Andre you are one of the better interviewers when it comes to car tech! I like how you chop one fast answer up into multiple ( very ) clear questions! Keep it up
Really good interview especially since he knows so much and isn't trying to bullshit his way through the questions. Really interesting stuff great interview.
👨🔧 Building a fast car? Get $400 OFF the all-inclusive VIP online course package deal: hpcdmy.co/offery180 ✊50% OFF your first online engine building course. Enrol now: hpcdmy.co/offery180 Gain 30 horsepowers and 50 brainpowers with your own HPA branded nipple covers. We've added extra material so that they look just like a regular t-shirt - bit.ly/MerchHPA - Taz 👨🏻
@@turbochard7355 First, they ASSUME it's 10,000 for a top fuel. Theres not even a hub dyno that can handle an instant 10,000HP hit so they don't even know. It's a scientific formula that takes all the variables and spits out a number of 10,000-12,000HP. Why is it so powerful? Nitromethane has like an 8:1 advantage over 116 race gas in explosive potential. It takes a really hot engine to make it burn which is why they start their engines with Methanol (alcohol) that burns very easily yet still makes the power they need to keep the engine healthy. They NEED that nitromethane after the start...not just for its power but because it cools the engine. Short of oil passages to moving parts, there's nothing cooling that engine other than the blower when they launch and that air ain't cool for very long nor does it cool anything other than an intake valve and a cylinder. The result? On the starting line right when they hit the gas, there is INSTANT 10,000 HP if they hold the tires down. (that 5,000HP engine would NEVER be able to generate 5,000HP off the hit without exploding/busting the tires loose...even if they put a top fuel blower on top of it.). A TF/FC engine NEEDS to idle at about 1000HP to keep the nitromethane burning which is why they sit idling and spitting unburned nitromethane on the start line at a high rate. (they burn about 17 gallons of 90% nitro meth/10% Methanol in a single run(burnout etc which is damn near a full gas tank worth of gas on a regular car.). I believe just the roots blower they use needs 500hp just to spin it as I recall. They can't use a traditional clutch. They use about 9 plates that over a run get so hot that they physically weld themselves together. That's a new set of clutch plates every single run taken out of the car by a guy with a very thick set of gloves. So that's 1000HP to 10,000HP in a split second. The end result of that is they use a block about once every 15 runs TOPS, any cracks or not, they just pull it out and sell them down the line to less aggressive Hemi users or send them to be reforged into new blocks of aluminum so they can mill another block. Not rods or other high energy parts...some of them get 6-10 runs tops. With that 5,000HP Hemi (which only shares the name with a top fuel Hemi because the TF needs a whole lot of extra reinforcement on to keep it from blowing up the aluminum Hemi block needs to have). It idles at a next to no HP. It just sits there gurgling with enough idle and hp to keep a type of gas(116 octane) that would probably burn if you looked at it wrong to keep burning or there's a Methanol(alcohol) version for a lot of cars too but it depends on the race rules. The end result of that you need cooling(not as much for the Methanol) and a bunch of other systems that suck HP out of that engine. On the line, every power adder, nitrous, turbo, procharger or screws(the guys with the huge hats on top of their engines with the butterflies) has to try to replicate those NHRA beasts that suck a room full of air into the engine in literally seconds. They obviously can't due to regulations and physical limits of parts. Even a 5000HP car could NEVER accept a portion of the power a TF/FC engine blips in their power supressed burnouts let alone a starting line race launch. And now the point of this post. That 5000HP Hemi is WAY different than a top fuel/funny car Hemi in every way other than the hemispherical heads. Most of all, when someone pushes the button, not only would that head explode if they tried 5000HP through it from almost zero but they'd bust the tires loose every single time. They start off with as much power as they think they can put down and not spin and then it slowly works its way up to 5000 down the run as you can add more and more power without spinning the tires (if you can even make that car do 5000 up to 1000ft or even 1320 feet). What the 5000 does do is it gives you the POTENTIAL for 5000 and with a regular car without a $50,000 carbon fiber body of a funny car with all the other things built to allow the car to do as much of 10,000HP as possible off the line. It should be mentioned that with turbos that engine might start at 1500HP but it would take the slow build up of exhaust going down a run for it to build to 5000HP(if they could make that much with the amount of time they need to build boost safely before the race ends). It's why you see a turbo car chase a blower or nitrous car down at the end. Nitrous/Blower car has all the power the engine can do for a good part of the run, the turbo cars slowly build and surpass the power of the blowers/nitrous as the turbos spin faster/generate more boost which means they can add more gas. That's really the point of the power adders. More air means more gas means more explosion means faster car. I chance to bet that the Proline Hemi can't do 5k HP with a blower or nitrous or it would explode with the instant power application. Turbos nicely caress an engine faster and faster as the exhaust of the engine gets higher and higher so the faster you go, the faster you can go. And yes I'm a turbo guy...unlike Prochargers and screw blowers(which can steal 150HP from an engine just to spin them because the engine itself has to power them), turbos are run from the exhaust. It's like having your cake and eating it too. Burn your fuel and THEN you use the exhaust from that burned fuel to spin the turbos faster and faster to push more air into your engine so you can burn even more fuel and make even more exhaust. It uses next to no HP from your engine and by the end of a race, as the man said, you could be putting 80 pounds of boost in your engine with a turbo. 80 pounds of boost from a Blower? The first three lines of seating at a race event would be catching hot pieces of aluminum and trying to juggle them until they cooled down when the engine blew up. Enough nitrous into an engine to general 80 pounds of oxygen(nitrous breaks down mostly into pure oxygen when you heat it. They spray as much as an engine will allow into the engine and hope it doesn't burn something or burst a burst plate or just plain blow the intake off the top of the car. If they did 80 pounds worth of boost off the hit and it would both heat the cylinders/plugs to like 1500 degrees AND THEN it would explode parts into the first three rows of seating. Maybe people could play "try not to get burned by the spark plugs now sitting in their hands". WHEW sorry for the book. There's probably some inaccuracies or outright lies in there but it's most of the science for you.
Proline isn’t the real engine builder here, it’s Alan Johnson. The name is right on the valve cover. Proline just bolts it together but Alan Johnson is the R&D behind everything
try closer to 11-12,000 hp 1 car last year had a theoretical hp of closer to 15k. No dyno ive seen can take that so its basically just calculations at that point
I remember in Pomana a record was broken, inofficial, of 314mph.....crowd went Nuts..... Now the tracks are 300 feet shorter.... 340 mph!??!?!? Insane....
@@hoonaticbloggs5402 Americans don't need to have "respect" for "the language", they have their own way of saying things, just like Aussies. In fact, "aluminium" came after "aluminum", and both came before "alumium". If you wanted to be strict about things, you're pronouncing it wrong. Australians are actually using the most deviated version of it because they've followed the English.
Wedge heads can come close but the more the fuel carries its own oxygen and or cooling features the more the HEMI displays its superior flame travel abilities.
@Malcolm Reynolds What game? They aren't racing for free. You can always bracket race doesn't take as much power. There is also Factory Stock, Coyote Stock, LS Stock, Hemi Stock, etc, etc. In the V8 world you have choices. Nobody is holding a gun to your head saying you must run Pro Mod/Top Sportsman.
Eric has brought on and opened up the industry to RVW and this kind of power from an engine. He came from racing junk small blocks to this. Truly an amazing story of where him and Steve petty started.
Thanks Andre, this was another top level interview with a youngman who really knew his stuff! Appreciate you covering the fact that aluminium rods have that give to act as a designed weakpoint to save against more catastrophic damages. Also the tidbit about a forged rod bending before it will break was insightful. Great choice of interview as well, Proline being so world famous and on the bleeding edge as Eric described. E Kanoo use their engines so that goes to show the level of customer/racer this company caters to.
omg, quick scroll down the comments, there's at least 3 people that think this is a polished up turboed dodge engine....smh no fellas far cry from any factory dodge motor
Thanks Kaisuhina! The team enjoys creating them too. You can pretty much learn at least one new piece of knowledge from anyone, but I think I'm up to about 15 from Eric haha Keep an eye out for the next release and feel free to share this one here for now if you feel like it 😎- Taz 👨🏻
How long before we see carbon fiber connecting rods in this kind of application? Being able to lay up carbon to provide the lengthwise cushioning of aluminium but with much higher yield strength, thread holding ability, fatigue resistance and significantly lower bob weight sounds like the perfect application for carbon.
Someone has made carbon rods but I think it was for the Coyote platform and I don't think it's for this power level. I wonder if there's carbon rods that can handle this power level out there yet
@@02honeydew heres the article about the LS carbon fiber rods: www.lsxmag.com/tech-stories/engine/naimo-composites-developing-ls-carbon-fiber-connecting-rods/
@@cantho11 I'm sure it will depending upon temp but I'm not expert for sure. That's why I'm thinking maybe for this level of racing it may be good because from what little I understand about race fuels, they tend to burn at much lower temp so it should reduce over all engine temp during the combustion cycle at lease (I think) and keep the rods safer running ridiculous power levels like he was saying. I'm definitely not an expert but hopefully we start seeing more carbon rods in the near future and see what they can do.
@@von... Not the original rods I had seen before but I really like that someone is taking the initiative to start the technology for a targeted market that doesn't feel like wasting money buying a Lamborghini just to experience this stuff. Really exciting.
not surprised by a hemi v8 these things were always a monster i wish ls wasnt the swap these days hemi should lol but yeah mopar crate engines are kinda expensive in general...
The basic architecture is still 426 HEMI. From the bore spacing, to the intake/exhaust spacing, the dual shaft rockertrain, plug location, chamber shape, pan rail, distributor location, cross-bolted mains, etc., etc. The ONLY engine that plays in this league that still maintains that many similarities to the original design. The 481X, that's commonly referred to as the "chevy" style engine, is a FAR cry from the BBC platform in every respect.
Not a single part of ANY race engine is from the original manufacturer, but the HEMI architecture is FAR closer to it's original design than ANY of the other makes, including the 481X.
Some amazing info there and surprising the amount of life out of each component at that level of power. Short of a Shane T video there isnt anyone out there sharing the level of info you do Andre much appreciated :)
Even a solid billet 6Al4v, called grade 5 titanium, would never be as hard as a steel block. Titanium has a yeild strength of 150kpsi heat treated and hardness of about Rockwell 39c. That's about as hard as stainless cutlery. A billet d2 tool steel block however has a yield strength of over 230kpsi and a surface hardness of up to Rockwell 62c when heat treated. Even annealed it is still nearly as hard and tough as titanium at its maximum. The problem with steel is the weight and with titanium is the tooling to cut it and the cost. Aluminum that they use for these blocks in nowhere near as strong, only 23kpsi yield, it is much more walkable, much easier to marching, has a density 60% that of titanium and 40% that of steel and takes shapes better.because it can be cut after.heat treatment. Both titanium and steel would have to be.heat treated after machining and would probably not survive the kiln. There as very few aluminum engine blocks that have iron or steel bedplates that are a main bearing girdle that the headstuds anchor into as well. There are several exotic aluminum alloys that really come close to 100kpsi yield but they suffer the same fate as titanium. Harder to marching, hard to weld, not as dimensionally stable at temperature. Even before the exotic materials ban, take a look at what f1 used for engine blocks and it will be some aerospace aluminum alloy billet block and maybe forged head but prob billet. It just works, and works well.
Wonder if / when we will get to an age of carbon fiber blocks sleeved / affixed with billet or Ti where necessary. Imagine the rigidity and weight reduction on an engine of this size and density if the bulk of it were CF
@@dj4monie nothing that you said makes any sense. I think the real difference in ability between the LS and Hemi architecture comes down to chamber shapes. If the Hemi does in fact flow more c.f.m. per liter, it would surely be due to this. Both engine types have machined billet heads
The hemi Mopar head is of a cross flow design...the LS head is an inline, or what is commonly a "reverse flow" design, that is, the intake/exhaust charge has to change direction as it moves across the piston in the chamber. With the Mopar hemi type or a cross flow type head, the charge goes straight thru. The result here, is that the hemi yields a much higher level of volumetric efficiency, hence the hemi design will also be able to create far higher levels of horsepower. The LS is OK, but is not in the same league as the hemi..
Its so insane watching car technology over the past 20 years. I started with Best Motoring, with laggy journal bearing turboes.. Now we're talking about direct injection (not in this video though, just saying), billet blocks and aluminum rods. God bless the combustion engine!
Hopefully you've got a full tube chassis and bulletproof drivetrain, otherworldly you're gonna have a bad time. Or, you can just do 400 mph wheelspeed burnouts
The tunes will be constantly changed or adapted to the car/track variables. Check out the 11,000hp TF pro mods that people like Scotty Palmer are playing around with now. I think I have yet to see a full solid pass happen in one of those cars. With race engine technology getter better, and higher and higher HP these days.... like your question implies, how are these guys going to solve the power to ground issues?... Good question, and most relevant. Tom Bailey seems to have a good handle on that with his cars @ 4000-5000 hp, but as HP increases so will traction issues. It'll boil down to IF ever or WHEN and under what conditions you tune it to allow full power to hit the wheels during a run.
the secret to getting American and Australian engines to make power is as simple as adding displacement, and chanting "these damn europeans" right before launch for an extra 500 hp
Great engine for those with very thick wallets. The hemi engine likes high rpm which is very hard on parts. I believe rods typically are changed out after 20 runs!
@@nordic5490 hey, so throw 140 psi at this thing and see what she does! Lol also have to remember, it's 85 psi to make 5,200hp to the wheel, not the crank. Probably closer to 6,000 HP to the crank. So I'd say double the psi at 140 psi on a 4 cylinder to make half the power seems realistic lol.
Yea, like 700hp isnt enough for the Shit drivers that buy those cars. No need for that kinda power with no experience in driving. Damn near hit a fucking hell cat the other day. dude left a light, got second and then went sideways across 3 lanes. I was beside him when it got lose, he over corrected, i had to down shift and move out before he got my passenger door
well , I am an experienced driver, and Ive driven cars with 2k-3k HP on the streets. Havent killed anyone yet. lol Plus I wouldnt pull some dumb BS at a traffic light. thats just asking for trouble that was quick thinking on your part, seeing the idiot driver and getting out of the idiots way. I see sketchy crap like that daily!
I find things like this video depressing. Why even bother entering the drag racing scene when your corporate competition is running 2,3,4,or 5000 hp motors....
Motorsports is expensive to a point no matter what level you are at, however, there are many different classes and not everyone is chasing world records - Taz
My Chevy built with propylene ain't nobody talkin about my motor I'm steady smoking them steady smoking these streets straight Master gas hotness calm down stomping on the pedal burn and gas no words aren't coming out right I'll well oh well
If I had the money to buy a house or this engine. I'd buy the engine and live in one of the cylinders. Probably could fit my car that I'm putting the engine into on one of the other cylinders that are left.
Anyone interested in a steppless transmission that can handle virtually unlimited hp and torque with very high efficiency and a few moving parts? It can perfectly follow the hp/torque curve as well. I am the CTO of an aeronautical public company and a machinist/inventor. Only elite knowledgeable respond please.
@@nordic5490 You're correct however this works on a different principle. I do not have a patent on it so I'm very protective of it. I do have a publicly traded company with my aircraft invention in it. It is a major breakthrough but it still has to use motors to drive impellers to push air so it's not anti-gravity. The stepless transmission is the most efficient way to accelerate Mass and I stand by that. It was tested my remote control car but there was a major challenge that took me many years to figure out but the answer was unbelievably simple. It took me another 5 years to figure the best way into the marketplace that is aftermarket on tractor trailers bolted in between the frame rails. I'm far from a scammer or somebody claiming non science-based outcomes. The irony is they are used almost everywhere but they have never been recognized for their potential because Engineers assumed its limitation was automatically insurmountable. It was again remarkably simple but took me 10 years to figure it out. If you're some kind of opinion leader or connected in some way to major industry I would share more.
@@nordic5490 It's funny I just noticed your name. LOL. I am actually Nordic as well. Always thought I was from Germany until DNA ancestry. I assume you probably AR more knowledgeable if you're on this video link. Where do you live now? I live in Miami but am moving shortly a bit north to Boca Raton Florida. That's where my public company will be next headquartered at Florida Atlantic University.
cap x cyl press x rpm x fuel, not really a mystery. Did he say 520 CI? Yep, it's what you would expect these days. MMR are making 3200+ with almost half that capacity.
I know that pro line engines are but I didn't know they are that good. These engines are built strong I didn't realize how good how strong and durable. I Wonder how much heat temperature it can take and for how long. But I day this pro line engine is just bad a$$. Go Ryan Martin fireball camaro, Daddy Dave, Monza they run a pro line engine twin turbo setup.
![110 PSI At 80,000 RPM Turbo Speed | Worlds Quickest 4 Cylinder | Jett Racing [TECH TALK]](http://i.ytimg.com/vi/Quk8HYRHgGI/mqdefault.jpg)
Andre you are one of the better interviewers when it comes to car tech! I like how you chop one fast answer up into multiple ( very ) clear questions! Keep it up
Yes, he always keeps the viewers in mind. Even if he understands the difficult stuff himself.
He's very good at it
Give this guy a trophy for Gearhead of the year unbelievable amount of knowledge off the top of his head God bless and keep up the good work
Thanks Jack, appreciate the kind words! - Taz.
There’s a reason there’s “the Dillard tax” lmao
@@hpa101 how to contact Eric?& this engine also available for lsr?kindly reply
Really good interview especially since he knows so much and isn't trying to bullshit his way through the questions. Really interesting stuff great interview.
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Gain 30 horsepowers and 50 brainpowers with your own HPA branded nipple covers. We've added extra material so that they look just like a regular t-shirt - bit.ly/MerchHPA - Taz 👨🏻
That is a high quality educational comment that we come to expect from you guys. Love your work and the nip shields.
Just interested why does top fueler make 8-10000hp on these boost levels but this only makes 5200hp? Cheers
alanjrkaminski would you be able to run these engines on nitromethane thanks for reply
AJPE = Alan Johnson?
@@turbochard7355 First, they ASSUME it's 10,000 for a top fuel. Theres not even a hub dyno that can handle an instant 10,000HP hit so they don't even know. It's a scientific formula that takes all the variables and spits out a number of 10,000-12,000HP.
Why is it so powerful? Nitromethane has like an 8:1 advantage over 116 race gas in explosive potential. It takes a really hot engine to make it burn which is why they start their engines with Methanol (alcohol) that burns very easily yet still makes the power they need to keep the engine healthy. They NEED that nitromethane after the start...not just for its power but because it cools the engine. Short of oil passages to moving parts, there's nothing cooling that engine other than the blower when they launch and that air ain't cool for very long nor does it cool anything other than an intake valve and a cylinder.
The result? On the starting line right when they hit the gas, there is INSTANT 10,000 HP if they hold the tires down. (that 5,000HP engine would NEVER be able to generate 5,000HP off the hit without exploding/busting the tires loose...even if they put a top fuel blower on top of it.). A TF/FC engine NEEDS to idle at about 1000HP to keep the nitromethane burning which is why they sit idling and spitting unburned nitromethane on the start line at a high rate. (they burn about 17 gallons of 90% nitro meth/10% Methanol in a single run(burnout etc which is damn near a full gas tank worth of gas on a regular car.). I believe just the roots blower they use needs 500hp just to spin it as I recall.
They can't use a traditional clutch. They use about 9 plates that over a run get so hot that they physically weld themselves together. That's a new set of clutch plates every single run taken out of the car by a guy with a very thick set of gloves. So that's 1000HP to 10,000HP in a split second. The end result of that is they use a block about once every 15 runs TOPS, any cracks or not, they just pull it out and sell them down the line to less aggressive Hemi users or send them to be reforged into new blocks of aluminum so they can mill another block. Not rods or other high energy parts...some of them get 6-10 runs tops.
With that 5,000HP Hemi (which only shares the name with a top fuel Hemi because the TF needs a whole lot of extra reinforcement on to keep it from blowing up the aluminum Hemi block needs to have). It idles at a next to no HP. It just sits there gurgling with enough idle and hp to keep a type of gas(116 octane) that would probably burn if you looked at it wrong to keep burning or there's a Methanol(alcohol) version for a lot of cars too but it depends on the race rules. The end result of that you need cooling(not as much for the Methanol) and a bunch of other systems that suck HP out of that engine.
On the line, every power adder, nitrous, turbo, procharger or screws(the guys with the huge hats on top of their engines with the butterflies) has to try to replicate those NHRA beasts that suck a room full of air into the engine in literally seconds. They obviously can't due to regulations and physical limits of parts. Even a 5000HP car could NEVER accept a portion of the power a TF/FC engine blips in their power supressed burnouts let alone a starting line race launch.
And now the point of this post. That 5000HP Hemi is WAY different than a top fuel/funny car Hemi in every way other than the hemispherical heads. Most of all, when someone pushes the button, not only would that head explode if they tried 5000HP through it from almost zero but they'd bust the tires loose every single time. They start off with as much power as they think they can put down and not spin and then it slowly works its way up to 5000 down the run as you can add more and more power without spinning the tires (if you can even make that car do 5000 up to 1000ft or even 1320 feet). What the 5000 does do is it gives you the POTENTIAL for 5000 and with a regular car without a $50,000 carbon fiber body of a funny car with all the other things built to allow the car to do as much of 10,000HP as possible off the line. It should be mentioned that with turbos that engine might start at 1500HP but it would take the slow build up of exhaust going down a run for it to build to 5000HP(if they could make that much with the amount of time they need to build boost safely before the race ends).
It's why you see a turbo car chase a blower or nitrous car down at the end. Nitrous/Blower car has all the power the engine can do for a good part of the run, the turbo cars slowly build and surpass the power of the blowers/nitrous as the turbos spin faster/generate more boost which means they can add more gas. That's really the point of the power adders. More air means more gas means more explosion means faster car. I chance to bet that the Proline Hemi can't do 5k HP with a blower or nitrous or it would explode with the instant power application. Turbos nicely caress an engine faster and faster as the exhaust of the engine gets higher and higher so the faster you go, the faster you can go.
And yes I'm a turbo guy...unlike Prochargers and screw blowers(which can steal 150HP from an engine just to spin them because the engine itself has to power them), turbos are run from the exhaust. It's like having your cake and eating it too. Burn your fuel and THEN you use the exhaust from that burned fuel to spin the turbos faster and faster to push more air into your engine so you can burn even more fuel and make even more exhaust. It uses next to no HP from your engine and by the end of a race, as the man said, you could be putting 80 pounds of boost in your engine with a turbo.
80 pounds of boost from a Blower? The first three lines of seating at a race event would be catching hot pieces of aluminum and trying to juggle them until they cooled down when the engine blew up. Enough nitrous into an engine to general 80 pounds of oxygen(nitrous breaks down mostly into pure oxygen when you heat it. They spray as much as an engine will allow into the engine and hope it doesn't burn something or burst a burst plate or just plain blow the intake off the top of the car. If they did 80 pounds worth of boost off the hit and it would both heat the cylinders/plugs to like 1500 degrees AND THEN it would explode parts into the first three rows of seating. Maybe people could play "try not to get burned by the spark plugs now sitting in their hands".
WHEW sorry for the book. There's probably some inaccuracies or outright lies in there but it's most of the science for you.
Andre is such a great interviewer! He always asks the best questions and never interrupts.
Very knowledgeable guy ! Insane Technology that goes into making such a beast of an engine
100% Always interesting to hear a bit about the process people have been through to find out what works too. Glad you enjoyed the interview :) - Taz.
Proline isn’t the real engine builder here, it’s Alan Johnson. The name is right on the valve cover. Proline just bolts it together but Alan Johnson is the R&D behind everything
kyleshady21 incorrect sir . They use billet AJE block and heads ( which they suggested and R&D’d the inadequacies)
Ha your funny
AJPE is in the cylinder head not the valve cover you engine genius.
Alan Johnson.... Isn't that the guy way down yonder by the Chattahoochee?
@@ablejohnson738 lol ! I'll bite...... It's Allen Jackson! Lol!
I remember the 94 gatornationals when top fuelers were just grazing 5k hp now there making twice that
try closer to 11-12,000 hp 1 car last year had a theoretical hp of closer to 15k. No dyno ive seen can take that so its basically just calculations at that point
The issues always gonna be putting it down
I remember in Pomana a record was broken, inofficial, of 314mph.....crowd went Nuts..... Now the tracks are 300 feet shorter.... 340 mph!??!?!? Insane....
In 94 that was... Forgot to mention
@Mr. Morningstar i think you missed the part about them doing that speed with a 300ft shorter track.
Love HP academy always giving in depth information 🙌🙌🙌🙌🙌
Thanks Omar! Couldn't do it without people like Eric jumping in and sharing their knowledge and experience too :) - Taz.
@@hpa101 can't wait for more in depth video's keep em coming bro 🤙🏼🤙🏼🤙🏼
That brilliant kid is so smart, that cap he’s wearing barely fits!
He kept asking "aluminium" questions just to trigger him.
Lmao
emdec55
Good. At least Aussies respect the language 🇬🇧🇦🇺
@@hoonaticbloggs5402 Americans don't need to have "respect" for "the language", they have their own way of saying things, just like Aussies. In fact, "aluminium" came after "aluminum", and both came before "alumium". If you wanted to be strict about things, you're pronouncing it wrong. Australians are actually using the most deviated version of it because they've followed the English.
@@hoonaticbloggs5402 "Roi-spect 'nd spoike proi-Phah Oing-glish, yah facking Americore! Oi Oi Oi Oi Oi Oi Oi Oi! 'STRAYA, 'STRAYA, 'STARYA, M8TY!!!!"
Felix as an Ozzie I can understand most of the American language.
Wedge heads can come close but the more the fuel carries its own oxygen and or cooling features the more the HEMI displays its superior flame travel abilities.
It's all about the short block
Pro line is literally taken over the game but it will cost you too play!
@Malcolm Reynolds motorsport has never been cheap - Taz.
Steve morris is just about right there with pro line competition makes for some better products that's for sure.
@@JCA-Z more creates more! People forget that sometimes - Taz.
@@JCA-Z I 💯 percent agree with SM motors they are definitely just as good or even better!
@Malcolm Reynolds What game? They aren't racing for free. You can always bracket race doesn't take as much power. There is also Factory Stock, Coyote Stock, LS Stock, Hemi Stock, etc, etc. In the V8 world you have choices. Nobody is holding a gun to your head saying you must run Pro Mod/Top Sportsman.
The power/torque/RPM produced in some of these race engines puts so-called "hypercars" to absolute shame.
Awesome Sauce!!! Would Love to drop one of those in My Ram!!! Maybe one Day!!!! Dream Big, Right!!!
Eric has come a long way. Brought my first nitrous kit from him at Barnett Performance.
Agreed that guy really knows his stuff
Eric has brought on and opened up the industry to RVW and this kind of power from an engine. He came from racing junk small blocks to this. Truly an amazing story of where him and Steve petty started.
One of those proline motors most definitely has to go on my wishlist 😯God knows I can't afford one😕 hilarious..!!
That Hemi with a twin turbo alcohol efi setup.starts at 106K.
Thanks Andre, this was another top level interview with a youngman who really knew his stuff! Appreciate you covering the fact that aluminium rods have that give to act as a designed weakpoint to save against more catastrophic damages. Also the tidbit about a forged rod bending before it will break was insightful. Great choice of interview as well, Proline being so world famous and on the bleeding edge as Eric described. E Kanoo use their engines so that goes to show the level of customer/racer this company caters to.
It takes a HEMI...
Peter Southern Boy nope. 4V beats 2V anyday of the week. Why do you reckon 2.5L 4cyl cars can have 3000hp ?
Nor Dic though the 4 valve chamber is typically a hemi design too.
@@nordic5490 boo 2v is the fastest. There no 4v that make 8,000hp
This is the best breakdown of a Billet aluminum block vs everything else
Excellent interview, and amazing content. 👍
omg, quick scroll down the comments, there's at least 3 people that think this is a polished up turboed dodge engine....smh no fellas far cry from any factory dodge motor
Excellent video again! These are always interesting to watch.
Thanks Kaisuhina! The team enjoys creating them too. You can pretty much learn at least one new piece of knowledge from anyone, but I think I'm up to about 15 from Eric haha Keep an eye out for the next release and feel free to share this one here for now if you feel like it 😎- Taz 👨🏻
Taz is a very good interviewer. Salute.
Andre is the chap in front of the camera, but we'll take the compliment! Glad you enjoyed the video :) - Taz.
Basically Top Fuel block technology. Without a water jacket, and billet, much stronger!
Bill Welter but crap at drag week. Try doing 10miles let alone 1000miles. Just crap. There are 5000hp cars doing drag week.
Nor Dic Crap! That’s bullshit! Proline have dominated the competition, shit your lazy uneducated mouth.
Proline the world
This is a stock 392 with twin turbos 5200 HP 👌
No it's billet, Nitro Burner technology funny guy.
Proline has been killing the game for a while now. Great job guys!
How long before we see carbon fiber connecting rods in this kind of application? Being able to lay up carbon to provide the lengthwise cushioning of aluminium but with much higher yield strength, thread holding ability, fatigue resistance and significantly lower bob weight sounds like the perfect application for carbon.
Someone has made carbon rods but I think it was for the Coyote platform and I don't think it's for this power level. I wonder if there's carbon rods that can handle this power level out there yet
@@02honeydew heres the article about the LS carbon fiber rods: www.lsxmag.com/tech-stories/engine/naimo-composites-developing-ls-carbon-fiber-connecting-rods/
02honeydew will the heat fatigue the carbon rod?
@@cantho11 I'm sure it will depending upon temp but I'm not expert for sure. That's why I'm thinking maybe for this level of racing it may be good because from what little I understand about race fuels, they tend to burn at much lower temp so it should reduce over all engine temp during the combustion cycle at lease (I think) and keep the rods safer running ridiculous power levels like he was saying. I'm definitely not an expert but hopefully we start seeing more carbon rods in the near future and see what they can do.
@@von... Not the original rods I had seen before but I really like that someone is taking the initiative to start the technology for a targeted market that doesn't feel like wasting money buying a Lamborghini just to experience this stuff. Really exciting.
With block design when will you use the old gmc 637 block that come with 5.125 cylinder bore
not surprised by a hemi v8 these things were always a monster i wish ls wasnt the swap these days hemi should lol but yeah mopar crate engines are kinda expensive in general...
The basic architecture is still 426 HEMI. From the bore spacing, to the intake/exhaust spacing, the dual shaft rockertrain, plug location, chamber shape, pan rail, distributor location, cross-bolted mains, etc., etc. The ONLY engine that plays in this league that still maintains that many similarities to the original design.
The 481X, that's commonly referred to as the "chevy" style engine, is a FAR cry from the BBC platform in every respect.
Not a single part of ANY race engine is from the original manufacturer, but the HEMI architecture is FAR closer to it's original design than ANY of the other makes, including the 481X.
Wow this guy really knows what he is talking about. Loved watching this. Great vid guy's.
I like how he kept saying "Aluminum"
This engine would be right at home in a Prius.
52 Prius drives didn’t like this video.
Best in the Business.
Eric Dillard knows his stuff.
He has an impressive wealth of knowledge - Taz.
Amazing video, thank you.
Some amazing info there and surprising the amount of life out of each component at that level of power. Short of a Shane T video there isnt anyone out there sharing the level of info you do Andre much appreciated :)
does anybody know if a titanium block has ever been made I know it would be stupid expensive but it would have to be damn near indestructible
Not going to happen
www.quora.com/What-are-the-benefits-and-disadvantages-of-using-an-automotive-engine-block-cast-of-Titanium
@@kalashnikovcortez1380 what about billet ?
Even a solid billet 6Al4v, called grade 5 titanium, would never be as hard as a steel block. Titanium has a yeild strength of 150kpsi heat treated and hardness of about Rockwell 39c. That's about as hard as stainless cutlery.
A billet d2 tool steel block however has a yield strength of over 230kpsi and a surface hardness of up to Rockwell 62c when heat treated. Even annealed it is still nearly as hard and tough as titanium at its maximum. The problem with steel is the weight and with titanium is the tooling to cut it and the cost.
Aluminum that they use for these blocks in nowhere near as strong, only 23kpsi yield, it is much more walkable, much easier to marching, has a density 60% that of titanium and 40% that of steel and takes shapes better.because it can be cut after.heat treatment. Both titanium and steel would have to be.heat treated after machining and would probably not survive the kiln.
There as very few aluminum engine blocks that have iron or steel bedplates that are a main bearing girdle that the headstuds anchor into as well.
There are several exotic aluminum alloys that really come close to 100kpsi yield but they suffer the same fate as titanium. Harder to marching, hard to weld, not as dimensionally stable at temperature.
Even before the exotic materials ban, take a look at what f1 used for engine blocks and it will be some aerospace aluminum alloy billet block and maybe forged head but prob billet. It just works, and works well.
5200hp, that's insane!!! I can't imagine the feeling from acceleration. Would a Pro Charger make more?
No only up to 4400hp at the moment. But more control and reliability means faster runs.
Wonder if / when we will get to an age of carbon fiber blocks sleeved / affixed with billet or Ti where necessary. Imagine the rigidity and weight reduction on an engine of this size and density if the bulk of it were CF
I like the potential with this idea. I dont see why not unless the vibrations will crack the carbon fiber.
Or melt the shit out of it when the sleeve heats up.
So the fuel guys had the engine design and cylinder pressure issue soled already... 12000 HP nitro engine platform to the rescue...
That is some serious shit
Excellent video. Lots of great information here. Thanks for sharing.
Perfect interview, lots of good information. Would love to also see a Video attached of this beast running :)
Does a hemi flow more per L than a LS based V8??
Of course billet heads.... Big Block
Anthony Thomas sounds more than I can handle. I'll smack up a single cam 6
@@dj4monie nothing that you said makes any sense. I think the real difference in ability between the LS and Hemi architecture comes down to chamber shapes. If the Hemi does in fact flow more c.f.m. per liter, it would surely be due to this.
Both engine types have machined billet heads
The hemi Mopar head is of a cross flow design...the LS head is an inline, or what is commonly a "reverse flow" design, that is, the intake/exhaust charge has to change direction as it moves across the piston in the chamber. With the Mopar hemi type or a cross flow type head, the charge goes straight thru. The result here, is that the hemi yields a much higher level of volumetric efficiency, hence the hemi design will also be able to create far higher levels of horsepower. The LS is OK, but is not in the same league as the hemi..
Its so insane watching car technology over the past 20 years. I started with Best Motoring, with laggy journal bearing turboes.. Now we're talking about direct injection (not in this video though, just saying), billet blocks and aluminum rods. God bless the combustion engine!
yup,one thing about those hemi's, if u dont change the rods they will change themselves. lol
Eagle power.
I need one for my 70 Roadrunner!
Hopefully you've got a full tube chassis and bulletproof drivetrain, otherworldly you're gonna have a bad time. Or, you can just do 400 mph wheelspeed burnouts
Impressive
After seeing how Cleetus treated a Steve Moris' engine, his proline is going to be scrap in less than a season with that maintenance schedule.
imagine prolining a v12
Or a v10 wait ! that would be a viper engine ;)
this was very informative!
I nearly killed myself in a 400 horsepower car……I would be terrified in a car with 5000 hp
Boost? What's all this with guys putting their motors on life support? That shit belongs in the hospital when you've run out of life in YOUR motor.
BROOO 100,xxx for a motor a billet ``hemi`` listen its not ur old hemi man 16 injectors oooo yeaaaaaaaaaaa
how does these guys get the power to the ground?
The tunes will be constantly changed or adapted to the car/track variables. Check out the 11,000hp TF pro mods that people like Scotty Palmer are playing around with now. I think I have yet to see a full solid pass happen in one of those cars. With race engine technology getter better, and higher and higher HP these days.... like your question implies, how are these guys going to solve the power to ground issues?... Good question, and most relevant. Tom Bailey seems to have a good handle on that with his cars @ 4000-5000 hp, but as HP increases so will traction issues. It'll boil down to IF ever or WHEN and under what conditions you tune it to allow full power to hit the wheels during a run.
Wonder if that engine will fit in my amc Pacer?
A great explanation of these amazing engines. 85 psi boost is crazy. So is 5200 hp at the wheel.
the secret to getting American and Australian engines to make power is as simple as adding displacement, and chanting "these damn europeans" right before launch for an extra 500 hp
Amazing stuff! Keep the videos coming!
if I ever win the lotto I won't tell anyone but there will be signs lol...these bad boy motors in my holden street cars
This is most unnecessary build ever made.
How do i get one?
need to see the engine guts and the dyno runs......less talk and more definitive pictures please
Very interesting stuff. Love Proline
Great engine for those with very thick wallets. The hemi engine likes high rpm which is very hard on parts. I believe rods typically are changed out after 20 runs!
and stevie fast sometimes after only 15 passes
love this channel!! i always learn somthing new
mechanical engineering knowledge from a reliable source right there
This Is The Friggin Reason Why You Cant Touch Ryan Martin
Damn! When a huge billet forged steel crank becomes the “burst panel” of the engine! Damn
very interesting vid as usual, !!!
So its a topfuel motor setup with turbos instead of a blower and running nitro
Not sure, but I think it's running alcohol instead of Nitro.
KsD Hobbies hardly. 2.5L 4 cylinder cars are running 140psi and 3000hp now. The 2 valve head is holding it back.
@@nordic5490 really weres the video? I dnt think so
@@nordic5490 hey, so throw 140 psi at this thing and see what she does! Lol also have to remember, it's 85 psi to make 5,200hp to the wheel, not the crank. Probably closer to 6,000 HP to the crank. So I'd say double the psi at 140 psi on a 4 cylinder to make half the power seems realistic lol.
I want to hear someone talk about cylinder heads and the port development that goes into making power
These are great series! I love to see running/driving footage at the end of the vid, even if it's for few seconds:)
The man!
J ai deja conduit 800 ch et aux déçu sa ne sere a rien de autant de chevaux il en utilisera même pas la moitié donc je comprend rien
Every question that popped in my head, you asked. Probably thee best video so far that I have seen. Keep up the great content!
Big Chef needs this engine in the crow
🇺🇸🇺🇸🇺🇸🇺🇸
I agree
I think he has a proline In The crow already I think it's the 481x 572 ci twin turbo set up. Dont think it's this 1 though.
insanely knowledge dense interview ,
Awesome content AF as always!
to bad i cant get that in a new Challenger
Yea, like 700hp isnt enough for the Shit drivers that buy those cars. No need for that kinda power with no experience in driving. Damn near hit a fucking hell cat the other day. dude left a light, got second and then went sideways across 3 lanes. I was beside him when it got lose, he over corrected, i had to down shift and move out before he got my passenger door
well , I am an experienced driver, and Ive driven cars with 2k-3k HP on the streets. Havent killed anyone yet. lol Plus I wouldnt pull some dumb BS at a traffic light. thats just asking for trouble
that was quick thinking on your part, seeing the idiot driver and getting out of the idiots way. I see sketchy crap like that daily!
Fantastic interview! Very informative for amateur engine "builders" like myself.
Glad it was helpful!
Great video thank you for your hard work!!...from Wyoming USA 🔫🤠
Our pleasure Bill, glad you enjoyed it =D - Taz.
85 psi damn
Yeah its running as much boost as the big time imports but making a lot more power
I always said for every fast import there's an American OHV v8 car that'll gap them, and out mph them. I respect what the imports can do though.
Is this Mopar 🤔
No, you won't find it available from your local dealer - Taz.
I find things like this video depressing. Why even bother entering the drag racing scene when your corporate competition is running 2,3,4,or 5000 hp motors....
Motorsports is expensive to a point no matter what level you are at, however, there are many different classes and not everyone is chasing world records - Taz
Buy me one, I'll give you 3 dollars
You buy me one and I'll return the favour ;) - Taz.
Do you use a 2 3 and 4 7 swap cam firing order
Believe that was a SBC thing
@@zuestoots5176 I've done it on my 638" turbo'd Keith Black, it's really a HP versus torque decision.
My Chevy built with propylene ain't nobody talkin about my motor I'm steady smoking them steady smoking these streets straight Master gas hotness calm down stomping on the pedal burn and gas no words aren't coming out right I'll well oh well
Is your Chevy doing 5 second 1/4 mile passes? If it is, I'm sure people are talking about it 😎 - Taz.
So basically your on Brad Anderson’s level, 5 years later, acting like proline reinvented a hemi.
If I had the money to buy a house or this engine. I'd buy the engine and live in one of the cylinders. Probably could fit my car that I'm putting the engine into on one of the other cylinders that are left.
I'll rent one of the other cylinders off you if I can also take another as a garage space 😎 - Taz.
Anyone interested in a steppless transmission that can handle virtually unlimited hp and torque with very high efficiency and a few moving parts? It can perfectly follow the hp/torque curve as well. I am the CTO of an aeronautical public company and a machinist/inventor.
Only elite knowledgeable respond please.
SpiritofDaniel post a video link mate, otherwise yours is a scam. CVTs are not lasting in mild oem applications let alone 5000hp cars.
@@nordic5490
You're correct however this works on a different principle. I do not have a patent on it so I'm very protective of it. I do have a publicly traded company with my aircraft invention in it. It is a major breakthrough but it still has to use motors to drive impellers to push air so it's not anti-gravity. The stepless transmission is the most efficient way to accelerate Mass and I stand by that. It was tested my remote control car but there was a major challenge that took me many years to figure out but the answer was unbelievably simple. It took me another 5 years to figure the best way into the marketplace that is aftermarket on tractor trailers bolted in between the frame rails. I'm far from a scammer or somebody claiming non science-based outcomes. The irony is they are used almost everywhere but they have never been recognized for their potential because Engineers assumed its limitation was automatically insurmountable. It was again remarkably simple but took me 10 years to figure it out. If you're some kind of opinion leader or connected in some way to major industry I would share more.
@@nordic5490
It's funny I just noticed your name. LOL. I am actually Nordic as well. Always thought I was from Germany until DNA ancestry. I assume you probably AR more knowledgeable if you're on this video link. Where do you live now? I live in Miami but am moving shortly a bit north to Boca Raton Florida. That's where my public company will be next headquartered at Florida Atlantic University.
AL you mini yum, billet block,
Suitable setup for a 3,200 pound RWD 4-door sedan. Daily driver. I mean, why not? Modern CUV boxes stink.
cap x cyl press x rpm x fuel, not really a mystery. Did he say 520 CI? Yep, it's what you would expect these days. MMR are making 3200+ with almost half that capacity.
No water running through motor ? AMAZING !
Someone's making a "wet" hemi recently....from Wyoming USA 🔫🤠
Best interviewer in the game!!!!
I know that pro line engines are but I didn't know they are that good. These engines are built strong I didn't realize how good how strong and durable. I Wonder how much heat temperature it can take and for how long. But I day this pro line engine is just bad a$$. Go Ryan Martin fireball camaro, Daddy Dave, Monza they run a pro line engine twin turbo setup.
When you get the head temp up too high, a valve-seat can move, then starts the trouble...! Mommy....!