The weber motor above was a pretty strong, dual weber, 132hp at the wheels motor with Carrillo rods, JE .100" dome pistons, isky push rods, and a .530 lift Crane reground cam. That motor was great until it spun a rod bearing at Sears Point Raceway in Sonoma California. It was at that point I knew it was time to push the envelope on what could be done with a Sunbeam Alpine motor. My latest creation has Carrillo rods, Manton 3/8 pushrods, newly designed JE turbo pistons running 7.95:1, a custom billet roller cam that I worked in tandem with Crane Cams to develop, Crower custom roller rockers, Ferrea IRL 460lb/in springs, Ferrea LS1 titanium retainers, Comp Cams solid roller lifters and an external oil pump driven via an HTD belt drive system. The camshaft is driven with a Competition cams small block ford timing belt system under a very custom timing cover. All the bolts are ARP except the main bolts which are NAS 627 180ksi. bolts to help keep the bottom end in place. The main caps are also pinned to ensure they don't wander under extreme loads. The 3/8 head bolts were replaced with 7/16 ARP studs to keep the head on the motor under boost conditions. Additionally to keep the pressure in the cylinders, I designed a solid copper head gasket which was made by Cometic Gaskets, and then had an an o-ring groove cnc'd in the block as well as a receiver groove in the head. To help eliminate the chronic oil leak Sunbeam motors have at the rear main "seal", the cranks rear scroll was welded up and ground, then a groove was machined in the block to accept a rope seal. Additionally on each rod journal, the oil holes were repositioned for improved oil wedge thickness relative to peak cylinder pressure. The flywheel also went on a serious diet. I took a little more than 8 pounds off of the 22 pound monster. Up front to absorb any vibrations is a BHJ vibration damper. To manage the air flow, I ported, polished, CC'd, and flowed the head. I built the intake manifold and throttle system so the only bend between the throttle plates and the cylinder is right behind the valves. Minimizing flow losses into the head was the name of the game. Flow is also helped by a Garret TB 25 turbo with competetion T360 trim and a 15 degree blade clip on the exhaust side over 3/4 of the blade length. Pushing 12psi through a Spearco intercooler keeps the charge cool and ready to burn. The throttles are from a CBR929 motorcycle with an adapter plate welded to them. I opted not to use the injectors in the throttles, but rather weld bungs onto the head for direct port injection. Fuel management is handled by a fully programmable EFI system using throttle position, air temp and pressure, as well as coolant temp and a narrow band 02 sensor. Exhaust is routed into the turbo through 1.5" tubes then out of the turbo at 2.5" and post collector necks down to 2.25" out the back through a turbo flow muffler. While I have not yet had the car dyno'd the projections are in the low 200hp range. I am hoping to get some real numbers this summer. One thing is for sure, it really hauls ass!

Putting power to the ground is done through a Ford T5 transmission and a Ford 7.5" limited slip rear end.

This latest motor/tranny creation took 21 months, and I logged over 1200 hours making it all come to life!