Schurbon Engine and Machine captured the win for the second year in a row, making more tha
This year the Schurbon team painted their small-block Panther Pink, showing their true Mop
The dyno chart clearly shows the potency of this Mopar 340. At more than 1.5 horsepower pe
Most in attendance thought the Schurbon team was crazy for attempting a cam and intake swa
On the dyno at Comp, the Schurbon entry sounded crisp as it warmed up for the required dyno pulls. After making three quick pulls to qualify, Scott and his crew Larry Griffith and Bob Siegwarth decided to use the rest of their 45-minute qualifying period, and a portion of their 45-minute judged period, to attempt a camshaft change and intake swap on the dyno. Having already made a stout 523 horsepower during qualifying, this was a risky move since failure would mean the team wouldn't make their required judged pulls, resulting in disqualification.
The team worked efficiently, however, re-firing the engine some 30 minutes after they bega
Fortunately, the team operated like clockwork, even getting a little help from Comp engineer Chris Padgitt, and accomplished the swap to an even larger Comp roller camshaft and Indy Mod-man intake with plenty of time to spare. Unfortunately, the cam and intake swap resulted in a loss of power, some of which was tuned back into the motor by swapping back to the Indy single-plane intake. Even though it didn't result in improved power, we certainly give Schurbon Engine and Machine credit for having the guts to attempt the swap during their short dyno session.
Eventually tuning their engine to a best judged pull of 511.3 horsepower for a factor of 1.504 horsepower per cubic inch, the Schurbon team knew this would be a close contest and had hoped to set the bar a little higher. They'd have to sweat it out until the rest of the engines were dyno'd, but their impressive score held up to win the 2010 AMSOIL/Mopar Muscle Engine Challenge. We congratulate Schurbon Engine and Machine on their second consecutive contest win and look forward to seeing them in next year's competition and at the PRI show in Orlando where they'll receive their award.
Having participated in previous years of the Engine Challenge, engine builder Ben Gorman of Promax Performance has brought a series of stout Mopar engines to our contest. This year was no different as the Promax 340 made more than 500 horsepower on its best pull, landing a solid second place win with 1.452 horsepower per cubic inch.
Promax Performance made a strong showing this year, as their over-bored 340 made over 500
The top two engines in this year's contest were each close to 340 cubic inches, and each u
The Promax entry sounded crisp right from the start, pushing the limits of our Rockett Bra
On Comp's dyno, the Promax team made a series of timing and jet changes during their 45-minute qualifying dyno session, netting horsepower numbers in the high 490s. During their 10-minute cool-down session prior to their judged pulls, they made a spark plug change to hotter plugs and then increased ignition timing to net a best pull of 500.4 horsepower. At more than 1.45 horsepower per cubic inch, this is a powerful 340, earning a solid second place in the 2010 Engine Challenge.
Mid America Racing Engines
As a previous winner of our annual contest, engine builder David Bruns of Mid America Racing Engines knows what it takes to make a Mopar engine run. This year he brought the largest displacement small-block to the challenge, knowing he'd need big power numbers to have a chance at a win. Using the required RHS/Indy cast-iron cylinder heads, treated to a full port job, the Mid America small-block made a best pull of 580.5 horsepower for a factor of 1.422 horsepower per cubic inch, for a very close third place finish.
Bringing the largest displacement small-block to the contest at 408 cubic inches, Mid Amer
When the Mid America entry fired up it sounded more like a big-block than a small-block. D
We knew we had some great engine builders in this year's competition, but Mid America blew
When the Mid America Racing Engines small-block fired up, it was obvious this was the biggest engine in the contest as it rumbled in the dyno cell. During his qualifying pulls, David Bruns effectively tuned his engine to the conditions at Comp, gaining more power with each pull. Tuning by making ignition timing and jet changes, David Bruns really showed that these cylinder heads will flow, even on a large displacement engine.