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[QUOTE=m3jasper;19951049]It's not everyday that one has the pleasure of building an all out, no expense spared S62. The client has very specific goals in mind, so we made sure to spec the engine appropriately to ensure that it will perform flawlessly through of all the abuse that it's destined to see. From a sleeved block, to custom pistons, to custom rods, to ported cylinder heads, to solid lifters, and billet camshafts, all aspects of the build has been designed to maximize efficiency and extract maximum horsepower.
A few details of the engine for those who are interested...
Crankcase
- Custom sleeves made out of the same material that is used in Top Fuel dragsters, Centrifugally Cast Nodular Iron
- 3x more tensile strength than the regularly used Cast Gray Iron, 20% increase in hardness, and heat treated
- Upgraded hardware
- Coated and treated main and rod bearings
Connecting Rods
- Custom design
- 300m material for increased strength and 15-20% weight savings compared to chromoly
- L19 Bolts
- Copper beryllium bushings
Pistons
- Custom design
- Increased deck thickness to withstand higher cylinder pressure and more heat
- Larger accumulated volume groove for efficient blow-by reduction
- Gas ports
- Aerospace anodizing
- Coated skirts
- Upgraded piston pins
- Total Seal stainless steel piston rings to ensure that in the event of failure, the ring damage to bore is minimal (unlike cast iron rings which destroy the bore when the break)
Cylinder Heads & Valvetrain
- Porting and polishing
- Custom billet camshafts with a profile designed to client's exact powerband requirement
- Custom stainless steel intake valves
- Custom inconel exhaust valves (able to withstand more heat, ideal for a FI application)
- Custom dual valve springs
- Custom Ti retainers
- Solid lifter conversion (40% weight savings compared to hydraulic, ability to rev higher without consequence)
Being that it's not very common to see an engine such as this apart, I figured I'd share the pictures of the build thus far. At this point, we are just waiting on the pistons to arrive (Monday) and we can begin assembly.
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It all began around the last week of May when the engine was shipped to us and we began to take it apart...
All of the components were then designed and produced and they all began to arrive within 4 weeks. First to arrive was the valvetrain. Everything came out just as we wanted and we were very pleased.
Stainless steel intake valve, inconel exhaust valves, dual valve springs, titanium retainers, and solid lifters...
The VANOS units were refurbished with an o-ring upgrade kit, solenoids were tested, and gears were modified...
The billet camshafts arrived next. Being that the stock units weren't going to cut it and the Schrick options available to the general weren't enough, we designed a profile to meet the client's exact needs.
The block was next thing to arrive and it came out GREAT! The upgraded material of the sleeves will ensure that it's capable of handling a tremendous amount of power without a hiccup.
The connecting rods arrived shortly after the block. They are custom designed units made out of 300m material (increased strength and 15-20% weight savings compared to chromoly) with L19 hardware.
The cylinder heads were ported to achieve the necessary flow for the intended power levels.
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Once we begin the assembly, I'll update the thread and let everyone know how it all came together.
Hope you enjoyed the pictures and feel free to ask away if you have any questions...[/QUOTE]
