3. A LS1 (TPIS offering), LS2 and two LS7s competed. One of the LS7s took 2nd place but both of them were running a carb.

4. Also very interesting was the cylinder heads the engine builders chose. I didn't see the one's I expected to see; you know, the ones we read about so often on this and other Forums.

The 2nd place LS7 actually BLEW AWAY the winning small block Ford engine in power, but was handicapped by needing 32 more cubic inches to do so (403 Vs 435). So because of the formula being used, the Ford won by something like 1.4 points.

All in all it's an interesting article and if Popular Hot Rodding does as it has in the past, there will be subsequent articles giving more details on the engines, like LSA, cam phasing, head specifics, etc.

Just thought you guys would be interested.

Jake

 

Was there an LT1 entry?

 

Thats what I thought, being in the LT1 tech section???

 

"Just thought you guys would be interested."

Jake

 

i was there... there was no lt1's a bunch of ls1s ... John Kasse won... BES got second with an ls engine

 

I am - good post.

 

Nothing wrong with posting it... its was a good idea. Just wasn't LT1-specific, so I moved it.

We have a Catch 22 on Advanced Tech.... Nobody posts here because nobody reads it... Nobody reads it because nobody posts.

 

I read it often, but usually I have nothing useful to add. Joe Heller was right.


I have followed the Engine Masters competition for years. It is interesting to me to see how the serious competitors, those that really want to win, choose their weapons and how they use them.

If someone uses a SBC platform, there is almost no reason to use an LT1. Until recently I think the Opti ignition would have been illegal, or at least questionable. Cylinder head choice and modification within the rules virtually eliminates LT1 cooling.

I think of the average torque and average power as area under the torque and hp curves, so peaking power earlier than the max rpm and then trying to hold that power fattens up that area of the hp curve, and then necessarily the torque curve in the upper end. The challenge, which many competitors seem to not handle well, is the low-midrange torque hole which reduces the torque average.

I have done a few "fantasy" Engine Masters designs over the years. They are not always similar to the winners, but some of them are similar to some of the close contenders. With the current formula which compares average torque and power per cubic inch, I like smaller rather than larger engines.

The Contest rules for 2010 are a little strange with carbed engines limited to dual plane cast manifolds and the reversal of rpm back to 2500 to 6500. I guess the organizers are trying to force some competitors to move away from what they have always done and get out of their carbureted comfort zone into EFI.

Joe Urban

PS: Has anyone seen the OnStar TV commercial with the stolen SUV being halted by OnStar controlling the engine power? The freeway signs give away the location as downtown Detroit. Surprised? I wasn't.