The Design And Tuning Of Competition Engines (6...

Top to Bottom, Scotty's Racing Engines will outperform the competition, with years of precision race engine building proven by the winning design and programs they are founded on. From Pro Modified to Street our Racing Engines \"Put The Power Out\".

Engine Developments Ltd is an independent engineering company specialising in the design, development and manufacture of high performance racing engines and components. John Judd and Sir Jack Brabham started the company in 1971 to produce their own competition engines, having previously worked together on the Repco Brabham F1 engines.

Your replay is totally based on emotion with no clue about the design and drawbacks of these engines or engines in general. The IMS shaft is just one of the problems that plague this engine. If you have a later version, changing the bearing is more than a $2000 job because you must know that the engine has to be removed and the cases split. If you change the bearing, what about oil starvation, bore scoring, D-Chunk failure and I can go on and on. You are incapable of looking at data, physical evidence, and facts. You also have no clue as to why there is a thriving aftermarket for fixes for these engines. Not modifications for more power but simply fixes to get them running and to do rebuilds that are longer lasting than the original. Ask any Porsche mechanic if they think this is a good engine! Sorry to insult your golden chariot extension of your manhood but the engine is a poor design.

Individual parts can be supplied to assist you in building your own engine, but we are not a parts house and prefer to supply complete systems for best results. We believe in a matched systems approach where the selection of each part in the system depends on the others, and a good match is the key to satisfying performance. This approach is reflected in all of our engines, component kits and our Street Performance Tuning Kit - systems of components designed and matched in such a way that the individual results far exceed what could be achieved throug a seemingly similar combination of individual parts selected by a car owner without the benefit of extensive systematic testing.

While others are still building Volvo engines using the same stock components that have been used for over 40 years, many of our engines are completely redesigned internally. The cranks are either replaced or custom ground to our specifications with modified rod bearing sizes. Longer, lighter, stronger rods with smaller, lighter pins are used. We use custom made forged pistons in many or our engines, lighter and stronger than the stock pistons. Lighter components reduce rotating mass and reduce engine vibrations, resulting in quicker acceleration, smoother operation and more power. Stock B20 engines are oversquare with an 89 mm bore and 80 mm stroke. Many of our redesigned engines use a longer stroke and a closer to square bore to stroke ratio, which helps to produce more low end torque and broader power bands. Add these changes to our ported heads and custom cams and you basically have an engine of completely new design.

Balanced, with our Type II performance ported head, our Street Performance cam, stock type cast pistons ( .030 - or .040 over ) and reconditioned rods. This is our standard B20 2 liter performance engine, designed to replace stock engines in all applications where more power, reliability and efficiency are desired. It retains the long term reliability and broad power band you are used to, but with approx. 50% more power. As compared to the stock rebuild, this engine adds a Street Performance Head and Cam, align bored mains, ARP rod bolts and head studs as well as block decking to assure the proper deck height and optimal piston to head squish area distance. With proper exhaust and intake, expect power in the 150 - 160 HP range.

Basically the same as the Severe Duty engine above but with 92 mm bore for a larger displacement and more power. Blocks used in this, and all of our 92 mm bore engines are selected for their thicker walls to assure sufficient strength after the overbore. Available in an enhanced version with custom sized Crower rods that makes it into a true high performance engine, perfect for rally use. In addition to providing a stronger rod capable of higher sustained rpm use, using a custom rod gives us the advantage of being able to set our own rod and piston dimensions. Utilizing this option the Crower rod based assembly has longer rods, shorter ligther pistons, smaller rod journal and pin sizes for a ligther rotating assembly. The result is a more efficient, race strength engine designed for street use.

92 mm bore x 86 mm stroke. My personal favorite as an engine that can do it all. Similar to the 2.5 in concept, but using an offset ground stock crank with forged pistons and rods. This engine fills the gap between our 2 liter and 2.5 liter engines both in terms of price and performance with a very significant in increase in power and torque over the 2 L based on the increase in displacement and stroke. The amount of increase will depend on the compression ratio, induction system, cam and head choices which are available for this engine. The longer stroke adds considerable low end torque. One of our best all around engines, with a race quality bottom end, and is one of the best values for your performance dollar. Perfect for a daily driver or for street/track applications including rally, targa and Carrera Panamerica events. Can be used with the stock clutch and M40/41 transmission or with our T5 and T9 5 speed conversions. The engine can be matched to your application with different cam and head choices. As the race version is very similar except for the cam, head, compression ratio and designed rpm range, it can be easity converted into a race or rally engine.

Our standard Volvo B18/20 vintage race engines produce from 200 to 220 HP at 2 liters ( depending on exact specifications ) , with a broad power band - normally run on the track between 4,500 and 8,000 RPM. The design is one that we have developed based on 25 years of vintage racing and dyno testing experience, and is basically an evolution of the engine that I have used in my own vintage racecar since 1992. It features our race head with dual valve springs plus damper and a custom designed race cam. Since it is designed for vintage racing, reliability and flexibility are key objectives in its design, but it is a race engine designed for track use only. Though we can do custom versions with modified characteristics, our standard vintage race engine is a high compression engine ( 13 - 1 or higher CR ) designed to be used with high octane leaded race fuel only. Customers have been using and winning with these engines in vintage racing and in SCCA's Historic Series for many years. ( After 15 years my 1800 still holds an SCCA Historic Series track record at Watkins Glen.) We have also built similar engines for other types of racing and rallying which are now in use in the US and several other countries, including the UK, Germany, and Australia and can build engines to FIA specs upon request.

Our engines are designed and built based on over 20 years of experience. building and modifying these engines. During that time we have been doing dyno, street and track testing to validate the results. This process has produced design changes that are unique to our engines and has dispelled a lot of old theories on how these engines should be built. On many engines crank throws, rod lengths, component weights and bearing sizes are different from stock and these improvements have evolved over the last 20 years.

You can have engines rebuilt for less money, but you can't have engines built for less that are built wth the same care, attention to detail and experience that we use in building them. We spend more time cleaning and preparing our blocks both before and after machining than a lot of shops spend doing an entire rebuild. Although some components and specifications may differ, the same basic steps and care go into building our street engines as go into our race engines. When you spend less on an engine its cheaper because less time was spent on it due to the steps that were left out - including design and testing time. If our engines are more expensive its because of the extra time, additional care, and a long list of additional steps that go into building them. Its also why our engines produce more power on the dyno and on the road, are more economical, and are more reliable. 12 engine rebuild procedures that you don't usually see in engine rebuilds done by others: 1) all blocks go through a several step cleaning process both before and after machining2) all block soft plugs and oil gallery plugs are removed and replaced3) blocks are sonic tested for sufficient wall thickness; 4) the cylinders are honed with a deck plate; do not trust a shop to do machine work that does not use one - see this video to learn how important this is - =6cLjdr2GSwU5) the mains are align honed , 6) blocks are decked for proper deck to piston height and piston to cylinder head clearance; 7) stock rods are magnafuxed, checked for straightness, resized, bead blasted, reconditioned, and usually supplied with high performance rod bolts, new pin end bushings, and balanced; 8) cranks are checked for proper indexing and straightness, magnafluxed to check for cracks, the journals are polished and/or ground, and finally the crank is balanced; 9) oil pans are completely cleaned and repainted; 10) Engines are pre-oiled and then drained prior to shipping. 11) Rocker arms and shafts are checked and reconditioned. 12) Valve lash is set cold, then reset hot after the head bolts are re-torqued on engines we install.The list could go on..

2) \"If it ain't broke don't fix it.\" \" KISS - Keep it simple, stupid.\" Two of the most important design philosophies that we follow. Especially important when dealing with old engines where it is