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The engine build started with an SVO R302 block which was stripped down and prepared, getting a 30 thou over bore. They say if you want more inches you`ve gotta stroke it, well that is exactly what John and Brian did, fitting a Crankshaft Specialties 3.250 inch billet crank taking capacity out to 331 cubes. Crower Sportsman conrods were fitted to the crank to pump the 14.2:1 CP custom domed pistons up and down the bores, H series Clevite bearings and Childs & Albert rings are also fitted in the appropriate places. Holding all that essential oil is a Hi Energy oil pan, which is a top of the range item with all manner of trap doors and secret compartments inside. |
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| A Mellings hi volume oil pump takes care of spreading that precious oil throughout the engine. One of the requirements of John's quest for the elusive eight second pass was that it had to be done with a full exhaust system. After the extractors a three inch system flows into a pair of straight through 600mm hot dog style mufflers, exiting at the rear of the car. | |||
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Generally in a drag racing application, the majority of power is made from selecting the correct camshaft and also by having cylinder heads that were designed to perform the specific task in conjunction with the rest of the engine. Brian specified a Competition Cams solid roller camshaft and Rollmaster timing chain to do the job, with the knowledge that nitrous oxide was to be used. This was also in his mind when preparing the cylinder heads, which were ported and polished exactly to John's requirements, before being given plenty of time on the flowbench to achieve the precise flow figures needed to create over 600 naturally aspirated horsepower. |
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| What a lot of people generally believe is that you can buy cylinder heads straight out of a box that will do a job without being touched, this couldn`t be further from the truth and the hours that Brian spent on the Dart II cast iron heads is evidence of this fact. Larger valves were also fitted to improve the characteristics of the heads as well as 1.6:1 roller rockers. | |||
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Sitting atop the heads is a port matched Victor Junior manifold and a C & S 900cfm 4 barrel carburettor. The carby is a special unit from the USA with the manufacturer guaranteeing to flow better than any other brand or your money back, which is something that impressed John out of sight. Another special feature of C & S carburettors is the venturi tubing which is made from aerosol billet and creates more airflow than any other similar carby. | ||
| Breathing is vitally important to making power, but pumping enough fuel to that thirsty engine is paramount. A pair of Mallory 140 fuel pumps take care of getting fuel from the boot mounted RCI fuel cell, with assistance from two Mallory fuel regulators. Making 600 naturally aspirated horsepower is quite an achievement from the little Windsor, which many people consider to be extremely difficult, but John and Brian were able to do so with careful selection and assembly of components. | |||
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To run an eight second pass, John believes that at least one form of supercharging would be required if he was to keep the body and panels as standard as possible. The best bang for his buck was certainly to use nitrous oxide as it is easily adaptable and just as easily disconnected from the engine if not required. |
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John already had experience with a NOS brand Big Shot system and
chose to keep using it, |
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