Track Bred EG6 Build… Part 25

With the widebody kit completed, I’ve decided to spend today taking a look at the engine setup portion of this build. Jerry opted to got with a 4 Piston Racing built motor this time around. Thanks to the guys at 4 Piston Racing I have some photos and a slight writeup on the process and parts used for this build.

For those who would like a full recap of this build, I’ve provided the link below…

Track Bred EG6 Build…

 

Based on the goals Jerry provided, the engine specs. are as follows… 


– 2.5L K24, sleeved to 89.5mm

– 14:1+ compression lightweight rotating assembly

– 4 Piston Pro 163 CNC cylinder head

– 4 Piston PSI Indy Car valvetrain setup

– Kinsler 62mm ITB 

– ASP Custom header built for this engine

– Dry Sump oil system

 


A K24 block was sourced and ERL sleeves inserted with diamond hone…

This is the 4P Wiseco lightweight box forging, 89.5mm bore, and 250 grams. It uses a ring package suitable for endurance racing and a tool steel pin that allows us to run a long rod. This style of rod has held up very well for us, and the trick is finding that comfortable marriage between light weight and strength. If you make a steel rod too light, it won’t last long.

Under side of our piston…

Rings filed, deburred, installed and ready to drop in the holes…

Josh making sure I built the rods correctly for proper piston to head clearance, and recording the info for our records…

Cosworth gasket installed so that we can drop the business end of the engine on there.

4 Piston Pro 163 CNC cylinder head… Ready to move some air through this engine.

Valve motion is controlled by our PSI Indy Car valve spring kit. With tight tolerances and extended race times, you have to be confident in your valve spring. They are a big initial investment, but they pay huge dividends in the long run.

This engine will use VTEC and VTC with a billet core RR camshaft.

Dailey Engineering Dry Sump setup ready to go on. It is lightweight and has great fitment. This particular oiling system is a very reliable one that will always supply pressure and control over how much pressure you want to supply. The pan does not carry the oil reserve, it is in a separate tank. Under hard cornering there is no sloshing of oil or risk of it not being picked up. If you can pull a good vaccum on the engine there is up to 10-20hp available. It does take some power to turn the pump so you have to make sure the motor is sealed up well so that you can see the benefits.

4 Piston Teflon dry sump seals allow extra vacuum to be pulled…

A Skunk2 timing chain cover was included in this build… 

Matt Hilt welding up some tools to make things easier on us…

4 Piston Pro 163 CNC cylinder head looking like its ready to suck some serious air through this motor.

Finished product…

Crated and off to its new home…

Finally!!! The motor arrived… Jerry wasted no time in test fitting the Kinsler ITBs… What a beauty…

Stamp on the block…

Some shots of the motor as it sat with some fittings and hoses attached…

 

I’m going to close out with one more shot of the motor, thanks for taking a look and stay tuned for more to come…

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