hey here's Steve Morris engines this is the engine that I just got done with for Stu Goldsworthy out of New Zealand and this is actually engine eyes built in for myself originally for my station wagon but yeah I still have it it's in process still and then I'll explain why we're not gonna use this engine anymore later not on this video but you'll figure it out so this is a five inch bore space bro next black bro tech cylinder head water jacketed but it's cast so you know still a real good piece but it is cast like set five inch for space and I'm gonna show you some of the cooler stuff that we have in this thing including work out you know working with the guys their buddies over at bullseye power first set of twin 104 millimeter turbos for this because this is 635 cubic inches and streetcar slash you know pro my dish but you know real fast high horsepower stuff obviously now this is dual fuel and still dual dual fuel for force two so we have a smaller primary injector and a larger secondary injector and right now it's on methanol and we would what we would do is we would hook up a secondary fuel system with a larger tank for gasoline in the back and still run this on gas on the small injectors disconnect the fuel pump right there and then just take the spud out and then we would turn on the electric pump and this thing drives anywhere you want across the country just like all of our dragon weak stuff so really nice good piece like I said I was building this for my for my station wagon and now we're building it or finished it off to put it into Stu's Corvette here now you see we tried to make everything packaged real nice so everything is actually on the stand and I'm sorry on the engine and so they're having to fit in the car anywhere so really nice quick install for this but just go over some of those other things like said Broderick's block and heads our port work comp combustion chamber design the bullseye 104 millimeter turbos so pretty sweet deal makes really big horsepower at those low boost numbers in particular and unfortunately if you don't watch a lot of our videos you notice that this is my number one dyno and my big horsepower dyno broke so that is the nature of what we do is big horsepower stuff that you're dying on a lot you brake parts rig dyno parts that's so currently that's broke and you need to get this done so we're not gonna be able to lean on it as hard as normal this dyno I usually are rolling up into that 3,000 horsepower area so but we'll be able to figure out the tune as far as we need to and then figure other stuff out in the car but you can also see here Peterson oil pump I do like the Peterson stuff really well Petersen tank innovator west balancer of course has our custom grind camshaft in it so I design and do all these worlds myself for all the centrifugal stuff all the blower stuff all the turbo stuff and just after years of experience just trying to keep on changed and things and changing things this has per our lifters of course Gesell rocker arms all that stuff's pretty normal now this has a steel aluminum aluminum rocker arm on it sometimes we'll go to the steel exhaust but for what Stu is doing with it and not doing a full-on drag week deal with it but it could you know we would just have spares replacements for the exhaust rockers because these ops rockers get hit pretty hard on engines like this and then you can see this is my billet intake manifold and this is we're doing these even better now this was done quite a while ago actually so this still has a bullet on flange but the whole bathtub design is all one piece so runner into the bathtub is one piece then has a bolt-on flange here instead of holding here Bolton here you know all bolted together this thing is one piece and now we do this entire thing plenum area intake runner and flange is one piece there is no bolt in any of our intake manifolds in the in speed morris intake manifold this has a twin 105 millimeter throttle bodies you can see right there on our one piece billet ram's horn that we have Shawn's custom alloy build for us we do the valve covers here that's not a big deal I'll show you some of the cooler internal parts here one of the really nice things that this engine has that I wanted to work with and have worked with in the past is a extremely long life high horsepower connecting rod and that would come from per hour and TMS titanium so you'll see that TMS titanium on some fuel cars and some and just around here there but a really great place to deal with really good guys at TMS and you need titanium products titanium material because they don't build the ride but Crower builds a ride but you need to get the material from them and then obviously have Crower do the rod and this thing is just super cool lightweight titanium but a very high very very high lifecycle rate so I had the Crower rods and this titanium ride so I mean they're not cheap don't even think they're cheap but they're going to last you probably in the neighborhood of probably 10 times longer than the aluminum rod counterpart aluminum rod I don't even know what the complete lifecycle is that because I've never been able to we don't have anything that's running that long I don't have anything that's 10 years out so anyways the 10 years or you know hundreds and hundreds of passes verses 60 or 70 then we also in this thing this has a Crower billet crank very nice piece so a 5 inch bore space billet crankshaft for 6:25 stroke and this is a for 675 bore so it's a 635 cubic inch motor like I said but that the Crower crank and the billet is really nice they do a really nice job and had stuff along with the connecting rod then of course our our diamond pistons and diamond does this now this is with a hard anodized Teflon hard anodized that's why it's black like this a lot of our stuff we don't do with the with a Teflon hard anodized and just do the standard anodizing which is kind of like a goldish green color and then so this is like a 1 1 o 94 so it's a the common pro modified type pin and piston arrangement and you know this is a big dish because we have we're not looking for maximum compression because IE this thing still needs to run on the street on pump gas now stews not going to do a lot of that but that's why I built this for it is that drag-week style competition and then piston pin you know in a 100 94 I got something really kind of cool give the example of the size comparison and here so this is a a small-block Chevy pen the common in fact this is the common 1500 horsepower 927 small-block Chevrolet pen you can't see a difference I mean it's kind of cool and this pin here is pert near double the weight in fact we have a thicker wall pin in this two and a 1o 94 with a tapered pin this is a straight wall but in the tapered pin this thing ends up being gosh almost is almost double the weight of of that but anyways that's just something that's interesting and then like see of course this was on this is not how the efi gonna billet atomizers and you see we have to burn down tube so this is just Aeromotive pump and then we make all the bracketry and drive plates and everything for this stuff but and we put this all together and we're putting it in the car form tube so we'd like to always be able to when possible we will help complete projects I don't do artwork very minimal on car work but for select customers or certain things we'll do something like that but anyways a really nice piece and like I said we're gonna have to just run it at lower boost level so we'll probably just run it at 20 pounds of boost so I'll show you what kind of course part of this thing can make but keep in mind great big turbos big engine will always make really astronomical numbers at low boost now it's not a complete linear straight up linear line if it makes 3,000 horsepower 20 pounds of boost it doesn't mean it makes 5,000 horsepower at 40 pounds of boost that doesn't work that way it starts getting out of the efficiency of the other turbo but right here that just really make a lot of horsepower and it sits there always kind of cool so what I'm going to do is I'm going to put the camera down and go out and do a dyno pull on this thing I'll take a look at numbers [Music] [Music] all right and then you can see that the turn the fan off here and the waste gates dump into the room I don't I don't have them plumb to the outside so you can see that it starts moving crap around in fact they're knocking one of the knock one of the tubs off of the wall but it's not a big deal let's go ahead and take a look at numbers 4,500 it makes sixteen hundred foot-pounds of torque thirteen sixty one and that should be at 11 psi of boost six thousand well we go arts 55 so 5500 rpm we're at 1920 and 840 foot-pounds of torque thinks they're peak torque here was twenty two twelve and that should be right at right at thirty pounds of boost right there we'll look at the data logger in the Holly here in just one second 6,500 rpm we're at 25 89 and 2098 and up at 7000 rpm or at 2935 and 2210 and our peak torque was twenty two twelve and keep on climbing up there at the 31 12 out here at 7600 so this is just where I'm starting to control things with the boost controller because like I said this is my number two Dino you always can remember see that tote or that tub right there and the floor it blew off from the wastegate and unless you want to have well unless you want to have broke more broken parts that I just don't like taking this Dino pass this because it's not built for that the the drive flanges and hugs and doesn't have quite enough water like the second Dino does they built for it so anyways let's go over here look at boost interesting - no - is that at 14 pounds of boost this thing makes 2004 smart actually make like 2100 at 14 pounds of boost that's our boost curve right there that's a download our data log here and I'll show y'all numbers and we'll be able to see boost and everything else wow that's downloading I'll show you this unless you want to kick this driveshaft out of the big Dino back that coming out on the ground and the 6,500 rpms where it kicked it out coming out on the ground isn't all that cool and so that one's down for just a little bit until I get that one restored back out and take care of some dry flanges and drive couplings so that's why I run Dino number one and we can see right here yeah we made thirty pounds of boost at the thirty thirty point five pounds of boost right there at peak you're at seventy basically 7600 RPM and that all the way down you see the light blue line right here is our boost curve line our compensation looks good it's only you know one percent right through there AFR is looking fine and looks actually looks real good so I'm pretty happy with all that that's like got you know a bunch of timing out of it just making sure things are nice easy and safe so this thing looks really good so I think we'll get this thing over to the car which is still sitting over there where Mitchell's at on the other side of that motor and this is what it all looks like when it's installed in the car and we've already gone and tested with this so we've converged this car from a screw blower car to a twin turbo car and finish this all off for Stuart and then go testing with him and help him get start getting a handle on a car get accustomed to it to making passes and something like this because he doesn't have anything like this as of yet so a really cool piece and as you see it and I look at the hood here we you know even had that hood all done for him or a whole front end actually there you go and I'll have more about this coming up on our website with you know selected car builds that we're gonna do but anyways I'm Steve Morris see Morris engines have a great day
