Last year, Popular Hot Rodding magazine (a sister publication to KIT CAR) launched a new competition designed to showcase the absolute edge of street engine performance. Called the Engine Masters Challenge, the program was based on hard parameters (like displacement and permissible parts) with plenty of room for talented engine builders to show their skills while they focused on small-block domestic V-8s of no more than 366 ci of displacement.
The participating builders (chosen from entry forms submitted prior to a deadline date) were given the freedom to select any factory-replacement parts they liked. The participants were welcome to modify some parts (like cylinder head ports and intakes) while being limited to out-of-the-box components in other cases (like oil pans and headers). The ultimate result was a recipe for tremendous street performance. The winning small-block would provide a blueprint for our readers to follow, based on readily-available parts and proven dimensions.
The rules are described in detail at the www.enginemasters.com Web site. The basic concept combines the want for 92-octane-compliant powerplants tested from 3,000-6,500 rpm only. Rather than focusing on peak power points, the program scores the engines on average power levels (both torque and horsepower) in the tested range. This forces participants to look at broad powerbands instead of peaky points, as both average torque and average horsepower figures are added together to create a final score.
The rewards for the builders making the most average power are in cold, hard cash. Based upon contingency participation, monetary awards are paid by the manufacturers of the components chosen. Participating manufacturers are encouraged to work with the builders, and these teamings force the kind of research street enthusiasts can truly benefit from.
By limiting the engines to commercially-available parts, the final recipe can be easily duplicated so readers can expect similar results for their projects. Naturally, the fine-tuning and cylinder head work done by the engine builders may not be easily duplicated at home, but contacting these participants for similar work is another benefit of the program. By showing their talents in dyno-based competition, the participating builders are promoting themselves to an audience of street enthusiasts, many of who are potential customers.
The program is truly beneficial to all who participate; from the builders competing, to the manufacturers who's products are being used, to the readers who can see proof of performance in engine competition without drivers, cars, track conditions, or traction issues. This is purely a flywheel-to-flywheel race, and regardless of the preferred racing discipline of the builder, engine power levels are something we can all relate to.
We expect the finest professionals and amateurs to bring the best-possible motors to run and Chevy, Ford, Mopar, Cadillac, Buick, Oldsmobile, and Pontiac are all represented. What are the benchmark power levels for each of these proud American V-8s in street trim?
All of the engines will be required to breathe through a street standard 14-inch diameter by 3-inch tall air filter, and also through common 3-inch diameter (both in and out) street mufflers. The power numbers you'll see are as close as possible to exactly what your transmission will see. The 92-octane fuel is a specified grade all supplied from the exact same batch upon manufacture, and is completely controlled by the dyno facilities.
Some of the nation's best builders have already signed up, and expectations are justifiably high. The recipes responsible for the creation of the engines, along with downloadable dyno power curves and more will all be offered on the www.enginemasters.com website. If this format appeals to you, and you wish to participate, look over all the information at the Website and download the rules and entry forms there.
KIT CAR will be looking into the various motors built for this competition, highlighting some of the more interesting ones (we think any 365 ci small-block that can produce 500-plus hp is interesting!). The first engine build-up comes from John Beck, and the results of his experiment will be in next month's issue of KIT CAR.
SERIOUS STRATEGY
John Beck Aims for the Engine Masters Challenge
John Beck is a lifer--someone who's always been into horsepower and always will be. He's the kind of pro engine builder who may spend the morning tweaking an ancient 394-cube Olds V-8 to make the most of it's triple carburetion in the morning, and spend the evening on the dyno tweaking the EFI fuel curve on a twin-turbo Toyota inline-six. For the last 25 years, John has been working hard to learn all he can, and working harder to transfer that knowledge into usable horsepower.
When he was 21, he left a really good paying job, choosing instead to sweep floors at an engine shop in hopes of learning the horsepower craft. Now, 25 years later, he's a polished professional with Bonneville and Blown Fuel Hydro World Records to his credit. He likes to push limits. He likes to do things a bit differently than others, and he has no fear.
The Bonneville record was in a D/Fuel roadster, urged by an injected 302-inch small-block Chevy on nitro. The only way to push a brick like a '32 Ford roadster through the air at 228 mph in this class required a serious amount of nitro. "We ran that record on an 88-percent mix. It's not easy to run that much nitro for that long, but we did it."
So, how does a self-proclaimed supporter of nonconformity approach the Engine Masters Challenge? He starts where no one else probably will.
"I'm going to run something a little weird for this deal. I want a smaller bore and a longer stroke to try and keep that curve high all the way from 2,500-6,500. That's not easy to do, but I'm running a Chevy 307 block bored to 3.935, and a SCAT crank at 3.750-inch stroke. That's 365 cubes, so it'll sneak in under your 366-inch limit."
"I've got a few other choices already made, and parts are on the way. I'll be running Royal Purple oils, all MSD ignition components, an electric water pump, a BHJ lightweight balancer, Hooker headers, and MagnaFlow mufflers. I'll also be running an Edelbrock intake and I'll top it with a 950-cfm Holley HP carb, but modify it to flow closer to 1,100 cfm."
"I feel the key to this thing is in the cylinder filling. If I can get the cylinders filled effectively, this little motor will be tough to beat. Of course, the trick in that is to match everything up right, and I've done a lot of homework on that. I've got a few different cams I'll be testing, and a maybe even a couple different sets of heads, but I've got a really good idea of what I'm after."
It's great to hear such confidence, and after you see the photos and hear more of John's words, we're confident you'll see where he's coming from. He came to play hardball, so let's look over his chosen players.
 John Beck, who owns Pro Machine...  John Beck, who owns Pro Machine in Placentia, CA, not only has pushed the envelope at Bonneville and the dry lakes (his current B'ville D/Blown Fuel roadster record is 214 mph and some change, powered by a reworked 302 Chevy) but he also builds one mean small-block. The question? Can he squeeze 550 hp out of a 365 small-block Chevy? |
 Who'd have thought it? A...  Who'd have thought it? A tired old 307 Chevy block is being prepared to take on all comers. It'll need some help first. The funniest part of this is the truth: this block was actually left at John's shop as worthless scrap by a customer. |
 The mains are being readied...  The mains are being readied to accept a set of four-bolt main caps and ARP main studs. That should be plenty of insurance to support the 550-600 horses John Beck figures his small-block will make at peak power. It's the combination of the small (3.935) bore and longer stroke he's really after. |
 The crankshaft is also a key...  The crankshaft is also a key player. Checking in at 3.750-inch stroke, the crank comes ready play out of the box. John says, "SCAT stuff is really nice as delivered. They clean up all the counterweights for aerodynamics, and the oil holes are nicely chamfered." |
 Don't mind the protective...  Don't mind the protective coating, and look at the radius in the rod journals and the oil hole treatment. "This stuff is ready to go. SCAT cranks are a good deal, and the quality of the parts keeps getting better. You can't beat this for the price." |
 The pistons are from JE, and...  The pistons are from JE, and will be installed with zero deck clearance. The flat-top design, when teamed with a 60-70cc chamber, compression should be about 10 to 10.5:1. Piston weight should come in at about 400 grams. John has a bit more work to do on the pistons, including gas ports and revised shaping on the valve clearance notches. This is not the actual piston that will be installed in the engine (they were still being made when this story was done), but they'll be very close from a design standpoint. |
 Ring thickness on the top...  Ring thickness on the top and second ring will be 1.5 mm, while the oil ring will check in at 2 mm. The distance between the rings will be left up to JE. John has consulted with them on what he needs this engine to do, and he's relying on JE's capable engineering to determine the best-possible ring placement on the piston to achieve his goals. |
 Hastings rings were chosen...  Hastings rings were chosen for this engine. "I researched the different ring diameters out there, and this Hastings ring is actually for a Subaru. It's thin, light, and the right size for my bore. If other engine builders fail to look at import listings on aftermarket parts, they are missing out on a wide selection of well-engineered parts," says Beck. |
 John prefers to use Clevite...  John prefers to use Clevite 77 bearings. "The sizes are right, they wear well, and they offer a wide selection of over- and undersizes. Quality and consistency are important in building performance engines, and Clevite delivers." |
 The connecting rods are made...  The connecting rods are made by Howard's Racing Cams (HRC) of Oshkosh, WI, and tip the scales at 550 grams. The 5.7-inch "Sport Lite" connecting rods are an I-beam design, more like factory rods than pricey aftermarket H-beam units. They are light, strong, and affordable. They ship with bronze bushings in place, ARP 7/16-inch capscrew bolts, special heat-treating, and are clearanced for strokers. They are also shot peened and machined with alignment dowels in place (so the caps don't move), and are black-oxide coated. While Howard Cams claims these rods are good to 500 hp, Beck knows they can take a bit more. |
 The cylinder heads are of...  The cylinder heads are of critical importance, and John Beck is leaning toward Pro Action iron heads. . . |
 . . .but he says, "I've got...  . . .but he says, "I've got a really good set of aluminum Dart II heads here in the shop. I'll probably try them, too. But, I've go to believe that the iron heads will keep more heat in the chamber and make more power." |
 "The chambers will end up...  "The chambers will end up at 69-70cc. With 10.5:1 compression or so, I figure this little motor will make really good torque down low, which is what I'm after. I still think the power will climb steadily up to 6,500, but I'm hoping to make more grunt down low and have my curve start at a higher power level. |
 The valve train components...  The valve train components are mostly Comp Cams hardware, including the valve springs and retainers. "The lifters, pushrods, and all my stuff will be from Comp Cams. The cam specs are still undecided, but I'm looking for the duration to be short. The short duration will leave the intake valve closed longer to more effectively fill the cylinder through the big ports and valves." |
 The rockers will be 1.6:1...  The rockers will be 1.6:1 ratio Comp Cams "Magnum" style roller-tip units, shown here on a Ford mill in Beck's shop. Beck told us: "They're affordable, light, and strong. I'm planning a really aggressive cam design, one I feel might be too radical for the street." |
 The valves filling the heads...  The valves filling the heads will be race-proven Ferrea stainless components in 2.08-inch intake and 1.6-inch exhaust diameters. "I'll have them coated too, along with the piston tops, and the combustion chambers." |
 John chose a Dynagear pump...  John chose a Dynagear pump to pressurize the oiling system. "I've used plenty of them. They work great." |