While you are right , if nobody experimented with things that are truely "new" we would still be using steam powered technology, And not just machinging/mixing matching parts , sure some people may find a explorer garbage truck cool , but a real garbage truck will probably be a ton more useful/reliable/practical. All i was saying is , if you are going to modify something , making it better(improving upon it) is what should be on focus , and not focusing on making it "diffrent". Why package a SR20 crank into a QR block , to gain only 200cc's ? When the same can be achieved out of the SR20 block by boring it out , I do not see any advantages the QR holds on the SR, and i don't see how so much work can be justified.

 

I guess so. I understand where you two are coming from, but I have a soft spot for the QR since I owned one. I cant just give up to the SR guys .

And I didnt know Coleman put that in SCC. Do you know what issue it was? Ill have to look through my old ones and see if I have it.

 

It was in one of the back issues where he was talking about powerplants , the QR25DE was one of them adn the SRT-4 engine was the other. I found alot of reasons in their for me to hate the QR25DE engine.

*EDIT* http://sportcompactcarweb.com/tech/0..._atunersguide/ Their is probably something mentioned within that article about utilizing a SR bottom end in the QR block. (I'am not sure) One thing is for sure though their are many reasons stated their , on why you should love your QR25DE .

 

God, thank you.

Travis is not an originator. A good chunk of his info is almost totally copy/pasted from very knowledgeable individuals in the industry and community.

And that's fact. I've caught him in it while talking to those individuals.
Anyone can build an engine when they send off the stuff to get machined. Anyone can assemble a block correctly when they take a year. It's just a matter of getting the balls up to do it yourself when it's your money.

anyways, we'll just see what happens.

 

Well, thanks to those who can appreciate what we've done here..

It wasn't easy, it wasnt' cheap, and it definately was a challenge. Mike, you say that ANYONE can do it.. Well, where is EVERYONE else at? It's not a simple matter of throwing parts together.. what about camshaft and spring development? Figuring out the flow rate on the head, and what it's going to do at high RPM with better volumetric efficiency? For you guys who think this was easy... then, please, let's see YOUR engine...

For the people comparing this engine to a SR... get real. The SR's potential is nowhere close to what the QR's is. A few reasons... The SR's sand cast block, with weak head and main stud thread footing, would never be able to make 4 digit power levels. Why do you think you don't see the SR in with the big boys in the drags? It doesn't hold up. Also, the cylinder head sucks. It doesnt' flow worth a crap, without a TON of port work. And, you can't rev it without rockers exploding or flinging off. The SR is a good motor, just NOT better than the QR. The QR has a die cast block, with bed plate design. You WILL NOT break this block or pull the threads out when the boost is cranked. Yes, it does need to be sleeved.. so does every Honda motor when you want to make big power. Still 400whp can be had on stock sleeves. Once sleeved, the QR block will hold 4 digit power levels. And, If I'm right, you'll see this engine showing up in the drag scene very soon. The stock cylinder head flows better than the best ported SR head that I've seen... A lot to be said about that.. Also, no rockers to break, since it's cam on bucket. You won't see any SR's revving to almost 9K without longevity issues.

The engine is exactly 2237cc, which TECHNICALLY is a 2.2 liter. I rounded it up and called it a 2.3 liter. It has a 91mm piston in it.. not 89.5mm. We went with the biggest that we could fit without compromising the wall thickness of the sleeves. If we wanted to be anal about it.. we could have gone 92mm probably.. but that wouldn't leave any room for error.

As for Dion, he had NO engine problems whatsoever.. I'm not sure where you get that from. Dion didn't pay me in full, so I didn't finish his car.. plain and simple. He had to finish up wiring, and a shop in Canada biffed him into paying more money to "redo" wiring that they said was "inadequate". There's plenty of argument to go around on this one.. and that's all I will say. Believe what you want..

Norlandt... yes, we had some issues with AEBS and his block. Norlandt will tell you, now, that it was no my fault. However, I spent upwards of 5K out of MY pocket to try and make it right. If that makes me a bad person.. then, oh well. We had a falling out, because we were both at our limits financially. His SR is VERY strong, and has NEVER had issues. He did have a few minor issues with exhaust leaks, and some tuning.. You don't have to ask me though, ask him.. he is very happy with his car.

For those who think little of me.. oh well... I know my ability. I mean, hell, I held the record for the highest hp SR state-side up until a few weeks ago.. And then, the new record holder only beat me out by 8whp. I hold the record for the QR in every fashion of performance... no one has even come close to what I've accomplished. Sure, failure comes with the territory when you start doing stuff like this. You don't just start building stuff like this without having SOME issues. So, I take it with a grain of salt. You guys should too...

Travis

 

i find it funny how you always want to bash on travis for him doing things.it may not be his original idea.did coleman every build it?what have you built thats so amazing mike.it may be considered stupid to spend this much on a qr when i could have a built sr for half the price.but im not an sr sack rider like everybody else.dont get me wrong,im gonna have an sr in the 2 240s im getting,but the sr in a spec v has been done.i like to be different from the crowd.

as for dyno #s we have some on low boost until tom.

sat it pulled 393 at 13.8 #s,that was on pumpgas after several runs back to back and a rough tune.should have some c16 pulls tom. and they will be over the 550 mark.im shooting for 600whp

 

I'm not? Dude, I single handedly did most of the aftermarket performance stuff that you see for the B15 chassis. Who am I copying off of? I'll debate you, and anyone else as far as knowledge on tuning theory and engine mechanics.. I know what I'm doing, Mike.

What? Was I supposed to machine my own block/crank in house? How many performance shops do you know that have those kinds of tools in house? Get real... Yes, it took us 8 months to put it all together.. Most of that time was spent waiting on valvetrain, and other parts.. which were all custom made. Actual assembly time was less than a week. So, get your facts straight, please.

And, you have a lot of nerve to try and bash me on what I know... How long has it taken you to get your 200whp QG working? Hopefully, you didn't dremel tool your exhaust housing this time...

Travis

 

Yeah.. this POS engine only made 393whp, at a whopping 13.8psi of boost, on pump gas, with about 19* total advance, and around 10.5:1 A/F..



Big POS engine...

Travis

 

If you were to estimate overall cost of this engine build, what would you put it at?

 

The engine itself? Around 5K with labor.

Travis