Lake Speed's Ford C3 NASCAR Engine: Time Capsule of 90s Technology! (Dyno & Full Teardown)

this is like a time capsule of what cup technology was you know 20 25 years ago you've got a purex car out here if you don't want to do something put put the motor in something it bolts right in there you can still drive a stock car huh oh you ever driven a stock car like recently uh what's recent so he's saying we get that engine freshened up put it back in that car yeah and get you back in the car we're at pro motor engines right now with that ford c3 in there that we pull out of lake speed seniors garage with lake junior who's the the marketing tech guru at total seal piston rings and we're gonna get a baseline on that engine to see what it does after it's been sitting for how long uh about 20 years okay long time and he used the vintage road race with that engine in one of his old cup cars didn't he yeah so the one you saw on the last video uh the 92 or 83 purex car that 92 thunderbird he hasn't been he vintage raced it actually saw one of those last races and you know like he was saying those guys had modern engines and all that he was way down horsepower compared to those guys with this old engine which is this is era you know probably early 90s spec type engine so early 90s cup type engine yeah early 90s cup type engine to what this thing really is so this is a ford c3 a c3 heads what does that mean for somebody this is like a windsor based block right yeah so this is essentially what a cup engine was a ford cup engine was in the early 90s of course that was a 92 thunderbird that he was racing so this was supposed to be the type of engine that would have been running in that car at that time because dad was trying to keep to the spirit and the intent of vintage racing uh which thing i heard in the other video those guys escalated it and there were cars that were four or five years old vintage racing is like that's not fair so interesting to see how this the engine actually does relative to what we know was at the time a 2003 2004 engine he was racing against well here's the part i'm really excited about so this is like a time capsule of what cup technology was you know 20 25 years ago you know i know that at my time at joe gibbs racing and the engine department doing the development of the oil program an o 43 piston ring for example was like state of the art in like 2002. today they run a 0.5 millimeter ring that's like half the thickness so explain that to people who don't understand what what exactly piston rings are you're talking about the thickness of the ring that goes like the groove in the piston yeah so every piston has a groove in it right because the piston is trying to hold the combustion energy and turn it into work that's what that makes engines make horsepower right yeah is from the fuel burning and making combustion right that's the cool part well the piston rings are the seal to keep all that combustion from going blowing by into the crankcase pad there's a blow by gauge back there on the wall so we're going to do is dyno the engine and see how much power it makes we also want to monitor all the other vitals of the engine was the blow by you know modern engines have crankcase vacuum it's a way of making the engine more efficient so what's going to be cool is to see what this engine actually does and then take it apart and find out what's inside we will learn okay why is it doing what it's doing then keeping the same heads and manifold and block modernize it and see how much power we can make it's supposed to make 730 right that's what it said as we said right of course it's running for a little bit so it may be down a little bit because as engines ran it was totally common back in the day for an engine to be down you know 10 15 horsepower at the end of a race so this thing's got like four or five races on it which those weren't as long as a cup race so i mean if it's down 50 that wouldn't be shocking so we'll see what she does okay and for for lingo's sake like i'm glad you explained what blow-by is because we're gonna be talking about that that's like the the combustion force blowing by the piston that's not it's energy not being transferred to the downward motion of the piston so it's making less horsepower right so i'm going to drop a fancy word on you so my job is i'm a tropologist so tribology is the study of friction wear and lubrication that's what i did for joe gibbs racing and we won lots of championships with tony stewart bobby labonte and kyle bush and all those guys so i do that same job at total seal so what we're trying to do is reduce the amount of blow-by reduce the amount of friction that way the engine is more efficient the power is made from the air going in the engine into fuel so that's what we call brake specific horsepower like how much power can the engine make if there was no friction no losses right that's the airflow in the camshaft guy that's all the smart guy like i've already talked to my buddy billy godbolt at comp cams like they're totally on board to get us new valve train for this thing and modernize this engine so that we get more air more fuel so we can make more power my job is to make sure as much of that power that we make in combustion gets to the crankshaft okay so you have your your maximum potential number and you are minimizing the spread between what it's like maximum volumetric efficiency is bingo versus what it's actually what actually gets to the tires okay you know going back to the morgan mcclure video you did right that's what those guys were trying to do you know with all that stuff they were doing in the manifold and all that they were trying to get as much air and fuel into that engine as possible and then that was the early days of plate racing and of course nascar came up with all these rules to take away all their tricks well once you ran out of tricks to get more air in the engine the only thing you could do for a plate motor to make it better was reduce friction and losses everywhere else in the engine and that's where you know 2003 2004 alkane worker joe gibbs racing and we went hardcore into tribology in order to make the engines more efficient which is when all of a sudden joe gibbs racing engines took off right it was not the only reason but it was one of the reasons for that team's success is that we really begin to look at friction and how do you minimize friction not just cram more air and more fuel into the engine okay that'll make sense this is pretty cool what's is this is the fun part is that rarely do you find a running engine like this that's that old that literally is a time capsule what did a cup engine look like in 1992 okay what can we do with it 30 years later and how much more power can we make so i've got crazy numbers in my head of what i think we can make up this this can be really fun to find out what she says today what we can do and what we find out when we pull it apart then the really cool part is going to be when we put it back together what does it really do then because that's where you're you got to put your money where your mouth is right yeah pme has been around for how i mean like they've been around since the 70s i think yeah yeah they started off in chicago and then came here as the nascar thing grew because peter gal that was the star the owner of a founder they were doing road race stuff right and then as that grew that they just kept on moving and growing and it came down here like i said the last couple years of my dad's career bme did the engine so this is a perfect marriage of everybody right here you had you know my dad's car his career these guys were doing the engines for him and now we're resurrecting one of these engines no they didn't build this and this is not a pme engine this is a engine that you know dad bought at an auction and had one of his other friends uh rebuild for him to do the the vintage racing uh but it's gonna be cool to see what we all can do to this engine and bring it up to current spec in terms of the internal technology and how much of a gain there really is by changing that technology you know what i just thought it's gonna be really cool is um if we are able to spice this thing up a lot and get it back in the car what your dad's reaction will be when he drives that car again and it's like oh my god yeah i wish this car did this 15 years ago i can't wait i can't wait he's been driving that twin engine car and he beats all these guys who come from all around the country young guys old guys they all show up they try to beat him on that twin engine cart and he still wears them out and so it's going to be cool to put him back how old is that car he's 74. he's 74 was going almost 94 miles an hour you know a month or so ago yeah and this one engine terrifies me on that open wheel go cart like just thinking of if anything went wrong like how much pain you'd be in like it's just crazy i'm telling you if you're watching the youtube videos out there of him racing he is still so smooth and so good he's such an experienced race for me like he said start off when he's 13 years old you know running around the parking lot at his house he just can see things and knows what's about to happen based on experience that you you can't teach that yeah and so i think um at his age he's in great shape he's continued to race and stay sharp there won't be any problem drop him in that race car okay so how do we get this thing fired up and see i mean they already got to bolt it up here made sure it runs so we didn't waste our time coming here and having it be blown up or something so right but we don't know what it's going to do no so yeah they've already got it warmed up and figured out okay hey yeah it runs it doesn't leak and all that and they're ready to go so we got all the fuel hooked up everything we've got manifold vacuum we've got everything hooked up here so they can do the full dyno work on it so at this point we just gotta go out there and let venice and the guys um dino the engine all right let's do it right now it's now it's a pen holder did you make that excuse me you made that one no i just kept it because it's like nostalgic it really is not yeah we're gonna have to get a more detailed explanation on how these work this is like the thing that was inside that ernie urban intake manifold that larry mcclure was showing us except theirs looked like it had a lot of weird ridges and stuff in it but this one doesn't have but it's interesting now it's a pen holder you see the ring god that sound deadening is intense oh yeah oh yeah it is right are you going in there to check the timing it's so majestic with the air flowing in the wind like that i don't think it looks like yep we're ready it's got a lot of blow-by [Music] did you add some timing to it yeah five degrees so is it 35 now yeah [Music] does that say 456 457 yeah that's an average between 6 000 and 8 000 this is the number it makes where this cursor is that's the peak number okay so it made 475.9 and like that it made 476 but more time and depending upon the motor sometimes they just don't respond it seems to be a little bit off from what your dad thought it was you know i remember him running this engine up at vir one time and the other guy behind me being able to get about eight car lengths lying on the straightaway i think i know why now it could be like a 312 if it was running in a trans am as it should be the publication does it sound like a smaller motor to you it's kind of hard to tell [Music] it doesn't act like a small motor because small motors usually have everything upstairs but it's got a pretty reasonable amount of work yeah it falls off really [Music] only after a thousand stuff do you think it's being like not making enough power because it's wounded from being erased without being refreshing five six times or sitting for 15 years exactly the sitting for a long time definitely hasn't helped it me i'm watching the blow by out there that i think that's probably the biggest telltale is that each of those things is uh one cfm right dennis it starts at the bottom at one and goes all the way up yeah that little like white white marker right yeah so make a sweep let him record it real quick and we'll talk through and show you what we're seeing here because right now it's bouncing around 2 cfm as soon as he loads it it's dropping up to almost 4 cfm now let's watch it over right here all right almost to five cfm i think that's a lot yeah just give you an idea a couple weeks ago we were at ron shaver's place doing some testing on some new rings for us one millimeter ring we saw two cfm of blow-by on a brand new engine just doing break-in work and that would go down once it's seeded and broke in right yeah like we've seen it as low as one cfm on a dry sump engine that's not even a wet song we can get it that's no crank ace vacuum none of that stuff just a one millimeter one millimeter two millimeter ring package and we're getting two two and a half cfm of blow by this thing is double that so how much a rule of thumb on something like this how much power is one cfm blow by costing you hard to really put a number to that but i can tell you this thing made what's almost 480 right there just about okay it's that little small black chevy that's a 383 makes 450. so this this this thing is only 30 horsepower over a small block with a 600 cfm carburetor and that's an 830 double bumper yeah so this is like a six liter with a cam in it at the wheels horsepower like this is like a stock ls engine with some mods horsepower than mine i keep thinking back to that racing vir when the other guy is just my dad's through the technical bit has got about six seven car lengths on him another guy catches him passes him on the straightaway every lap they're trading the lead because on the straightaway the guy can just drive by him like he's tied to a rope i think i know why now just sucking his windows out yeah straight away yeah wow yeah that's probably had something to do with it what's your theory dennis it's tired dennis is the man here he's just tired it looks tired yeah oh yeah the blow by gage says it's really tired we're going to find out he's got some moisture in the robot too so oh it's pumping water in there yeah a lot of moisture got a head gasket from somewhere more than likely unfortunately it is with this it just makes 480 horsepower well okay i guess that leaves us a lot of room for improvement it does so because like you know i was thinking all right 730 is what you said it was i figured it might be down 40 or 50. prices would be up high 600s and i'm thinking okay an impressive number to freshen it all up and come back would be man if we get 780 800 would be pretty impressive we got to work it out to jump from there to here but we'll see what we can do okay yeah exactly we have no we literally have no idea what's inside that thing i mean who knows maybe those cylinder heads he got from his friend have too much volume in the runners for the camshaft that's in it or it's not you know there's they could be mismatched parts we have no idea what's inside we're going to find out and that's the fun part okay and you get to come along for the ride i know we got this thing off the dyno you're gonna are you gonna uh spearhead the tear down oh yeah i'm gonna tear it apart all right my curiosity won't let me go home and just not know i gotta know i was really i was really hoping we were gonna do this today because like i don't want to wait another week and a half a major cliffhanger well especially now right because the question is as the guys noted based on that horsepower output is it actually 358 cubic inches yeah it may not be you know there were some small bores small cubic inch stuff that was being done in road racing at the time yeah so this is the blow-by gauge we were looking at while we were dynoing it and we thought it was about five but actually it was about seven so just a regular old small black chevy is gonna be somewhere around two two and a half this thing was up here about seven but that's still at 200 horsepower yeah that's you know you'd like to think every uh cfm is 50 that'd be nice but that's not the case so was this this c3 is that c for cleveland what is that what does that mean i don't know anything about any of this how is this how far straight is this from a 351 windsor is there anything in common with that the heads are similar to the old 351 cleveland as far as that's kind of where the head is very similar or it has similarities um the block is a windsor would be a windsor cam line okay but when these things came out in the late 80s early 90s when they started the main lines was a cleveland so the two and three quarter inch stroke or main journal and so that was basically it was a kind of a combination it had a windsor layout on the short block different deck height than the cleveland or a lot of them were some of them were the the deck height for cleveland was a 9 200 some of these are 9 200 some were 9 500 and then later on they became 9-inch okay but this one we're going to find out i'm guessing it's a 9 200. but um looking at the block and the freeze plugs this block would have been had to been after i'm going to think after 94 94 to 98 would be the year i would think this block was so is and this is an svo block is that what it's called so it's like cast by ford sold for their performance program to race teams that's right is that where these heads originated to that's what the heads are yep they they made a lot of these heads yeah robert yates did a lot of the early development on the cylinder head yeah um and then roush was involved with it you'll see a lot of the early manifolds like this one what does this one say on it does it have roush's name yeah it does i was looking for the egg earlier all had the roush thing on it yeah the early ones had jack roush on them and then uh and then later on they put svo on them i don't remember if that was on the early ones there's a wilson one it says yeah well wilson ported this manifold though so why was this plugged it's a great question that that's basically it was a breather it's it's plugged you could you could probably do something with them it covers that when you when you run this engine and if it's if it's sealed properly you want it plugged okay on the dyno it's just it's just to pour it on the dyno that you can put a fitting on so you can draw vacuum or if you wanted to do it in the car i don't think anybody did but you could there but basically for a dyno guy that would be on there you just have a port there you could access we accessed it over here today but because because back at that time we were starting to get better to where we made vacuum before that you know the up until the late 80s early 90s we all had breathers on them our ring ring seal required it once we got things to where they started working well the dry sump system started evacuating the combustion you started making less combustion in the bottom things got better the rings started doing a much better job so this is a c3 what's a d3 d3 is the next generation cylinder head okay from this and then that that that head lasted for i don't know the exact amount it was somewhere around a 10-year period eight year period and then the fr9 is the engine now okay so so the fr9 is completely different you know where you can look at the d3 would go on this block it's had a lot of similarities okay so the the progression was like it was c3 d3 fr9 yeah and before before the c3 i'm not sure if i'm correct but i think it was a b head it was a it was a candid valve before this they had a cannon valve in the late 80s because we had done some of those also that's fascinating because they all know anything about the ford lineage this is cool learning this stuff good stuff helps provide some context people watching this so they understand what they're looking at or like why it's significant or kind of tie the era to it better well a lot of people that are probably watching this don't know technical stuff at all like they're learning too i'm helping what's the first plan of attack top to bottom is how i always go cool so does that mean valve covers our intake manifold first i'm going to take the um valve covers off and get this thing put aside because this is just their motor plate trucking it around there's nothing super special inside the manifold i don't think but i do want to peek inside just to see so yeah this is just for moving parts that engines around smells good i like that smell yeah it's got a little epoxy in there all right a curiosity snake what kind of fuel do they dyno it on probably one uh 114 sunoco most likely so i don't know if this was said on camera yet but when we got here they said that they did a compression check and everything on this and it all checked out fine like there wasn't a dead cylinder or anything right so there's and for it to still make power to 8000 rpm you know like uh for it to even make power that high but make that small that little amount of power just seems weird to me like how can i make power that high but not make very much well that's the interesting thing is that the blow-by did was high but it didn't just go crazy at the top it just was high and stayed high yeah and the vacuum was you know six seven inches and it stayed there so it wasn't responding to rpm in a way that you think oh there's just a broken ring or something like that that was just made where you know this thing's messed up and wrong so yeah it's going to be really curious i mean i think this is observation punch that it's a small cubic inch is probably accurate yeah everything everything adds up but it doesn't seem nothing doesn't make sense except the small number unless we pull the cylinder heads off and the pistons are like reverse discharge things like super low compression or something like that because there were 9 to 1 bush engines back in the day so that was one of the the specs they had is they had a spec spec carburetor and you were limited to nine to one on compression ratio so if the bottom end is actually a nine to one and [Music] that could make some sense thank you welcome man i don't have bad rockers that's not a dell west retainers from 21 june 01. 20 years there we go i thought it was about a 20 year old engine so there we go there's your production stamp we now you know it said june 01. no not yet oh you brought him already oh you're on top of it try to be you're good thank you there's there's one side maybe it was nine to one and then he got these special heads that had bigger chambers than what they were supposed to be and maybe it knocked it down even more that now no looking back on the dyno when it really didn't respond to five degrees of timing it didn't really care that could be a good indication that it is nine to one because a higher compression engine usually will like timing more pickle springs 697 on those rockers those are big old springs yeah let me ask my buddy billy godbold is going to freak he's like oh yeah there's there's free horsepower just by getting rid of those giant monsters um of course you guys think the valkyrie laid out so the valves are probably pretty heavy too that distributor gear has seen some action it's quite worn chewed up how much longer do you think that could be run before it would i mean that that wear almost looks like it was just happening now this piece is fresh pizza fruity to it yeah yeah that looks pretty bad we'll definitely have to replace that there goes the manifold that came off easy it wasn't stuck to anything there's some pretty looking head ports it smells so good i wish cameras could pick up smell sometimes really glad they don't this time i wish it did so this is sucking oil out of the valley yes yeah so you've got a scavenge you got a dry saw pump over here that's what makes these things kind of cool is that a normal engine you have it's called wet saw so you have an oil pump down in the oil pan uh in the old days they ran off the distributor gear with these engines you have this dry sump pump for the pump that's external to the engine and you don't keep even though there's an oil pan you're not keeping the oil storing the oil in the oil pan this is basically being scavenged out and it goes to a remote called dry sump tank so each of these red sections is a scavenge section where it's pulling oil out of the engine so this one right here is taking oil from the valley out and then these three are pulling oil from the pan because the road race engine you've got one on the right side and you got two on the left hand side so it's that way as the car turns left and right it can pick up oil either direction okay each one of these isn't that they call that a stage yep this stage yeah so this would be they call this would be a five-stage pump because you have four scavenge stages sections and you've got one pressure section okay so the more places you need to pull from the more stages you need to have yes is a oval track engine one less stage because it doesn't have to pull from the other side no you just pull them from over here so you just add that stage to the the important side right so what you would really like to do is have five scavenge sections because each cylinder pair you can put a divider in between the cylinders so there's less crosstalk um especially windage-wise oil's moving back and forth that's one of the things that robs power from the engine is the amount of windage how the oil gets wrapped around the crankshaft so it's like trying to run down the road versus running down the swimming pool a lot easier to run down the street than it is to run through swimming pool that's why the fr9 has those dividers between each bank yeah right we'll show you that there's some sitting out there it's pretty cool yeah yeah so having that divided crankcase is more efficient so each of those sections needs its own scavenge and then you still want to keep the oil on the top of the engine from dropping down on the crankshaft so i suspect because of this being located here we may find that the cam tunnel may be closed off it may not be a lot of engines um in the early 2000s we installed a cam tunnel to keep the oil that was going to the camshaft from dropping down on the crankshaft to reduce windage when you do that you have to have a pickup on the top of the engine in order to pull the oil out i mean you don't have to um but it's one way of controlling oil flow in terms of trying to reduce the amount of friction and losses in the engine as a whole so yeah this is uh the valley scavenge so ideally you'd have one more stage and pull it from the bottom and for road racing on the modern stuff you can pull two from one side two from the other side that's something mcclure did as they said they had a dry sump pump driven off the rear end that they could switch on with the ball valve to pull more vacuum in the engine yep or pump air into the engine with it too that's a thought i'm just just saying right okay yeah that pump can go either direction you can pull more vacuum or you could pump air to the engine floats your boat i'm not saying anything larry this is possible somebody i still was saying some theories from the in the past right that people saw that and they theorized that maybe you could be pumping air to the engine i don't know spain though we don't know someone probably did that even if it wasn't them someone probably did that could be all right so we got this part so now it's time to take the heads off he says dude i'm gonna say the war according to tom whether you like it or not okay ready ready for liftoff no nothing's broken but there's definitely like some crud on the wall here what does the chamber look like yup that's a cylinder head not all i can tell you there are people who have better eyes more more experienced eyes than i on on that valves are kind of different colors back two or brighter than the front two don't know if that means anything let's feel a distribution right on an intake with like a throttle body in the front that would make sense because more air always ends up in the back but i oh it definitely happens on these things i thought they were designed to not do that oh you try to minimize it but you don't fix it huh you can do uh in cylinder pressure transducers on every cylinder and on a common plenum uh carburetor do you like that or even throttle body it's gonna be different all eight cylinders that's one of the tricks people were doing was they would actually have different cam lobes for each cylinder to try to maximize each cylinder because the v8 engine is really eight single cylinder engines with a common plenum so can we find out what the if it's tiny or not it's kind of too antsy and get the other head off like it's already unbolted we could just lift it off well we need to know well you can see where it where it's been sitting right so that's where it's set because you got a little bit of rust and stuff in there or discoloration yeah because that's where the fist that's where the ring pack was sitting so top to bottom that's where the probably oil ring was sitting all right it's got good parts in it htc hank the creek in it yeah yep how about that yeah yep we can keep those oh yeah i hate the crank yeah that's cool yeah what's that uh he was really he had his uh he was kind of the premier crank builder back back in the day what era is that from well it's from the 90s but but he was uh at the tail end of what he was doing in the 90s and for me the 80s i don't know before that he was the he was the guy maybe yeah this isn't some giant heavy crank this is a good good crank then yeah we can keep this crank so there's still no like major problem there's no reason to make sense we still don't know why no it was verified this is not a tiny engine it's in the 350 something range yep we have no good reason for its lack of horsepower yeah it's called what it is i mean you got seat beat pistons in it this is all good stuff inside there's nothing weird or wrong that's good she's out now i know 43 it's got lateral gas ports in it so yeah we'll get the calipers out and measure it that's about what i thought it would be full round piston it's not a box style piston the older style the full round what's a box style piston we probably have some in here we can show you where the box style as opposed to having all of this area out here that goes around the box style comes off of here and supports that area so all that area is removed so it takes weight out of this makes it this and lighter and more rpm i don't know why for whatever reason there's no audio on this clip but what dennis is doing right now is checking the specs of the cam shaft just to make sure it doesn't have some kind of weird uh non-aggressive cam in it that could explain the lack of power this thing was making and it did not turn out to be the case it had specifications that would fall in line with what it should be to make the power it was told to make so we still don't have a smoke and gun explanation as to why this thing doesn't make the power that lake senior said it did what is this thing so this is a profilometer so it measures surface roughness so we can measure the size like you said it was no four uh four inch o62 that the piston said the bore size is all right but what's the actual texture of the surface because for the rings to seal they have to have oil in the cylinder wall and the key thing about that surface roughness is that's what retains the oil oil is the gasket between the piston ring and the piston and the cylinder wall so you want to have it smooth enough that it's not high friction high wear but you also want to have enough valley to hold enough oil so what you want to try to do with the honing process that we're going to do when we freshen it up for certain is have it really flat on top with valleys underneath all that plateau finish so what can happen sometimes is that you lose the valley it's worn so much that there's not enough valley it doesn't hold enough oil and that could cause a higher levels of blow-by so to see if maybe the blow-by we saw the dyno was because there's not enough valley maybe i'm going to check that out and see what surface finishes and what this tool is what it does is it can measure down uh in microns so that's millionths of a meter so just to kind of give you a reference so this thing in micro inches um 100 micro inches with this machine is a tenth of a thousandth [Music] a tenth of a thousand this is some really intense fractions oh yeah yeah but that's what we do so what does the gameboy say is it making its graph right now yep not a lot of valley pretty smooth but i would also expect that for this era that engine built in that kind of time frame that's was a thought process yeah yeah perfect all right so your r a that's your roughness average that's nine that's not that's pretty low it's pretty good right your rk is 20 your rpk is four that's just because it's worn down but your rvk that's the valley depth yeah is 24. that's really low that was very common to what we did yeah so for a molly type ring which was common of the day yeah that's the kind of finish you had so with the modern stuff with the steel rings and the thinner rings you want that number to be basically double um so this is still doesn't tell us why it only made 480 horsepower nope not really the most conclusive thing we've seen so far is the compression ratio but it's still like that's that's the biggest thing we know for a fact that those are cupheads made for high compression domed piston and this is their reverse dish you know less than a flat top piston to bring compression down so obviously that's going to affect how much power it can make by by lowering that see it's got really lazy uh lazy airflow because it would have if it's made for more compression i'm gonna have uh that's it that's really more engine speed okay now compressions what you're doing once you get the air in the cylinder so like with the camshaft camshaft's not crazy um we ran 8000 rpm which isn't actually a little bit past 8000 rpm but it didn't make any power just dead which means yeah it's just yeah i wonder what the actual compression ratio is were these pistons for nine to one with a different head and now it's like eight and a half is it like eight very well could be right so i think that's one thing maybe we might do is cc the piston and cc the heads and figure up what our compression ratio actually was this is like an eight-to-one bow motor now yeah yeah yeah that shows why it didn't really respond to more time you know it's like you can try to help it all you want but it's just not going to get there from here if we can get custom pistons made in reasonable amount of time that's the best thing to do that way we can really optimize what we have here take advantage of you know the really good quality rods very good cp gorilla rods they've got dlc coated wrist pins so there's a lot of good parts and pieces in the engine that you'd like to take advantage of if you could looking at the heads checking out the valve seats doing a new valve job and all that will probably be a big part of that but we know that i mean it made 170 psi printing compression so it wasn't low it wasn't dead yes none of the rings were stuck looked at all that so the pistons aren't shot rings weren't stuck and all that so we just got to figure up way to bringing this baby to life but hey the bar is really low right now which is actually kind of helpful right it's like they're not starting really high we're starting pretty low you know so all the view like the the perfect custom piston what compression ratio would you want this engine to be well depending on what fuel we run it on 13 to 1 or so is a good number um but we'll also defer to dennis on that and what he thinks he knows these cylinders and the stuff better of what he thinks he can get away with this bore size and those cylinder heads and what we're trying to do because you can't run the same fuel when you're endurance racing than you do drag racing yeah because the drag racing fuels are different because it's so much colder at shorter duration and when you're doing endurance racing that fuel has to be able to handle that heat and so the vapor pressure is going to be different there's a lot of factors of that and because of this bore size that would be one of the limiting factors of what the fuel does because you the bigger the more you make it the faster the flame has to travel to have complete combustion we don't know we don't know we will find out we will we we've got work to do but that's fun though that's what actually makes us a lot of fun is we got a mystery to to solve and there's a lot of power to be to be had because an engine of this size at 8 000 rpm should be able to make a lot more power okay dad so you said that motor is supposed to make 730 ish something like that we should probably need to find the dyno sheet so remember the last time you raced the car remember how much of a horsepower deficit you had oh yeah okay so it actually well it made 480. what yeah good job we we we we we checked it they did uh dennis mcguire's did a compression check on it still pumped like 170 psi so it wasn't terrible had six inches of vacuum had about seven cfm of blow-by so he not great numbers all the way around but not 250 horsepower off wow yeah pretty amazing so we think between everybody we're going to bump the compression because it was definitely a nine to one engine still still nine to one yes okay we can tell about the pistons so we're gonna put new pistons in bump the compression up probably about 13 to one so we're going to try to get you back most of that 250 so when you go drive it again you know you can maybe feel that difference wow all right do you think you had any of the time sheets or anything from the last time you raced the vir i don't know that motor wasn't in the car at the all okay but it was at the car at daytona and i won the race that i never did okay on the right side wow well that's really saying something really i don't know how that happens so anyway hopefully running like 205 at the start finish line the plate engine almost power wise so maybe i don't know what's going on there so anyway in all fairness we figure it's probably sitting for a long time yeah we figured this sitting has hurt the valve seats and some of that stuff blow by so we're figuring about 150 of that it's probably just it's sitting so we'll be able to quantify that when we put it back together but yeah we looked at it pretty hard yesterday i mean we died yesterday morning and we didn't leave until last night until every bolt nut was off the thing and we looked at everything because we were like we can't believe it off that much right everybody in the shop came over and looked at like no it can't be that bad yeah wow yeah that doesn't sound right but even for that motor for that generation back at that time to be that low no they all agree with that but all those parts and pieces because it's good parts and pieces inside that dlc coated wrist pins and corella rods and cp pistons hank the crank crankshaft and it was good stuff yeah i mean yeah so it was like okay well we figured again 150 that's at least just it's sitting but we might need to get a hundred more out of it so again we're going to call in all all the resources billy godbold from comp and everybody we're all ganging together so hopefully we can get you back to 7 30 at least yeah all right i'm believing that's going to be that much or more i'm i'm really expecting something we got to get at least 700 out of this thing for us to feel good about it oh yeah because dennis had a good truck motor back in the day that era was 700 so if we can't get to 700 we're not doing something right right sounds good anyway awesome that would be the next thing all right can't wait awesome well this was a lot of fun and definitely a big surprise we thought there would be something that would tell us why i didn't make that much power but there wasn't there's a bunch of little things i will say though uh lake junior called me yesterday and he said he found a quote from robert yates when referring to a c3 headed engine if you had 700 horsepower with that era of engine you had a race-winning engine so that's kind of our benchmark is how far past that can we get with modern stuff we don't know it's going gonna be really fun to find out though make sure you're subscribed for part two we don't know when that'll be because i gotta get parts and you know do the machine work and all that stuff but you're here for it if you haven't seen the first video we did at lake speed shop picking up the engine showing all the history of the shop and telling us about it you're going to want to see that too probably the rest of the racing history nerd zone playlist also we're glad you're here if you've watched this far you're into the same kind of things we are so like we're on the same page here and uh this is really fun we just have fun we like to have fun here we like to learn we like to dig up history find out what important things from it we can apply to our lives today to make the future even better pretty much do you want to support the channel check out stapletonautoworks.com where you can find like this shirt with the boom tube shirt or this hat stickers that kind of stuff if you don't we won't hate you but if you want to wrap our stuff we would think that's pretty cool every order gets a handwritten note signed by both of us me and logan everything gets packed and shipped right here in our shop we're a small business two people trying to make a living having fun at the same time and we're glad you're here either way

Channel: Stapleton42

Views: 228,325

Keywords: lsxcalade, escalade, turbo, twin turbo, pfi speed, stapleton42, Mitchell stapleton, 427, lsx, dyno, 2000 hp, street outlaws, 4x4, rowdessy, big turbo, suburban, yukon, denali, 1320video, dale jr, do it for dale, Brent pfi, rmrw, drag week, boost, v8, ls1, esv, boom tube, daytona, Alex bowman, dale truck, monte carlo, first gen monte, ls swap, pro touring, lsa supercharged, iroc x pipe, dr gas, rippin, vice grip garage, vgg, amc dealership, junkyard, sterling marlin, lake speed, go kart

Id: E5Q06jx8HnA

Length: 47min 33sec (2853 seconds)

Published: Thu Jul 28 2022