Last month we started our engine buildup that should withstand whatever amount of horsepower we decide to throw at it.
Speed Force Racing prepared the bottom-end components, including Swain Tech-coated JE pistons, ARP main studs, Pro-Gram billet main caps, and Cryo-Science's cryo-treatment to the crankshaft, engine bearings and the Pauter billet connecting rods. Though it's a touch overkill, we'll play on the safe side for engine longevity.
Our goal is to build a block that won't need to be torn down for many years to come; the same goal applies to the Supra's cylinder head.
The first order of business with the cylinder head is the internals. We ordered Ferrea Racing components for that extra peace of mind. The 1 mm oversized valves should substantially increase overall head flow. Specifically designed for forced-induction motors, Ferrea competition valves use a nickel-based alloy with a unique heat treatment process for maximum heat resistance and a tremendous amount of tensile strength.
The dual valve springs are manufactured from high-grade alloys and are heat-treated and stress-relieved to dramatically increase spring life. Strong and lightweight Ferrea titanium retainers and valve locks, along with factory valve guides and seals, top off our cylinder head components. Combined, these components should allow our engine to rev well past 9000 rpm.
Speed Force Racing also performed the cylinder head work . SFR's Tim Richards had the exhaust and intake chambers ported and polished to match the intake and exhaust manifold gaskets. While the exhaust side was polished smooth the intake port was left with dimples for better fuel atomization.
To accommodate the new oversized valves, SFR had the combustion chambers touched up to prevent shrouding of the valves, which would otherwise prevent the gases from properly passing through the chamber. Each valve and seat went through a full-radius cut for optimal valve-to-seat seal and improved flow characteristics. The full-radius valve job provides a smoother transition from the port to the seat than a three- or five-angle valve job, maximizing airflow.
Once the head was assembled it was time to take it back apart. The bare head and valves were sent to Swain Tech Coating for their thermal barrier coating. The head received coating in the combustion chambers and in the exhaust port. The valves got a coat on each of the valve faces of the same coating as on our JE piston domes. This helps keep heat from soaking into the head, instead keeping the heat inside the combustion chambers where it belongs. Keeping more of the heat in the combustion chamber promotes a more complete burn of the air/fuel mixture, producing more power, as well as increasing engine longevity.