1999cc turbo land speed engine 174 mph
Posted: Thu Sep 16, 2021 9:15 am
This year we decided to try some new things. I lost 2 of my Bonneville records in 2020. I last ran in the 2.0 liter class in 2018 with a 1915cc and had a top speed of 162 MPH. I decided to rebuild and go get my records back from the turbo SAAB that bumped them up to 162 and 168 mph. My Buddy Juan Cole and I started talking about what parts we had and what to try out for this year.
We started with an as-41 case. Instead of the 69 mm crank we had DPR make a 72mm to get right up to the class limit of 2000cc. The rest of the parts were what Juan had around his shop.
AS-41 case
72mm DPR crank
fk-98 cam
Pauter 1.4 roller rockers
94mm Pistons
DRD L7 heads
cb650 springs
I got the engine from Juan and put my turbo system on it and got everything running, plumbed, and broke in. We went out to Speed Week at the Bonneville Salt flats and started to get some runs in. The first few passes were right at 144 mph and only 6 lbs of boost. I kept turning the boost controller up and up, but it just wasn't making the same boost as with the 1915cc. I don't know why the boost controller was acting so different, but that ended up being the issue.
Once up to 8 lbs it ran 149 mph, 12 lbs = 154 mph, and 15 lbs finally got us to qualify on the 162 mph record with a 168 mph run. The next morning I turned it up to 16 lbs of boost and I ran 170.726 mph average over the 3rd mile with a top speed of 174.2 mph. When we went to pump the engine to certify the record and verify the engine size with the officials we found that 5 of the 8 aluminum valve spring retainers had broken. We were still bale to certify the record and put it in the record book at 169.462 mph.
Once home I pulled the heads to make sure no valves had hit the head. Luckily the inner springs did the job and there was no more damage. Juan took the heads and rebuilt them and switched to chromolly retainers as we only had a short time to get the engine ready for the second meet of the year.
With everything back together the second time we headed back out for the World of Speed event. On the first run at 6400 rpm 2 of the Bugpack pushrods decided to give up the fight and jumped out of the cups on the rockers. One of the other guys running had to go back to Salt Lake city and get parts. He was able to bring me back a set of cut to length pushrods. We made the replacements and massaged the pushrod tubes back round. We got in line and ran again. I babied it to 6500 in 1st, 2nd, and, 3rd. Once in 4th and at 5000 rpm it really started pulling. The engine was making 20 lbs of boost and running great. Then at 7000 rpm the engine nosed over and I thought the pushrods gave up again. I shut it down and headed back to the pits. After pulling off a valve cover I found that the rocker shaft had given up the fight.
The heads are going to get a rebuild with titanium valves, bigger springs, titanium retainers, and new rocker arms/shafts. Hopefully we can keep the valvetrain under control and not break anything. I can't wait to see what it will do next year!
We started with an as-41 case. Instead of the 69 mm crank we had DPR make a 72mm to get right up to the class limit of 2000cc. The rest of the parts were what Juan had around his shop.
AS-41 case
72mm DPR crank
fk-98 cam
Pauter 1.4 roller rockers
94mm Pistons
DRD L7 heads
cb650 springs
I got the engine from Juan and put my turbo system on it and got everything running, plumbed, and broke in. We went out to Speed Week at the Bonneville Salt flats and started to get some runs in. The first few passes were right at 144 mph and only 6 lbs of boost. I kept turning the boost controller up and up, but it just wasn't making the same boost as with the 1915cc. I don't know why the boost controller was acting so different, but that ended up being the issue.
Once up to 8 lbs it ran 149 mph, 12 lbs = 154 mph, and 15 lbs finally got us to qualify on the 162 mph record with a 168 mph run. The next morning I turned it up to 16 lbs of boost and I ran 170.726 mph average over the 3rd mile with a top speed of 174.2 mph. When we went to pump the engine to certify the record and verify the engine size with the officials we found that 5 of the 8 aluminum valve spring retainers had broken. We were still bale to certify the record and put it in the record book at 169.462 mph.
Once home I pulled the heads to make sure no valves had hit the head. Luckily the inner springs did the job and there was no more damage. Juan took the heads and rebuilt them and switched to chromolly retainers as we only had a short time to get the engine ready for the second meet of the year.
With everything back together the second time we headed back out for the World of Speed event. On the first run at 6400 rpm 2 of the Bugpack pushrods decided to give up the fight and jumped out of the cups on the rockers. One of the other guys running had to go back to Salt Lake city and get parts. He was able to bring me back a set of cut to length pushrods. We made the replacements and massaged the pushrod tubes back round. We got in line and ran again. I babied it to 6500 in 1st, 2nd, and, 3rd. Once in 4th and at 5000 rpm it really started pulling. The engine was making 20 lbs of boost and running great. Then at 7000 rpm the engine nosed over and I thought the pushrods gave up again. I shut it down and headed back to the pits. After pulling off a valve cover I found that the rocker shaft had given up the fight.
The heads are going to get a rebuild with titanium valves, bigger springs, titanium retainers, and new rocker arms/shafts. Hopefully we can keep the valvetrain under control and not break anything. I can't wait to see what it will do next year!
Bummer ,,But like u said 40+run 10 records 
,,2 extra holes,?, I'd like to see them next time u have it apart if ya don't mind? 