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Home > LATEST STORIES > Smoke Machine—Jamey Flannery shreds tires in his 1960 Ford F-100 with a NASCAR-spec engine from ROUSH Competition Engines

Smoke Machine—Jamey Flannery shreds tires in his 1960 Ford F-100 with a NASCAR-spec engine from ROUSH Competition Engines


Written By Steve Turner
Photography courtesy of ROUSH Competition Engines

Everyone loves a good burnout, but some people definitely take the appreciation of billowing clouds of rubber smoke to a whole different level. One such smoke show enthusiast is Jamey Flannery, who built a classic Ford truck with the mission of shredding tires in style.

Having raced in the Lucas Oil Off-Road Racing Series Pro 4 with his truck, Flannery wanted to put the kind of power he utilized on the racetrack to use on the street and in various burnout competitions. To that end, he turned to the experts at ROUSH Competition Engines for a race-bred powerplant that would have no trouble achieving his goal.

“He used to race back in the day in the Chevy Thunder trucks, so he had this old truck and they did the build and he had an engine leftover from his Pro 4,” Ron Sharp, Program Manager, Competition Engines at ROUSH Competition Engines, explained. “And he’s like, I want to put a carburetor on it. And I want to be able to do burnouts. And I want to be able to enter the burnout contest. And I want to be able to drive it all over the neighborhood.”

Mike Kasch, an engine builder at ROUSH Competition Engines, spearheaded this engine project. The result was an all-out race engine powering Jamey Flannery’s streetable burnout machine — a 1960 Ford F-100.

If you aren’t familiar with the Pro 4 class, it was the top-tier class in the series’ short-course, off-road racing. It featured relatively open rules, but did mandate a spec-fuel injection system, so Flannery wanted to unleash the full potential of the combination for his burnout machine.

“The carburetor is always worth 10 to 15 horse—every time. I remember back in the Hot Street days, we’ve tried and tried and tried with the fuel injection with Robbie Blankenship, and we just couldn’t,” Sharp reflected. “We were always down 18 to 20 horse. Now, since then, they’ve come out with the different types of fuel injection systems where they’re more like a carburetor. Robbie’s car now has got the Holley system on there and the thing works perfectly. So, it’s come a long way since 2010 or whenever we did that test.”

The foundation for this monster build is the RY45 Series Engine Block from Roush Yates. Cast from 357 T-6 aluminum it is built to minimize the need for machining. It features four-bolt, steel, splayed main caps and a cast-in cam tunnel design that allows for a 4-inch-stroke crankshaft. Its cam seal and thrust bearings are housed in the cam retainer, but most interesting for an application like this one, its NASCAR origins called for improved oil scavenging and integral oil supply for piston and spring cooling. It also features ample cooling passages.

Obviously, technology progressed immensely since the Hot Street days, but the powerplant for this tire-burning truck has its origins in the NASCAR ranks. The RY45 engine traces its origins back to the Ford FR9 engine that debuted in NASCAR back in 2014. However, while the FR9 is a cast-iron piece, the RY45 is based on an all-aluminum block meant to be paired with RY45 cylinder heads and a matching intake available from Ford Performance partners Roush Yates Engines, which is obviously closely connected with ROUSH Competition Engines.

While the major hardware comes from Roush Yates, rounding out the engine means calling on a familiar list of aftermarket stalwarts.

“You can buy all the rest of the components through, you know, Bryant crankshaft and a Daily pump and COMP sells cams now and Jesel sells all the valvetrain components, but you can buy the block, the heads, and the intake manifold all out of the Ford Performance catalog,” Sharp said.

Designed to top the RY45 block are these RY45 aluminum cylinder heads, which were based on the FR9 NASCAR heads, designed for a single cast intake manifold. They are designed to directed flow toward the center of the manifold by tipping in the end runners. They have improved the water flow as well.

As you see illustrated in the photos here, the team at ROUSH Competition Engines, under the direction of Sharp, created quite an aggressive powerplant for this street-driven hauler. Mike Kasch performed the engine building duties, while Ken Kopas put together the cylinder heads for the project. They all got an assist from Jeff Couch, which keeps the shop humming.

Though there might have been a reason to tame the compression and camming to make it a bit more streetable, that wasn’t the plan for this powerplant.

“It ended up making like 930 horsepower (in Pro 4 trim), I believe. He said, ‘No, I want exactly what I have that way. When I do a burnout in front of somebody’s house or even at a party, I can tell him, I just did a burnout with my Pro 4 motor,’” Sharp recalled of the truck owner’s goals.

One thing’s for sure, it won’t be short on horsepower when Flannery fires up his F-100 and lights up the tires. There is no doubt you are in for a heck of a smokey celebration, so tell the neighbors if they want one of their own, ROUSH Competition engines can supply the motivation.

“This truck is a killer combination,” Dennis Corn of ROUSH Competition Engines added. “Not exactly practical, yet, quite satisfying!”

Feeding abundant airflow to the RY45 heads is the companion intake manifold. With a long-runner layout, this intake is designed for muscular torque and a wide powerband.
Rounding out the heads are a set of ROUSH Raptor rocker arms and valve springs that acuate robust Trend pushrods.
RCE turned to the specialists at COMP Cams for a custom-grind solid-roller camshaft, which shares the same specs the bumpstick in a Lucas Oil Off-Road Racing Series Pro 4 engine.
A billet timing cover seals in a belt drive, that spins the engine’s custom camshaft.
To clear the required shaft-mount rocker arms, these engines require a custom, 351 Cleveland-style valve cover.
Because it is engineered for racing, the RY45 is meant to run a dry-sump oiling system. For Flannery’s smoke-maker, RCE set it up with a six-stage Daily system that pumps Amsoil 15w-50.
To keep the party going at 7,500 rpm during those extended burnout sessions requires rugged internals. RCE deployed Carrillo steel connecting rods swinging Gibtec pistons.
The RY45 is a Cleveland-style block, which is paired with Roush Yates RY45 cylinder heads. The RCE crew race-prepped the block with all the needed machining and set it up with a 4.255-inch bore.
Rounding out the rugged internals is a Sonny Bryant forged crankshaft with a 3.670-inch stroke.
Kasch slides in the custom Gibtec slugs delivering a stout 14.5:1 compression ratio.
After bolting on the ATI crank damper and timing belt drive, Kasch optimizes the performance of this combinations by degreeing the COMP camshaft. Then he bolts on the front cover and billet timing cover.
After bolting on the ATI crank damper and timing belt drive, Kasch optimizes the performance of this combinations by degreeing the COMP camshaft. Then he bolts on the front cover and billet timing cover.
With the cam sorted, Kasch applies assembly lube to the Jesel solid lifters and slides them into the lifter bores, which were finished by RCE during the machining process.
The aforementioned RY45 heads receive a full CNC port job and a complete valve job, which blends the seat all the way to the port. Their valve guides and seats are installed and they are machined for the Roush Yates rocker arm mounting pattern.
Speaking of rocker arms, Kasch installed the ROUSH Raptor rocker arms and valve springs, with the latter complemented by Del West Titanium valves and retainers.
Before dropping on the intake manifold, Kasch installed the RY45 cast water manifold, which channels coolant from the heads to the radiator. In connects via an O-ring seal, banishing both leaks and sealant.
Heading to the dyno cell, Kyle Carrothers and Matt Brehmer of RCE made the magic happen. The engine fires with an MSD ignition feeding spark to NGK plugs. It burns VP Racing Fuels Late Model Plus gas fed through an 830-cfm KB four-barrel carburetor. With the tuning dialed in this naturally aspirated combo delivered an impressive 907 horsepower and 671.7 lb-ft of torque.
With that kind of power under the hood, Flannery’s patina’d pickup is sure to be the life of any burnout party.


ATI Performance Products
(877) 298-5039

(949) 567-9000

(800) 999-0853

Daily Engineering
(951) 296-2110

Del West Engineering
(800) 990-2779

Ford Performance

(303) 243-3340

(732) 901-1800

ROUSH Competition Engines
(734) 779-7006

Sonny Bryant
(714) 535-2695

(586) 447-0400

VP Racing Fuels
(210) 635-7744