Here is a sneak peek of our rods. They are special in a lot of ways. They are designed for 1600 hp. They have smaller larger side diameters for the NASCAR oval bearings. The larger side is specially designed and constructed unlike Carillo, Pauter or Porsche rods in that they are designed for limited clearance so as to clear the case and oil pump in conjunction with the stroker crank. They also have the strength to handle the torque loads being generated. In addition, their weight is extremely low (385 grams). Pistons are currently in production. We opted for a 9.0-1 compression ratio. The wrist pin height was raised. The diameter is 105.7 mm. The liners have been made and we should have them delivered in the first week of February.

We have one prototype rod. As soon as the pistons arrive we will mock up the case, crank, pistons and rods to insure not obstructions. The rods will be a reduced clearance rod so as to clear the oil pump, reduced journal size so as to accomadate the NASCAR oval bearings. Direct pressure fed pin oiling (rifle drilling). This is a trick new design to cool rods and provide additional lubrication for liner walls and wrist pins. Rod bolts are extra strong Series 625 quality high tensile.

Full pics can be released in early April.

 

These new developments make me.........

Keep on pushing the envelope Chad.

 

Phoenix,

What you see above is really on the mild side. The oil pump was really breaking new round. I thought we were about as far as we could go at just under 4.5L's and then I heard about 5.0L's. My first though was impossible. There isn't enough length in the case for the bore and there isn't enough width for the crank.

We'll I was wrong. I was referred to a company in Germany who actually supplies the parts. Yes, a 88 mm crank does exist as does a re engineered and designed case for the crank, liners/pistons and timing chain.

The way I look at it is you can have a mega hp monster (somewhere North or 1700 hp) @ 2.4 bar on C16 or you can have a 1000 plus hp @ let's say .8 - 1.0 bar on 91 octane.

 

The pistons were released for production. These buckets are going to be very light. They will be rated for 1600 hp. We went with a 105.7 mm bore. This compliments the 82.4 mm stroke. The delightful part about these pistons is we are not going to have to reduce the rod length. The design of the piston allowed us to get around this.

We are using the same piston design as S Car Go Racing came up with for the 102 mm pistons with the following modifications. Besides being wider, S Car Go raised the wrist pin height 3 mm towards the piston dome. The compression ratio will be 9.0-1 which will allow for production of approximately 900 hp on 92 octane fuel. Much more will be possible as the octane is increased. Pin boss retainers are utilized and the land is now at the bottom of the forging. Support rings are utilized at the bottom of the ring land.

The above gains 3 mm. An additional 51/1000's rod length is also picked up with the custom designed Performance Developments head gasket which has a thickness of 70/1000's new and a crush diameter of 51/1000's.

Some additional machining will be required on the liner manifold and case to fit the new liners/pistons.

 

We will be sending the following parts to Swain for coating. The heads, valves, springs and transmission gears are already completed.

Pistons
Gold Coat on Dome and PC-9 on Skirt

Cylinder Heads - TBC™ Thermal Barrier Coating in Combustion Chambers and on Valve Faces

Flow Coating for Intake Ports

Valve and Valve Train Components

Face and Radius Side TBC
Stem PPM Low Friction
Valve Springs PPM Low Friction
Solid Cam Follower PPM Low Friction

Engine Bottom End Components

Bearings PPM

Intake Manifolds

Top and Bottom TBC Ceramic
Inside Runners Flow Coating

Transmission Gears PPM Low Friction
Transmission Shafts PPM Low Friction
Intercoolers BBE Heat Radiating
Water and Oil Coolers BBE Heat Radiating

White Lightning (TBC-EX) Exhaust, Turbo Charger Housing


Gold Coat Ceramic Armor – A ceramic Thermal Barrier Coating designed specifically for piston domes in extreme applications such as nitrous, turbo and superchargers. Applied about .003” thick.

PC-9 – The latest and most durable piston skirt coating and other applications. Applied about .0008” thick when applied to piston skirts.

PPM – A thin, high load solid film lubricant used for parts with little or no room for a coating. Bearings and other parts are often coated with PPM. Applied about .0002” thick.

White Lightning (TBC-EX) – A ceramic thermal barrier primarily used on the outside of exhaust parts. Applied approximately .015” thick.

BBE – A heat radiating coating to dissipate heat and improve cooling.

Flow Coat – Non-wetable low friction coating.

 

With a bore or 105.7 mm and a stroke of 82.4 mm ....... anyone know the final displacement?

Hint: 3.14 (B/2)squared x SC

B is bore
S is stroke
C is number of cylinders

This will give you cubic mm. Divide this number by 1,000 to obtain cc's. There are 1000 cc's to a liter.

Our motors are not really 3.6 liters. They are 3.598.44 liters.

As a side note, comparing this motor to what we call a 3.6L is like comparing the a 3.6L to a 2.8L.

Anyone know what the largest displacement for a turbocharged Porsche boxer motor is?

 

4.338 liters. No clue what the largest displacement turbo motor is.

 

Correct on the displacement. I guess if Porsche had built it. it would be called a 4.4.

Based on what we have been able to find out, 4.2L is about it. Doesn't mean we have seen everything. There are bigger boxer motors that are NA for sure.

 

Converted to cubic inches, that would be 264.661 ci. About the size of the V8's Carol Shelby first stuffed into the AC Cobra. The first were 260's before they went to the 289.

What a difference in power!

The stock displacement of our motors is 219.541 cubic inches.

 

Hi Chad!
Just wanted to pop in and say hi! Glad to see you still pushing foward with KA!!
Hope all is well!
Evan (Formerly of FVD)

 

Evan,

Good to hear from you. Actually, I was told by S Car Go Racing they would be done with their work by June 16th .......... this year.

Everything is good here, how about with you and your family? What are you doing now?

 

I'll believe it when I see it

Familly and I are doing good thank you!! I was working for a BMW dealership these past 2 years and recently left (after a motorcycle put me out of commission for a few months and I didn't like it when I got back). I am actually in the process of starting my own shop right now! Always been in the business so I figure its time to do it my way (the right way ). Nothing too crazy to start (Wheels/bolt-ons/basic performance), but hope to grow it into a one stop shop!
I'll keep checking in for updates!!
Evan

 

OK ......... I understand. however, be prepared to be a believer very soon.

 

We decided to make another change.

After running the power and intercooler calc's, even with all the coatings to the combustion chambers, exhaust ports and piston domes, it was determined the heat sink would rob better than twenty percent of the available power within a few minutes of operation.

We therefore have decided to install water cooled intercoolers. Updates will follow.

 

The winds of change could be a blowing anew. We were all set to start fabrication of our new headers incorporating external waste gates. These headers were going to mate with our Garrett GT42R's. If a promise is delivered upon, the external waste gates will not be required, neither will internal waste gates. The bottom end, mid level power will be greatly improved and the upper range will be about the same.

Today we received a call from the other side of the pond. I promised not to mention the manufacturer's name at this time, however. if we get our hands on these new prototype variable vane turbo's which I am told have the capability of servicing our power capabilities ........... the whole book on our cars will be rewritten.

I can't wait to test and be given permission to provide a name.