368CI Blown Ford Windsor, 1,305 HP
Don and Scott Crouse, Covina, CA
Positive manifold pressure is a good thing. That's what Don and Scott Crouse are saying about their 368ci small-block Ford. But there's nothing small about 1,305 hp. The combination consists of a pair of CNC-ported Edelbrock Victor cylinder heads and a monster ATI Procharger centrifugal blower pushing a ton of air. This was Scott's first attempt at building a race motor, and the experience could be condensed down to just two words: "Nothing fit." But once Scott got past the custom-parts headaches, custom machine work, and a disastrous first try on the dyno, the effort paid off big-time with four-figure power numbers. Scott even says this dyno test was aimed at "making as much torque as possible while taking advantage of the engine's relatively small displacement. A second camshaft is capable of making substantially more peak power, but it has yet to be tested." Mainly, Scott says, he just wants to have fun with his dad at the track. That shouldn't be difficult as long as hp = fun
A. Fuel Feed What's not in this photo is the massive Aeromotive electric fuel pump needed to feed 1,300 hp. The combination of 45 to 60 psi of fuel pressure working against 25 psi of boost requires a very serious fuel-delivery system. With the fuel pressure at 60 psi and the boost at 25 psi, the pump has to make 85 psi and still deliver sufficient volume to feed this monster.
B. Intake The intake consists of an Edelbrock Victor single-plane intake with a Wilson 80mm throttle body and 90-degree elbow. The Accel 120 lb/hr injectors are controlled by an Accel DFI VII electronics package.
C. Ignition That's an Accel dual-sync distributor that orders the spark created by an MSD 7AL CD box. With that much cylinder pressure, you have to have a serious ignition just to light it.
D. Pop Off The blow-off valve is used to vent blower pressure at the end of the run when the throttle is closed. Scott calls this a blowzilla valve to vent all that pressure.
E. Supercharger Hidden behind that massive cooler is the ATI Procharger F2 blower with an 8mm cog drivebelt system. The blower is capable of enormous airflow, and Scott reports that the intercooler can chill up to 1,800 hp. The blower currently spins at only 75 percent of its capacity. Yikes!
F. Custom Trickery Cylinder heads are the key to horsepower even with blown motors, so Scott started with a set of Edelbrock Victor heads, CNC-ported by Ford Performance Solutions (f-p-s.com) and fitted with Manley stainless steel valves and a complete Jesel 1.6:1 shaft rocker system. Jesel also supplied the beltdrive system. Those are Kooks headers that step from 2 to 2.125 inches on the primaries.
G. Iron Eagle The motor started out with a Dart Iron Eagle 9.2-inch-deck-height block spinning a Sonny Bryant billet 3.45-inch stroke crank on Clevite bearings. The Probe pistons are 4.125 inches in diameter pinned to Lentz H-beam billet rods, while SCE gaskets keep everything sealed. The ATI balancer spins underneath a Moroso remote water pump.
H. Oil Peak horsepower occurs at 7,300 rpm, so that demands an excellent oiling system. Scott used a Moroso wet-sump aluminum oil pan, a windage tray, and a vacuum pump working around a Melling high-volume oil pump to put some sense of order to all that internal chaos.
|Blower Power |
|RPM ||TQ ||HP |
|5,000 ||781 ||744 |
|5,500 ||853 ||894 |
|6,000 ||916 ||1,046 |
|6,500 ||961 ||1,190 |
|6,700 ||965* ||1,231 |
|7,000 ||960 ||1,280 |
|7,300 ||938 ||1,305* |
|7,500 ||905 ||1,292 |