Back in the late 90's when 400 RWHP was all it took to win summer nats horse power hero (boosted). I was assembling this holden 383 stroker, instructions were No bonnet scoop or VN heads. A Perkins four bolt block, high port alloy's and a big nasty solid roller were employed that seen 389 RWHP NA. But living in a rare and very collectable VK Group A/3 meant long storage spells, dry rocker shafts and big spring pressures eventually caused rocker trunnion failure, so this time round a different owner and a more friendly hydraulic roller valve train was chosen, lobe separation stayed but duration and lift was shortened, peak Hp will be down 15 to 20 but FtLbs will be up by 20-30.

Old red shorty you crack me up!! Shifting your 4800 un-aero pound fat ass over the quarter at 10.3 @131 today..That's like one and a half VH commodores. 😂😂😂😂

Ben's LS power Camaro demonstrates the balance of air flow, port volume and shape to achieve a target ET. With a single turbo and only 6 litres of displacement port work to the factory heads is vastly differed to that of an aspirated or super charged equivalent. The exhaust port size and how it works with the intake were priority along with the shape and finish of the combustion chamber. A 9.30 @147 on his licensing pass makes 8's seem feasible 💪💪

Proud to announce we now offer the range of HARROP performance products.

Before modifying or selecting your next set of cylinder heads, take the time and match them to YOUR requirements and not just a maximum flow number, your engine regardless of brand uses a specific amount of CFM (cubic/feet/minute) for its CID (cubic/inch/ of displacement) at a target RPM. Big flow numbers generally mean a large cross sectional area which fitted to the wrong bore and stroke can lead to a poor intake signal and low VE (volumetric efficiency) the volume your cylinders can fill, if this percentage is down throttle response and the engines ability to recover itself after a gear change will suffer but still may record a reasonable dyno figure, no point in having a large dyno number if it takes a week to make it. Every Modified Engine or head and cam package at Shane Alex engines gets flow tested and ported in house to suit the customers individual needs.

Operation: HQLD ON. 650 Hp assembled and waiting.. A teaser of the trim and external colour.. Maybe.

Lakeside round four. 55.1 qualifying lap with an old H-pattern and 245 rear bags... Nice drive Muz 👍 second for the weekend not too bad either.

Happy hump day.. Like a bag of Allen's party mix ATM..

This little M is about to eat boost.. Plenty of it!

That sound... Late 2004 I completed the second engine build for this LX hatch. Initially built as a 355, flat tappet cam with VN heads it engine dyno'ed at 486 HP. Greed then dictated what happened next ! Cubes stayed put, but the compression was raised along with cam shaft lift and duration, nearly .700" of solid roller that required lifter bore sleeving to help maintain oil pressure. The cast VN heads were machined to accept 2.02 and 1.6 Larry Perkins valves, intake porting only stopped after a target CFM was achieved. The 17/8 Tri Y extractors were then doweled to each head allowing the the exhaust port shape become part of the system. A 775 gold claw was fastened to the Harrop single plane then a trip to the chassis dyno were 456 rear wheel neddies showed up..Still pretty cool in 2017 I think.

Happy Friday !

Mmm....1340 NMs explains our traction issues. These LSA super chargers really are a fantastic piece for a 1900. 12-13 Psi on the built 416 we featured last week just rolled 550.3 Kw's or 737 Hp at the tyres. Crisp throttle response and that many NM's makes low speed acceleration very difficult.