Steve Morris only focuses on supercharged engines above 1,000 horsepower. Therefore, one of his most recent customers chose to retrofit a used SME engine to run on pumped air and methanol. This is this all-steel twin-turbocharged 632 chunk of Chevrolet. See how much money it made!

This week the engine is powered by

Most of you may already know Steve Morris by now. He is an engine manufacturer and does not need much introduction. For a long time, he has been making more than 1,000 horsepower engines, and in the past two years, as part of the Steve Tech video series, he has often appeared in front of the camera, and he collaborated with Engine Builder to help distribute the series video.

Steve has done a good job decomposing many aspects and theories of engine manufacturing, which is not surprising considering his background and engine manufacturing resume. Steve's store, Steve Morris Engines, is located in Muskegon, Michigan, and has the ability to complete all engine work in-house, including dynamometer testing and adjustments.

Steve started building engines in high school, and then went to Fair State University to study the school's auto mechanics course. He then started working in a local store, then went to Dart Cylinder Heads and participated in the Pro Stock engine program.

"I gained a lot of experience there," Morris said. "In fact, this may be where I get most of my entrepreneurial experience. I worked there for a few years and then decided to go out by myself."

At that time Steve opened Steve Morris Engines (SME), but it was not until 2010 that Steve bought out his partner in order to run the store the way he wanted. Today, Steve Morris Engines focuses on all supercharged motors, even though Steve has previous experience with naturally aspirated NHRA Pro Stock.

"My field of expertise has really developed into supercharged engines-centrifugal and turbocharged engines-currently we don't make any products with less than 1,000 horsepower," Morris said.

There are several full-time employees in the engine workshop, two engine dynamometers, one hub dynamometer, one chassis dynamometer, several balancers, several CNC machine tools, a wire honing machine and a boring machine.

"Except for crankshaft grinding and cylinder head transplantation, I do all the work internally," he said.

Just recently, Steve completed the work on the customer's engine-a 632 cubic inch twin turbocharged engine that can use pumped air and methanol at the same time. The customer is Aaron Jambor from Nebraska. This 632 chunk of Chevrolet is actually a second-hand SME engine that Jambor chose to rebuild with Steve.

"This is a very bad guy," Morris said of the engine. "To be honest, this is a very bad guy. This is an all-steel, 5˝ Bore block Chevrolet – 632 cubic inches. This uses methanol in the race, and the third set of injectors is for street injection for pumping gas. We installed two fuel systems directly on the car."

The 632 block is equipped with Holley EFI, titanium connecting rod, 65mm roller bearing camshaft, SME billet intake manifold, SME valve cover and a pair of Harts 88mm turbochargers with TurboSmart wastegates.

"There are some really cool parts in this motor," he said. "This is a resistance week setting. This is a full water jacketed 5˝ all billet motor."

Steve installed the engine on his internal engine dynamometer, the methanol tank connected to the methanol pump and system on the engine, and the pumping system connected to the engine. Steve tested the engine with two fuels, but said that the engine is not the best-effort pumping deal. Considering its small street syringe, it is just for fun on the street.

"Pump gas and methanol have an interesting comparison at these really low boost levels," he said. "A large cubic inch engine with a large turbocharged methanol always produces a lot of horsepower. They seem to be just in the best position on the map. They are really good to use."

Steve first tested the engine on a 93-octane pump using street tuning, which was not pressurized, but ran on a wastegate with a 3 psi wastegate spring. Runs at 93 octane, 4.5 pounds. In terms of supercharging, the 632 cylinder produces 1,341 horsepower at 6,700 rpm and 1,070 lb.-ft. The torque is 6,500 rpm.

"The engine stopped after 1,300 horsepower because we did not increase the power," Steve pointed out. "This is the characteristic of large cubic inch engines. We won't let more air pass through them. When we reach a certain position, we will naturally lie down. Since we don't spin the turbocharger faster, technically speaking, it It has become some form of restriction."

On methanol and only 5.5 pounds of wastegate. In terms of supercharging, the engine produces 1,800 horsepower at 7,100 rpm and 1,397 lb.-ft. Torque at 6,100 rpm.

"You have to remember that the curve is not linear-just because the engine produces 1,800 horsepower at 5 pounds. A boost does not mean it will produce 3,600 horsepower at 10 pounds. 20 pounds of supercharge or 5,000 horsepower. . Booster-it won't work like that," Morris said. "It's just a very effective location on the map. It is moving a lot of air and pressure. Boost is a limit number. This is not a flow number. This is the limit of the air pump to the turbocharger."

Steve runs the engine in this way to show the difference in horsepower it can produce given different fuels.

"It's interesting to see the difference between pump gas and methanol," he said. "Considering the exact same system and everything, methanol provides it with more energy and more power-it's just the difference between fuels."

Of course, Steve did not end testing and adjustments there. As the boost reaches a predetermined operating point, the 632 produces 3,637 horsepower at 7,800 rpm and 2,460 lb.-ft. Torque at 7,700 rpm. The lift level reaches 30 pounds. The speed is 7,800 rpm.

"These turbochargers were almost complete at that time, but even so, it was excellent," Morris said. "For Aaron's Chevrolet II street car, this engine will be a super sturdy component."

This week the engine was sponsored by PennGrade Motor Oil, Elring – Das Original and Scat Crankshafts. If you have an engine you want to highlight in this series, please send an email to [email protected] to Engine Builder editor Greg Jones

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