Official Rules ― 2006 MoPowered Engine Builder Challenge The MoPowered Engine Builders Challenge requires the use of a Mopar small block V-8 engine with a
maximum displacement of 440.0 cu in.
The engine must be assembled with the following components:
Part Number: Castings Number Description: MSRP:
P5153478 P5153477 340 Siamese Bore Cast Iron Engine Block $2,850.00
P5007252 N/A Forged Crankshaft w/4.000" Stroke $1,067.00
The engine must use a pair of the following Mopar cylinder Heads:
Part Number: Castings Number Description: MSRP:
P5153533 P5007140 LA Replacement Cylinder Head Assembly (Cast Iron) $849.00 Each
P5153532 P5007140 R/T Magnum Cylinder Head Assembly (Cast Iron) $849.00 Each
P5153534 P4532900 Aluminum Magnum Cylinder Head Assembly (Alum) $1,229.00 Each
P5153535 P4532900 Commando Cylinder Head Assembly (Alum) $1,329.00 Each
P5153536 P4532795 Commando Lg. Port Cylinder Head Assembly (Alum) $1,399.00 Each
The engine must use one set of Mopar valve covers:
Part Number: Description: MSRP:
P5007617 Mopar Magnum Valve Covers $192.00/set
(fits heads P5153533, P5153532, P5153534)
P5007611 Mopar "LA" Valve Covers $105.00/set
(fits heads P5153535, P5153536)
P4876124 Mopar "LA" Valve Covers – Wide $257.00/set
(fits heads P5153535, P5153536)
The maximum displacement allowed is 440 cubic inches. Cubic inch is calculated by bore x bore x stroke x
6.2832. Bore and stroke are measured to three significant digits; that is, 0.001. Cubic inches are calculated to
one significant digit; for example, 440.0. Note that an engine with a calculated cubic inch of 440.1 or larger is
considered illegal. Power adders, such as superchargers, turbochargers, nitrous oxide, or other such devices
are not allowed.
The engine block must retain OEM cylinder bore spacing and OEM block angle. Lifter bores must retain OEM
angle (+/– 1-degree), and OEM diameter (+/- 0.005-inch). Lifter bores may be bushed. Engine blocks must retain OEM passenger car or light truck deck height or lower. Any method of artificially increasing the deck
height of the engine block (e.g., using spacer plates or multiple head gaskets), is not allowed. Head gaskets are
limited to a maximum total thickness of 0.060-inch per cylinder head. The location and number of bolt holes on
the deck cannot be altered.
Valves must retain as-manufactured valve angles (+/- 1-degree) and as-manufactured valve location (relative to
bore centerline), as originally cast. Cylinder head decks may be milled as long as the milling does not affect the
valve angle more than the 1-degree variance allowed by the rules. Machining the valve angle back to within the
1-degree specification after angle milling the heads is not allowed. Any valve seat size and/or valve size is
acceptable. Any commercially available stainless steel valve is acceptable. Titanium valves and/or springs are
Unlimited porting and/or polishing of the intake and/or exhaust ports is acceptable. Modifications to the exterior
surfaces of the intakes and/or exhaust ports, such as welding and/or adding additional material to increase port
size or to alter the port design, is not allowed. The exterior surfaces of the ports, which include the intake
manifold and/or exhaust manifold mating flanges, must remain ―as-cast‖ by the manufacturer and cannot be
altered in any way. Fastener holes on the intake manifold and/or exhaust manifold mating surfaces must remain
as-manufactured and cannot be altered in any way. Flange adapters that connect the exhaust ports to the
header are not allowed.
Any commercially available, non-programmable ignition system, including points, electronic, or capacitive
discharge that uses a single battery-powered distributor and coil is acceptable. Crank triggers, magnetos, and
ICTs are not allowed. Independent ignition timing switches or devices of any kind are not allowed. Ignition
timing advance and/or retard must be controlled by the mechanical weights and springs as manufactured in the
distributor for this purpose. Locked-out distributors are acceptable.
Engines must be equipped with a distributor, ignition box, ignition coil, spark plug wires (with suppression
shielding), and related ignition wiring designed for easy connection to the dyno. Spark plug wires must be
commercially available and their design must remain unmodified.
Any commercially available, single four-barrel carburetor (including Dominator-type) is acceptable. Fuel
injection and/or water injection systems are not allowed. Carburetor gaskets and/or spacers are limited to a
total maximum height of 2.25 inches (measured from the carburetor base to the top of the intake manifold
carburetor flange surface). All engines will use an electric fuel pump supplied by the dyno facility, and each
engine builder will determine the fuel pressure.
Any commercially available, street-style air filter and air filter housing is acceptable. All engines must be
equipped with a 14-inch diameter x 3-inch tall air filter and air filter housing while running on the dyno.
Modifications to the air filter or air filter housing are not allowed. Filtered lids are acceptable and are considered
part of the air filter housing. Velocity stacks and/or stub stacks are not allowed.
Any commercially available camshaft is acceptable. Custom-designed and custom-ground camshafts are not
acceptable. Solid roller and hydraulic roller designs are acceptable. Mushroom-style and Shubeck brands or
styles of lifters are not allowed. Lifters must be unmodified out-of-the-box parts and cannot be altered in any
way from their manufactured as-new state. Commercially available offset lifters are acceptable.
Any commercially available, single four-barrel, single, or multi-piece, cast intake manifold is acceptable. Tunnel
rams, sheet metal, and/or composite manifolds are not allowed. Porting, polishing, and/or sizing of the interior
surfaces of the intake runners and/or ports is acceptable. Filling and/or welding of the interior surfaces of the
intake runners and/or ports is not allowed. Modifications to the exterior surfaces of the intake ports and/or
manifold, such as welding on additional material to increase port size and/or to alter the port design, are not
allowed. Using an intake manifold that is designed and cast for use on a different make or family of engine is
not allowed. Intake manifolds may be drilled and tapped for additional coolant paths, but additional material
may not be welded onto the intake manifold for this purpose.
Any commercially available stud or shaft mounted rocker arms are acceptable. Multiple rocker shafts per
cylinder head are not allowed. The maximum rocker arm ratio is 1.8:1. All rocker arms must retain the OEM
mounting design and location for the cylinder heads provided.
Any commercially available, chassis-style exhaust headers are acceptable. Headers must be un-modified and
designed to fit any 1955 or later passenger car or light truck chassis without modification to the vehicle or the
chassis. Port matching of the header flange is acceptable. Any diameter of primary tubes and collectors are
acceptable. Header sets that were designed and manufactured with slip-on style collectors are acceptable.
Modifying and/or replacing the as-manufactured slip-on style collector(s) is not allowed. Custom headers,
header kits, multi-piece headers, and/or fender well headers are not allowed. Headers must not be closer than
19 inches from pipe to pipe or they will not clear the dyno uprights.
Commercially available headers designed and sold with a removable pipe section for chassis clearance are
Crankcase ventilation systems that vent to any component of the exhaust system are not allowed. Bungs for
sensors are acceptable, and may be used during the competition; all other bungs must be capped. 2
Mufflers are required. Only commercially available street-style mufflers are acceptable. Mufflers and
connections to be no greater than 30‖ in length from collectors. Mufflers must be street style – no racing types –
MAXIMUM 3‖ inlet and 3‖ outlet. Examples: MagnaFlow 12249, 12259, 13259, FlowMaster 43041, 43043 or
equal type equipment.
Any commercially available, chassis-style wet-sump oil pan is acceptable. The oil pan must be an unmodified,
out-of-the box part designed to fit a 1955 or later American production car or light truck chassis without
modification to the vehicle or chassis. Dry-sump systems and vacuum pumps are not allowed. External
crankcase ventilation and/or oil drain-back systems plumbed externally that will return oil to the pan are not
allowed. Builders choosing to run windage screens or scrapers can do so only if they are already part of the as-
manufactured oil pan design or are attached without any modification to the block or oil pan. Oil system
accumulators are not allowed.
Belt-driven external oil pumps are not allowed. Oil pans must remain as-manufactured and unmodified.
All engines must contain at least 5 quarts of motor oil during each dyno pull. Engines must be shipped ―dry‖ to
the certified dyno site, along with at least 5 unopened quarts of oil. Any commercially available oil additive is
acceptable, but is not required.
Any commercially available performance piston coating is acceptable. The application of thermal and/or friction
coatings must be performed prior to the competition. Performance coating or painting of any other component is
not allowed unless specified. Painting of the outside of the block, cylinder heads, and oil pan is acceptable.
All engine builders will use the Mopar Performance part number P4876047; Race Steel Flywheel during the
engine builder challenge.
Fuel will be supplied for the engine builder challenge dyno pulls.
VP Racing Fuels StreetBlaze 100 Specific Gravity: .746 @ 60?F
Oxygenated: Yes (Ethanol)
Oxidation Stability (min.): 1440+
10% evap. @ 148.0?F
50% evap. @ 210.0?F
90% evap. @ 216.0?F
E.P. @ 238.0?F
Contestants are required to submit with their engine assembly a complete listing of all parts used in the
assembly. It is mandatory that the parts listing include all part numbers. The listing should also include the
Manufacturer’s Suggested Retail Price (MSRP) for each part; otherwise, an average cost plus a penalty of 20
percent will be assessed. All parts in the engine assembly must have their part numbers clearly visible for
verification during engine teardown.
The total cost of all of the parts used for the engine build will then be used to calculate a Lowest Cost number,
based on -0.10 points assigned to every dollar spent on parts. For example:
Total amount spent on parts based on part number and MSRP ($3,700) x -0.10 = Lowest Cost number (-370).
The Lowest Cost number will be added to the Highest Horsepower and Torque, and Best Streetability numbers
to determine the overall winner.
Tools and Supplies
Contestants are required to supply all necessary tools, spare parts, jets, gaskets, timing light, shop towels, etc.,
in order to complete their final engine assemblies, tuning adjustments, modifications, and/or repairs. Tools,
spare parts, jets, gaskets, timing light, shop towels, etc., will not be provided by the dyno facility or MoPowered
Engine Builder Challenge personnel, except those needed to install and remove the engine from the dyno.
Participants are responsible for coordinating and funding their engine transportation to and from the
MoPowered Engine Builder Challenge competition dyno site:
3512 North Tejon
Colorado Springs, CO 80907
All engines must be delivered to the dyno site no later than 5:00 pm MST on July 6, 2006. Any engine that
arrives late may be disqualified from the competition.
Participants are responsible for any transportation, lodging and/or food expenses that may be incurred while
attending the MoPowered Engine Builder Challenge dyno event.
All participants are required to attend a participant meeting at the dyno facility July 10, 2006 at 8:00 am. At that
time, participants will be required to sign and liability waiver.
The MoPowered Engine Builder Challenge dyno competition will be held July 10–11, 2006 at the following
Attn: Paul Cormier/MEBC
3512 North Tejon
Colorado Springs, CO 80907
Contestants must be present or represented during their dyno testing—no exceptions. Dyno pulls during
competition will be conducted as follows: Engines will be placed on an assigned dyno per a published schedule.
Contestants will assist the on-site officials and dyno facility personnel in completing the necessary dyno
connections and final engine assembly. Each contestant will then be required to review and sign a dyno
checklist form that confirms the engine is ready to compete and can be warmed-up to the MoPowered Engine
Builder Challenge-specified operating temperature of 160 degrees for water (water tower temperature) and 160
degrees for oil. If the engine is unable to achieve these temperatures within five minutes, MoPowered Engine
Builder Challenge personnel will determine when the mandatory warm-up pulls will begin.
Warm-up pulls will consist of three consecutive controlled acceleration tests (approximately 300 rpm per
second) acceleration pulls ranging from 3,000 to 6,500 rpm. Competitors will be allowed to check and set
ignition advance with timing light prior to beginning the warm-up pulls. Once the warm-up pulls have been
completed, each contestant will then be allowed a tuning period of not more than 20 minutes to make as many
test pulls, tuning adjustments, and/or repairs as they desire. Contestants who are not able to complete their
tuning adjustments and/or repairs in the allotted 20 minute tuning period must run ―as-is.‖ *
*Inlet air flow turbine will be available during tuning period only.
? Average barometer (station pressure): 23.8‖Hg to 23.9‖Hg **Historical data on ambient weather conditions in July:
? Average ambient air temperature: 85?F to 90?F
? Average dew point: 45?F to 55?F
Competition Measured Parameters** Once the tuning period has been completed, the engine will be restarted and allowed to idle for five minutes.
After five minutes, idle rpm and idle vacuum will be measured and averaged for one minute.
The idle rpm average will then be divided by the idle vacuum average, with the result multiplied by -5 to
produce a Streetability number. For example:
Idle rpm average (900) divided by Idle vacuum average (12) = 75
75 multiplied by -5 = -375
The Streetability number will be added to the Highest Horsepower and Torque, and Lowest Cost numbers to
determine the overall winner.
After the idle rpm and idle vacuum have been measured and averaged, competition pulls to determine
horsepower and torque will begin. Competition pulls will consists of three consecutive ―medium speed‖
(approximately 330 rpm per second) acceleration pulls ranging from 3,000–6,500 rpm. Then, average torque
figures and average horsepower figures from the three competition pulls will be averaged, and then added
together to produce a final number. For example:
Pull 1: Average Torque = 482, Average Horsepower = 421
Pull 2: Average Torque = 485, Average Horsepower = 423
Pull 3: Average Torque = 484, Average Horsepower = 423
Average Torque (483.6) + Average Horsepower (422) = 905.6
The Horsepower and Torque number will be added to the Streetability, and Lowest Cost numbers to determine
MoPowered Engine Builder Challenge personnel reserve the right to tear down any engine for rules-
enforcement inspection. MoPowered Engine Builder Challenge personnel will conduct and supervise all
teardowns. The winning engine will be torn down for rules enforcement inspection and/or contingency sponsor
verification. Any participant found to be in violation of the rules or refusing to comply with an inspection request
may be disqualified from the contest. It is the contestant’s responsibility to verify the legality of all parts,
components, and/or modifications on their engine.
The winning engine will be judged based on the combined performance in the following three categories:
? Highest Horsepower and Torque
? Best Streetability (lowest idle rpm, highest idle vacuum)
? Lowest Cost (based on MSRP of all parts)
The number calculated for each engine builder for each category will be added together. The engine builder
with the highest overall number will be declared the winner. For example:
Horsepower/Torque Streetability Lowest Cost Total
Engine Builder 1: 905 -375 -273 257
Engine Builder 2: 879 -475 -373 31
Engine Builder 3: 1015 -425 -310 280
In this example, Engine Builder 3 would be declared the winner.
In case of a tie, the engine builder who scored the highest Horsepower and Torque average number will be
declared the winner. If there is still a tie, the highest Streetability number will be used, and if there is still a tie,
the highest Lowest Cost number. If there is a tie after all three tiebreakers, the prize money will be divided
equally among the co-winners.
The winner of the 2006 MoPowered Engine Builder Challenge will be announced on July 13, 2006 at the Mopar
Big Block Party in Golden, Colorado.
For more information, please visit www.mopar.com or call the Mopar Direct Connection Techline at 1(888) 528-