Turbo: Now about camshafts. Of course, there is a big difference between the long-rod and short-rod camshaft profiles; what are your plans for each engine?
Bill: That's the thing that Brian, Dan and I are going to have to work to make it neutral for both motors. Realistically, we would have to put the biggest cams possible in his big-bore, short-rod engine.
With Brian's motor, we would like to build his cams around his power range and where it curves off. What's unique about this project is that we are starting from a neural point-the head-because we are primarily testing the differences between the blocks. In a normal situation when somebody builds an engine they rely on me to set up a cylinder head built specifically for that engine. The head is what plays a key role in extracting every pony out of the engine. This time, we are comparing the long-rod short-rod theory, so the head has to be neutral to start; later, we will start playing with head theories.
We are going to try a different cam, say, with bigger lift or longer duration, but the same cams for both engines to show the difference of how each handles the profiles. Eventually, we will do the roller rocker stuff but for now, we would like to show the reader how the engines will be affected by profile.
Brian: We will also start playing with cam profiles to cater to the long-rod and short-rod engines. I think we will see a major difference when playing with ramp speeds, durations, lifts and lobe centers since one has a slow piston speed and the other sports a much faster piston speed.
The long-rod engine will have much more time on the intake stroke to get the needed air/fuel mixture, so we would see a longer duration cam. With the short-rod engine, we would have to work much quicker with ramming air and fuel in during the intake stroke; I expect to see high lifts and quicker ramp speeds for this application. We are waiting for the completion of the engines to see what the differences will be.
Bill: Man, this is going to be a great tech story-I want to read it already.
Dan: I think this will probably be the biggest tech story Turbo magazine has ever done.
Turbo: It's not done yet. You guys better make sure you have these engines ready for the engine dyno! Don't burn me on this story!
Dan: (laughs) As long as Bill stops playing Grand Turismo and gets us our cylinder heads, I'll hold up my side of the bargain.
Brian: Oh man, I love that game! I make my son play it to win some money so when I get home from work I can spend it on my Skyline. It's pushing 1,000 hp.
Bill: My son does too. I like playing the rally stuff, though.
Brian: I haven't got my license for that yet. I'll have my son get me the license so I can start playing.
Dan: You guys need to grow up!
| Head specs Box (BCE ported) |
| Part | Make | Specs |
| Intake Valve: | Manley | 34mm (1 oversize) titanium |
| Exhaust Valve: | Manley | 29mm (1 oversize) titanium |
| Valve Springs: | Crower | 150 lbs open 40 closed @ .500 lift |
| Retainers: | Crower | titanium |
| Spec Box 1 | eck Plate Long Rod Engine "AKA LR |
| Part | Make | Specs |
| Block: | Honda | B18A1 |
| Crank: | Crower | 95mm stroke 4340 billet steel |
| Rods: | Crower | center-to-center 154.94 mm, rod ratio 1.63 |
| Pistons: | JE | 14:1 compression 83mm bore |
| Total CID: | | 131.55 cid (2.16 liters) |
| Spec Box 2 | onventional Short Rod Engine "AKA SR |
| Part | Make | Specs |
| Block: | Honda | B16A1 |
| Rods: | Crower | Center-to-center 132.28 mm, rod ratio 1.32 |
| Pistons: | JE Piston | 13.1 compression 85mm bore |
| Total CID: | | 123.65 cid (2.00 liters) |
The Round Table
Dan Benson
Stock Deck, Short Rod
Brian Crower
Deck Plate, Long Rod