With few representatives from the Mopar camp aiming to knock down the competition in our Engine Masters Challenge, it stands to reason we'd pay close attention to what they're up to. Firstly, we've seen Mopar designs kick total ass in our last two engine contests (the Small-Block Shootout and Big-Block Shootout, respectively), and secondly, all Mopar entrants are running Indy cylinder heads.
One of the entries comes straight from Indy Cylinder Head themselves. We'll be looking at one of the other Mopar entrant designs in a future issue, but this month we're going to see what Ken Lazzeri and his crew at Indy Cylinder Head are brewing up.
I'll be honest with you here, too. We've heard plenty of enthusiasts offer up their pre-contest choices for who will win the Engine Masters Challenge. Naturally, we staffers have been quizzed repeatedly about our own calls, too. The engine we're profiling this month is the one I've personally told everyone to watch out for, and I'll tell you why: I feel the small-block Mopar has a natural advantage in the Engine Masters Challenge based on its core design. Remember, the LA-series small-block engine shipped from Mother Mopar with flow-friendly 18-degree heads and incredibly stable shaft-mounted rockers. These critical design elements push it ahead of the competition, at least on paper. The Chevy guys are limited to factory-style 23-degree heads, and the Ford camp is being held to their 20-degree dimensions. Both the Chevy and Ford camps must run stud-mounted rockers, too--just the way those engines shipped from the factories.
Naturally, design is only a part of the story. The wizards at Indy Cylinder Head are hard-core racers. These heads they've created do mimic the factory valve angles and use a factory-style single-shaft rocker assembly, which makes them legal for our Challenge, but they are not simple stock-replacement castings. These are serious performance parts, and if Indy is going to showcase what their stuff is worth, they will leave nothing to chance and nothing on the table. They've researched the needs of the small-block Mopar more than most, and our 366ci limit was chosen based on a .030-over 360 Chrysler. This should make some of their choices easy and put them in a prime position to show well in this competition.
Naturally, these are my own opinions, and they have no bearing on anything. People have asked for my call, and now you've got it. Or, at least you will once you finish reading this story. Do I have to tell you to keep an eye on this one, come dyno day?
 The 366ci small-block Mopar...  The 366ci small-block Mopar engine from Indy Cylinder Head is ready for action. Indy's Ken Lazzeri told us: "Sure we would like to win, but our main goal is to show that a Mopar small-block engine can easily be very strong in a challenge like this and that we manufacture the parts to do it with." |
 The block comes from Mopar...  The block comes from Mopar Performance and carries PN P5007552. "It's a replacement block (most people call it the 'resto' block.) It uses stock 340 specifications on the main size and deck height along with the 59-degree lifter bores, but it's much stronger than the stock block. It has thicker decks and main webbing, four-bolt main bearing caps, and most importantly, thicker cylinder walls." |
 Ken's choices for filling...  Ken's choices for filling the block are based on experience and the needs of this particular combination. He's quite humble in describing the rotating assembly. "It's nothing really special. The cast crank comes from Mopar Performance (PN P5007257). It uses the 340 main and rod size, but it has a stroke of 3.58 inches. The connecting rods are from Eagle's 'SIR' series in the stock length of 6.123 inches. They are also bronzed bushed and will use the stock .984-inch-diameter wrist pin. The pistons are from Wiseco, from their Pro-Lite series. They will be a 4.030-inch bore, flat-top design with valve reliefs. The rings are from Speed-Pro and use a .043-inch top and second ring with a 3/16-inch oil ring. We'll most likely use a top-drilled gas port. The bearings are Clevite (PN MS540P) on the mains and PN CB481H on the rods. The assembly will be internally balanced." |
 Indy's race experience shows...  Indy's race experience shows in all their choices, including the hardware chosen to keep the entry together: "We will use ARP head studs, main bearing cap studs, and oil pan studs." |
 "The contest will probably...  "The contest will probably come down to the proper matching of heads and intakes. Airflow will not be a problem. We think an important tuning tool will be intake port volume, along with manifold volume and runner length. Indy Cylinder Head has two heads to choose from: the PN 360-1 rectangular intake port and the PN 360-2 oval intake port. Both of these aluminum heads have stock 18-degree valve angles as well as stock valve locations. The heads use 2.100-inch intake and 1.650-inch exhaust valve sizes, and both utilize a stock exhaust pattern. The main difference between them is intake port volume and shape. The rectangular port will be finished between 210 and 220 cc, while the oval-port heads will be finished at 180 to 200 cc. Which head will work better on this engine? Only testing will tell." |
 "Here is the chamber on the...  "Here is the chamber on the Indy 360-2 cylinder head. Its heart-shaped combustion chamber has a well-placed spark plug. It finishes out at 63 cc, but it can be milled down to 53 cc. Since we will use a flat-top piston, this will be how we adjust the compression ratio. How much will we run? Everybody knows a well-cooled dyno room with the engine temperature kept around 160 degrees could support 12 to 13:1 on 92-octane pump fuel. You would have to run a lot of camshaft exhaust duration to prolong detonation, but you could not abuse the engine at all. I'm sure you guys are going to abuse the Challenge engines in your testing, so safe compression should be about 10.5:1, with 11:1 pushing it." |
 The valves filling the heads...  The valves filling the heads are race-proven stainless steel parts from Indy Cylinder Head. The intake valves measures 2.10 inches in diameter, while the exhaust measures 1.65 inches. |
 "We will use a COMP Cams solid...  "We will use a COMP Cams solid flat-tappet cam and lifter set. We want to run around .600-inch lift, with about .250/.260 degrees duration @ 104, but we will give up too much torque. We will back off on the duration 10 or 12 degrees. We'll use our own (Indy Cylinder Head) pushrods (PN 360-9)." |
 Look how strong this rocker...  Look how strong this rocker arm system is! The shaft is mounted on pedestals and held down with billet clamps. The Indy Cylinder Head PN 360-4 rockers are solid aluminum with a roller tip. The intake uses a .800-inch offset. Both 1.5:1 and 1.6:1 ratios will be tested. |
 "Here is the intake we designed...  "Here is the intake we designed and now manufacture here at Indy Cylinder Head. It features a deep plenum and long runners with gentle bends." |
 "Here's a look at the single-plane...  "Here's a look at the single-plane intake from Mopar Performance. It's probably a little on the small side, but with the right porting and spacer combination it's something we will test with." |
 "Here you see the difference...  "Here you see the difference in this side-by-side shot on the intake manifold heights. You can see the deep plenum design in the Indy manifold will give longer runners and a better entry but may be too much volume for this displacement. One good thing is that you can mill down the top of the intake and adjust this critical volume." |
 What will feed fuel to this...  What will feed fuel to this beastie? "The carb will be a mighty Demon from Barry Grant. It's their latest release, and naturally it has a billet baseplate and metering blocks. The venturis are very concentric, and the carb has all the adjustment you will ever need engineered into the design. The sizes we will try are 750, 825, and 850 cfm." |
 "The air cleaner element will...  "The air cleaner element will be a 3-inch-tall unit from Barry Grant's new Rush filter division. It will be tested using a Moroso base and lid, since PHR will be providing the base and lid used in the Challenge." |
 "The Meziere electric water...  "The Meziere electric water pump flows 35 gallons per minute and is driven by a heavy-duty 12-volt motor. When you're dealing with borderline compression ratios, this component is a must-have." |
 We're seeing more myths dispelled...  We're seeing more myths dispelled every month. For years, we've always wanted high-volume (HV) pumps feeding oil to our performance street engines, but we're hearing more and more that standard factory-type pumps are just fine for the street, and the smaller-height gears require less power to turn. There's some power in that, but it depends on your engine design, too. We know Pontiacs and Oldsmobiles need extra flow, but Mopars are happy with factory parts. Lazzeri says: "The oiling system is pretty basic: a steel Moroso 7-quart pan and pickup, fitted with a Milodon windage tray. The pump is a Melling standard-volume design." |
 Exhaust choices are limited...  Exhaust choices are limited by our tight rules, but Indy has confidence in their calls. "The headers we've chosen are from Tube Technologies, Inc. (TTI). I have my choice of nickel-chrome-plated or ceramic-coated, so both will be tested. We'll try the 1 5/8-inch stepped to 1 3/4-inch primary, and then try their 1 7/8-inch straight primary design." |
 "Both sets of headers have...  "Both sets of headers have 3-inch collectors, and we've chosen MagnaFlow mufflers with 3-inch-diameter pipe in and out for the Challenge." Indy has also decided on some other parts calls: "The balancer is from ATI. It's a two-ring design with an aluminum shell. We'll use our own Indy Cylinder Head sheetmetal valve covers, Fel-Pro head gaskets, and all MSD ignition parts (7-AL2 box, PN 8251 HVC coil, PN 8534 billet distributor, and MSD Super Conductor wires)." Okay, competitors--you've been warned, and you've had a chance to peek at "Parkhurst's Pick" to win this deal. Opposing viewpoints are not only welcomed but are encouraged. Who do you think will win, and why? We'll be waiting to hear from you. We'll see you next month with coverage of another Engine Masters Challenge entry! |