When researching what people are paying now, we found new engine cost estimates ranging from $16k to $20k. Most of the variance was found to be due to what was included in each package. The actual prices for the motors without carb, intake, pan, etc. did not vary all that much. There was general agreement that, to be competitive, the engine needs to be freshened twice annually. Those estimates ranged from $3000 to $4500 each time.

Equally alarming was the discovery of how fast costs are going up. The constant urge to find more power than the next guy continually sends engine builders back to the dyno cell. His time spent in research and the resulting new modifications all cost money. One anecdote from our research illustrates the point.

We asked one of the most successful engine builders in the area what he would charge for a state of the art SK motor complete from carb to pan. He replied that $18k would put one in championship contention. But, when interviewing a car owner on the subject, the same builder was quoted as saying $25k would be needed to buy the hot set up.

It turned out that the car owner asked this question: "What would it cost to get something that is absolutely the best and that no one else will have?" The engine builder explained that he knows that a significant new level of power is available if someone wants to fund the research. The potential launch of that new technology will raise the bar again. So, the cost of being competitive will continue to spiral up and up.

Setting aside the rate of increase, the current SK motor program looks like this: The rough average for a new engine is $18,000 with estimated average annual maintenance of $7500, excluding any damage or tech expenses. That means that to compete in season A and be ready for season B the first year expense is approximately $25,500. Obviously, the more years you get out of an engine the lower the annual average expense becomes.

There are a significant number of teams with at least one engine built to the current rule. We do not want to put them out of business. Also, we want to maintain as much rules parity with Stafford Motor Speedway as possible.

We are convinced that this approach has been very beneficial to the overall health of the SK Modified fleet. But, to stick with this plan we could not take power away from the current engines. Also, other measures such as weight differential between the two alternatives were ruled out.

Therefore, to phase in a new engine platform we needed to have it match the capabilities of the existing power plants. This also meant that we could not use the same engine that we instituted in the Late Models. But, the knowledge and experience gained from that program helped us greatly when determining a starting point.

We started with the most powerful of GMs three Circle Track crate motors, the aluminum head, Fast Burn LT1 (part no. 88958604). We changed the camshaft to get the horsepower up to very close to the current winning SK motor. However, during dyno testing we found that we could not get a two-barrel carburetor to give us the acceleration needed to match the current set up.

We tested several four-barrels and found a good match. The crate motors are low revving compared to their open counterparts. This necessitated changes like the carb and a different final drive ratio. But, it also makes for an engine that will last much longer.

In its first outing, the prototype engine performed flawlessly and competitively except on starts and restarts. By the second race the transmission was changed to provide for easier shifting and a gear ratio change.

The car owner involved chose to switch, as many of his competitors have already, to the Richmond transmission. This unit has been legal for a season or more and was instituted by Stafford on the premise that, while it costs more than a modified stock unit initially, it will cost far less to maintain and therefore be less expense in the long run. We are told that there is a way to accomplish the same, restart-appropriate, ratio with a stock type transmission as well.

Subsequently, it was decided that racers running the Spec engine will have the option to use the so-called super clutch as well as the Racemate combination water pump and alternator.

The current price of the Speedbowl SK Modified Spec Engine is about $7,975. Included is most everything engine related including carburetor, intake, oil pan, headers, distributor, ignition wires and numerous small parts necessary to complete the package. We have even included an engine stand and lift plate.

The headers are spec items from Kooks Custom Headers with a racer net of $425 per pair. This cost is about one quarter of what is currently being spent. This will save untold thousands of dollars as headers get wrecked regularly in even minor crashes. The specific part numbers will be included in the rules amendment being drawn up for the Spec engine.

Another significant cost savings will come from the much lower cost to freshen these motors. Because these engines are very similar to the ACT/Speedbowl Late Model spec engine, we know that this cost will be about $2,500 and only necessary once per year.

So with a cost for the Spec Engine at $7,975 and the cost to freshen at $2500 annually, the following tables and charts show the vast cost savings that will be recognized by switching to this new engine program.

The first set shows the approximate actual engine cost per year for each of the engines as well as the annual average expense spread over five years.

Year by year comparative expenses and averages

Even more illustrative is the comparison of total dollars expended over five years for each set up.

Racers can save over $35,000 in five years!

As the above tables show, the a racer will be able to save, over five seasons, an average of over $7000 per year for a total of over $35,000!

In order for such a program to work, competitors must be able to rely on the identical nature of each spec engine in the system. For this reason, the track will be the only place to buy an SK Spec Engine. Track management has contracted with one engine builder to make the necessary modifications and perform dyno testing of each new motor. Likewise, the track will charge for refreshening services and sublet the work to the same shop for absolute consistency in results.

The SK Spec Engine will retain all seals as installed by GM and may have more installed as track management sees fit. The intent is to not have to dismantle the engines for regular tech inspection purposes.

However, if management suspects that a certain engine has been tampered with, it will be impounded and torn down by the tracks contracted engine shop. If it is found to be legal, the cost of reassembly will be paid for by the track and the engine will be returned in time for the next scheduled event. In the case of illegal modifications having been made, the Waterford Speedbowl rules call for very stiff penalties.

While there may be some minor amount of gross profit in the difference between the cost of the engine and the sales price, it will be more than offset by the administrative costs involved. The track will definitely not make any money on the program. It was never our intent to do so. The only reason for the track to be involved in the transactions is to ensure the integrity of the program.