AMC poops out at Jeg's PHR Engine Masters Challenge

[Holeshot]

The Fords come away the big winners!!!

http://www.popularhotrodding.com/eng...hallenge/2006/



Anybody want to try for 2007???

[jeepsr4ever]

I didnt see a AMC engine in there

[jeepsr4ever]

Oh, ok

Team # 31 Kustom Kemp - AMC

Average Torque Average Horsepower
Pull #1 423.2 359.1 Pull #2 419.0 356.1 Pull #3 418.5 356.0
Averages -- 420.2 TQ / 357.1 HP
Total Score = 777.3




Team 31, Kustom Kemps were unable to get their competition engine to the event, but determined to make the show, these guys put up what amounted to a very basic combination, with stock AMC iron cylinder heads. The 421-inch engine, loaded with traditional "old-school" components scored 777.3 points, and managed to produce 448 peak hp. Not a bad output for this kind of combo.

[jeepsr4ever]

Those are some embarrasing numbers for a engine challenge But great for stock heads

Looks like 777 wasnt a lucky number for our guys with the AMC mill

[Blown7]

Usually Kasse does pretty well.
So Matt when is this board gonna build a AMC for the challenge?
I think I could fanagle a invite in the future, (got some friends in low places.)

Jeff

[jeepsr4ever]

What and embarrase the others?

Building AMCs isnt our business but making parts is...so far. We are toying with a shortblock and street/strip head program. I dont know the rules so I cant say how I personally would do but I have built a pretty strong low end. Those that really build AMC race engines dont care for this challenge as they are too busy with their own stuff.


BTW Jeff what was the thickness on the top ring land you went with? I am looking at a blower motor build shortly here and I am thinking a .3125 top ring land.

[Holeshot]

Sure would be good nationwide advertising. You can't hardly buy that kind of advertising, the value would be immense and unmeasurable!!!!

[Holeshot]

2006 Rules:
ENGINE
Any normally aspirated, gasoline powered, domestic V-8 passenger car engine produced by Ford, Cadillac, Chevrolet, Chrysler, Pontiac, Oldsmobile or Buick ("domestic OEM") that meets all rules criteria are acceptable. Olds Diesel-based engines are not allowed. Hemi-style cylinder heads mated to a Chevrolet block, or other similar head/block swapping is not allowed. Cleveland-type cylinder heads on a Windsor-type block is allowed.

Maximum displacement is maximum of 434.0 cubic inches. Cubic inch is calculated by bore x bore x stroke x 6.2832. Bore is measured at top of cylinder. Bore and stroke are measured to three (3) significant digits, i.e. 0.001. Cubic inches are calculated to one (1) significant digit i.e. 434.0. Note an engine with a calculated cubic inch of 434.1 is considered illegal. Power adders such as superchargers, turbochargers, nitrous oxide, or other such devices, are not allowed.

Any method of artificially heating and/or cooling engine fluids, fuel, and/or air is not allowed (not to include thermal or friction coatings). This includes, but is not limited to, heating and/or cooling by mechanical device such as an external cooler or radiator/heat exchanger, pre-heating or cooling of any fluids with an oil heater or fuel heater/cooler, or the addition of a temperature-altering device designed to cool or heat the incoming air charge by mechanical means such as an intercooler, chemical means such as a chemical to cool either the incoming air/fuel charge or intake manifold, or electrical means such as an electric oil heater inside or outside the engine.

ENGINE BLOCK
Any domestic OEM passenger car or commercially available aftermarket OEM replacement, cast iron, or aluminum engine block is acceptable. Engine block must retain OEM cylinder bore spacing and OEM block angle. Lifter bores must retain OEM angle (+ or -1 degree) and OEM diameter (+ or - .005-inch). Lifter bores may be bushed. Engine blocks must retain OEM passenger car deck height or lower. (Exception; Chevrolet-type aftermarket "tall-deck" blocks with a maximum 10.200-inch deck height are acceptable). Raised cam blocks are not allowed. Any method of artificially increasing the deck height of the engine block (i.e. using spacer plates and/or multiple head gaskets) is not allowed. Head gaskets are limited to a maximum total thickness of .060 of an inch, per cylinder head.

The location and number of bolt-holes determine block style and/or type. Block must be equipped with solid engine mounts. "Knock sensors" are acceptable.

CRANKSHAFT
Any commercially available crankshaft is acceptable. All crankshafts must be equipped with a standard pilot bushing (required for proper connection to the dyno).

CYLINDER HEADS
Any domestic OEM passenger car or commercially available aftermarket OEM replacement, 2-valve per cylinder, cylinder heads that meet all other rules are acceptable. Raised runner heads that meet all other rules criteria are acceptable. Purpose-built racing heads such as; GM DRCE, Dart Big Chief and other similar racing heads are not allowed.

Contestants will be required to inform the rules committee of their cylinder head type for approval no later than July 15, 2006. Multiple spark plugs per cylinder and/or overhead camshafts are not allowed.

"Domestic OEM passenger car" and "aftermarket OEM replacement" cylinder heads must retain compatibility with unmodified OEM passenger car intake and exhaust manifolds. Aftermarket cylinder heads that maintain compatibility with OEM passenger car intake and exhaust manifolds are acceptable even if the aftermarket manufacturer has altered the valve angles, valve spacing, and/or valve location from the original OEM design. Valves must retain as-manufactured valve angles (+ or -1 degree), as originally cast. Cylinder head decks may be milled as long as the milling does not affect the valve angle more than the 1-degree variance allowed by the rules.

Any valve seat size and/or valve size is acceptable. Any commercially available stainless steel valve is acceptable. Titanium valves and/or springs are not allowed.

Unlimited porting, polishing, welding, and/or filling the inside of the intake and/or exhaust ports is acceptable. Modifications to the exterior surfaces of the intake and/or exhaust ports, such as welding and/or adding additional material to increase port size or to alter the port design, is not allowed. The exterior surfaces of the ports, which include the intake manifold and/or exhaust manifold mating flanges, must remain "as-cast" by the manufacturer and cannot be altered in any way. Fastener holes on the intake manifold and/or exhaust manifold mating surfaces must remain as manufactured and cannot be altered in any way. Flange adapters that connect the exhaust ports to the header are not allowed.

Aftermarket raised-runner heads (with OEM bolt patterns) equipped with spacer plates on the intake surface in order to properly mate with the intake manifold are acceptable. The spacer plates can be aftermarket or fabricated but they must duplicate the OEM bolt patterns and no fasteners can be added to, removed from, or altered as part of their design. Spacer plates that change the manifold bolt pattern relative to the cylinder head or the intake manifold and/or slotting of intake manifold bolt-holes to attain alignment is not allowed. MOPAR W-2 small block intake and exhaust bolt patterns are allowed.

IGNITION
Any commercially available ignition system including points, electronic, or capacitive discharge that utilize a single battery-powered distributor and coil are acceptable. Crank triggers and magnetos are not allowed. Independent ignition timing switches or devices of any kind are not allowed. Locked-out distributors are acceptable.

Programmable ignition control boxes are permitted. Important Note- Remote computer linking/ hook-up to ignition system is allowed ONLY during the Tuning Period and Warm-Up Period of the competition.

Engines designed and produced by a domestic OEM with distributor-less ignition systems or engines that have been modified to accept a distributor are not allowed. Engines must be equipped with a distributor, ignition box, ignition coil, spark plug wires (with suppression shielding) and related ignition wiring designed for easy connection to the dyno. Spark plug wires must be commercially available and their design must remain unmodified. Electrical power will be supplied to the ignition system by a single 12-volt source.

CARBURETION
Any commercially available, single four-barrel carburetor (including Dominator-type) is acceptable. Fuel injection and/or water injection systems are not allowed. Carburetor gaskets and/or spacers are limited to a maximum total height of 2.25-inches (measuring from the carburetor base to the top of the intake manifold carburetor flange surface).

All engines will utilize an electric fuel pump supplied by the dyno facility and each engine builder will determine the fuel pressure. Both single and dual feed, -6 fuel line connections will be located on the DTS dyno chassis approximately 46 inches from your carburetor, so design your fuel line(s) accordingly. All engines will be supplied with specified, 91-octane, unleaded gasoline.

AIR FILTER
Any commercially available, street-style air filter and air filter housing is acceptable. All engines must be equipped with a 14-inch diameter x 3-inch tall air filter and air filter housing while running on the dyno. Modifications to the air filter or the air filter housing are not allowed. Filtered lids are acceptable and are considered part of the air filter housing.

Velocity stacks and/or stub stacks are not allowed. Heat shields or plates between the intake manifold and carburetor, and/or the carburetor and air cleaner are prohibited. This includes any structure deemed by the event personnel as designed to take advantage of airflow in dyno installation.

CAMSHAFT
Any commercially available camshaft is acceptable. Camshaft must maintain OEM journal diameters as originally manufactured in production for a given engine type. Roller cam bearings are prohibited. Custom-designed and custom-ground camshafts are acceptable. Solid roller and hydraulic roller designs are acceptable. Lifters must be unmodified, out-of-the-box parts and cannot be altered in any way from their manufactured as-new state. Offset lifters are acceptable.

INTAKE MANIFOLD
Any commercially available, single-four barrel, single or multi-piece, cast intake manifold is acceptable. Tunnel rams, sheet-metal, and/or composite manifolds are not allowed. Porting, polishing, filling, welding and/or sizing of the interior surfaces of the intake runners and/or ports is acceptable. Modifications to the exterior surfaces of the intake ports and/or manifold, such as welding on additional material to increase port size and/or to alter the port design, are not allowed. Using an intake manifold that is designed and cast for use on a different make or family of engine is not allowed. Intake manifolds may be drilled and tapped for additional coolant paths, but additional material may not be welded on to the intake manifold for this purpose.

CONNECTING RODS
Any commercially available steel connecting rods are acceptable. Aluminum, titanium, or any other exotic materials are not allowed.

PISTONS AND RINGS
Any commercially available aluminum pistons are acceptable. Custom-made, modified, and/or coated pistons are acceptable. Compression Ratio is limited to 10.5:1. Gas ports including vertical or horizontal are prohibited. The ring package must consist of two compression rings and a single oil ring.

Whatever the Compression Ratio is the formulas to calculate Compression Ratio are as follows:

Formula to calculate Compression Ratio is as Follows:

CR= Heads cc's + Deck cc's + Gasket cc's + Piston cc's + (Displacement X 2.0483) ?? Head cc's + Deck cc's + Gasket cc's + Piston cc's

ROCKER ARMS
Any commercially-available rocker arms are acceptable. The maximum rocker arm ratio remains restricted as per rules update number 6, below.

HEADERS
Commercially available, chassis-style exhaust headers are required. Headers must be designed to fit a 1955 or newer passenger car chassis without modification to the vehicle or the chassis. Port matching of the header flange is acceptable. Any diameter primary tubes and collectors are acceptable. Header sets that were designed and manufactured with slip-on style collectors are acceptable. Fender-well headers and headers designed for trucks are not allowed.

Crankcase ventilation systems that vent to any component of the exhaust system are not allowed. Bungs for Lambda 02 sensors are acceptable and may be used during the competition; all other bungs must be capped.

Thermal header wraps (such as Kevlar fabric) are not allowed. Headers and mufflers must provide a minimum of 17-inches of inside clearance to properly fit on the dyno chassis (see diagram below). Exhaust systems must be properly sealed from the header flange to the muffler inlet.

MUFFLERS
Only commercially available street-style mufflers are acceptable. Mufflers must remain unmodified from their original as-manufactured design. All engines must utilize two mufflers while running on the dyno. H-pipes, X-pipes, or any such connection between the left and right headers and/or the exhaust system is not allowed. All mufflers must meet the following criteria;

Maximum inlet/outlet tube diameter: 3.5-inches
Minimum overall case length: 10-inches
Maximum overall case length: 18-inches
Minimum diameter (round case): 5-inches
Maximum diameter (round case): 7-inches
Minimum width (oval or square case): 6-inches
Maximum width (oval or square case): 10-inches
Minimum thickness/height (oval or square case): 4-inches
Maximum thickness/height (oval or square case): 6-inches

Exhaust systems must meet the following design specifications in order to properly connect with the exhaust gas ventilation ports in the dyno cell wall (see diagram). Head pipes connecting the header collectors to the mufflers are limited to a maximum length of 6 inches and should be bent or angled in order to properly "aim" the mufflers at the ventilation ports. Head pipes connecting the header collectors to the mufflers are limited to a maximum diameter of 3.5 inches. Exhaust systems may not extend more than 42" from the rear of the engine block. Exhaust systems must provide a minimum of 17-inches of inside clearance; this clearance requirement begins at 25.5 inches behind the back of the engine block in order to clear the dyno tower. However, from the back of the engine block to the 25.5 inch point, there are no clearance issues.

OIL PAN
Any commercially available chassis-style wet-sump oil pan is acceptable. Oil pans must be an unmodified, out-of-the box part designed to fit a 1955 or newer American production car chassis without modification to the vehicle or chassis. Dry sump systems and vacuum pumps are not allowed. Oil pans designed for trucks are not allowed. External crankcase ventilation and/or oil drain-back systems plumbed externally that return oil to the pan are not allowed. Builders choosing to run windage screens or scrapers can do so only if they are already part of the as-manufactured oil pan design, or are attached without any modification to the block or oil pan. Oil system accumulators are not allowed.

Engines that were OEM equipped with external oil pumps may utilize external oil feed line(s) with a maximum I/D of 5/8 inch. External oil feed line(s) connecting the OEM style external oil pump to the oil pan and/or the engine block, are acceptable. Belt-driven external oil pumps are not allowed. Electrically powered oil pumps are not allowed. Oil pans must remain as manufactured and unmodified.

OIL
All engines must contain at least five (5) quarts of motor oil during each dyno pull. Engines must be shipped "dry" to the certified dyno site, along with at least five unopened quarts of oil, to verify the oil quantity and contingency.

OIL ADDITIVES
Any commercially available oil additive is acceptable, but is not required. Engines must be shipped "dry" to the certified dyno site along with at least one unopened bottle of oil additive to verify contingency.

WATER PUMP
Any commercially available electric or mechanical water pump is acceptable. Engines using a mechanical water pump must be equipped with an operational belt and pulley drive system. Water pumps must be mounted in the OEM location. Commercially available or custom-fabricated water pump adapter plates will be permitted as long as they do not alter the OEM block mount or pump location. Remote-mounted water pumps are not allowed. Use of a cooling system thermostat is not allowed. Water "feed" connections are limited to a set diameter of 1.25 inch I.D. and water "return" connections are limited to a set diameter of 1 inch I.D.

STARTER
Starters will not be used in the competition and are not allowed. The DTS dynos are equipped with a built-in starter.

FLYWHEEL/FLEXPLATE
Any commercially available, unmodified SFI-certified domestic manual STEEL transmission flywheel is acceptable. Flexplates will not be used in the competition and are not allowed.

BELLHOUSING
Bellhousings will not be used in the competition and are not allowed.

COATINGS
Any commercially available performance coating is acceptable. The application of thermal and/or friction coatings can be performed at any time prior to the competition on any part. Coating a part is not considered a modification, and parts that cannot be legally modified, may be coated.

FUEL
All engines will run specified, 91-octane unleaded gasoline. Fuel is provided at the event.

[jeepsr4ever]

That does leave it wide open

[Holeshot]

I'm wondering how much of the Indy crate engine would pass, that was 850 HP, as I recall. I know the rules say that the exhaust flange must be as stock, so the 401-1 heads with the MOPAR style EX flange are out, but either the SR-1 heads fully ported or fully ported AM iron heads with the Alfonse shaft rockers could be used. Somewhere around 760 HP is what won this year, as I recall.

Sure would be nice to get some respect for the lowly Ramblers!!!