Popular Posts Derek Rose’s Triple-Turbo 6.7L Cummins Engine A No Prep Kings Twin-Turbo 540 cid Big Block Chevy Engine 509 cid Twin-Turbo W Series Big Block Chevy Engine Dirty Hooker Diesel's Turbocharged 460 cid Billet Aluminum Duramax Engine 3,000-HP LLY Duramax Engine Connect with us advertise with us
Derek Rose’s Triple-Turbo 6.7L Cummins Engine
A No Prep Kings Twin-Turbo 540 cid Big Block Chevy Engine
509 cid Twin-Turbo W Series Big Block Chevy Engine
Dirty Hooker Diesel's Turbocharged 460 cid Billet Aluminum Duramax Engine
Popular Posts Derek Rose’s Triple-Turbo 6.7L Cummins Engine A No Prep Kings Twin-Turbo 540 cid Big Block Chevy Engine 509 cid Twin-Turbo W Series Big Block Chevy Engine Dirty Hooker Diesel's Turbocharged 460 cid Billet Aluminum Duramax Engine 3,000-HP LLY Duramax Engine Connect with us advertise with us
Derek Rose’s Triple-Turbo 6.7L Cummins Engine
A No Prep Kings Twin-Turbo 540 cid Big Block Chevy Engine
509 cid Twin-Turbo W Series Big Block Chevy Engine
Dirty Hooker Diesel's Turbocharged 460 cid Billet Aluminum Duramax Engine
There's nothing more satisfying than a good turbo system...
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Add Your Listing Edit Your Listing By Category Engine Components A/N Fittings/AdaptorsAir Induction SystemsBatteriesBearings (camshaft)Bearings (engine sleeve type)Bearings (main rear main)Bearings (Rod)Belt Tensioner/IdlersBrass FittingsBushingsCam CapsCamshaft Belt DrivesCamshaft KitsCamshaft SealsCamshaft Thrust Plate and PartsCamshaftsCarburetorsChain KitsClampsComplete EnginesConnecting RodsConnecting Rods Nuts BoltsCrankshaft ConversionsCrankshaft KitsCrankshaft Oil SlingersCrankshaft Pulley SleevesCrankshaft Repair SleevesCrankshaft SealsCrankshaftsCylinder Head ComponentsCylinder Heads New: Aluminum BareCylinder Heads New: Aluminum CompleteCylinder Heads New: Cast Iron BareCylinder Heads New: Cast Iron CompleteCylinder Heads Reman: Aluminum BareCylinder Heads Reman: Aluminum CompleteCylinder Heads Reman: Cast Iron BareCylinder Heads Reman: Cast Iron CompleteCylinder Liners (sleeves)Diesel InjectorsDipstick Adapters (Chevy Ford)Dowel PinsEFI ComponentsEngine BlocksEngine Blocks - RemanufacturedEngine KitsEngine Management Systems/ECUsEngine MountsExhaust ComponentsExhaust Components: Complete SystemsExhaust Components: Custom ExhaustsExhaust Components: Leak DetectionExhaust Components: ManifoldsExhaust Components: Tube NotchingExhaust Components: Tube SwagingExhaust Components: Tube/Frame Bending MachinesFilters - AirFilters - FuelFilters - OilFlywheel (ring) GearsFlywheel AssembliesFuel Injection - ElectronicFuel Injection - MechanicalFuel PumpsFuel System ComponentsGasket CementGasketsGear DrivesGovernorsHarmonic Balancer Repair SleevesHarmonic Balancers/DampersHead Bolts/StudsHex ShaftsHydraulic Lash AdjustersIgnition ComponentsInjector TubesInjectors - DieselInjectors - Gasoline DirectInjectors - IndirectIntake ManifoldsIPR ValvesKeysLockwashersMain Caps (4-bolt)Manifold StudsNitrous Oxide Systems, ComponentsNitrous Valves and PlatesNuts and BoltsOil CoolersOil Filter AdaptersOil PansOil Pressure SpringsOil Pump KitsOil Pump ScreensOil Pump ShaftsOil Pump Timing CoversOil PumpsOiling Systems; Dry SumpOverhead Camshaft Repair SleevesPiston Pin BushingsPiston Pin Lock RingsPiston PinsPiston RingsPistonsPlugs - ExpansionPlugs - MagneticPlugs - Oil DrainPlugs - StandardPush RodsRadiator/Oil FansRering KitsRestoration Engine PartsRocker Arm Rebuilding ComponentsRocker Assemblies and KitsRocker Stud GirdlesSealsSerpentine BeltsShimsShort BlocksSpark PlugsSpringsSuperchargers, componentsSwitchesTappetsThread RepairThrust WashersTiming Belt/Chain TensionerTiming Belts/ChainsTiming Chains, Gears, SprocketsTiming ComponentsTiming CoversTransmission AdaptorsTurbochargers, componentsValve CoversValve Guide LinersValve GuidesValve KeysValve Lifter BallsValve LiftersValve Locks and SealsValve Seat InsertsValve Spring InsertsValve Spring RetainersValve SpringsValve Stem Oil SealsValve Train PartsValvesWater PumpsWater Tubes Engine Equipment & Preparation Adhesive DispensingAir Flow BenchesAir Handling SystemsBalance Shaft Elimination KitBalance Shaft Line Boring EquipmentBalancing AccessoriesBalancing EquipmentBelt SanderBench GrinderBlock Pressure Testing EquipmentBoring Bar InsertsBoring Bar Tool BitsBoring Machines/Connecting RodBoring Machines/CylinderBoring Machines/LineBoring Stand (For Portable Boring Machines)Brass FittingsBroachBushing Bearing & Seal Driver SetsCAD/CAM SoftwareCam Bearing Installation ToolCamshaft Degree Wheel (Digital)Camshaft GrindersCap & Rod GrinderCBN Inserts - NewCBN Inserts - ResurfacedCleaning Specialized EngineCNC Machining CentersCNC Retrofit KitsCompressed Air EquipmentConnecting Rod GaugesCoolant Filter MachinesCore Shift TesterCrack Repair EquipmentCranesCrankshaft Balance WeightsCrankshaft FurnaceCrankshaft GrindersCrankshaft Journal Weld KitsCrankshaft PolisherCrankshaft Polishing BeltsCrankshaft StraightenerCylinder Head Adapter PlatesCylinder Head Assembly/Disassembly Equip.Cylinder Head Chamfering ToolCylinder Head GaugeCylinder Head HoldersCylinder Head PolishingCylinder Head PortingCylinder Head Pressure TesterCylinder Head StraighteningCylinder Hone StopsCylinder Porting ToolsCylinder Sleeve PressDemagnetizersDiamond DressersDiesel Injector Hole Repair ToolsDiesel Injector Sleeve Installation ToolDowel PullersDye Penetrant InspectionDynamometersEngine Adaptor PlatesEngine Cycle AnalyzerExhaust Leak DetectionFeeler GaugesFlexible Honing Tools/Brush HonesFlywheel GrinderFuel Injection Cleaning ServicesGrinder Head StraighteningGrinding CoolantsGrinding WheelsHardness TestersHead/Block Crack Repair KitsHead/Block Resurfacing (Belt/Sanders)Head/Block Resurfacing (Milling)Heat Tabs Temperature SticksHolding FixturesHone Stop FixtureHoning JigsHoning Machines Wrist PinHoning Machines/CylinderHoning Machines/LineHoning Machines/RodHoning Machines/Valve GuideHoning PlatesHoning StonesIgnition System TestersIn-Process Gauges(Cam and Crank Grinders)Inspection GaugesLeak Down TesterLeveling DeviceMagnetic Particle Inspection Crack DetectionMicropolishing EquipmentOHC Line Boring ToolsOil Leak DetectionPCD Inserts - NewPin Fitting & Rod Reconditioning/TestingPin PressPin RemovalPiston KnurlerPiston Ring CompressorsPre-Cup Machining ToolsPush Rod Guide PlatesReplacement Chuck for Valve FacersRocker Arm GrinderRod AlignmentRod Bolt ProtectorsRod FurnaceRod VisesRun-In StandsStandsStud PullersTapsTest EquipmentThickness GaugeThread GaugesThread Repair & Replacement KitTorque PlatesUltrasonic Test EquipmentVacuum TesterValve Grinding BenchValve Guide & Seat Driver SetValve Guide & Seat MachineValve Guide Boring FixtureValve Guide HoneValve Guide KnurlingValve Guide PilotValve Guide ReamerValve Guide ToolValve Refacer (Cutter)Valve Refacer (Grinder)Valve Refacer WheelsValve Seat CuttersValve Seat InserterValve Seat PullersValve Seat ResurfacerValve Seat Runout GaugeValve Seat Tool GrinderValve Seat WheelsValve Spring CompressorValve Spring TestersValve Stem GrinderValve Stem Height MeasuringValve Stem PolisherWater Tube PullerWet Flow Bench Conversions Supplies & Service Chemicals & SolventsCore Cleaning & ProcessingCranes & HoistsHand ToolsLubricantsPressesServicesShippingStorage Racks & BenchesWelding
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Whether you’re a professional engine builder, machinist or manufacturer, or an automotive enthusiast who likes engines, racing and fast vehicles, Engine Builder offers content aimed at you. Our print magazine offers in-depth tech features on everything you need to know about engine building and its different markets, while our newsletter options keep you up-to-date on the latest news and products, tech info and personalities in the industry. But, you only get all of that if you subscribe. Subscribe now to receive Engine Builder magazine in print and/or digital each month, and our Engine Builder newsletter, Engine of the Week newsletter or Diesel of the Week newsletter directly in your inbox each week. You’ll be covered in horsepower in no time!
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After meeting Angie McBride at the race track and building her motorcycle engines for Outlaw Pro Street back in the day, Landon Ingram’s engine shop, G-Force Race Engines, got put on the map. Today, he specializes in Hayabusa and Suzuki sport bike engines for drag racing applications, just like this nitrous GSX-R1000. Find out what goes into this G-Force custom build!
Landon Ingram was just 20 years old when he got his first motorcycle, a Kawasaki that he would mess around with at the local drag strip. Having fun racing and going fast on that Kawasaki eventually turned into Landon messing with the engine to make improvements. Thus, another engine builder was born.
“I got that bike running pretty good,” Ingram says. “Then, I ended up meeting a girl at the track, which happened to be Angie McBride. She’s now Angie Smith and races NHRA Pro Stock. Her and I ran a class called Outlaw Pro Street for five years and won a championship. Then, we went on to race in NHRA, but we were pretty young and the funding just wasn’t there. To race in NHRA is almost a $1-million-a-year deal now. That was probably around 2007.”
Racing with Angie Smith and doing her engine work put Landon on the map. With an uptick in engine building inquiries, he started G-Force Race Engines in Lewisville, NC in 2007.
“From there on out, after I started doing Angie’s stuff, everybody wanted to know when she was running,” Ingram says. “That shot my business up. I’ve now been building motorcycle motors at G-Force Race Engines for 12 years. Before that, it was just here and there that I would do stuff for people.”
Today, Landon is 41 and primarily builds Hayabusa and Suzuki sport bike engines for drag racing applications. The occasional street bike build or dirt bike and ATV cylinder head job will make its way through G-Force as well. Landon runs the shop along with his brother Wade and another employee, Jermaine. When it comes to machine work, G-force does just about everything in-house.
“Most everything is done in-house with the exception of the cylinders on these new sport bikes, because they all have the Nikasil plating (Nickel Silicon Carbide),” he says. “There’s only three people in the world who actually do that plating, so I do have to send those out. But I do the cylinder head work and I do custom pistons here in-house. I order the blanks from either JE or CP and do my work on them using the machines here. Most everything is done here.”
One of the well-known motorcycle engines Landon and G-Force has worked on over the years is the GSX-R1000 nitrous engine in the Suzuki sport bike known as Dead Man Walking.
“The bike runs the XDA Series in the Nitrous Bulls class,” Ingram says. “When I talk about this class, most people ask me why they don’t show times. Well, that particular class was made for grudge racers – there are no times, but the racers get a win light. This class is becoming more popular with the No Prep stuff.”
The bike’s name – Dead Man Walking – comes from its original owner, Jeff Strickler.
“The reason it’s called that is because one of my friends, Jeff Strickler, owned the motorcycle,” he says. “Jeff ended up passing away from cancer last year in his early 60s, but I had one of my other customers buy the motorcycle so we could keep on racing it. That’s what Jeff wanted to do, so we still race it every weekend.”
Richard Gadson races the motorcycle, while Landon builds the engines for it. The bike’s new owner is John Childrey, who lives in Nashville, TN.
Looking at the build of this 1,143cc, nitrous-fed, GSX-R1000 engine, G-Force started with Ingram’s own Stage 3 cylinder heads. It’s got a set of 76mm JE pistons, which Ingram customized from blank pistons. The crankshaft is a Marine 63mm billet crankshaft. The connecting rods are Carrillo H-beam rods. The rod and main bearings are from King. The valvetrain features Web camshafts with Vance & Hines valves. The transmission is an R&D Motorsports 6-speed, and the bike has an MTC Engineering clutch and uses Energycoil coils.
“The most important work in this engine was the piston-to-cylinder-wall clearances, the ring end gap, the cam timing, the combustion chamber and intake port profile – all that stuff comes into play,” Ingram says. “I do all the engine work and assembly myself to keep the quality control in check.”
To finish off this sport bike engine build, G-Force uses Brad Penn oil, which is now under the PennGrade name.
“I like to use the Brad Penn oil,” Ingram says. “It’s one of my go-to oils because it’s got a lot of zinc in it.”
When this engine is running at its peak, the GSX-R1000 puts out a thrilling, 415 rear-wheel horsepower and can make low, 4-second passes at 170+ mph in the 1/8th-mile. With runs like that, we’d say this is one ‘Dead Man Walking’ at a very brisk pace!
The Engine of the Week eNewsletter is sponsored by PennGrade Motor Oil and Elring – Das Original.
If you have an engine you would like to highlight in this series, please email Engine Builder magazine’s managing editor, Greg Jones at [email protected]
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