We’ve covered the glamorous side of the 2016 Performance Racing Industry (PRI) Show in Parts 1 and 2 of our “Fastest of Fast” series — you know, the vehicles that wind up in the winner’s circle. Now, it’s time to spotlight the individual components that got them there. What about the engine under the hood of that First-Place performer or the parts that make up its winning combination?
To answer these questions, we’ll delve into the ins and outs of several exotic power plants, from gas to diesel, four cylinders to a gigantic V16, and also highlight some of the most intriguing hard parts we came across at the show. Keep your eyes peeled for our final PRI Show installment: the latest go-fast parts on the market.
4,500 hp V16
Why not kick things off with the wildest engine we stumbled upon at the show? Known globally for putting together one-of-a-kind, way over-the-top engines, the folks at Steve Morris Engines built this prototype V16 for their “Devel Sixteen” supercar project. Called the SME-V16, this masterpiece of machining employs a one-piece billet-aluminum block, billet crankshaft, camshaft and two-piece billet cylinder heads. Displacement checks in at 748 ci and four 81 mm turbochargers (two per bank) cram enough boost into the engine to produce a colossal 4,515 hp and 3,519 lb-ft of torque.
Cummins-Killing Duramax
Wagler Competition Products is the go-to company for high-end Duramax diesel engine builds — and this DX460 model is no exception. Built to power the Super Stock class GMC Sierra infamously named “Cummins Killer,” a solid-filled factory block is fitted with a Winberg crankshaft, billet-steel bedplate, billet main caps, Darton (serviceable) ductile-iron cylinder sleeves, billet-steel connecting rods, Ross forged pistons with Total Seal rings and Trend Performance wrist pins. The rest of the engine is topped off with a 1-inch thick deck plate, billet-steel cylinder heads equipped with competition valve springs, Trend Performance pushrods and billet rocker arm assemblies. ARP fasteners abound throughout.
Feeding the Wagler DX460 Duramax is a single Pro Stock turbocharger from Columbus Diesel Supply. The massive turbo features a 5.2-inch diameter compressor wheel inducer and builds 130 psi worth of boost under load. The fuel system is an exotic version of the original common-rail configuration, employing five Bosch CP3 common-rail injection pumps (not present at the show), custom injectors from S&S Diesel Motorsport and media-honed, billet fuel rails. A Bosch 15.1 standalone ECU is used to tune the engine and help the overall package produce north of 2,500 hp.
Winberg Crankshafts
Speaking of Winberg Crankshafts, the Denver-based company was on hand at the show with a multitude of cranks on display (a Duramax version is pictured here). The folks at Winberg recently added super-micro polishing to their list of available services, which increases a crankshaft’s oil shedding ability, decreases oil foaming and parasitic losses and is available on all crankshafts. Winberg’s crankshafts can be found in some of the most elite competition engines in the world.
EcoBoost Power Module
Looking for a modern age crate engine to power your project? Ford Performance Parts is now offering the 310 hp 2.3L EcoBoost engine found in ’15-’17 Mustangs, coupled with a Tremec six-speed manual transmission as a turnkey package — a combo it’s calling the complete turbocharged powertrain solution for any Ford.
The crate powertrain comes with Ford Performance’s M-6017-23T control pack, a starter with mounting hardware and an alternator with all of its necessary mounting hardware. This would be a nice package for space-limited swap projects, street rods or even older Mustangs. Prior to departing the Ford Performance Parts booth, we couldn’t help but overhear that the package’s MSRP figure would land somewhere in the $13,000 range.
Pump Gas, 1,200 hp Marine Engine
Even marine applications have their place at the PRI Show. This pump gas-compatible, 622ci monster was built by Chief Engines. Labeled as Chief’s Offshore 1200 EFI Marine Racing Engine, it churns out 1,200 hp at 7,000 rpm and produces 1,200 lb-ft of twist at 4,500 rpm. It’s controlled via Chief’s own EFI engine management system, and like all Chief’s application-specific engine packages, is spec’d for utmost endurance and reliability. The fact that it looked like a million bucks didn’t hurt, either.
Hybrid Cummins Rod/Piston Assemblies
Being the diesel heads that we are, we took note of Carrillo’s new Cummins Hybrid connecting rod and piston assemblies for 5.9L mills. The small end of the rod incorporates a wrist pin out of the Duramax rod (which sheds 2 pounds off each assembly), and the rods are 0.856 inches longer than factory units (while the pistons are 0.856 inches shorter) in order to eliminate the need to run a deck plate in a competition engine (deck plates typically add $5,000 or more to a competition Cummins build).
Billet-Aluminum Cummins Block
Since its release, Scheid Diesel’s lightweight, billet-aluminum Cummins block has proven capable of holding up to serious cylinder pressure. It’s lived in half a dozen sled pulling and drag racing applications where more than 2,500 hp, well over 3,000 lb-ft of torque and upward of 130 psi of boost was being thrown at it.
Here you can see a block intended to go into a street application, complete with water jackets and a Bosch CP3 common-rail injection pump attached. With water jackets machined, the aluminum block weighs an impressive 138 pounds less than the factory cast iron block. A non-water jacket version of this block is used in Scheid’s 6-second rail, which competes in the National Hot Rod Association’s Top Dragster class each summer.
Cummins Crate Engine
Cummins Inc. was on hand, showcasing both the 5.0L V8 currently available in Nissan’s Titan XD pickup and promoting its first ever crate engine (shown). Called the R2.8, the inline-four 2.8L packs a single turbo, high-pressure common-rail injection and weighs just over 500 pounds. While the ratings may change between now and its initial release date (first quarter of 2017), horsepower currently checks in at 160 hp at 3,200 rpm, with 267 lb-ft of torque available from 1,600 to 3,200 rpm.
As for simplifying the electronics side of things, Cummins will supply all necessary wiring, an ECM and accelerator with each engine. Although its popularity may boil down to the all-important price point, we could see this engine taking off in the diesel swap and off-road segments.
Lightest Rods in the Industry
From bracket racers to Top Fuel and Pro Mod race teams, GRP Connecting Rods has a hand in many facets of the drag racing industry. The company’s billet-aluminum rods are made in-house, starting with CNC-machining, followed by being honed to size (holding an honest +/- 0.0002 tolerance) and then polished to remove stress risers and give each unit a durable, polished finish. GRP’s SB (small block) 2200 series rod is the lightest Pro Stock unit currently on the market.
Mirror Image Turbochargers
The Mirror Image turbochargers available from Nelson Racing Engines are pure works of art, but these chargers don’t just look the part; they perform just as you’d expect them to. When used in twin-turbo arrangements (what they were designed for) on a V engine, they provide for the same exact charge pipe and headers to be utilized on each side, making the entire setup symmetrical.
Nelson is so convinced you’ll be satisfied, they offer an industry-leading, 1-year, “No-Fault No-Hassle” warranty on each unit built. Each Mirror Image turbo comes with a forged billet compressor wheel (with inducer size options ranging from 61 mm all the way up to 89 mm), ceramic ball bearing center cartridge, water cooled center section and a turbine shaft speed sensor. They can be purchased through any Turbonetics dealer.