2019 Engine Master's Challenge - Studebaker Power Team

[Jeff Rice]

I want to thank our most recent donor sponsor to the Studebaker Power Team...
David Livesay has stepped forward to help the Studebaker Power Team make a professional showing at the Hot Rod Magazine Engine Masters Challenge in Ohio in September/Oct.

THANK YOU David Livesay!!!

[Jeff Rice]

August 24th update....

Things are speeding up!

We are to be on location at JE Pistons on Sunday, Sept 29th to be inspected, and loaded onto the dyno cart.
Our run time is scheduled for Monday morning, Sept 30th!

[shifter44]

I hope that all goes well.
Are you getting some run time in before the event ?

[Jeff Rice]

Yessir.. Going on the dyno in a few days...
We will be ready!

I hope that all goes well.
Are you getting some run time in before the event ?

[Jeff Rice]

(August 28th Update)

Things are speeding up as time is getting short.
Long block is together. Dave is sorting out the rocker setup as we speak.
JE Pistons have been flycut and installed.
Heads and intake are done.
FST carb and goodies are mounted.
New distributor and MSD setup are getting installed.
We will be ready!

Here are some pic's Dave took...

[3x2stude]

Looking good Dave.

JK

[maxwelj]

Just a silly question, but are the different springs and retainers on the front cylinder there on purpose?

You are very observant.
Those light springs are used to dial in the camshaft and to check valve/piston clearance.
They are also used for flow bench testing (no hard load at a specific opening height).
They are for assembly and set up only... Not for running.

[Jeff Rice]

9/10/2019 update:

Awaiting a couple of small ignition parts, and it will be time to fire the engine.
"Digger Dave" has the race fuel, and is going to fire it up in his shop and do the basic warm up and re-torque.
After he is satisfied with that, it is off to the dyno for final tuning.
Clock is running fast!

[Mike Van Veghten]

Race fuel, what's the compression ?

Mike

[Jeff Rice]

As stated in an earlier post on page 3 (Rule# 319) Compression ratio is limited to 10.5:1.
Fuel is Sunoco 260 GT race fuel.
"Digger Dave is going to warm up the engine on some 110 octane fuel, check everything, and re-torque the bolts.
When he puts it on the dyno we are going to tune with the Sunoco 260 GT.
The event supplies the Amsoil oil and Sunoco fuel, and the engines are carefully checked beforehand.

Race fuel, what's the compression ?
Mike

(copy)
Sunoco 260 GT 100 Octane, Unleaded Racing Fuel in 5 Gallon Pails is a Street-legal, oxygenated Race fuel for performance vehicles.
This fuel is sanctioned by: CRA, Competition Riders of America
Sunoco 260 GT is the perfect choice for a street-legal fuel that will provide outstanding performance benefits in Street Cars, Muscle Cars, Street Rods, Motorcycles, ATV's and the like. Sunoco 260 GT will allow increased boost levels in supercharged or turbocharged applications compared to lower octane “pump” gas and will not harm catalytic converters or oxygen sensors. It is also compatible with two-stroke synthetic and mineral-based engine oils.
TECHNICAL DETAILS
Color Not Dyed
Octane (R+M)/2 100
Research Octane 105
Motor Octane 95
Specific Gravity 0.734
Weight (lbs/gallon) 6.1
Reid Vapor Pressure (PSI) 6.4
10% Evaporation (°F) 145
50% Evaporation (°F) 211
90% Evaporation (°F) 216
Stoichiometric Air/Fuel Ratio 14.1
Oxygen (weight%) 3.7
Ethanol (volume%) 9.8
H/C Ratio 2.02
Lower Heating Value (Btu/Gallon) 109,200
Lower Heating Value (Btu/Pound) 17,900
Dielectric Constant 11
Leaded No

[diggerdavem]

Mike, the final compression ratio is 10.31. Bore 3.6875 stroke 3.625 total 310. cu.in. 1.875" intake 1.540" exhaust valves, FST 750cfm carb.
Using 110 racing fuel because only fuel available. Just starting, setting timing and bringing up to temperature for cool down and re-torque.

[Mike Van Veghten]

Dave -

Cool.
Thanks for the info.
Good luck with everything.

Mike

[VtMike]

I'd guess the answer is already somewhere, but could someone remind me:

Is this an engine that would be full race, or would it be a streetable engine?

Would this one be a model for a good way to approach a rebuild where you were trying to get as much streetable power as you could get from a non-supercharged Stude engine?

[Mike Van Veghten]

Mike -

No...not at almost 10.5 to 1 compression, and a 750 carburetor !
Don't know the cam specs., but since it's a roller cam, no there too, money wise.
Good heads NEED a good manifold (flow wise), or they (expensive heads) are a waste. So another big expense.

Short block wise, yes, that could be copied and used on the street with good heads and intake to help fill the 310 cubic inches.

Mike

[Jeff Rice]

I'd guess the answer is already somewhere, but could someone remind me:
Is this an engine that would be full race, or would it be a streetable engine?
Would this one be a model for a good way to approach a rebuild where you were trying to get as much streetable power as you could get from a non-supercharged Stude engine?

This engine was specifically built to make the most torque and horsepower with a max of 6500 RPM.
The dyno pulls are from 3,000 to 6,500 rpm.
The rules are basically a mimic of the NHRA stock class rules.
Naturally aspirated, single 4bbl carb. Cast iron heads. Steel rocker arms. No titanium valvetrain parts.
No stroked crankshafts. Max .065" overbore.

It is a tuning and building challenge. Get the most out of what is available, but close to stock.
Our camshaft spec's are not public until after the event, but that spec was derived from a current cam sim program.

Our cylinder heads have been extensively reworked (within the rules) and intake manifold has been optimized for the combination.

This would be a superb street engine. Maybe a slightly tamer camshaft spec.

More to come...