{"id":52542,"date":"2018-06-14T09:35:48","date_gmt":"2018-06-14T16:35:48","guid":{"rendered":"https:\/\/www.racingjunk.com\/news\/?p=52542"},"modified":"2018-06-14T09:35:48","modified_gmt":"2018-06-14T16:35:48","slug":"inside-the-big-power-ls-engine-packages-from-borowski-racing-part-3","status":"publish","type":"post","link":"https:\/\/www.racingjunk.com\/news\/inside-the-big-power-ls-engine-packages-from-borowski-racing-part-3\/","title":{"rendered":"Inside the Big Power LS Engine Packages from Borowski Racing, Part 3"},"content":{"rendered":"
\"Inside
All photos courtesy Borowski Racing Engines.<\/figcaption><\/figure>\n
<\/div>\n

 <\/p>\n

Over the past few<\/a> weeks<\/a>, we\u2019ve taken a short look at Borowski Race Engines\u2019 2.9-liter Whipple supercharged LS engine package. It\u2019s a brute, but there\u2019s another engine you might find interesting, and that\u2019s their front drive Whipple 4.0-liter twin-screw blown LS. It\u2019s a take-no-prisoners package and if you have an insatiable need for speed, then this one should be right up your alley!<\/p>\n

The bottom end of the Hellfire power plant closely parallels the 2.9-blown version we examined previously. It all begins with a Dart LS Next cylinder block. We\u2019ll review some of it here:<\/p>\n

\"Inside
The 4.0 liter powerhouse from Borowski can be built with an iron or aluminum cylinder block. The crankshaft is sourced from Callies and, as you can see, large diameter main studs are used exclusively.<\/figcaption><\/figure>\n

According to Borowksi\u2019s Ken McCaul: “The LS Next block is the first significant change in the bottom end architecture of the LS engine platform. By eliminating the ‘Y-block’ design and utilizing conventional style main caps and oil pans (stock pans can be used with Moroso oil pan spacers), Dart has addressed the problems resulting from the LS engine\u2019s separated crankcase bays. Windage is greatly reduced, resulting in increased power and improved lubrication.<\/p>\n

“This design change led to several additional improvements. The main webs are significantly stronger because the bay-to-bay breathing windows are eliminated in Dart\u2019s design. Deleting the windows also allows the cylinder barrels to be extended by .3750\u201d into the crankcase, providing greater piston support at the bottom of the stroke.<\/p>\n

\"Inside
Pistons are sourced from Diamond. Diamond also supplies the ring package while the wrist pins come from Diamond\u2019s sister business, Trend Performance.<\/figcaption><\/figure>\n

“All stock and aftermarket LS components can be utilized. Conventional style 4-bolt steel main caps are used. A 5\/8\u201d thick full deck design is utilized for superior strength, with six head bolts per cylinder to provide secure clamping. Dart\u2019s priority main oiling system ensures high rpm reliability and includes provision for oil restrictors in the lifter valley.”<\/p>\n

The reciprocating assembly parallels that found in the 2.9-blown engine (which speaks volumes for the component strengths we\u2019re talking about). For example, the crankshaft is the same 4.00-inch stroke forged Callies Dragonslayer used in the 2.9-blown LS. It\u2019s mated to a set of coupled with 6.125-inch (center to center) Callies Ultra Connecting rods. Callies\u00a0manufactures these rods from extremely clean Timken steel that is\u00a0formulated to their exact specifications. Then the proprietary steel is forged in a Trenton, Michigan facility, and 100% completed in Callies\u2019 Fostoria, Ohio facility.<\/p>\n

\"Inside
Connecting rods are Callies examples. As you can see, the fasteners are from the folks at ARP. Rod and main bearings typically come from Clevite.<\/figcaption><\/figure>\n

The 10.25:1 pistons are custom Diamond piston 2618-alloy forgings. This material is perfect for high boost or nitrous applications (hence the use here in supercharged LS). These pistons feature 3D milling on piston tops. Additionally, they\u2019re an inboard forging design and they have a pin offset for quiet operation. The skirts are moly coated to reduce friction and to improve skirt wear. The top ring is down 0.250-inch and the ring grooves measure 1.2-mm x 1.2-mm x 3.0mm.<\/p>\n

The ring package is also the same as the 2.9-liter ground pounder and it too comes from Diamond (Pro Select AP Steel Rings). Ditto with the wrist pins are also from Diamond \u2013 they\u2019re heavy duty 0.200-inch thick examples manufactured by Diamond\u2019s sister company, Trend. And finally, the bottom end also relies upon Clevite HN rod and HX main bearings.<\/p>\n

\"Inside
This is a custom aluminum oil pan developed by Borowski for LS applications. It is engineered to fit the Dart LS Next blocks without a spacer (it\u2019s a direct fit). Note too the louvered windage tray, which directs the oil back to the sump.<\/figcaption><\/figure>\n

\"Inside\"Inside<\/p>\n

Like the 2.9, the 4.0-liter blown LS relies upon a custom designed hydraulic roller camshaft manufactured by Bullet Cams. And on a similar note, the camshaft specs are proprietary. Finally, the hydraulic lifters are off-the-shelf, matching tie bar configuration jobs from Bullet.<\/p>\n

Borowski Race Engines incorporates a stock LS timing cover along with a Cloyes<\/a>\u00a0hex-adjust adjustable timing set. Identical to the 2.9 combination, the 4.0-liter blown LS Dart block works with a custom Borowski Racing-engineered aluminum oil pan along with a custom pickup to provide the correct sump pickup depth. Ditto with the oil pump, which is a Melling-sourced piece fitted with a custom relief spring.<\/p>\n

\"Inside
Cloyes\u2019 Hex-A-Just double roller timing chains are used exclusively on the Hellfire engine packages. Typically, the oil pump will come from Melling. Borowski has worked extensively on pump return spring configurations in order to maintain proper pressure through the engine operating range.<\/figcaption><\/figure>\n

As you can see, the foundation is stout (and it has to be). In our next issue, we\u2019ll wrap it up with a detailed look at the top end. The power production is serious. Watch for it.<\/p>\n

 <\/p>\n","protected":false},"excerpt":{"rendered":"

Part three of a four part series exploring two of Borowski Race Engines’ most popular powerhouses.<\/p>\n<\/div>","protected":false},"author":20,"featured_media":52133,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_jetpack_memberships_contains_paid_content":false,"footnotes":"","jetpack_publicize_message":"","jetpack_publicize_feature_enabled":true,"jetpack_social_post_already_shared":true,"jetpack_social_options":{"image_generator_settings":{"template":"highway","default_image_id":0,"font":"","enabled":false},"version":2}},"categories":[5008,11,3470],"tags":[5990,963,992,41,1828,5989,321],"class_list":["post-52542","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-engine","category-how-tos","category-news","tag-borowski-racing","tag-engines","tag-ls-engines","tag-news","tag-parts","tag-ted-borowski","tag-wayne-scraba"],"jetpack_publicize_connections":[],"jetpack_featured_media_url":"https:\/\/www.racingjunk.com\/news\/wp-content\/uploads\/2018\/05\/lead.jpg","jetpack_shortlink":"https:\/\/wp.me\/p42YSK-dFs","jetpack_sharing_enabled":true,"amp_enabled":true,"_links":{"self":[{"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/posts\/52542","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/users\/20"}],"replies":[{"embeddable":true,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/comments?post=52542"}],"version-history":[{"count":1,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/posts\/52542\/revisions"}],"predecessor-version":[{"id":52551,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/posts\/52542\/revisions\/52551"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/media\/52133"}],"wp:attachment":[{"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/media?parent=52542"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/categories?post=52542"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/tags?post=52542"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}