Engineered Victories Inc. put together this little twin-turbo LSX engine for company owner Stan Boyd’s ’69 Camaro Pro Touring project, which has been underway for a few years and will be finished later this summer.
Boyd is no stranger to horsepower; as a veteran of Nextel Cup, Busch, and Craftsman Truck Series roundy-round competition. Both as a driver and crew chief, he knows what it takes to go fast on a consistent basis.
The engine is based around an LSX block and displaces 444 cubic inches, achieved through the use of a 4.200-inch bore, a 4.00-inch stroke Callies Dragonslayer forged crankshaft and Oliver billet connecting rods. The Diamond pistons wear a hard-anodized coating on the piston crown and friction coating on the skirts to help them hold up to the expected abuse from the twin-turbo combination.
Cylinder heads are older CNC-ported units from now-defunct ET Performance, and Jesel Mohawk rocker arms are used on both intake and exhaust valves.
Induction duties are handled by a two-piece intake manifold from Mast Motorsports and 102mm throttle body from F.A.S.T., while the exhaust is funneled into the twin Precision 6768 turbochargers via Engineered Victories-built turbo headers.
Engine management is handled by F.A.S.T.’s XFI, as it will interface easily with the TCI Transmission Control unit that will be installed in the car. 2000cc fuel injectors are from Fuel Injector Connection.
Precision Turbo also built the custom air-to-air intercooler using the largest core that the Camaro’s bodylines could accept – it uses a 4-inch inlet and outlet and sits in front of the radiator, just behind the grille. In a Pro Touring car using an air-to-water cooler is not optimal; although it would help with overall power production in the short run it’s not practical for longer-distance drives.
The engine makes 20 pounds of boost on pump fuel, and cranked out a whopping 1,269 horsepower at 6,250 rpm and 1,134 kb-ft of torque at 3,900 rpm – plenty of power for any Pro Touring car. If you can believe it, the engine uses only 12 degrees of timing advance to reach that number.
“The engine is destined for our shop’s Pro Touring car to show people what we’re capable of, sums up Boyd. “To make big power for the street there’s just nothing like forced induction, and the thing that’s made that possible is fuel injection. Being able to use sequential fuel injection and keep the fuel entering the combustion chamber at the proper time allows you to control the engine with big injectors, which allows the engine to be streetable.”