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interesante historia en la velocidad de las Salinas 2013.....Video: Engine Drama Going 450 MPH At Bonneville
By Mike Magda, posted on Mar 8, 2013 in News
(8) Comments
What kind of engine does it take to push a car over 450 mph?
When Poteet & Main’s Speed Demon streamliner hit 453 mph as part of its assault on the piston-powered/wheel-driven landspeed record last year, it took a 368ci, twin-turbo built by Kenny Duttweiler that makes well over 2,200 horsepower on the dyno.
Engine builder Kenny Duttweiler.
The team just released a documentary on the record runs at both the SCTA Speed Week and the FIA-sanctioned Cook’s Bonneville Shootout. Titled “Something Evil This Way Comes,” the video is nearly 25 minutes long but very detailed with plenty of engine closeups and commentary from Duttweiler. Given that the Speed Demon crew went through four engines during a total of 16 runs, there had to have been some drama in the pits.
EngineLabs followed up with Duttweiler to get more inside info on the record runs as well as the problems.
Action in the video starts at Speed Week where a pair of identical 352ci V8s let go early in the event. The engines were long-stroke versions of a 300ci engine Duttweiler built for previous record runs. All are based on Dart blocks with a 4.125 bore and topped with CNC-ported Dart Little Chief heads. Other suppliers include Comp Cams, Crower, Jesel, MSD, Precision Turbos, Total Seal and Hogan’s Manifolds.
“The problem we had was bleeding off too much oil at the back of the engine to the turbos,” says Duttweiler. “The 300 didn’t seem to care but as we increased the stroke, it seemed to care. Just a matter of not enough oil to the rear main.”
Going to the 300ci engine
The 300ci engine was put in and pushed driver George Poteet to a number of 400-plus runs, but none were strong enough to challenge the record. Duttweiler fixed a rich-fuel condition and made what he described as a few “dangerous” changes, and Poteet hit 430 mph on the exit while recording a 423 average for the mile. That was good enough to qualify for the record. The car was quarantined until the next day for the back-up attempts. In the past, the backup runs generally plagued the Speed Demon team. But the 300ci engine held up on the backup run, and team was credited with an SCTA record 422.509 mph.
The 300ci engine stayed in for the FIA event, and Poteet cranked out another 430 mph pass before a head gasket blew.
Engine components are tucked away in the streamliner's chassis.
“That was a case of being armed with too much information,” explains Duttweiler. “In the fuel injection system, we can control the amount amperage that drives the injectors.”
Duttweiler had tested the fuel injectors on a flow bench and determined just how much extra juice to deliver. And he had confirmed many of these numbers from his successful drag racing programs.
Injector woes
“The problem was the injector is held on by a ground circuit,” adds Duttweiler. “With more amps to the ground leg, obviously put more heat in it. In our enthusiasm to make it better, overheated the injector driver. It doesn’t quit spraying fuel but cuts back on the time it’s spraying. Net result was a nipped spark plug and it blew the head gasket.”
Engine tuning can be a little tricky with a corrected density altitude of 6,000 feet, although that thin air can be helpful in landspeed attempts. There may be a lose of power to the ground, but car can slice through the air a little easier.
The 300ci engine set an SCTA record but blew at the FIA event when an injector overheated, leading to a blown head gasket.
The team had a backup 368ci engine, again 4.125 bore and using the same cylinder heads and turbos. The oiling problems from the 352ci engines had been identified and corrected on this bigger engine, which uses a standard deck block. — the others were short-deck blocks.Running close to 9,000 rpm and with about 36 pounds of boost, the Speed Demon hit 453 mph on the exit of its first run and recorded a mile average of 449 mph. It could have gone faster.
“The engine bumped into a timing correction table for the inlet air temperature,” says Duttweiler. “It sucked five degrees of timing that didn’t need taken out. It ended up at just 10 degrees. That should have been a 465 mph pass.”
A closer look at some of the engine details.
For the return run — which must be made within 60 minutes of the first — the speeds were good enough to set a FIA record of 439.024 mph.The Speed Demon has its sights set on the wheel-driven record, which is held by a streamliner with turbine power. Duttweiler is assembling a 388ci version for next fall’s Bonneville season. The 368ci engine is currently a dyno mule to test changes and is being run on a simulation program that pulls the engine through gear changes and expected loads of the 70-second runs.
“If it lives through that exercise,” says Duttweiler, “then we have a good feeling it’ll live at the salt.”
By Mike Magda, posted on Mar 8, 2013 in News
(8) Comments
What kind of engine does it take to push a car over 450 mph?
When Poteet & Main’s Speed Demon streamliner hit 453 mph as part of its assault on the piston-powered/wheel-driven landspeed record last year, it took a 368ci, twin-turbo built by Kenny Duttweiler that makes well over 2,200 horsepower on the dyno.
Engine builder Kenny Duttweiler.The team just released a documentary on the record runs at both the SCTA Speed Week and the FIA-sanctioned Cook’s Bonneville Shootout. Titled “Something Evil This Way Comes,” the video is nearly 25 minutes long but very detailed with plenty of engine closeups and commentary from Duttweiler. Given that the Speed Demon crew went through four engines during a total of 16 runs, there had to have been some drama in the pits.
EngineLabs followed up with Duttweiler to get more inside info on the record runs as well as the problems.
Action in the video starts at Speed Week where a pair of identical 352ci V8s let go early in the event. The engines were long-stroke versions of a 300ci engine Duttweiler built for previous record runs. All are based on Dart blocks with a 4.125 bore and topped with CNC-ported Dart Little Chief heads. Other suppliers include Comp Cams, Crower, Jesel, MSD, Precision Turbos, Total Seal and Hogan’s Manifolds.
“The problem we had was bleeding off too much oil at the back of the engine to the turbos,” says Duttweiler. “The 300 didn’t seem to care but as we increased the stroke, it seemed to care. Just a matter of not enough oil to the rear main.”
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Going to the 300ci engine
The 300ci engine was put in and pushed driver George Poteet to a number of 400-plus runs, but none were strong enough to challenge the record. Duttweiler fixed a rich-fuel condition and made what he described as a few “dangerous” changes, and Poteet hit 430 mph on the exit while recording a 423 average for the mile. That was good enough to qualify for the record. The car was quarantined until the next day for the back-up attempts. In the past, the backup runs generally plagued the Speed Demon team. But the 300ci engine held up on the backup run, and team was credited with an SCTA record 422.509 mph.
The 300ci engine stayed in for the FIA event, and Poteet cranked out another 430 mph pass before a head gasket blew.
Engine components are tucked away in the streamliner's chassis.“That was a case of being armed with too much information,” explains Duttweiler. “In the fuel injection system, we can control the amount amperage that drives the injectors.”
Duttweiler had tested the fuel injectors on a flow bench and determined just how much extra juice to deliver. And he had confirmed many of these numbers from his successful drag racing programs.
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Injector woes
“The problem was the injector is held on by a ground circuit,” adds Duttweiler. “With more amps to the ground leg, obviously put more heat in it. In our enthusiasm to make it better, overheated the injector driver. It doesn’t quit spraying fuel but cuts back on the time it’s spraying. Net result was a nipped spark plug and it blew the head gasket.”
Engine tuning can be a little tricky with a corrected density altitude of 6,000 feet, although that thin air can be helpful in landspeed attempts. There may be a lose of power to the ground, but car can slice through the air a little easier.
 |
 |
The team had a backup 368ci engine, again 4.125 bore and using the same cylinder heads and turbos. The oiling problems from the 352ci engines had been identified and corrected on this bigger engine, which uses a standard deck block. — the others were short-deck blocks.Running close to 9,000 rpm and with about 36 pounds of boost, the Speed Demon hit 453 mph on the exit of its first run and recorded a mile average of 449 mph. It could have gone faster.
“The engine bumped into a timing correction table for the inlet air temperature,” says Duttweiler. “It sucked five degrees of timing that didn’t need taken out. It ended up at just 10 degrees. That should have been a 465 mph pass.”
 |
 |
For the return run — which must be made within 60 minutes of the first — the speeds were good enough to set a FIA record of 439.024 mph.The Speed Demon has its sights set on the wheel-driven record, which is held by a streamliner with turbine power. Duttweiler is assembling a 388ci version for next fall’s Bonneville season. The 368ci engine is currently a dyno mule to test changes and is being run on a simulation program that pulls the engine through gear changes and expected loads of the 70-second runs.
“If it lives through that exercise,” says Duttweiler, “then we have a good feeling it’ll live at the salt.”
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