Full throttle is good for new engines as long as it isn’t extended.

new engines need to mate surfaces and before that happens there are high spots wearing against each other. Which creates small hot spots.

so varied engine speed and load basically means drive it like normal and don’t be afraid to get on it from time to time.


As an example of new car’s, every new Focus RS got a full dyno before it rolled out of the factory to verify it was making the power it should. Before it even had 1 mile on the clock Ford already hammered the car for the equivalent of 2 or 3 quarter mile runs.

 

Have been told by many machinists I trust to heat cycle it a few times, check for leaks etc then as long as the tune is right to break it in the way you plan to drive it.

 

Figure a couple of youtube videos of the engine and having a little fun...

 

Nice

 

Glendale, were close. I'm in the Valley

 

read a subsequent article on motortrend and he was quoted saying 3192 lobes were used.

 

Somewhere along the line the spec goes sideways.
The 3192 lobe, which coincidentally is the intake lobe of the XE276HR and this is the cam I ran in my 2nd iteration of a Vortec 350 (the 1st being a copy of COMPs old school 268H), is 224@.050" as per Dulcich's original article from 2006. However that article goes on to say: "he selected a custom COMP Cams hydraulic roller single-pattern grind, with 224 degrees duration (at .050) on the intake and exhaust lobes, and 0.352 inch lobe lift".
The 3192 has a lobe lift of .378".
The Magnum 224@.050" profile has lobes with .333" and .350" so I don't know what's going on there.
The 3192 has an advertised duration of 276. The .350" lobe Magnum comes in at 280. Not a lot to choose between the two but it does affect the running compression ratio.
I always thought Vizard liked to lean on the Magnum profiles for whatever reason but this isn't to say that the magazine copy isn't wrong or DV's memory hasn't faded. Not that it matters I suppose.

At any rate, the Sledgehammer was a long standing benchmark for this level of street engine. Mine went tens of thousands of miles and hundreds of passes and never missed a beat. Even towing a trailer 3500 kms and cooking the engine along the way (that did eventually did kill the bottom end though).

If I had the nerve, the cam after the XE276, which was a custom grind on XFI lobes (intake: 224@.050", adv duration of 274), I would have spec'd a 108 LSA rather than the 110. I think it would have made a decent difference although with the XFI, it resulted in a personal best at the track.

Thanks for that bit of info Bill. I like digging into that sort of stuff.