The Victory WD 2007 Engine Builder's Challenge

INTRODUCTION

Get ready Australia for the biggest engine building challenge in the country!

CLICK HERE TO APPLY!

The Victory WD Engine Builder’s Challenge 2007 presented by Perth Street Car Magazine is an opportunity for engine builders to showcase their work and compete for thousands of dollars in cash and parts.

Due to the success of our recent dyno proven engine combination series for Ford, Chev and Holden engines in conjunction with Kostecki Engine Centre, we decided to invite all engine builders to enter their most potent combinations to in an effort to take out the prestigious award for constructing the most powerful engine. Similar competitions in the US have grown to massive proportions and with the depth of talent in Australia; there is no reason why we can not produce comparable power figures.

The rules have been designed to give any engine a chance to win, whether it is fitted with a hydraulic, solid or roller camshaft. This level playing field will, no doubt produce some interesting, even giant killing, results. The competition is open to racers, home engine builders, speed shops and technical schools across Australia.

There are two classes of entry – Engine Dyno and Chassis Dyno. Engine Dyno Class is for engines not yet in or removed from a vehicle that will be tested on KEC’s Superflow engine dynamometer to determine average power and torque at the flywheel, this is the Premier Class. Chassis Dyno Class is for engines fitted to a vehicle. These vehicles will be tested under supervised conditions on KEC’s chassis dynamometer. This will not only determine engine power but will also give and indication of quarter-mile ETs which will be combined with the car’s power figure. This is the Street Warrior Class.

THE WINNINGS

The ultimate Engine Dyno Class winner for 2007 will take home their choice of a racing helmet airbrushed with the Engine Builder’s Challenge 2007 Champion banner; or an embroidered leather jacket with the same banner proudly displayed across the chest and back.

In addition to the exclusive trophy, the Engine Dyno Champion will also win in excess of $5000 in prize money from Victory WD, Perth Street Car Magazine and our contingency sponsors. If the winner purchased the parts for the engine from Victory WD then the value of those parts (up to $3000) will be refunded. If the winning engine was machined at Kostecki Engine Centre then the cost of machining (up to $3000) will be refunded. That is a total prize pool of around $12,000!

The winner of the Chassis Dyno Class will take home $1500 cash from Victory WD, Perth Street Car Magazine and our contingency sponsors and major sponsors. If the winner purchased the parts for the engine from Victory WD then the value of those parts (up to $1000) will be refunded. If the winning engine was machined at Kostecki Engine Centre then the cost of machining (up to $1000) will be refunded. That is a total prize pool of around $3,500!

The Top 10 winning engines and cars will be featured in Perth Street Car Magazine along with interviews with their engine builders.

THE RULES

The competition is restricted to naturally aspirated V8 engines with a maximum displacement of 434 cubic inches (7.113=litres). All engines entering the finals will be tested for displacement in order to calculate the Champion. The intake manifold is limited to production and aftermarket manifolds only which may be modified. Sheetmetal manifolds are prohibited. The engine must run a single four-venturi carburettor, Dominator style carburettors are permitted. Carburettor spacer plates are limited to a maximum of 1-inch (25mm) measured from the base of the carburettor to the mounting face of the manifold. Cylinder heads are open but must have water jackets, billet heads are prohibited.

Any cast iron or aluminium production or aftermarket engine block is permitted. Pistons are open but aluminium connecting rods are prohibited. The engine must have a wet sump and be fitted with an operational oil pump fitted in the factory location. Belt driven, dry sump or electric oil pumps are prohibited. An operational water pump must be fitted, electric water pumps are permitted.

All engines tested will be fitted with Pacemaker headers on the engine dyno. Ignition systems are limited to a single distributor (points or electronic), a single coil and an amplification/capacitive discharge control box. Crank triggers, multi-coil packs and magnetos are prohibited. The fuel used to test each engine on dyno will be VP Racing Fuels C14 which has an octane rating of 114 and a specific gravity of .696 at 60-degrees F. Alcohol fuel is prohibited.

THE JUDGING

All engines entering the Engine Dyno class will be dyno tested at 300 rpm/second under controlled conditions using STP correction on KEC’s Superflow engine dynamometer.

The engine will be warmed up for 5 minutes or until 160-degrees F is achieved for either oil or water temperature – whichever is first. After this warm up one (1) full load dyno run will be made and the results recorded. The engine building team then have 20 minutes in which to fine-tune the engine. After this time two (2) further full load dyno runs will be made and the results recorded. The power and torque results for each of these three runs will be averaged between 2500 rpm and 6500 rpm. The average of these three runs will then stand as the base figures for power and torque for that engine.

To determine the index score for that engine, the average torque is added to average power and then divided by the displacement of the engine in cubic inches. This then gives an overall view of the engine’s efficiency per cubic inch over the given rev range. Engines that produce a strong spread of torque and power between 2500 and 6500 rpm will score higher than engines that may produce more peak power but over a narrower range. This method provides street engines with a great opportunity to knock off race engines.

To further level the playing field, a further adjustment will be applied depending upon camshaft design. Engines fitted with roller camshafts will have their index figure multiplied by 1.00. Those with solid flat tappet camshafts will have their index figure multiplied by 1.100. Finally, engines with hydraulic flat tappet camshafts will have their index figure multiplied by 1.200.

EXAMPLE 1

Let us compare two different engines entered in the competition. The first is a 355 Holden which produces an average of 400hp and 450 lbs/ft. These two numbers are added together and then divided by 355 CID to give 850/355 which equals 2.394. This is the index figure for the Holden.

Now take a 400 CID Chevrolet engine that produces an average of 500hp and 380 lbs/ft. Again the numbers are added together to give 880/400, which equals 2.200. Therefore, despite the Chev having a larger displacement and producing more average power; it produced a lower index figure and would be beaten by the 355 Holden.

EXAMPLE WITH CAMSHAFT CORRECTION

Now, if the 400 Chev from the previous example was fitted with a flat tappet hydraulic camshaft, its index figure would then be multiplied by 1.200 to give a final figure of 2.640. But, if the 355 Holden was running a roller camshaft, its figure would remain the same (be multiplied by 1.000). So, in this example, the flat tappet Chev would beat the roller-cammed Holden.

CHASSIS DYNO CLASS

Competitors entering the Chassis Dyno Class will have their cars tested on KEC’s XXXX chassis dynamometer. After bringing the engine up to its normal operating temperature, one (1) power run will be made. The engine building team will then have 10 minutes to fine tune the car before another two (2) power runs are made. The average horsepower from these three runs will then be divided by engine displacement in cubic inches, as in the example above, and then multiplied by 50.

In addition, the three (3) quarter mile elapsed times, calculated by the engine dyno, will also be averaged. The average ET will then be subtracted from the horsepower figure to determine the index figure. Te entrant with the highest index figure will be deemed the winner. The object is to produce the most power per cubic inch and run consistently low ETs.

EXAMPLE 2

If the 355 Holden Engine above produced 310 average rear wheel horsepower and ran a 12.500-second ET, then the calculation would be as follows:
310hp / 355CID x 50 = 43.662.
Subtract the 12.50 second time:
43.662 – 12.500 = 31.161 – this is the index figure for the vehicle.

PROMOTION

The initial launch will occur in our December to February issue and will comprise 3 pages. This will enable us to provide early exposure to contingency sponsors in addition to explaining the rules and promoting the substantial prizes to our readers.

The subsequent issue, which will run from March to May 2007, will continue to promote the event but will also feature reviews on the first batch of entrants. Each entrant will be given a team number to be used throughout the event and we will feature each team, giving background information on the owner, comprehensive details on the engine as well as dyno figures. This will establish an early benchmark in the competition and will generate an increasing number of entrants for the next issue. The aim here is to include the human side of the competition which will certainly make the Challenge more inviting for new competitors to enter. Coverage of engine details will strongly emphasise the goods and services provided by the contingency and we will promote these companies to the full extent of our ability within each feature. I envisage that this feature will cover approximately 5 pages.

The two following issues – June to August and September to November 2007 – will follow a similar format by featuring new entrants from those periods. Once again the anticipated page count is 5 for each issue.

During the December 2007 to February 2008 issue, the winners of each category will be presented and their efforts featured in detail. This issue will also involve a wrap-up of the past 12 months and the launch of the new competition for 2008.

Perth Street Car Magazine is prepared to offer ongoing exposure to our contingency sponsors each issue. This will take the form of prominently featuring their logos in a formal cover or title pages to be designed, which will run each issue just before the article.

Entrants will be required to list all products and services included in their engines. Those products and services obtained from contingency sponsors will be highlighted in our features providing credible exposure for those sponsors rather than just flag flying. This exposure does not include advertising space within the magazine as this event is entirely separate to the normal operation and production of Perth Street Car Magazine. However, sponsors who currently advertise within the magazine or those who take up advertising at a later date, may choose to have their ads placed adjacent to the Engine Builder’s Challenge feature each issue.

It should be noted that competitions such as this with substantial prize money and equally large kudos at stake, typically generate tremendous loyalty from entrants and readers alike as they become part of the competition – literally or vicariously. This loyalty is always carried on to the companies who are seen to support such competitions as the public appreciate those who put a little back into the industry.

SPONSOR COST

Two thousand dollars ($2,000) for the complete 12 months including logo’s for advertising. Overall winner of the past 12 months will have their logo displayed on all stickers and posters of promotions.

CONTINGENCY SPONSOR

One thousand dollars ($1000) from the supplier for the winner using the product to build their engines or product cost in return per engine, one winner.

RESULT

The winner must carry signage on their car as promotion for being the 2007 Engine Master with all sponsor deals.

HOW TO ENTER

To enter the prestigious and exciting new 2007 Engine Builder’s Challenge, log on to www.perthstreetcar.com and click on the icon. You will then need to fill out the detailed entry form and submit it to us via email.

The nomination fee for the Engine Dyno Class is $500 and this includes the engine dyno tuning and power runs (engine dyno hire is normally valued at over $750 alone). So, the moral of the story is: if you are building an engine, then enter the Challenge for the chance to win up to $12,000 in cash and prizes and you will effectively save $250 on your dyno testing!

The nomination fee for the Chassis Dyno Class is $150 and includes three power runs plus tuning time. (Three power runs plus tuning time has a market value of around $200).

In addition to the cash and prizes, this gives the winner the ultimate bragging rights or the best business exposure for having built the most powerful engine per cubic inch for 2007!

CLOSING DATE

The competition will be run continuously for 12 months, with engine submissions detailed in each issue of Perth Street Car Magazine. The final date for submissions is the 31st of October 2007. All engines wishing to enter the 2007 Challenge must be dyno tested prior to 4pm WST on this date. The winner will be published in Volume 15 Number 3 of Perth Street Car Magazine.

Don’t miss out on your chance to take home the cash and the glory! Visit www.perthstreetcar.com now and enter.