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The main focus of Salina Engine is racing engines, and its main market is sprint car engines used in various sanctions agencies.

I have spent most of my career studying 360 and 305 sprint car engines. In 2017, Tod Roberg, the owner of Salina Engine, approached me, hoping that I could work at the Salina engine processing plant in KS.

Salina Engine was founded by Russell Roberg in the 1960s and was then called Salina Engine Supply. Russell continued to develop the machine shop and successfully established a parts supply shop in Salina, Kansas. Throughout the 80s, 90s, and 2000s, the company was run by Russell's children, and his son Todd served as the company's president.

The main focus of Salina Engine is racing engines, and its main market is sprint car engines used in various sanctions agencies. In addition to the sprint car plan, this store also offers dirt modification, dirt late model, dirt stock car and NHRA super engine.

Our signature look is to paint our blocks gray and use black exterior parts on our engines. Our operating area is 12,500 square feet. The building consists of the front hall area, parts and storage area, machining area, two assembly rooms, lounge, dynamometer room and disassembly area.

Recently, we built a basic ASCS 360 Sprint car engine package. This engine is designed for a returning customer who has built an engine with us before.

Our basic ASCS 360 engine construction starts with the initial order of our pistons and connecting rods to obtain the pendulum for ordering the crankshaft. Crankshaft availability varies by time of year, up to eight weeks. We also ordered our fuel injection systems because these systems are customized to our exact specifications and can last up to seven weeks.

The first machining operation completed internally was to modify the main housing hole of the piston wrist pin lubricator nozzle. After we performed this modification, we brushed dry the power supply in our line honing to ensure that there were no burrs due to the fueler modification. Next, we use a torque plate to honing the block to the gap we specified with the piston skirt. We use our profiler on each cylinder block to maintain proper cylinder finish to achieve ring seal and service life.

After honed, we simulated the entire rotating assembly to check if there were any gaps in the rotating assembly, and measured the height of the piston deck before the blocks surfaced. Then surface treatment is performed on the block so that the piston is located at an appropriate height below the hole to achieve the quenching we need. Check that all oil passages are properly engaged with kitchen plugs, and tap taps in several other areas, including mechanical fuel pump bosses.

For our injection manifold, we chose to drill and tap two 10-24 threads on the common wall of the block to connect our injection center grain plate. We finally clean the cylinder block and prepare the cylinder with Total Seal quick seat and Total Seal component lubricant.

The crankshaft balance is checked internally after the manufacturer has performed a rough balance. After balancing, we check the clearance between the connecting rod and the main bearing. This special combination uses 2.448˝ main journal and 2.00˝ rod journal. In each construction, we will verify the bearing clearance and determine a range that we think is acceptable. Our ring end gaps are file-fitted, and because these combinations use methanol, we tend to lean to the underside of the gap tolerance in an attempt to further reduce blow-by.

After checking all the rotation assembly tolerances, we assemble the short block and adjust the camshaft degrees. The camshaft duration and timing will vary based on the track the customer primarily tends to run on and the rest of the engine mix. We found that duration numbers between 255 and 265 are suitable for most customers. In this version, we use anchored idler drive, which is common in most Sprint car versions.

Next, we began to focus on the cylinder head. We made some specific modifications to each ASCS engine to aid cooling and water flow. We also verified the valve guide clearance. Usually, we are high within the acceptable range of most shops, but found that a little extra clearance does not cause any obvious problems, thereby reducing the possibility of valve stem wear. After finishing these, we check the concentricity of each valve work. Usually at the head of the new CNC, we ask the transplant company to do the valve work according to their specifications.

After the cylinder head was cleaned, we started to set the rocker arm geometry for the valve train. We use the bracket height setting tool as the baseline, but the final height is determined by the scan mode. We tend to set up our valve mechanism so that the rocker arm bracket is in a position. When the spring pressure is low, most of the stroke across the tip is allowed to occur. When the pressure is high, the rocker arm is pressurizing more directly on the valve The tip instead of passing through it.

After setting the correct geometry, we used clay to check the gap between the piston and the dome. Generally, we find that on most rack pistons used in engines like this, gentle material removal is required around the spark plug area. We do this by grinding a small part of the combustion chamber. After confirming the dome clearance, we started to check the piston and valve clearance. Our first step is to verify the radial clearance. We allow a minimum of 0.060˝ on the intake side and a minimum of 0.080˝ on the exhaust side. As for the vertical clearance, we found that similar numbers are acceptable, but it is usually possible to achieve an acceptable combustion chamber volume without having to run a close clearance.

We found that these 360 Sprint Car engines require a compression ratio of at least 14.5:1 to reach the power level we think is acceptable. Driven by methanol, they can withstand higher pressures, but we seem to find diminishing returns too much.

We now prepare our head for complete assembly. Usually, we use traditional double springs with dampers in this application. We tried a variety of different designs, but it seems that the shock absorber spring on the Sprint car engine has the longest service life and the fewest visual problems. Our basic kit uses a customized titanium alloy intake valve and a small stem stainless steel exhaust valve. The reduced stem diameter on the exhaust pipe makes it almost the same weight as the titanium intake port. This ensures that the valve train will be able to maintain control of the exhaust portion of the system. Before installing the spring, we apply cmd paste on the retainer, and then apply light oil on the valve lock.

After assembling the cylinder heads, we put them aside to measure the length of the push rod. Knowing this length, we ordered the putter, which is usually the last item we wait to bring the engine to the dynamometer.

We start from here to close the front cover. Most Sprint automotive applications use direct drive oil pumps from the camshaft and water pumps driven directly from the crankshaft. Therefore, our cover has a provision for installing two pumps. For our basic packaging, we use a three-stage dry sewage pump. We found that the two scavenging stages are sufficient to maintain sufficient oil in the dry oil pan and help us reduce the cost of the entire packaging.

After the water pump and oil pump are installed and the oil pan is in place, we start to connect the cooling and oiling system. We use coiled hoses and crimped hose ends in these configurations. We have a hose crimper and a spare parts inventory to be able to complete the pipeline work in-house.

The last piece we built is the IR runner manifold. These are very complex parts and require great attention to detail to perform well on the track. The design we use is a three-piece design with two slides, which are bolted to the cylinder head, and there is a valley plate that is bolted between the slides.

Once the manifold is in place, great attention is paid to the butterfly and connecting rod. It is absolutely critical that the butterfly is set to the same gap on both sides and the connecting rod is timed to open both sides evenly. If one side of the manifold opens more at idling speed, the motor tends to make a lazy sound because one side of the motor refuels too much compared to the other side. In addition, if the connecting rod opens one side of the manifold faster than the other, it will cause the group of motors to accelerate or decelerate at a different speed than the other group. Normally, this will become apparent at startup and restart, because the motor will not accelerate completely. Another sign of unevenness is that when the driver raises the throttle and enters a curve, flames may appear in the header on one side or the other of the engine.

In addition to controlling the butterfly, our infrared system is also responsible for maintaining the fuel flow of the engine. Sprint automotive engines use constant flow injection, which relies on a metering spool called a barrel valve to deliver the appropriate fuel to the engine based on the position of the butterfly valve relative to the spool. This relationship is set by the leakage gauge. We found that on most engines, between 18% and 24% works well. The barrel valve then delivers fuel to nozzles, which are precisely drilled to a specific size to maintain fuel pounds per hour. To each cylinder.

After the engine is fully assembled, before our dynamometer test, we apply a small amount of air pressure to the crankcase and check for leaks with soapy water. We found that a pressure between 2 and 4 psi is sufficient to locate any problems. Next, we add oil and use the old dry sump pump connected to the oil pan to fill the engine with oil.

From here, we go to our dyno to complete the engine. One step we often do on Sprint car engines is to put a sight tube on our fuel tank. This allows us to ensure that the scavenging section maintains the oil level in the fuel tank while the engine is running. We found that some older pumps have difficulty maintaining a sufficient oil level in the tank. We also use air flow meters pressed into each flow channel at different throttle positions to verify that our injection side-to-side has been set up correctly.

Our basic ASCS 360 construction starts with the Dart SHP Pro block. We like this combination because it is very light and has an enlarged camshaft core and 0.904˝ tappet. It also uses an open steel main cover to withstand the harsh test of a sprint car.

For this particular build, we used the Callies middleweight crankshaft. We found this to be a good compromise between cost, weight and durability.

All of our 360 and 410 Sprint car manufacturing use Dyers connecting rods. We used Mahle Pro series pistons. We like the Mahle piston because it is well-designed and usable. This saves us from having to keep an inventory of customized pistons of various bore diameters.

For the ring, we use Total Seal. They are a good company worthy of cooperation. Whenever we want to try something different in the ring set, they can meet our needs.

We use king rod and main bearing. For our Sprint car manufacturing, we use XP series bearings. These have been proven to be durable and are usually closer to the clearance specifications required by standard bearings. Sometimes we split the bearing set between std and x to add extra clearance.

Our gear drive on this version is from Allstar Performance. Our roller elevator comes from Crower. We only use tappets that pressurize and inject oil on the roller shaft. We have found that this greatly increases the life of the drum. We usually also use standard seat height lifters to reduce the side load on the lifter body.

For putting, we use Trend Performance. They have a great plan and their fast shipping options, and they have very little inventory length that we need. For our construction, we used a 7/16 .165˝ wall putter.

Our rocker system is Jesel Sportsman. The cylinder head meets Brodix ASCS specifications. We prepared this device at 1 Way Technologies in Indiana.

This version of the valve is a custom part of Victory 1 Performance. Springs, retainers, positioners and retainers are all from PAC.

Our basic 360-degree construction uses Barnes Systems dry sewage pumps. All pipes are handled by Earl's Ultra Pro hoses and fittings. KSE is responsible for the timing cover and the water pump, and we use Dan Olson oil pans.

Saldana Racing Products made this customized internally ventilated fuel tank for us. This allows us to keep the top of the engine clean and free of any oil mist.

MSD meets our ignition needs, we use an out-of-the-box Pro Mag 12 lt on the base, designed for Sprint racing cars.

Our first choice for all IR manifold needs is Kinsler Fuel Injection. We chose one of their Dragon Claw model manifolds for this construction.

Our basic 360s currently output more than 700 horsepower and slightly less than 600 torque. On most tracks equipped with these cars, this power is sufficient to reach speeds of 120+ mph.

The purpose of our basic package is to try to control the cost of the 360 Sprint Car engine. Most high-end 360's brand new engines range in price from US$45,000 to US$55,000. Using our basic package, we were able to reduce this price to $35,000 and still have a reliable, lightweight and powerful combination. We offer packages higher than this price point. For professional racing teams, we recommend a higher package, but this package will compete with higher-priced products on most muddy roads.

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