When we reach Stage II, we are talking serious performance, but never fear- the engine is still configured around longevity and reliability.
At Stage II , the drive-ability is somewhat compromised to make way for more RPM potential; but the differences are hardly notable with our extensive engine design that has gone into this portion of our program. This makes the Stage II the engines thats geared more toward extensive track service, with limited street usage. The Stage II is the bridge between streetability, and full race performance.
Stage II engines feature all the same components and processes that go into our Stage I and Stage II engines and couple those to even stronger components, tighter dynamic balance tolerances and even more dedicated hours of hand assembly by a single pair of hands from start to finish. With these engines we utilize nano coatings on bearings, add extensive cylinder head porting, and can configure them for pump fuel, or race gas.
Head upgrades increase the engine’s ability to breathe, thus increasing RPM range and performance capabilities. We have already proven that the stock water- cooled cylinder head has incredible flow right out of the box for it’s bore size and engine size and that it’s design won’t allow any larger valves to be easily fitted. This stock head when coupled to our competition valve job, custom lightweight valves, improved spring pack and only polished ports reshaped only for port balance is capable of well over 50HP of performance gain. When added displacement is coupled to these heads the entire RPM range benefits from the gains and really has the balls that it should have had from the factory.
All that said, these factory heads are awesome, they are by far the best aspect of the engine, not offering very many modes of failure and not experiencing reliability or longevity issues outside of typical cracks that occur as collateral damage from failed water pumps. This makes it very easy for massive power to be made, but of course we must work to maintain drive-ability, this is why the Stage II is perfect for extensive track service.
Now that you have more displacement, you can effectively run more camshaft lift and duration, to increase overall torque and peak horsepower. This is not a must, simply because the stock cam are more than enough for the added displacements of our engines, but applying modifications globally to an engine have proven to be most successful for us. This helps to extend RPM range, make more power and enhance power at all levels and conditions.
We have developed several camshaft profiles for the water-cooled M96/ M97 engines and are currently working on similar variants for the 9A1 and 9a2 based engines. These vary from very mild cams that retain drive-ability and simplicity while retaining hydraulic lifters, all the way to full race arrangements that shed the vario cam and hydraulic lifters for solid buckets that require manual adjustments.
The typical purchaser of a Stage II engine is an accomplished driver with a realistic budget thats necessary for purchasing an engine at the top of the food chain.