Hey Yeah its Jake Bain here from Bain Racing , boats are actually way more load , mainly because its like driving in top gear in a car everywhere and using that 800 plus HP all the time , at least with a street car you only tap it now and again, so boats really do just kill engines this was my point that if a boat can do it , a car can no worries , I have heaps of car Lexus setups too,
As most race boat guys will tell you , even building a boat engine for class circuit or bridge to bridge is tuff just ask my good make Paul Madill who now drag races a funny car as well lol too much money that boy ! lol
4-8 minutes full noise , its like doing a full year of drag racing , the engines have to be prepped to a hole new level to what most drag rare engine builds are use to , hence why we don't see a lot of drag race engine builders in the boat game
Massive oil coolers etc , much like a circuit car engine , cooling is much harder believe it or not as 2 mins into a race we see oil temps well over 120c without the right coolers and there valve seat issues , valve thermal overload, and growth factors that just aren't seen in drag racing, the only time its great to have all that water is for a sure cooler which we make for the big 1500-3500HP PSI boats
Another point if you look at the costing too this will show you how much more the boat guys have to spend , say the open 5 litre class , make around 720-750 HP average cost 80 k , now in drag racing for that same hp its more like 30 k, so the quality of parts and load of on the engine plus the time/heat cycle is just so intense.
Even down to the tune , you cannot tune a boat engine as hard as a drag car you have to go ezi with timing and also cost yourself a heap of power by keeping it fat to reduce the chance of thermal overload of parts , you don't really see this in drag racing or any street car for that matter
As the end of the day , cylinder pressure is cylinder pressure so any V8 making close to 900 HP is up there say 600 PSI depending on rod/length/crank ratio this will affect down force pushing on the piston to make x amount of toque , HP is just a calculation from this and the torque is a direct link to cylinder pressure which is a direct link to terminal velocity or peak air speeds , hence why boost has nothing to do with air velocity, one being a measurement of speed and the other pressure , both working independent of each other,
But understanding the math is key this is why all of our engines are computer simulated to calculate all engine stresses, toque and HP just to point out a few basic measurements before we buy a single part , if you even get it a little wrong then cylinder pressures will go from 600PSI to well over 1400 PSI and this is what breaks things , when I did some work with Mark one of the engineers that designed the Rotary valve engine for F1 , we got right into cylinder pressure and EGT, CHT etc as this is how most of the top engines around the world are tuned this way , from pro stock, to nascar, indy and so on.
Its first hand info! by that I mean you can see the smallest of changes in pressure and temp , where when a say Knock meter or A/F its old news and the damaged is done , most engines will not knock unit they get up around 1200 PSI that's game over,its already done damage!! an example was a 632ci big block race boat we logged , 8800 rpm full noise at 0.001 of a second the knock meter went into the red zone , 8 cycles later a rod come out of the block ! lol and the was 0.08 second after !
So I think my point is that its all about the cylinder pressure/temp being right if you can control this then 800-900 hp is ezi and with the right combo, like at our modular combos. Simple things like good injectors cycle times , anything over 80% is just crazy and we have seen A/F look good but our Cylinder pressure waves vs temp is crap ! another important thing is intercoolers , we have done so much testing in the area its just crazy and most of the coolers are wrong , even how companies try to rate a cooler at a set HP ! that so funny its a joke, as simple thermal dynamic calculations shows us this is not true !
And then there simple things , as you were talking about the heat of boost and pistons not liking it , a simple fix to this is more comp and intercooler design and turbo selection, the lower the charge temp and the faster the burn rate the less heat goes into the piston , we have to play with this in the circuit boats its so important
So anyway that's my rave ! lol please people don't take any offence to any of this, this is just what we have found in the 20 years I've been testing and I have been lucky enough to have my finger in the pie in just about everything and got to meet some super smart people around the world, like now I have one of the best piston designers helping me design pistons to move the relative MON number up in an engine, this being for another NA 1UZ E85 engine seeing 625 HP but more development is needed as I want 660-680 HP!
Then there's cylinder head guys like Steve from Cosworth and now for a long while the 4g63 head is on my list as one of the best in this country, as like all of our projects I don't rely on just what I know. I get the right people involved as there's always someone smarter then me lol even from the early day of sprint cars and bridge to bridge , to now getting to travel a bit and work with some dead set legends !!
But what ever goes on on here do not listen the that FOPAR guy ! lol he is nuts ! bahahahaha
But on a serious note I don't think you can brand any engine to a HP limit as there's just to many variables. and we have been told so many times that it cant be done and we do it. I wouldn't stay it to someone else as I understand these variables , even if you look at flash rate /burn rate of fuels this in its own can change how long an engine lives for?
