,
 |
| Internally, the engine uses JE Pistons connected to a Sonny Bryant crankshaft by GRP aluminum connecting rods. Containing 60 PSI of boost isn't easy and while the ARP head studs usually do a good job, it's not enough when you consider that the head has also been O-Ringed to keep boost pressure in the cylinder as much as possible. Instead, Brian's father came up with an ingenious system to keep the head secure to the block. It was this one of a kind girdle system. |
 |
| It's a bit hard to see in that first picture, but here you can sort of see how it all works. The outer braces around the block are held on to it by the former freeze plugs. This engine does not use a cooling system like many high-horsepower, high cylinder pressure drag engines. You don't really need it in a drag car when you consider you are not running the engine long enough to warrant the extra weight and you are fueling the car with something cooler than gasoline anyhow. |
 |
| The supports for the head are sandwiched between the head and the block and then tied into the block supports by more ARP fasteners. When you run 60 PSI and have this much cylinder pressure, you need to go to these lengths to keep the head from blowing off the block! The block also uses Darton Sleeves and has its water jackets filled, just like the head serving to further strengthen the block. |
 |
| Controlling the ignition and the fuel injectors, including the auxiliary injectors, are a pair of Motec ECUs. The use of dual ECUs allows for more precise control of each system as Brian charges down the quarter mile to a 220 MPH pass. |
 |
| Tuning is done by James Lin, who has done tuning for off road trucks, road race cars, and most famously, the F-Wing car of one Christian Rado! I'm pretty sure Motec Tuning is the least of Brian's concerns with James programming the zeros and ones. |
 |
| For boost control, Brian uses Tial waste gates and blow-off valves. It is a very unique system, again, pioneered by his dad. |
