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Alex Denysenko
Co-Administrator and Moderator

NHRA/IHRA/SRA member and licensed Superstock driver
NHRA and IHRA SS/LA & SS/MA National Record Holder '00,'01,'02,'03,'04 &'05
First SS/MA in the TENS!
IHRA division 5 Superstock Champion
Fleet of FoMoCo products including 88 ASC McLaren Mustang #28

The Barry of BarrysGrrl

quote:

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Originally posted by Fordwiser:
OLD Clevelands aren't tooo bad!!!
How you doin Dusty we talked with you and I think your son-in-law at the Ford Expo in Columbus this year. I had the 80 T-Bird with the Cleveland in it.
Roger

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"Hey" to you too, Roger.

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Ben
Grabber Green '70 Mach I 351C 4V
Robbin Egg Blue '79 Fairmont 408C 4V, best time to date is 10.50 best MPH 127

Noted engine builder Jon Kaase, who has several ties to the NHRA community, won the third annual Jeg's Engine Masters Challenge presented by Popular Hot Rodding for the second year in a row and immediately donated his 408ci Ford Cleveland Engine to the charity. Event organizers expect bidding to reach well into the five-digit range. "The sky is the limit," Coughlin said.

Thirty-nine of the world's top engine builders were invited to participate in this year's Jeg's Engine Masters Challenge. Constructing motors under strict guidelines, the best of the best ultimately descended on Bill Mitchell's Hardcore Racing Products shop in Long Island, N.Y., to compete for $168,000 in prizes and contingencies.

When the smoke cleared -- literally, several entries exploded on the dyno -- it was Kaase collecting the $77,500 winner's check after posting a peak output of 691.2 horsepower and 616.2 foot/pounds with an overall average of 485.9 horsepower and 557.3 foot/pounds, giving him a total score of 1,043 points. Finishing second to Kaase for the second time was W. Enterprises with a 1,031.2 score, which was worth $26,000. BES came in third place, pocketing $14,000 for their 1,022.6 point total.

"All the big boys of engine building were there," said Coughlin, who was thrilled to help the program grow by having his family's company sponsor the competition. "The technology and innovations displayed, combined with the fact they all had strict guidelines to adhere to, just boggle the mind. Just about every team that entered produced a motor that could have won it all. Jon just had that little bit extra."

The concept of the Jeg's Engine Masters Challenge is relatively simple. Each team has a pre-designated period to construct a 410-inch small-block motor that uses 92-octane unleaded gasoline. Aside from the exclusion of non-OEM cylinder head designs, non-steel connecting rods, and multiple carburetion, there weren't many restrictions.

On a designated date, all 39 teams arrived in New York and took their turn in the dyno room. A qualifying session included a five-minute warm-up period and three mandatory medium speed (330 rpm) warm-up pulls between 2,500 and 6,500 rpm. If everything was working properly the group then had a 20-minute tuning period where they could perform as many full or partial pulls as they desired. During that time tuning adjustments are limited to jet changes, air bleed changes, emulsion changes, float level manipulation, and ignition timing changes made only by moving the distributor.

At the end of the tuning period, three competition pulls at medium speed were made in rapid succession. The horsepower and torque figures from each pull were averaged and added together for a final score. The top six teams went to the finals where the entire procedure was repeated to determine a winner.

"Our short block contains some of the finest and strongest parts money can buy," Kaase said. "If there's one thing I've learned in 37 years of engine building, it's don't use cheap parts. The Carrillo rods, Bryant crank, and Venolia pistons this engine enjoys are simply the best.

"The pistons are extremely heavy-duty as are the Casidiam-coated wrist pins. The block has eight nickel silicon carbide coated Formula 1 cylinder sleeves, which are impossible to wear out. Everything was built for extreme durability. The custom roller cam built by Comp Cams uses oversize 55mm roller-style cam bearings as well as oversize lobes with larger base circles. The piston wall and bearing clearances are all suited for street or performance use. The valve train parts are the best the rules would allow.

"The valve lift is ..740 inches at the valve, which is a little high for coast-to-coast driving. I have some 1.33 rockers that would bring the lift down below .570 inches. They go with the engine. The compression is at 12.35, which is a bit high for continued street driving with pump gas. Street driving and cruising would be no problem when using a performance-type race gas.

"Every effort was made to make this engine durable when using pump gas. It will make over 700 horsepower at 6,500 rpm, 630 foot/pounds at 5,300 rpm while still being able to make over 500 foot/pounds at 2,400 rpm on 92-octane unleaded. I am rebuilding it now with all new rings, bearings, etc. I hope they find a good home for it."

A 502ci crate motor from General Motors was also donated to the Jeg's Foundation Racing for Cancer Research program and will also be auctioned off in Arizona alongside Kaase's engine.

The third annual Jeg's Engine Masters Challenge presented by Popular Hot Rodding will air at 6 p.m. EST, Saturday, Jan. 22, on the Speed Channel as part of the Lucas Oil On The Edge television series. The Barrett-Jackson Auction runs from Wednesday, Jan. 26 to Sunday, Jan. 30, with several hours of coverage on the Speed Channel.

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Alex Denysenko
Co-Administrator and Moderator

NHRA/IHRA/SRA member and licensed Superstock driver
NHRA and IHRA SS/LA & SS/MA National Record Holder '00,'01,'02,'03,'04 &'05
First SS/MA in the TENS!
IHRA division 5 Superstock Champion
Fleet of FoMoCo products including 88 ASC McLaren Mustang #28

The Barry of BarrysGrrl

We had been under the impression at one time that 2 or 3 was the max. number of sleeves due to block weakening. So much for that.

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Alex Denysenko
Co-Administrator and Moderator

NHRA/IHRA/SRA member and licensed Superstock driver
NHRA and IHRA SS/LA & SS/MA National Record Holder '00,'01,'02,'03,'04 &'05
First SS/MA in the TENS!
IHRA division 5 Superstock Champion
Fleet of FoMoCo products including 88 ASC McLaren Mustang #28

The Barry of BarrysGrrl

quote:

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Originally posted by Dad Vishus:

We had been ...

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WE?!?!?

Your combo looks pretty good to me but..... Header primaries are probably too small. I would figure a motor that size in that rpm range would benefit from 2" or even 2 1/8" primaries. I was told by more than one fellow that my 357 inch motor could have used bigger headers, and they were the same size as yours. And it may even like a camshaft with more duration. My newest motor is 402" and the cam in it is 276/286 @ .050.

Given the size of the motor, the ET seems a little off to me. My stock rodded motor ran 9.90-10'ohs in a 2850 lb car.

Looks pretty good from what I see. Most of the guys with combos like yours
run a bigger primary diameter header (2"). How does they match up to the
A3 exhaust ports? The A331 that you have, is it the Torker type or the one
from Roush? Are you running a spacer? Your E.T. looks a bit long for the
MPH (a friend runs a similar MPH but is 3/10's faster but he's running
a manual tranny and is 200+ lbs lighter). With the big port heads
and 3 speed automatic, the rods probably didn't need to be that long.
With your springs, I'd keep an eye on those Harland Sharp rockers.

> I have tried to e-mail you but was unsusessful, will try again thanks..Tim H

If you are using the Boeing address, remember there's a numeral two after
my name (there are multiple Dan Jones' here).

quote:

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Originally posted by kid vishus:
I used to post quite frequently on the 335 forum, that is till Tom kicked me out.

Your combo looks pretty good to me but..... Header primaries are probably too small. I would figure a motor that size in that rpm range would benefit from 2" or even 2 1/8" primaries. I was told by more than one fellow that my 357 inch motor could have used bigger headers, and they were the same size as yours. And it may even like a camshaft with more duration. My newest motor is 402" and the cam in it is 276/286 @ .050.

Given the size of the motor, the ET seems a little off to me. My stock rodded motor ran 9.90-10'ohs in a 2850 lb car.

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quote:

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Originally posted by DragBoss:
Why did Tom Custom kick you off, what role does he play on 335.

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It's his site. Not sure what I really did other than point out what an idiot one of the self proclaimed experts over there is. That fellow who shall remain nameless seems to think throwing more money at his motor is how to make it go faster even though his chassis wouldnt handle the power his combo was making. I'm glad I never bought aftermarket rods, a Ron's injection set up, and only managed 6.50's.

quote:

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Originally posted by DragBoss:
Dusty, Although Clevelands are old, they still rock. Ask Fordwieser about a moroon 69 Cougar running low 10's, he saw at the Ford expo, Maybe you were there?... On aside I have been trying to locate Dan Jones the Cleveland Guru, any body know how to get in contact with him. Is it the Dan J. that posted on this website? Thanks Tim H
We were there. That's where I met Fordwiser and Clevelandstyle (although he was having tranny problems and spent some time under the car) I enjoy meeting people who are as ate-up with Fords as I am. My son-in-law Johnny is still playing with his 69 Mach with cleveland motivation c6 and 4.56's. For a true street car with a too tight convertor for good 60' times it doesn't do too bad. His best so far has been 12.40's at almost 111mph. If he would loosen up the convertor and get his fuel curve straightened out, I think the car has 11sec potential. As is, it's a turd out of the gate with best 60' at 1.87 ! He sure makes the GM contingent wince when he gets it in high gear! But, he's still likes piddling around on the street ,going to cruises and taking the kid to school etc., so he doesn't want to modify it a whole lot. I know it's way too lean in low and mid range when he puts the slicks on and gets the car hooked tight to the track. You can watch the whole car rise a couple more inches when he gets about 100 feet out. His carb just isn't calibrated right for his combo, but he and his freind do the tuning and they aren't ready to listen to the "old man" yet, so I let them do their thing and enjoy the successes and cringe at the failures ( like watering the track twice in two outings with blown freeze plugs). Anyhow, we will for sure be at expo and if you guys would like to get together you can contact me at [email protected]. Goota go to work, the salt trucks beacon! We'll see ya at the races.
[This message has been edited by DragBoss (edited 01-18-2005).]

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