One of a Kind V12 Ford

Side draft carburetor setup

One of the more exotic carburetor setups.

Jan Baker had an idea. A longtime racing fan, he always felt like Ford should have built a V12 engine to compete with the likes of Ferrari at LeMans back in the ’60s.

Of course, Ford never built a V12 for racing, so Baker took matters into his own hands and built one himself.

Baker started with two 302 blocks, and with some strategic cuts and careful welding came up with a V12 block. The cylinder heads were originally three cast iron Clevelands cut up to make two. Baker says he was careful to create the joints in the heads and the block in different places to keep from creating a seam across the engine.

Except for the custom crankshaft and cam, almost everything component on this engine is an off-the-shelf part or made in-house by Baker or his son Tim. The engine uses 4.090 inch bores with a 3.500 inch stroke to produce 552 cubic inches. As he worked out all the kinks, Baker considered the V12 as two straight-six engines mated side-by-side. For example, their are two separate ignitions and coils as well as two external oil pumps. Oh, and the firing order is 1, 7, 5, 11, 3, 9, 6, 12, 2, 8, 4, 10 just in case you are keeping score at home.

We caught up with Baker and his creation when the V12 was getting its first tuning run on the engine dyno at Automotive Specialists in Concord, NC. Baker was trying a few different carburetor setups, but the straightforward dual Holley four-barrels seemed to work best. A water leak cut short the testing while we were there, but after just a few runs the engine was already producing peaks of 697 horsepower and 576 lb/ft of torque.

 

Instead of trying to draw up some V12 ignition from scratch, Baker simply built a setup to run two straight-six Ford igntitions (one for each bank of cylinders).

Instead of trying to draw up some V12 ignition from scratch, Baker simply built a setup to run two straight-six Ford igntitions (one for each bank of cylinders).

As you can guess, there are no Cleveland V12 headers on the market, so Baker just up a few different sets and made his own. The oil pan is notched to provide clearance for a Cadillac Eldorado transaxle.

As you can guess, there are no Cleveland V12 headers on the market, so Baker just up a few different sets and made his own. The oil pan is notched to provide clearance for a Cadillac Eldorado transaxle.

As far as we are aware, this is the only Cleveland headed V12 in existence, and it definitely has a ton of character. Hopefully, we’ll be able to follow up when Baker gets it into a car. In the meantime, you can check out the dyno chart here.

V12 Dyno

Blown Alcohol Engine Practically Blows Up the Dyno

Engine Dyno Explosion

We don’t get much explanation for this video other than it’s a Blown Alcohol engine built by 1320 Speed & Kustom.

We’re sure they build lots of great engines, but this particular run is entertaining for a different reason. Practically as soon as the dyno operator pulls the throttle, the engine literally blows the exhaust pipes off the headers.

We suspect it was a combination of too little exhaust flow capability combined with too much cam overlap sending unburned fuel out the headers. But no matter the reason, we still get a Fourth of July moment to enjoy.



Easy Rev Limiter Tuning with a PerTronix Flamethrower

Pertronix DistributorOne of the pleasant surprises when working on The Horsepower Monster’s 427 Stroker Engine project (if you haven’t seen it, check it out here) was the built-in rev limiter on the PerTronix Flame-Thrower distributor we used.

The PertTronix unit is a really nice piece because it puts out a nice strong spark, the mechanical advance system is easily tuned for both maximum and rate of advance, and is really well made. But that’s the obvious stuff. What we also came to appreciate during the built is the ingenious rev limiter the engineers at PerTronix have baked right into the Ignitor III module for the distributor. Adjusting the rev limiter is pretty easy and requires no extra equipment.

But seeing is believing, so we thought we show you the process here.

The Ultimate Stroker: Squeezing 427 Inches into a Small Block Chevy

If you have been keeping up with the Horsepower Monster’s 427 Small Block Buildup, we’ve wrapped up the final video in the series with a dyno session–you can find it above. But if you are new to the build, we recommend staring from the beginning–all the videos in the series are posted below.

Part One

These days it’s getting pretty hard to do anything new with the classic small block Chevrolet engine. Heck, even big inch strokers have been done before.

But we promise, this is different. Before, getting over 400 inches into a small block meant weeks of tedious grinding and prefitting along with expensive custom components. The process was so time consuming and expensive it made building a Chevy bigger than the classic 383 inches more trouble than it was worth. But now, with intelligent component selection from the right manufacturers, you can build a 427 with all off-the-shelf components. And we’re going to show you how.

Not only is this engine package easy to build, but by using all readily available components it makes building this attention-grabbing stroker basically the same cost as a well appointed 350. The key is Dart’s outstanding SHP Chevy block and a set of innovative connecting rods from Callies. A new SHP block is barely more expensive than a stock block pulled out of a junkyard and machined back to spec–plus it’s capable of handling much more horsepower and can handle 3.750 inches of stroke and 4.125 inch cylinder bores without breaking a sweat. Normally, using a crank with more than 3.75 inches of stroke in a Chevy small block with a standard cam tunnel location will send the sides of the rods crashing into the cam lobes–and we all know that’s not good. But the Ultra XD I-beam rods have the fasteners on the big end of the rod offset so that the side closest to the cam lobe is moved down, creating 0.050 of an inch of extra clearance. We also ordered up a reduced base circle cam from Comp Cams to be extra safe, but the Callies rod is enough to fit an impressive four inches of stroke without having to grind the rod caps.

Our goal is to build an engine capable of 550 horsepower or more than will be happy on pump gas and can be driven every day. This is not a tempermental, high-compression race motor that’s poorly suited for street use–this is a street motor that’s should make great power, generate loads of torque and have a rumble that will turn heads. Plus, it should be strong enough to handle a strong dose of nitrous or whatever else we choose to throw at it in the future.

The first video in the series (above) features the work required to balance the rotating assembly as well as clearance both the K1 Technologies crankshaft and the Dart SHP block. Thankfully, the clearancing work required is minimal and after this the engine should practically fall into place.
Part Two

This time around we’re actually putting stuff together. In particular, rods, pistons and the crankshaft. Plus, we take a look at a new system from a company called KRAMM-Lox that makes installing piston pin locks a snap–literally.


Part Three

We worked very closely with Comp Cams to choose the perfect cam for this build. Just like everyone, we want to make great power but don’t want to give up any driveability. We also install the timing set, ATI damper and Edelbrock aluminum water pump.


Part Four

Finally, with Part Four we are starting to wrap things up. After much deliberation, we settled on a pair of Dragonslayer aluminum cylinder heads from Brodix, and now that we’ve seen them in person cannot wait to see how they perform on the dyno. We also wrapped up the valvetrain with a set of hydraulic roller lifters and a really trick Ultra Pro Magnum rocker arms–both from Comp Cams. For the ignition, we chose a comprehensive setup from Pertronix, which includes the distributor, coil, and plug wires.

At first glance, the intake manifold may look a little odd. That’s because we’ve already had the Weiand Sealth dual plane intake treated to a couple coats of clear coat. The idea is to seal off the aluminum so that dirt and grime won’t grunge it up so quickly. Otherwise, the Weiand piece is as it came right out of the box. It is one of the most aggressive dual-plane intakes we could find and should do a good job of feeding all 427 cubic inches with all the air and fuel they can handle. Finally, topping everything off is one of Holley’s new Ultra HP carbs with all the bells and whistles.


Part Five

Finally, we get down to the brass tacks–the dyno session. You don’t want to read any more, go ahead and check out the video:

In case you want to stare at it some more, here’s that dyno sheet once again:427 Dyno Chart

 

And finally, if you want to try this build yourself, here’s the printable parts list. Make sure to let us know what you think in the comments below.

Redneck Jumps Car into Giant Mudhole

Redneck Car Jump

You can practically see this going wrong from a mile away.

Two daredevils take this car (is it a Cadillac?) off a huge dirt jump and get some major air in an attempt to clear the mudhole just beyond it. Predictably, they didn’t make it. That probably didn’t surprise anyone, but what probably did surprise the people in the car very much was when the car dives nose first into the mud and flips upside down.

Both the driver and the passenger were OK when they were eventually pulled from the car, but we bet they were wishing the crowd would be a just a bit faster to the rescue!