 18. Finally the cover gets...  18. Finally the cover gets attached, something of a challenge since Wolgamott had to work his hand into the space in between the engine stand head and the block. |  19. The gasket for the oil...  19. The gasket for the oil pan is dropped onto the mounting studs, and the pan is then lined up and sufficiently torqued. |  |
 20. Using the supplied crank...  20. Using the supplied crank bolt sent by Moroso, Pops secures the alternator drive pulley, oil pump drive gear, and crank trigger wheel for the Electromotive TEC3 unit. |  21. The oil pump and drive...  21. The oil pump and drive gears didn't line up, so Wolgamott had to move the pump forward a few hairs with some strategically placed washers on the mounting bracket. |  22. Race Engineering's Rage...  22. Race Engineering's Rage cam sprockets are fastened to the ends of the cams. |
 23. The Moroso valve cover,...  23. The Moroso valve cover, sealed to the head with black RTV silicone, is a nice finishing touch. |  24. Wolgamott sets the depth...  24. Wolgamott sets the depth of the TEC3crank trigger pickup using a feeler gauge. Electromotive's TEC3 is a PC-programmable engine management system that runs as a distributorless ignition system. It gives the user full control over all operating conditions, outputs that control nitrous, boost, and VTEC, rev-limiters, and OBD acquisition. Bye-bye ignition amplification boxes! |  25. All belts are routed and...  25. All belts are routed and properly taut. |
 26. The VT team takes a couple...  26. The VT team takes a couple days to set up the engine on the dyno, using extreme care to run lines and harnesses correctly. Wolgamott also bolted on a Turbonetics T70 ceramic ball-bearing turbo, two Tial wastegates and a blowoff valve to introduce some boost into the power equation. | | |
After some initial engine pulls, a few issues came up that needed dealing with up front. Foremost among them was timing, which the guys deliberately left un-tuned to illustrate what a huge difference it makes. After degreeing the cams and adjusting the gears, though, advancing the exhaust six degrees and retarding the intake eight, the team was rewarded with an almost instant 60 horses.
Problems arose with fuel tuning as well, apparently caused by the staged injection. The way it was set up, the primary injectors would solely juice the motor until it reached about seven psi of boost, roughly 300 hp, and then the secondary injectors would come online to augment. Unfortunately, the transition was not a particularly smooth one, the larger secondary injectors essentially flooding the engine, so the guys ended up tossing the four 550cc primary and four 800cc secondary injectors and going with a single set of primary 1200cc injectors.
Finally, the engine was only receiving about 18 psi of boost from the turbo at 7800 rpm, a blower that by all indications does not become efficient until it reaches 25 to 30 psi (just to put things in perspective, a car on the street with a turbo runs around 20 psi of boost). This was attributed to the low-octane fuel the crew was utilizing, just a little better than pump gas at 105 octane. Regrettably time ran out so no further pulls were done with hotter-running gas, but for any future tests the guys will be using 116 octane that should result in at least 30 psi of boost.
So, after 65 pulls, or roughly two race seasons' worth of drag racing runs, our much-ballyhooed power plant achieved 536 hp and 361 lb-ft of torque at 7800 rpm receiving only 18 psi of boost. But trust us, there's much more to come.
Channel Group: Torque and Power Page 1 of 1
Printed on Jan 9, 2003 at 11:59:35
Test Discription: Accel. Test - 300 rpm/second
EngSpd
RPM | EngTrq
lb-ft | EngPwr
Hp | FuelA
lb/hr | Fuel B
lb/hr | A/F
Ratio |
| 5100 | 179.7 | 174.5 | 0.0 | 0.0 | 0.0 |
| 5200 | 190.7 | 188.8 | 0.0 | 0.0 | 0.0 |
| 5300 | 203.9 | 205.8 | 0.0 | 0.0 | 0.0 |
| 5400 | 212.9 | 218.9 | 0.0 | 0.0 | 0.0 |
| 5500 | 252.3 | 264.2 | 0.0 | 0.0 | 0.0 |
| 5600 | 256.2 | 273.2 | 0.0 | 0.0 | 0.0 |
| 5700 | 277.2 | 300.8 | 0.0 | 0.0 | 0.0 |
| 5800 | 313.3 | 346.0 | 0.0 | 0.0 | 0.0 |
| 5900 | 318.9 | 358.2 | 0.0 | 0.0 | 0.0 |
| 6000 | 322.1 | 368.0 | 0.0 | 0.0 | 0.0 |
| 6100 | 336.8 | 391.2 | 0.0 | 0.0 | 0.0 |
| 6200 | 339.4 | 400.7 | 0.0 | 0.0 | 0.0 |
| 6300 | 336.3 | 403.4 | 0.0 | 0.0 | 0.0 |
| 6400 | 342.6 | 417.5 | 0.0 | 0.0 | 0.0 |
| 6500 | 337.2 | 417.3 | 0.0 | 0.0 | 0.0 |
| 6600 | 344.3 | 432.7 | 0.0 | 0.0 | 0.0 |
| 6700 | 335.8 | 428.4 | 0.0 | 0.0 | 0.0 |
| 6800 | 329.4 | 426.5 | 0.0 | 0.0 | 0.0 |
| 6900 | 329.2 | 432.5 | 0.0 | 0.0 | 0.0 |
| 7000 | 340.9 | 460.8 | 0.0 | 0.0 | 0.0 |
| 7100 | 340.9 | 460.8 | 0.0 | 0.0 | 0.0 |
| 7200 | 344.3 | 472.0 | 0.0 | 0.0 | 0.0 |
| 7300 | 354.1 | 492.2 | 0.0 | 0.0 | 0.0 |
| 7400 | 347.3 | 489.3 | 0.0 | 0.0 | 0.0 |
| 7500 | 344.8 | 492.4 | 0.0 | 0.0 | 0.0 |
| 7600 | 342.9 | 496.2 | 0.0 | 0.0 | 0.0 |
| 7700 | 354.0 | 519.0 | 0.0 | 0.0 | 0.0 |
| 7800 | 361.1 | 536.2 | 0.0 | 0.0 | 0.0 |
| SuperFlow WinDyn Software |
connect
Automotive Racing Products: 805/339-2200
Dart: www.dartheads.com
Electromotive: 703/331-0100
Ferrea: 954/733-2505
Holley: 270/782-2900
JG Edelbrock: 310/781-2222
Moroso: 203/453-6571
Payn Technologies: 248/362-0283
Race Engineering: 561/533-5500
Snap-on: www.snapon.com
Tial: www.tialsport.com
Turbonetics: 805/581-0333
VT Competition Engine Development: 517/272-7728