Bernard---You asked about how the bottom end of the TR engine holds up
when making horsepower of 'around 200'.
This is a loaded question, so I'll give you the loaded answer. It
depends...On how hard you drive it, how well the engine was assembled,
and mostly what method was used to get the "200." Typical hot-rod
methods, such as super-high compressions, radical camming, sometimes
unreliable carburetion, and such is by far the kind of hp building that
lets you get to rebuild the engine often enough so you don't forget how
to do it. The bottom end of the TR motor, thankfully, is not prone to
self-destruction. High revs, sustained and frequent, can take their toll
on the crankshaft by snapping off at the flywheel. This area can be
beefed up, and certain rpms avoided once it is known. This could be a
book, so I'll go back to how this topic started...
Forced induction, when done properly and monitored, can produce the most
horsepower, and is the 'easiest' on the motor. Not that you can't break
such a motor, but easiest because it runs normally aspirated
(non-boosted) much of its life. At least on the street. Whereas a
lumpy, thirsty, always threatening-to-overheat hot-rodded engine is like
a ferocious dog. Looks good, sounds bitchin', and intimidating when
next to you at a stop light. And makes for great conversation.
Forced induction motors generally don't sound like much, and can look
strange. They just happen to be able to beat the pants off of the
bullies with the rolled up fenders with a pack of Lucky Slicks hanging
out.
If a conclusion is possible here, it would be that in one's automotive
life time, one should try both.
Dick T.
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