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The little engine that could, did. With a little more help from the turbocharger than they expected, the "Big Brother" Turbo V-6 engine was placed on the Dyno and, after many set backs, opened the 700 horsepower door.

Considering the number of newly designed and prototype products that were involved in the assembly and operation of ESP Products’s "Big Brother" engine, things went about as rough as they could get. As a result of all the time invested in this project, many new and improved performance products have been tested, refined, and proven.

While reading through this build-up, consider it’s origin and the concept behind the project. Can you build a 700 horsepower stock engine that will run on the street and live? There were aspects of the engine that they know could be improved upon, but that would divert them from their original goal. These will be touched on later in the article.

Starting with a stock Buick Turbo V-6 motor; ESP Products proceeded as normal, but added a few security features to hold things together as they traveled into the unknown. Top of the line JE pistons replaced their usual TRW’s, while the block, crank, rods, and outer main caps remained factory stock components. The ESP engine girdle is the key piece of equipment that holds the entire short block together. Supplied with custom ARP main and oil pan studs, an extended oil tube, and gaskets, the engine girdle required machining to the main caps and minor block work (block must be true) for installation. Once fitted with the balanced rotating assembly, the SFI harmonic balancer and flexplate are added. These items were installed for improved high rpm operation and to meet NHRA rules when at the track for tech. inspection and safety.

The JE pistons proved to be worth the extra cost after the engine was run lean at over 25 pounds of boost, not once but 5 times. A clogged fuel filter proved to be the culprit in this case. To further test the quality of all the components and the workmanship that went into the assembly, a defective turbo gauge had many of the technicians very puzzled. Functioning properly one minute and reading only vacuum the next, the turbo was instantly inspected for failure. They next turned their attention to the wastegate, then the back to the turbo, then to the motor. Unaware that the turbo gauge was not functioning, the "Big Brother" engine hit an estimated 30+ pounds of boost 4 times, resulting in severe detonation. Once the faulty gauge was discovered and everyone realized what abuse the engine had taken within it’s first few hours of life, the ESP Engine Girdle was credited with the bottom end still being together and ultimately proving it’s value.

The new ESP Product line was all over this engine. In the upper engine section, the money section, were many recently released performance products and a few legendary proven products. As a major contributor to the power output, the ESP Race Cylinder heads proved themselves once more. CNC ported runners and redesigned combustion chambers, thanks to the CNC computers, not only allow maximum air flow to produce the desired horsepower, but ensures that every ESP Race Head will be able to do the same. Quality control and accuracy are second to none. To test this theory ESP Products pulled a set of ESP Race Heads off the line without flow testing and better still, the intake manifold was not acquired until a month later. The balanced intake manifold matched the CNC ported heads as if they were ported at the same time.

Controlling all this airflow was a flat tappet camshaft, designed many months before on an engine Dyno, referred to as the ESP Race cam. In it’s most basic form, the ESP Race cam is an exaggerated stock cam. A longer exhaust duration than the intake with a reasonably tight lobe separation. This is not an orthodox design in the Turbo Buick community, but neither are the ESP Race Heads, ESP High Output Coilpack, ESP Engine Girdle, and others.

In keeping with the concept of a stock motor, ESP Products installed a stock ported 62mm throttle body, 2-1/2" aluminum inlet pipe, plenum spacer, stock push rods, a functioning EGR valve, and Hooker headers. The final items of interest were the massive T72 turbocharger from Turbonetics, Inc. and an ESP Products Frontmount Intercooler, complete with 2-1/2" aluminum pipes. All systems were installed as if they were installed on a vehicle. All plumbing had proper placement during test sessions.

Operating the "Big Brother" engine was a D.F.I. Management System, tuned by Berrel Automotive, and an S/X fuel pump. Ignition timing was set at the 24 degree area while the 72 pound per hour fuel injectors operated on a 60% duty cycle. Fuel pressure was kept at a moderate level of 50 psi at idle. Exhaust temperature were maintained at 1400 degrees. Throughout the stages of DFI tuning, over 40 horsepower was witnessed by the Dynamometer.

The preliminary runs at 12 pounds of boost showed 383 hp @ 448 ft/lb. EGT levels were only to 1300 degrees. The first day of testing ended with a 15 pound run that yielded a comfortable 490 hp @ 502 ft/lb with only 1200 degrees of exhaust. This told them that there was more power to be had as the tuning became tighter. Due to the previously mentioned fuel trouble, the week was cut short. With the fuel problem corrected they were able to push for the real power and a 595 hp pull at 20 pounds of boost.

The final goal was just reached as 26 pounds of boost soared the turbo V-6 right to 700 hp, on the money. Holding peak horsepower from 5600 to 6020 rpm’s and maximum torque of 728 ft/lbs at 4300 rpm’s. Recording an average BSFC of 0.44 told us that the tuning was well taken care of. Once there, the motor was shut down and within days torn down for inspection by Eastern’s head mechanic. "...main bearings look like we put them in yesterday, but the number one rod bearing took a beating. You can tell it had been detonated...number 3 shows a little wear, but all the rest look great..." Regardless of what pistons are used or if it’s a production block or a Stage 2 block with forged everything,detonation will do damage. This should also show readers the importance of instrumentation and conversely that they can be incorrect from time to time.

From a few long weeks in the Dyno room, ESP Products tested their engine girdle, proved their CNC heads, proved their intercooler, and made 700 horsepower from a stock motor. Placing this engine in a 3,500 lb. vehicle would yield quarter mile times in the high 9’s at 137 mph. You can read more about this engine build-up in the May/June issue of High Tech Performance magazine.

At the time of this writing the engine is going back to the Dyno and with more modifications, they will once again push forward to see if the world is indeed round. Within the next few weeks, ESP Products will be testing the horsepower effects of Carbon Fiber push rods, a Sheet Metal Intake Manifold, and a hydraulic roller camshaft. Calculations show 750 horsepower with the above upgrades to the existing motor and more punch for their ESP product line in ‘97.

I guess it’s time they put a roll cage in their Turbo Regal. If all goes well, ESP Products should be set to run at their first event on, Saturday, April 12th in Englishtown. If not, look for it in Kentucky at the G.S. Nationals or the Mustang vs Grand National Shoot-out in June.


Tech Tips
	*Building* The little engine that could, did. With a little more help from the turbocharger than they expected, the "Big Brother" Turbo V-6 engine was placed on the Dyno and, after many set backs, opened the 700 horsepower door. Considering the number of newly designed and prototype products that were involved in the assembly and operation of ESP Products’s "Big Brother" engine, things went about as rough as they could get. As a result of all the time invested in this project, many new and improved performance products have been tested, refined, and proven. While reading through this build-up, consider it’s origin and the concept behind the project. Can you build a 700 horsepower stock engine that will run on the street and live? There were aspects of the engine that they know could be improved upon, but that would divert them from their original goal. These will be touched on later in the article. Starting with a stock Buick Turbo V-6 motor; ESP Products proceeded as normal, but added a few security features to hold things together as they traveled into the unknown. Top of the line JE pistons replaced their usual TRW’s, while the block, crank, rods, and outer main caps remained factory stock components. The ESP engine girdle is the key piece of equipment that holds the entire short block together. Supplied with custom ARP main and oil pan studs, an extended oil tube, and gaskets, the engine girdle required machining to the main caps and minor block work (block must be true) for installation. Once fitted with the balanced rotating assembly, the SFI harmonic balancer and flexplate are added. These items were installed for improved high rpm operation and to meet NHRA rules when at the track for tech. inspection and safety. The JE pistons proved to be worth the extra cost after the engine was run lean at over 25 pounds of boost, not once but 5 times. A clogged fuel filter proved to be the culprit in this case. To further test the quality of all the components and the workmanship that went into the assembly, a defective turbo gauge had many of the technicians very puzzled. Functioning properly one minute and reading only vacuum the next, the turbo was instantly inspected for failure. They next turned their attention to the wastegate, then the back to the turbo, then to the motor. Unaware that the turbo gauge was not functioning, the "Big Brother" engine hit an estimated 30+ pounds of boost 4 times, resulting in severe detonation. Once the faulty gauge was discovered and everyone realized what abuse the engine had taken within it’s first few hours of life, the ESP Engine Girdle was credited with the bottom end still being together and ultimately proving it’s value. The new ESP Product line was all over this engine. In the upper engine section, the money section, were many recently released performance products and a few legendary proven products. As a major contributor to the power output, the ESP Race Cylinder heads proved themselves once more. CNC ported runners and redesigned combustion chambers, thanks to the CNC computers, not only allow maximum air flow to produce the desired horsepower, but ensures that every ESP Race Head will be able to do the same. Quality control and accuracy are second to none. To test this theory ESP Products pulled a set of ESP Race Heads off the line without flow testing and better still, the intake manifold was not acquired until a month later. The balanced intake manifold matched the CNC ported heads as if they were ported at the same time. Controlling all this airflow was a flat tappet camshaft, designed many months before on an engine Dyno, referred to as the ESP Race cam. In it’s most basic form, the ESP Race cam is an exaggerated stock cam. A longer exhaust duration than the intake with a reasonably tight lobe separation. This is not an orthodox design in the Turbo Buick community, but neither are the ESP Race Heads, ESP High Output Coilpack, ESP Engine Girdle, and others. In keeping with the concept of a stock motor, ESP Products installed a stock ported 62mm throttle body, 2-1/2" aluminum inlet pipe, plenum spacer, stock push rods, a functioning EGR valve, and Hooker headers. The final items of interest were the massive T72 turbocharger from Turbonetics, Inc. and an ESP Products Frontmount Intercooler, complete with 2-1/2" aluminum pipes. All systems were installed as if they were installed on a vehicle. All plumbing had proper placement during test sessions. Operating the "Big Brother" engine was a D.F.I. Management System, tuned by Berrel Automotive, and an S/X fuel pump. Ignition timing was set at the 24 degree area while the 72 pound per hour fuel injectors operated on a 60% duty cycle. Fuel pressure was kept at a moderate level of 50 psi at idle. Exhaust temperature were maintained at 1400 degrees. Throughout the stages of DFI tuning, over 40 horsepower was witnessed by the Dynamometer. The preliminary runs at 12 pounds of boost showed 383 hp @ 448 ft/lb. EGT levels were only to 1300 degrees. The first day of testing ended with a 15 pound run that yielded a comfortable 490 hp @ 502 ft/lb with only 1200 degrees of exhaust. This told them that there was more power to be had as the tuning became tighter. Due to the previously mentioned fuel trouble, the week was cut short. With the fuel problem corrected they were able to push for the real power and a 595 hp pull at 20 pounds of boost. The final goal was just reached as 26 pounds of boost soared the turbo V-6 right to 700 hp, on the money. Holding peak horsepower from 5600 to 6020 rpm’s and maximum torque of 728 ft/lbs at 4300 rpm’s. Recording an average BSFC of 0.44 told us that the tuning was well taken care of. Once there, the motor was shut down and within days torn down for inspection by Eastern’s head mechanic. "...main bearings look like we put them in yesterday, but the number one rod bearing took a beating. You can tell it had been detonated...number 3 shows a little wear, but all the rest look great..." Regardless of what pistons are used or if it’s a production block or a Stage 2 block with forged everything,detonation will do damage. This should also show readers the importance of instrumentation and conversely that they can be incorrect from time to time. From a few long weeks in the Dyno room, ESP Products tested their engine girdle, proved their CNC heads, proved their intercooler, and made 700 horsepower from a stock motor. Placing this engine in a 3,500 lb. vehicle would yield quarter mile times in the high 9’s at 137 mph. You can read more about this engine build-up in the May/June issue of High Tech Performance magazine. At the time of this writing the engine is going back to the Dyno and with more modifications, they will once again push forward to see if the world is indeed round. Within the next few weeks, ESP Products will be testing the horsepower effects of Carbon Fiber push rods, a Sheet Metal Intake Manifold, and a hydraulic roller camshaft. Calculations show 750 horsepower with the above upgrades to the existing motor and more punch for their ESP product line in ‘97. I guess it’s time they put a roll cage in their Turbo Regal. If all goes well, ESP Products should be set to run at their first event on, Saturday, April 12th in Englishtown. If not, look for it in Kentucky at the G.S. Nationals or the Mustang vs Grand National Shoot-out in June.