Q&A with Pennzoil Pontiac Engine Builder Ron Puryear
10 October 1997
Pennzoil Engine Builder Ron Puryear, The New SB2
Pennzoil Pontiac Engine Builder Ron Puryear, 56, visited victory
lane at Indianapolis with A.J. Foyt in 1977 and served as team manager
for Bobby Allison's 1988 Daytona 500 victory. But, not since joining
the Pennzoil team in 1992 has Puryear and other engine builders on
General Motors teams faced an off season with as much work as
preparing the Small Block 2 (SB2) engine for the 1998 Winston Cup
season.
GM's introduction of the new SB2 engine, with its intake valve
angle at 12 degrees instead of the current 18 degrees, promises better
torque performance on the race track, but means lots of work ahead for
engine builders.
How significant is the SB2's introduction in NASCAR?
"Its probably the biggest design change the Chevrolet V8 has ever
seen. Even though it will basically use the same engine block, the
configuration of the cylinder head is drastically different from what
we have worked with over the past 30 years. The current engine's 18
degree angle intake valve is drastically different from the SB2's
12-degree angle. The manner in which the ports and the chambers are
laid out in the SB2 enhance the combustion process thereby increasing
the ability to produce power."
Difference between current engine and SB2?
"The biggest difference is in the port layout and the valve angle,
and combustion chamber design. The only thing that remain same are the
crankshaft, rods, oil pan and the water pump. Other than that,
everything has to be changed to accommodate the new cylinder head."
What does the SB2 mean for the Pennzoil team?
"At Bahari' Racing, we are looking at throwing away 25 engines that
cost about $35,000 each, and essentially starting over. A month and a
half ago we started generating new blocks. We have 5 complete now and
have 15 on order. We are now machining a second set of heads so it's
going to be a tremendous amount of work over the rest of the year. Not
only do we have to prepare for Daytona, but the whole season as well.
How will the SB2 impact performance?
"The SB2 is designed to level the playing field. Our problem isn't
necessarily the horsepower number differentials. We suffer more in the
torque curve down below the peak horsepower number. The difference in
the torque in the lower portion of the rpm curve is a big factor in
the acceleration of the car. That's where we can really gain the most
with the SB2 engine.
"Considering the way these drivers get on the throttle today with
the tires and chassis they have, Ford's engine characteristics are so
much better at the entry point of the rpm range and the terminating
point than the GM cars. In short, the GM cars should start getting off
the turns better than they are now"
Key to development?
"What we are concerned about is increasing the torque in the 7,000
to 8,000 rpm range. That's important because at most tracks the engine
works in that range most of the time."
Where will fans notice the SB2?
"It's pretty difficult to answer where this engine will be most
effective. It will definitely help at places like Atlanta, Charlotte,
and Michigan, where we felt the Fords dominated. What matters most on
the shorter tracks will be the throttle response. It's a possibility
the response on the short tracks will be less than what we have now,
but that is something that over time will be addressed and corrected."
Are you concerned about the work the lies ahead?
"It is definitely satisfying when you overcome an obstacle, solve a
problem, or measure up to a challenge. I think it will be ready for
Daytona. GM has done a tremendous amount of testing and I think we
will be just as well off as if we stayed with the old engine."
On-track testing?
"Obviously, it's getting a workout on the engine dynamometer and we
have done a little testing with it in a Pennzoil Pontiac on the race
track at Indianapolis. We will do more and more as the season
progresses. In fact, most of our engine efforts now are centered on
working on the 1998 SB2 program."
Since the SB2 is optional, do you think every GM team will use it in
1998?
"It's optional, but I think every GM team will run the SB2. It will
certainly have the torque curve characteristic we will need."
How long will the SB2 used in NASCAR?
"I don't see it around for 30 years or anything like that. I think
down the road you might see 4-cylinder, dual overhead cams, four valve
per cylinder engines. I think that approach may be one way to get us
away from the restrictor plate. With today's technology this engine we
are using is far behind the times. Hopefully in the near future we can
look at things like that."
How will the restrictor plate SB2 compare to the current restrictor
plate engine?
"It will generate the same challenges and problems as the old
engine. A lot of the things we learned with the current engine can be
applied to the new engine."
Will the engine sound or fuel mileage change?
"I don't think you will hear a difference in the sound unless over
the Winter it is determined that something drastically different in
the header arrangement occurs. The sound should be virtually the same.
I don't think fuel mileage will be greatly changed either."
For More Information
Contact: Drew Brown
Cohn & Wolfe
(404) 880-5269
drew_brown@cohnwolfe.com