Popular Posts August 2022 Shop Solutions 427 cid Small Block Chevy Engine 496 cid Big Block Chevy Engine Iron Rod – a 1947 Federal with Dual Cummins Engines 541 cid Chrysler Engine Connect with us advertise with us
427 cid Small Block Chevy Engine
496 cid Big Block Chevy Engine
Iron Rod – a 1947 Federal with Dual Cummins Engines
Popular Posts August 2022 Shop Solutions 427 cid Small Block Chevy Engine 496 cid Big Block Chevy Engine Iron Rod – a 1947 Federal with Dual Cummins Engines 541 cid Chrysler Engine Connect with us advertise with us
427 cid Small Block Chevy Engine
496 cid Big Block Chevy Engine
Iron Rod – a 1947 Federal with Dual Cummins Engines
How can you not love summer? Sure, it gets hot, but it definitely beats the cold, and there’s so much going on to occupy your time. Here at Engine Builder, our team has stayed extremely busy attending racing events, shows, visiting manufacturers and engine shops, as well as our usual content work.
When the timing cover or block has no dowel pins, or the dowel holes do not fit snug on the pins. Take an old damper and hone the center so that it is now a slip fit onto the crank snout. Use it to hold the cover in place while tightening the bolts.
Women in motorsports... need we say more? These nine women do some awesome things in this industry.
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Add Your Listing Edit Your Listing By Category Engine Components A/N Fittings/AdaptorsAir Induction SystemsBatteriesBearings (camshaft)Bearings (engine sleeve type)Bearings (main rear main)Bearings (Rod)Belt Tensioner/IdlersBrass FittingsBushingsCam CapsCamshaft Belt DrivesCamshaft KitsCamshaft SealsCamshaft Thrust Plate and PartsCamshaftsCarburetorsChain KitsClampsComplete EnginesConnecting RodsConnecting Rods Nuts BoltsCrankshaft ConversionsCrankshaft KitsCrankshaft Oil SlingersCrankshaft Pulley SleevesCrankshaft Repair SleevesCrankshaft SealsCrankshaftsCylinder Head ComponentsCylinder Heads New: Aluminum BareCylinder Heads New: Aluminum CompleteCylinder Heads New: Cast Iron BareCylinder Heads New: Cast Iron CompleteCylinder Heads Reman: Aluminum BareCylinder Heads Reman: Aluminum CompleteCylinder Heads Reman: Cast Iron BareCylinder Heads Reman: Cast Iron CompleteCylinder Liners (sleeves)Diesel InjectorsDipstick Adapters (Chevy Ford)Dowel PinsEFI ComponentsEngine BlocksEngine Blocks - RemanufacturedEngine KitsEngine Management Systems/ECUsEngine MountsExhaust ComponentsExhaust Components: Complete SystemsExhaust Components: Custom ExhaustsExhaust Components: Leak DetectionExhaust Components: ManifoldsExhaust Components: Tube NotchingExhaust Components: Tube SwagingExhaust Components: Tube/Frame Bending MachinesFilters - AirFilters - FuelFilters - OilFlywheel (ring) GearsFlywheel AssembliesFuel Injection - ElectronicFuel Injection - MechanicalFuel PumpsFuel System ComponentsGasket CementGasketsGear DrivesGovernorsHarmonic Balancer Repair SleevesHarmonic Balancers/DampersHead Bolts/StudsHex ShaftsHydraulic Lash AdjustersIgnition ComponentsInjector TubesInjectors - DieselInjectors - Gasoline DirectInjectors - IndirectIntake ManifoldsIPR ValvesKeysLockwashersMain Caps (4-bolt)Manifold StudsNitrous Oxide Systems, ComponentsNitrous Valves and PlatesNuts and BoltsOil CoolersOil Filter AdaptersOil PansOil Pressure SpringsOil Pump KitsOil Pump ScreensOil Pump ShaftsOil Pump Timing CoversOil PumpsOiling Systems; Dry SumpOverhead Camshaft Repair SleevesPiston Pin BushingsPiston Pin Lock RingsPiston PinsPiston RingsPistonsPlugs - ExpansionPlugs - MagneticPlugs - Oil DrainPlugs - StandardPush RodsRadiator/Oil FansRering KitsRestoration Engine PartsRocker Arm Rebuilding ComponentsRocker Assemblies and KitsRocker Stud GirdlesSealsSerpentine BeltsShimsShort BlocksSpark PlugsSpringsSuperchargers, componentsSwitchesTappetsThread RepairThrust WashersTiming Belt/Chain TensionerTiming Belts/ChainsTiming Chains, Gears, SprocketsTiming ComponentsTiming CoversTransmission AdaptorsTurbochargers, componentsValve CoversValve Guide LinersValve GuidesValve KeysValve Lifter BallsValve LiftersValve Locks and SealsValve Seat InsertsValve Spring InsertsValve Spring RetainersValve SpringsValve Stem Oil SealsValve Train PartsValvesWater PumpsWater Tubes Engine Equipment & Preparation Adhesive DispensingAir Flow BenchesAir Handling SystemsBalance Shaft Elimination KitBalance Shaft Line Boring EquipmentBalancing AccessoriesBalancing EquipmentBelt SanderBench GrinderBlock Pressure Testing EquipmentBoring Bar InsertsBoring Bar Tool BitsBoring Machines/Connecting RodBoring Machines/CylinderBoring Machines/LineBoring Stand (For Portable Boring Machines)Brass FittingsBroachBushing Bearing & Seal Driver SetsCAD/CAM SoftwareCam Bearing Installation ToolCamshaft Degree Wheel (Digital)Camshaft GrindersCap & Rod GrinderCBN Inserts - NewCBN Inserts - ResurfacedCleaning Specialized EngineCNC Machining CentersCNC Retrofit KitsCompressed Air EquipmentConnecting Rod GaugesCoolant Filter MachinesCore Shift TesterCrack Repair EquipmentCranesCrankshaft Balance WeightsCrankshaft FurnaceCrankshaft GrindersCrankshaft Journal Weld KitsCrankshaft PolisherCrankshaft Polishing BeltsCrankshaft StraightenerCylinder Head Adapter PlatesCylinder Head Assembly/Disassembly Equip.Cylinder Head Chamfering ToolCylinder Head GaugeCylinder Head HoldersCylinder Head PolishingCylinder Head PortingCylinder Head Pressure TesterCylinder Head StraighteningCylinder Hone StopsCylinder Porting ToolsCylinder Sleeve PressDemagnetizersDiamond DressersDiesel Injector Hole Repair ToolsDiesel Injector Sleeve Installation ToolDowel PullersDye Penetrant InspectionDynamometersEngine Adaptor PlatesEngine Cycle AnalyzerExhaust Leak DetectionFeeler GaugesFlexible Honing Tools/Brush HonesFlywheel GrinderFuel Injection Cleaning ServicesGrinder Head StraighteningGrinding CoolantsGrinding WheelsHardness TestersHead/Block Crack Repair KitsHead/Block Resurfacing (Belt/Sanders)Head/Block Resurfacing (Milling)Heat Tabs Temperature SticksHolding FixturesHone Stop FixtureHoning JigsHoning Machines Wrist PinHoning Machines/CylinderHoning Machines/LineHoning Machines/RodHoning Machines/Valve GuideHoning PlatesHoning StonesIgnition System TestersIn-Process Gauges(Cam and Crank Grinders)Inspection GaugesLeak Down TesterLeveling DeviceMagnetic Particle Inspection Crack DetectionMicropolishing EquipmentOHC Line Boring ToolsOil Leak DetectionPCD Inserts - NewPin Fitting & Rod Reconditioning/TestingPin PressPin RemovalPiston KnurlerPiston Ring CompressorsPre-Cup Machining ToolsPush Rod Guide PlatesReplacement Chuck for Valve FacersRocker Arm GrinderRod AlignmentRod Bolt ProtectorsRod FurnaceRod VisesRun-In StandsStandsStud PullersTapsTest EquipmentThickness GaugeThread GaugesThread Repair & Replacement KitTorque PlatesUltrasonic Test EquipmentVacuum TesterValve Grinding BenchValve Guide & Seat Driver SetValve Guide & Seat MachineValve Guide Boring FixtureValve Guide HoneValve Guide KnurlingValve Guide PilotValve Guide ReamerValve Guide ToolValve Refacer (Cutter)Valve Refacer (Grinder)Valve Refacer WheelsValve Seat CuttersValve Seat InserterValve Seat PullersValve Seat ResurfacerValve Seat Runout GaugeValve Seat Tool GrinderValve Seat WheelsValve Spring CompressorValve Spring TestersValve Stem GrinderValve Stem Height MeasuringValve Stem PolisherWater Tube PullerWet Flow Bench Conversions Supplies & Service Chemicals & SolventsCore Cleaning & ProcessingCranes & HoistsHand ToolsLubricantsPressesServicesShippingStorage Racks & BenchesWelding
Whether you’re a professional engine builder, machinist or manufacturer, or an automotive enthusiast who likes engines, racing and fast vehicles, Engine Builder offers content aimed at you. Our print magazine offers in-depth tech features on everything you need to know about engine building and its different markets, while our newsletter options keep you up-to-date on the latest news and products, tech info and personalities in the industry. But, you only get all of that if you subscribe. Subscribe now to receive Engine Builder magazine in print and/or digital each month, and our Engine Builder newsletter, Engine of the Week newsletter or Diesel of the Week newsletter directly in your inbox each week. You’ll be covered in horsepower in no time!
Whether you’re a professional engine builder, machinist or manufacturer, or an automotive enthusiast who likes engines, racing and fast vehicles, Engine Builder offers content aimed at you. Our print magazine offers in-depth tech features on everything you need to know about engine building and its different markets, while our newsletter options keep you up-to-date on the latest news and products, tech info and personalities in the industry. But, you only get all of that if you subscribe. Subscribe now to receive Engine Builder magazine in print and/or digital each month, and our Engine Builder newsletter, Engine of the Week newsletter or Diesel of the Week newsletter directly in your inbox each week. You’ll be covered in horsepower in no time!
ByEngine Builder Staff on Mar 19, 2021
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When his customer wanted to move up a class in drag boat racing, James Bostick of Bostick Racing Engines was happy to oblige. He built this 605 cid drag boat engine with nitrous for high horsepower.
Engine of the Week is presented by
When James Bostick decided to open his own engine machine shop, he cashed out his retirement, bought some machines and founded Bostick Racing Engines in El Cajon, CA in 2008. Fast forward 12 years, and James now has a couple employees and a new 1,900 sq.-ft. facility.
With a focus on marine, Bostick does engine work for jet boats, river hot rods and drag boats, among others, but that doesn’t mean he won’t take on other applications. The shop will do automotive engines and even some restoration jobs too, and all the work on a Bostick engine is done entirely in-house.
Speaking of marine engines, however, Bostick recently finished up a 605 cubic inch drag boat engine for a repeat customer looking to move up a class. We’ll give you the details in this episode of Engine of the Week.
Hey everyone, I’m Crystal Smith with Engine Builder, and today we’re talking about a 605 cubic inch drag boat engine built by Bostick Racing Engines. This particular customer had Bostick built engines in the past, most recently a 468 cubic inch, single carb engine. As they moved up classes, Bostick added more nitrous, but that only got them so far. Here’s James to tell you more.
“These customers had always wanted to run the ADBA Lucas Racing QE class, which requires making 1,300-1,400 horsepower to do,” Bostick says. “They just finished a season and getting used to a new purpose-built drag boat using the old engine, which they’ve now run three or four years. While they were racing that engine for one last year, we started gathering up parts and came up with a plan for a big inch engine – nothing real strung out, something user friendly, low on maintenance and easy on parts. We went with a larger inch engine and then started putting it together.”
The 605 drag boat engine was built around Edelbrock 14-degree cylinder heads, which made getting all the other parts a bit more of a process.
“We started off with Edelbrock 14-degree heads that we hand blend ported,” he says. “We ended up having to have a lot of parts made because it was one of the first times that a few of these companies had dealt with these heads. We picked those heads because they were very nitrous friendly and something that was not going to be real finicky on the tuning.”
The block for the 605 came from World Products, which Bostick Racing Engines machined in order to get the proper clearances they wanted. From there, the shop finished the valve job and sent the heads to CP so they could make models to spec the right pistons for the engine.
In addition to CP pistons, the drag boat engine got equipped with Manley valves, a new crank and rods, Jesel shaft rockers, a Schneider cam, Clevite coated bearings, Crower lifters, Manton pushrods, a pair of Holley 1050 Dominators, a Profiler tunnel ram intake, an Edelbrock fogger, and a Dailey Engineering dry sump oiling system.
“We basically just had to figure out how to make everything work as far as the cylinder heads go,” he says. “A couple places we ran into problems was trying to get the pistons to work with the heads as far as trying to get enough dome volume without the pistons hitting valves.
“The other issue we ran into was trying to get everything – the rods and crank – to fit in the crank case without hitting places. Other than that it was pretty straightforward. Nothing was overly complicated, but those were little things that made it to where it wasn’t a matter of ordering up parts out of your Summit catalog and then just throwing a pile of parts together.”
Once Bostick had the engine assembled and ready to run, he took it to Westech for dyno work. That evaluation proved this 605 cubic inch engine, with a 14 to 1 compression ratio, could churn out more than 1,100 horsepower at 7,300 rpm and 900 pound-feet of torque. With a small nitrous tune, the engine made 1,400 horsepower and more than 1,100 pound-feet of torque.
“We didn’t want it to have to turn 8,000 rpm, so we targeted a lower 7,000 rpm range so it’d be a lot easier on parts,” Bostick says. “The nitrous tune up was basically the smallest we could put in the fogger, so it really likes the nitrous. That’s the way we cammed it and geared it towards. This engine will run good on motor, but we really wanted it to shine on nitrous.”
The engine liked the nitrous indeed! On just a 250 shot of nitrous the engine picked up 300 horsepower. With a larger tune this engine could get up to about 1,600 horsepower, according to Bostick. All that’s left to do now is have some fun on the water! Well, that does it for this episode of Engine of the Week. Please like, comment and subscribe to our page if you haven’t already. And if you have an engine you’d like to see featured, please email our editor Greg Jones at [email protected] Thanks for watching!
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