Performance We already praised the Panaracer Race A Evo 4 tyre we last reviewed for its steadfast grip and tough construction that made it more of an all-rounder than 'Race' rubber. The Race C uses the same ZSG 'Zero Slip Grip' compound, AXA 'Advanced Extra Alpha Cord' protected carcass and a Pro Tite anti-puncture layer under the Back when we started to get serious about competing in the V-Twin drag racing scene, there were four or five manufactures making engine cases, heads, crank/flywheel assemblies, and connecting rods, along with other parts for large cubic inch competition V-twin engines. At the time, the largest factory engines from Harley-Davidson were 80 cubic inch big twins and 74 cubic inch sportsters, both having the capability to be enlarged to 114 cubic inches with longer more deck height, larger bore cylinders and longer stroke flywheels as the norm. During this era in the 70s through the early 90s, aftermarket components began to emerge to replace the stock castings with stronger more versatile pieces eventually allowing engines of 140 inches and larger to become commonplace. This was also a time when Top Fuel and its siblings used very similar, and sometimes even the same, basic engines as their gas burning cousins. GMS Racing Engines’ top end components and EFI on Mike Motto’s Holeshot Racing Outlaw Street Drag Bike. This combination has been deep in the 7-second range on a moderate nitrous oxide tune. As the nitro burners began to overpower the old knife and fork connecting rod designed engines, racers and builders, in particular Jim McClure, began to solve the problem by designing a billet side-by-side rod engine suitable for the application of nitro racing. Using connecting rods much like the Top Fuel Hemi example, along with an entire engine built around it, Jim and his team raised the bar in V-twin Top Fuel racing like the Top Fuel dragster/Funnycar contingent had done in the early 70s. Later, others such as Johnny Vickers with his Derringer program and PRP setting the standard in Pro Fuel and Top Fuel would come along. Manufacturing cylinder heads for these programs predominately was and still is Don Losito’s Ultra-Pro Machining. The reason I touch on the evolution of nitro engines is because this is a great example of new, purpose-built components coming to a small niche market, thus enabling a sport to grow in numbers both in performance and participation. The birth of CNC machining and its availability to small shops and manufacturers allowed this to happen, and also fueled a renaissance in manufacturing to great effect empowering domestic machining to compete in a world market. The gas racing cousins I mentioned earlier were also producing more application-specific engine components. This was a much larger market because of gas racing components and engines also being used by the street and custom market, or vice versa. With such a huge difference in demand, investment in engineering programs and tooling used by foundries for casting parts in quantity was much more suitable than individual billet parts. However, this started to die off after the custom bike craze of the 2000s was gone. The custom trend I mentioned grew so fast and so large that many aftermarket manufactures grew with it and were not prepared for the rapid decline in demand when the party was over. In addition to the model Dahl had come up with, he also acquired a shelved program from a friend, which he finished and combined with his model to come up with the top end in much the same way the various automotive heads and engines have come to the aftermarket. Harley-Davidson factory engines from 2000 to present day are capable of being much larger than those prior to 2000. Today, a competition version of their latest V-twin at 131 cubic inches and aftermarket parts available to allow 150 inches in factory cases, has satisfied much of the modern demand for gas racing or performance customers. A rapid decline in demand along with the mother ship of the market feeding its own aftermarket, left most companies previously supplying V-twin racing components “out of business.” This is why we decided to follow our nitro racing friends into producing our own racing parts in billet. We had great success using the S&S cast “Pro Stock” and “Street Pro” engines and components as a foundation for our in-house engine program. As power and engine speeds increased, we modified the available parts to suit our needs, ending up with something that resembled the original part only from the outside. We are not the only ones who followed this path, just like in the automotive world, motorcycle racers will be the source of much innovation relevant to their situation and requirements. There were many others before, who like us, decided to make their own parts, mostly due to having a better idea to suit their own needs. Our biggest problem was that S&S had ended production of the parts we depended on to keep our engines flowing. S&S is the largest contributor to our aftermarket and we understand that they are simply responding to declining demand and refocusing on better segments as it relates to their overall plan. With all of this coming down on us, we were still faced with a growing niche that we had to fill in order to stay in business and to continue to race and develop new things like our in-house fuel injection program spearheaded by GMS engineer Damon Kuskie. Not having a CNC shop onsite didn’t slow us down. We knew we could use capabilities that CNC manufacturers had locally. Not long before we started to get serious about proprietary engines, I found a shop that could scan our models and produce our parts. The process took about two years and was expensive, but we were able to sell enough components to cover most of the cost on the first run. Not only were we able to incorporate all of our modifications into the new program, but we also were able to do things not possible with the parts we had before. R&R Cycle in Manchester, NH had been making strong, attractive crankcases along with other parts from billet for years and were one of the few companies that survived the market shift. They had a dual-cam V-twin engine that could go to bore and had built engines to 155 cubic inches with that case. When Randy Torgeson of Hyperformance in Pleasant Hill, IA suggested I go see Reggie Ronzello at R&R to talk about a new engine case, I did exactly that. We sat down at Reggie’s in-shop espresso bar to discuss what I wanted to do – bore, relocate the sump in the flywheel cavity, removable bottom plate, room for our giant aluminum connecting rods, option for charging system delete, timing notches for crank sensor R&R now makes our flywheels used in our crankshaft assemblies as well, and using the bolt patterns that our previous combinations had for cross application of parts. Since then, I have added an adjustable oil feed to the cam plate that will be included in future cases. Moving to the cylinders, I simply called Randy at Hyperformance to handle that part of the package. They are either or bore in various lengths made from 90,000 PSI ductile iron. This material is well suited to this application and hones nicely. S&S had been making a really good connecting rod for some time – it was a 7075 alloy billet rod in lengths of 8˝, and When production ended for that part, I began to have our own made with some changes to fit our new program. We came up with a little different surface finish, adjusted the press fit slightly, added a cryo and tempering process, and modified the installation of the bearing races into the rod. We are also currently designing a rod to use a much larger crankpin to stiffen the crank assembly and allow room for a better rod roller bearing. The billet cylinder heads were a combination of several different ideas coming together in what you see here and have appeared in my other articles. I had a couple of S&S semi-finished castings that had been laying around for years, so I decided to start with them. I remember seeing a photo and reading about Wally Booth’s AMC heads where he and Dick Maskin took the existing AMC heads and cut mutable sets up, reassembling them to get a high port, then having them cast at the factory. Something like this would be much easier with aluminum motorcycle heads, so I decided to try it just to make a model. I raised and reshaped things until I had what I wanted for a model. I sat on this for quite some time until I could finish the project. Jesel Valvetrain had an excellent rocker arm retrofit for the S&S cast Pro Stock head that required the top 5/8˝ of the head machined down to make room for a steel plate and the relocated rocker assembly with covers. Starting from scratch, I incorporated the mounting bosses into the billet head so Jesel’s super strong rocker arms would fasten directly to the head. I took my models to Chaos Fabrication for scanning and began receiving parts soon after. I cannot over stress how important it is to have good relationships with the venders and companies that are in this industry. Everyone I mention in this piece has been excellent to work with and delivered what we needed when we needed it. We now offer these engines ranging in size from 144˝ to 172˝ with 8,500-9,000 rpm capability. Like the Top Fuel racers mentioned above, we have taken advantage of the CNC revolution using both industry and local resources to achieve our goal of having a proprietary racing engine that will help keep our little corner of the racing world alive. Since we had the opportunity and the need, we decided to risk the investment and make it happen. We’re glad we did. EB All photos were taken by Kimberly Wyatt of Kimberly Marie Photography
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We first met Gregg Dahl of GMS Racing Engines at the 2016 PRI Show. He stopped by the Engine Builder booth to offer his knowledge and writing prowess for the 2017 editorial year. We took him up on the offer as his Uniontown, PA-based engine and machine shop specializes in V-twin builds, performance work, dyno-tuned race engines and custom-built cylinder heads. Related Articles - Naturally Aspirated 632 cid Big Block Chevy Engine - Supercharged 406 cid Small Block Chevy Engine - Turbocharged and Nitrous-Boosted 429 cid LSX Engine Stacey Bortz, drag bike racer and Gregg Dahl’s girlfriend. Photo by Steve Parsons Photography. We knew his work was good too, because his girlfriend, Stacey Bortz, puts those engines to the test on the track, and most recently set an American Motorcycle Racing Association AMRA National ET record in the Outlaw Street class with an quarter-mile time. Those engine-building chops that allow Stacey and her bike to set records and that help Dahl contribute great pieces to Engine Builder – like the February 2017 cover story V-Twin Validation, and an upcoming piece on motorcycle heads and components for August – are what he puts into every engine he builds. Gregg Dahl of GMS Racing Engines – GMS stands for Gregg’s Machine Shop. Photo by Ed Hinchey, Thunder Roads The engine highlighted in this week’s Engine of the Week was built for a customer up around the Toronto, Canada area. The engine is a S&S-based Harley-Davidson Evolution V-Twin, and is going to be in a Fast Bracket Race drag bike. “The engine is built to stay together for a long time and provide a lot of runs,” Dahl says. “The engine isn’t built full tilt. The compression is only We built a big engine slightly to the mild side to allow us to run the number without having to lean on anything too hard. It’s a sweet combination. The engine makes around 200 hp at 190-200 of torque on the rear wheel. Honestly, it’s a simple, basic, great big engine. The customer is shooting to run at the track.” Photo by Evan Sanders To start, Dahl used basic cases from the S&S 145 tribute motor from about 10 years ago. “We had to do some work inside the case to get the big stroke to clear so the rods would clear,” he says. “All of the parts are all hand massaged to fit together. In the heads we put a and a exhaust valve. Being that the RPMs of the engine will be shifted around 6,800 – 7,000, if that far, we don’t have to run killer valve springs because of the real stiff valve train parts we have. Valve spring pressure will be around 275-300 on the seat and about 800 open.” Photo by Ed Hinchey, Thunder Roads GMS Racing Engines did a lot of machining on the heads since those came from S&S as unfinished castings. This is also a flattop piston engine because of the 151 cu. in. size. “It’s such a big engine we didn’t have to put domes in it,” Dahl says. “We were able to mill the heads down to get the correct cc to get the compression up to about At the same time, milling the heads down that far also unshrouds the valve on such a big bore. When we milled the heads down we actually see the flow bench result a little bit, especially in the low lifts because the valve is hanging down out from underneath the head a little more.” When GMS gets the cylinders for the engine from Axtell, those are also not finished. Dahl finishes those here at the shop. “We have our own torque plates that we made up and we use the actual fasteners in the torque plate that will go in the motor, and we use gaskets with them,” he says. That’s not all he does on this engine. There’s some breather timing that Dahl does where he machines or grinds the window that the rotary breather gear runs in to get the breather timing correct. He also degrees the cam and scoots the drive gear around on the cam to get the timing where he wants it before welding the timing gear to the cam so it doesn’t move. He also trues up the flywheels. “We also had to do some work for valve clearance,” he says. “Being that we are trying to achieve this compression with a flat piston, there was a lot of piston machining. We had to make the valve reliefs a little bigger but not deeper. We had to cut the rear piston for the front piston to go through it at the bottom of the stroke. The pistons are gas ported and we run light-tension rings.” Photo by Ed Hinchey, Thunder Roads This Evo engine has a 4-3/8″ bore and a 5-inch stroke, and has a laundry list of top-quality parts involved. The Red Shift 715 cam closes the intake at 71 degrees at .053” lift. It has S&S special application engine cases. It has a S&S billet HVHP high volume high pressure oil pump. It has a set of GMS’s own proprietary lifters, which are modified from Hylift Johnson. The cylinders are finless ductile iron from Axtell. The pistons are from JE. The heads are S&S B2’s that GMS custom finishes. The shop used Pac springs and the engine also has Victory 1 valves and all the valve train hardware is Victory 1. Photo by Ed Hinchey, Thunder Roads “We use Smith Brothers push rods, which are really cool because they are adjustable and are 7/16″ tapered down to 3/8″,” Dahl says. “They’ve got to be real stiff because they are 12-inches long. We use S&S billet rocker boxes and our own GMS chrome moly rocker stands. We use rocker arms from either S&S or R&R Cycle. We send all the valve train out to Hekimian Racing Engines for cryogenics.” GMS uses Cometic gaskets on all its engine builds, and this Evo is no different featuring Cometic on the head and base gaskets. “For the head gasket sometimes we use MLS and sometimes we use soft copper depending on the application,” he says. “If a certain engine is going to see a lot of teardown time, we tend to use the copper gaskets because it requires a little service, but because the motor is apart all the time you can leave the head gasket stuck to the cylinder and just pull the head and do what you have to do, and put it back together. If it’s an engine that’s going to stay together long term we use the MLS gasket because it’s a good, permanent gasket.” Photo by Evan Sanders. The Evo got MLS gaskets and has ARP fasteners throughout. The engine has S&S 5-inch stroke flywheels in it and S&S aluminum connecting rods. It also has a single S&S Super D carburetor on it. This Evo V-twin engine is very similar to the ones Dahl and GMS build for their drag bikes, which boast a 151 compression ratio and 260hp at the rear wheel. It should be one heck of a bike engine! Engine of the Week is sponsored by Cometic Gasket To see one of your engines highlighted in this special feature and newsletter, please email Engine Builder managing editor, Greg Jones at [email protected]
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Last Update February, 2015 Bike Info and Details FRAME Ultima 200 Series rigid-style, 34° rake, 4" stretched downtubes FRONT END 39mm Sportster / narrow-glide ENGINE S&S 96" Evo, 3⅝ X 4⅝, polished cases, +.040" Pistons, O-Ringed cylinders, JIM'S 3-hole crank pin, 12¼1 compression, 262 cranking compression, flywheels balanced to 52% HEADS S&S w/ Stage 3 "HammerHeads" porting, intake & exhaust valves by Ferrea, V-Thunder .700" valve springs ROCKER ARMS S&S roller rocker arms CAM Red Shift 647 PUSHRODS Feuling "Race" chromoly adjustable TAPPETS S&S Hydraulic w/ HL2T travel limiters OIL PUMP S&S billet CARB/INTAKE S&S "Super D" w/ adjustable air bleed FUEL VALVE Pingel, Dual Guzzler NOS SYSTEM Edelbrock, 35 hp w/ 2lb bottle EXHAUST Thunderheader STARTER Ultima IGNITION Dyna 4000 Super Pro COIL Dyna TRANSMISSION Zipper's race-cut 5-speed "Zip-Rack" w/ Andrews gears PRIMARY DRIVE BDL "Top Fuel 1000" 3⅜" open belt CLUTCH BDL FINAL DRIVE PBI sprockets - 23T FRT, 52T RR; Tsubaki Sigms O-Ring chain FRONT WHEEL 19" Sturgis polished aluminum "Vision", Dunlop K591 100/90V19 tire REAR WHEEL 18" x Chrome Horse "Solid" satin finish cnc aluminum,Mickey Thompson 3222 L7 E/T Drag Slick tire, Outboard bearing support GAS TANK Sportster "King" CONTROLS - BAR GMA CONTROLS - FOOT Grimeca 19mm RR master cylinder, PMFR pedal & pegs MISC Steering dampener , Dyna shift light, Pingel air shifter frame is the air tank, wheelie bar - modified, safety kill switch, catch can PAINT By Todd Hoffman & Gary Piccoli Mouse-over for details. Click on a picture for a larger view in a new window.
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