Thanks Frank, when are you delivering to our area again?

Finally we get to the engine. The first class to enter is E/BMMP. E is for the engine size and it has to be between 183 and 260 cu. in. B is for blown (in this case turbocharged). The first M is for Modified which means it is running an engine that wasn't available from the factory for this truck. The second M and the P are for mini-pickup. (E/blown modified mini pickup) The next Y-Block is already off the drawing board and will be a stroker 339 cu. in. turbocharged C motor (306 to 373 cu. in.). That will be a C/BMMP. I was hoping to run that engine this year as well, but time is running short. All the engine machining, porting, and short block assembly is of course by Tim McMaster...........Thanks Tim.

258 cu. in. block and knife edged crank.



Pistons and rods ready to install.



471 heads machined and ported.



Charlie Burns Laton, Ca (South of Fresno)



BurnsRacing981@gmail.com

Looks really good Charlie.

Looking forward to seeing you soon.

Keith Cornell

its not how fast you go, its how you go fast.

Thanks Keith, I plan to be at Speed Week (without the truck). Looking forward to seeing the coupe.

The cam is relatively mild with 220* duration at .050 lift. The total lift is .550 and the lobe separation is 114*.

The headers send the exhaust upwards and forward.



Long block assembled



258 in the run-in stand



Charlie Burns Laton, Ca (South of Fresno)



BurnsRacing981@gmail.com

Cylinders relieved. New TRW lifters from Ted Eaton. Blue Thunder intake, head and main studs, tubular push rods along with a new true roller timing chain from John Mummert. Rockers are 1.54 ratio that have been lightened together with a restricted oil passage and a pressurized rocker shaft.

lightened 1.54 ratio rockers



lighter adjusters



258 now in place



Charlie Burns Laton, Ca (South of Fresno)



BurnsRacing981@gmail.com

The 258 cu. in. comes from a destroked 239 crank, Ch***y 6 cyl rods, and Ford Taurus 4 cyl .030 over pistons. The new bore and stroke is 3.71 x 2.99.

Running normally aspirated was such a piece of cake compared to turbocharging. I have read the books, followed forums including Finlands finest Hollow Heads and Hutz 292 , talked to experts like Reed Patridge, and discussed cam profiles with cam grinders. Man, can I talk the language. However, I have ZERO experience. We will see how it goes.

Positioning intercoolers and piping is such a challenge while trying to keep everything under the hood of a small engine compartment (without a scoop). Locating the turbo gives you another challenge in order for intake air, exhaust, and compressor discharge to be aimed in the right directions.

The radiator seperates the intercooler and the post intercooler heat exchanger.



Placement of the T-4 mounting flange gave me direct discharge of the turbo into the intercooler.



Better view



Charlie Burns Laton, Ca (South of Fresno)



BurnsRacing981@gmail.com

Wow!


Hyvinkää, FI

Charlie

Do you find yourself dreaming about where to put all the parts to make them fit? Or should I say nightmares. You must have an abundance of patience.

Gary Ryan San Antonio.TX.

Lookin good Charlie. I like what I see! Hope I get to see that thing run sometime.

       A  L  A  N   F  R  A  K  E  S   ~  Tulsa, OK    

I second Alan's comment!

55 Vicky & customline

58 Rack Dump, 55 F350 yard truck, 57 F100

59 & 61 P 400's, 58 F100 custom cab, 69 F100, 79 F150, 82 F600 ramp truck, 90 mustang conv 7 up, 94 Mustang, Should I continue?

Thanks, guys, Corene and I hope to travel east for Columbus, Ohio Mile and Loring in the not too distant future. It would be great to see you all as well.

Gary, you are so right about the dreaming, although it is mostly day dreaming. It makes it easier to build things when I do it first in my head, I have changed things so many times while in the thinking process and it has saved me a great deal of effort.

Bouncing ahead in this thread, I have finished the turbo fitting and piping, and yes the hood does close. The thing that was so difficult was to engineer the placement of parts to allow maintenance of plugs, oil changes, dizzy, timing mark, and enough room to get wrenches in all the tight places to install and tear down each component.

Starting the exhaust merge pipes.





Charlie Burns Laton, Ca (South of Fresno)



BurnsRacing981@gmail.com