To compete in Top Dragster and Top Sportsman in 2009, big power, with the diversity of running naturally aspirated and nitrous is not an option, but a requirement. Finding a 1600-horse 632-inch power plant is common in most fast cars today, but with high price of everything racing related, and longevity on the forefront of every racers mind, Pat Musi and Vic Edelbrock have put their best foot forward.

Building 1200 naturally aspirated horsepower and 1600 nitrous assisted horsepower for under $27K is what the goal is. But proving it works is another. That’s why when they approached Scott Hall about testing their new engine he agreed to the challenge.

Pat Musi has brought together Edelbrock’s “Big Victor” cylinder head, matching intake manifold, complete nitrous system, stainless steel merge collector exhaust, and with the help of Jesel and Moroso, has what will be the economical answer to big power with well developed reliability.

13 Runs in 7 Hours, Hall Records Runner-up and Semi-final in Same Day With One Engine …


To compete in Top Dragster and Top Sportsman in 2009, big power, with the diversity of running naturally aspirated and nitrous is not an option, but a requirement. Finding a 1600-horse 632-inch power plant is common in most fast cars today, but with high price of everything racing related, and longevity on the forefront of every racers mind, Pat Musi and Vic Edelbrock have put their best foot forward.

Building 1200 naturally aspirated horsepower and 1600 nitrous assisted horsepower for under $27K is what the goal is. But proving it works is another. That’s why when they approached Scott Hall about testing their new engine he agreed to the challenge.

Pat Musi has brought together Edelbrock’s “Big Victor” cylinder head, matching intake manifold, complete nitrous system, stainless steel merge collector exhaust, and with the help of Jesel and Moroso, has what will be the economical answer to big power with well developed reliability.

Their instructions to Scott Hall were simple. Bolt the Pat Musi-assembled engine into your dragster. Flog it. Run it as hard as you can and let us know how it held up.

If a recent outing at New England Dragway is any indication of the engine’s potential, Hall’s benefactors might as well prepare for a rush of potential customers.

Hall competed in the Dan Page Top Dragster series event and using the same car, finished runner-up in one class and semi-finalist in another. His dragster performed consistently in the quarter-mile 7-teens and eighth-mile 4.50s. Hall believes he’s got more in the car and further outings will enable him to extract this reserve power.

“We put 13 runs on the car in about seven hours,” Hall said. “I actually blew the transmission up and bent the rev-limiter. I fixed it and we put another nine runs on it and there were no problems. We never had any time to even check the engine after it went to 9000 rpm on the rev-limiter.”

Hall competed in the quarter-mile Top Eliminator division and the eighth-mile Top Dragster eliminator.

In a scene reminiscent of a softball tournament, Hall returned to his pits just long enough to make minimal adjustments and returned to the staging lanes.

Hall laments that nature of racing inevitably cost him the chance for a two-final day.

“Just ran out of battery power,” Hall admitted. “I have time slips that are just ten minutes apart.”

The 632 carries the combination of Edelbrock Big Vic heads and a specially designed Jesel valvetrain aimed at working with these heads.

“The Jesel valvetrain in the engine held up quite well, and the Red Line Lubricants did their job” Hall said. “The car was pretty much dead on.”

“Everything worked well under the conditions,” Hall admitted. “It was a good day. We’re still working to get the car a bit quicker, but it was reliable.”

In the world of bracket racing and fast drag racing competition, consistency is king.
 

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