Engine Builder

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>Gaskets 2013 APRIL

EngineBuilderMag.com

>Heads & Bolts

>Valvetrain

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Contents 04.13

Features

ON THE COVER

Green Strategies Guide

Performance Gaskets

Many performance engines are capable of making several times as much horsepower as a stock engine of comparable displacement, so the head gaskets must be durable enough to withstand the higher pressures. Technical Editor Larry Carley takes us through construction to surface finish ........18

We celebrate Earth Day in April, so we thought it would be a good time to look at ways to green-up your shop while saving some green. Our Green Strategies Guide addresses the real world concerns and success stories of engine builders in several important categories, including Cleaning Techniques and Equipment, Recycling Scrap and Precious Metals, Handling Shop Waste and Efficient Shop Operations ........................................26

18 Seats & Guides

There is no such thing as a typical valve job. Every job is unique. Cylinder heads with worn or burned valves, worn or loose valve seats, and worn or loose valve guides must be brought back to spec. Contributing Editor Bob McDonald investigates the materials and best practices for returning these components to service. ..............................................45

Columns

Diesel Motorsports ......................14

45

By Contributing Editor Ron Knoch Are You Ready For a Diesel Resurgence?

Machine Maintenance ..................68

Cylinder Heads & Bolts Whether for the street or track, there is an aftermarket cylinder head for more applications than ever before, and holding them down is one of the more challenging tasks. Contributing Editor John Carollo guides us through the choices. ..........52

52 Rockers, Pushrods and Springs Rockers, Pushrods and Springs – they are three of the most important components in a performance engine. Senior Executive Editor Brendan Baker talks to valvetrain experts about selecting the right components for your build. ........61

61 COVER DESIGN BY NICHOLE ANDERSON

26

By Contributing Editor Dave Monyhan Going Green Not Just for the Irish

Final Wrap....................................76

By Associate Publisher/Editor Doug Kaufman Not Quite a Full Pull – A Final Hook for an Old Friend

DEPARTMENTS Industry News......................................................6 Events ..................................................................4 Shop Solutions ....................................................12 2013 Supplier Spotlight ........................................70 Cores/Classifieds/Ad Index ..................................74

ENGINE BUILDER founded Oct. 1964 Copyright 2013 Babcox Media Inc.

ENGINE BUILDER (ISSN 1535-041X) (April 2013, Volume 49, Number 04): Published monthly by Babcox Media Inc., 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874. Periodical postage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Send address changes to ENGINE BUILDER, 3550 Embassy Parkway, Akron, OH 44333.

A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, Ext. 275, to speak to a subscription services representative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89 for one year.

Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via air mail: $129 for one year. Payable in advance in U.S. funds. Mail payment to ENGINE BUILDER, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted. Publisher reserves the right to reject any subscription that does not conform to his standards or buying power coverage. Advertising which is below standard is refused. Opinions in signed articles and advertisements are not necessarily those of this magazine or its publisher. Diligent effort is made to ensure the integrity of every statement. Unsolicited manuscripts must be accompanied by return postage.

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Events

Industry Events May 1-3 AAIA Spring Leadership Days Bonita Springs, FL www.aftermarket.org

May 14-16 EASTEC 2013 Eastern States Exposition, W. Springfield, MA www.easteconline.com or 313-425-3000

May 16 AERA Tech & Skills Regional Conference Hosted by MAHLE and Driven Racing Oil Childress Racing, Welcome, NC www.aera.org or 888-326-2372

May 21-22 Global Automotive Aftermarket Symposium (GAAS) Hyatt Regency, Chicago, IL www.globalsymposium.org

May 22-23

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Aftermarket eForum 2013 Hyatt Regency, Chicago, IL www.aftermarketeforum.org

June 2-4 SME 2013 Annual Conference Baltimore, MD www.sme.org/conferences or 508-743-8544

June 8 AERA Tech & Skills Regional Conference Hosted by Liberty Engine Parts Pittsburgh, PA www.aera.org or 888-326-2372

June 22 AERA Tech & Skills Regional Conference Hosted by National Performance Warehouse Los Angeles, CA www.aera.org or 888-326-2372

September 18-20 68th Annual PERA Conference Dallas, TX www.pera.org or email: nancieboland@pera.org

For more industry events, visit our website at

www.enginebuildermag.com or subscribe to

www.aftermarketnews.com.

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Industry News

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PERA Fall Convention in Dallas to Include Tour of Cowboys Stadium The 68th Annual Production Engine Remanufacturers Association (PERA) Conference will be held Sept. 18-20 in Dallas, TX, and will include tours, tech sessions and a trip to Dallas Cowboys Stadium.

For the first time, PERA will join with the Engine Builder’s Association (AERA) to hold an AERA Tech and Skills Conference on September 18.

The tabletop displays and tech seminars will be held at AER Mfg.’s remanufacturing facility.

The Conference will be held at the Westin Galleria Dallas Hotel. A limited number of rooms have been reserved in the PERA block and reservations can be made by calling 800-627-8536 and asking about the PERA Annual Conference.

For more information and a preliminary Conference program, visit www.pera.org/calendar.htm. Complete schedules of conference events will

be posted in these pages and at www.enginebuildermag.com.

Ford Invests Millions in Cleveland Engine Plant to Build EcoBoost Engines Ford Motor Co. recently announced it will invest nearly $200 million and add 450 new jobs when it moves production of the 2.0L EcoBoost engines for North American vehicles from Valencia, Spain, to Ford’s Cleveland Engine Plant. The investment comes as a result of rising demand for the 2.0L EcoBoost engine.

“This is our One Ford plan at its best – giving customers the power of choice to decide which fuel-efficient engine is best tailored to their needs,” said Joe Hinrichs, Ford president of The Americas. “Cleveland Engine Plant was the first to produce EcoBoost engines and will continue to be a cornerstone of Ford's strategy to deliver affordable fuel economy for millions.”

The investment in Cleveland will

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shift North American production to Ohio, while Ford’s Valencia Engine Plant will remain the exclusive production location of the 2.0L EcoBoost for Ford of Europe-built vehicles. Valencia will continue to produce and ship parts for these engines to North America.

The 2.0L EcoBoost engine to be built in Cleveland is currently available in the Ford Explorer, Edge, allnew Escape and all-new Fusion, Focus ST, Taurus and new Lincoln MKZ and MKT Livery.

Teen Dirt Late Model Driver Wins $50K ‘Search for a Champion’ Grand Prize Bobby Pierce, a 16-year-old high school student from Oakwood, IL, one of the nation’s top Dirt Late Model drivers, is the $50,000 grand prize winner in the “Search for a Champion” racing sponsorship contest from Federal-Mogul’s Champion Spark Plug brand. A sophomore at Oakwood High School, Pierce was

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one of 15 finalists selected from hundreds of entries in the popular contest, which requires participants to submit a two-minute video describing how a Champion sponsorship will help them dominate the competition.

Finalists and the grand prize win-

ner were selected on the basis of votes received at the www.AlwaysaChampion.com website as well as through input from NASCAR Sprint Cup driver and Champion spokesperson Kevin Harvick. Pierce, currently ranked fourth in points in the Lucas

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Oil Dirt Series, garnered more than 13,000 of the total 114,000 votes cast in the contest. Finalists represented virtually every form of engine-driven racing, including circle track, drag race, motocross, boat and snocross competition.

“Bobby looks, acts and drives like a champion, and his video projected the passion that’s required to build and maintain a successful racing career,” Harvick said.

Pierce’s passion for racing comes naturally: His father is National Dirt Late Model Hall of Fame driver and professional car builder Bob Pierce, who was among the most successful Super Dirt drivers of the 1980s and ’90s. His mother, Angie, and sister, Ciara, are members of his crew.

In addition to the $50,000 grand prize sponsorship, Bobby also receives $5,000 for being one of the 15 finalists in the Champion contest. In total, Federal-Mogul awarded $125,000 to grassroots drivers who entered the 2013 “Search.”

“Search for a Champion has become the top sponsorship program of its kind for the grassroots racing community,” said Michael Proud, director of marketing, North America, FederalMogul. “Champion Spark Plugs are part of the fabric of amateur and professional racing in North America, from kart racing and local dirt tracks to the leading Sprint Cup programs. This contest is an example of the many ways Federal-Mogul and the Champion brand continue to invest in this important legacy.”

To learn more about Bobby and to follow the success of his Championpowered No. 32 Dirt Late Model car, visit www.bobbypierceracing.com, connect with him on Facebook and Twitter (@BobbyPierce32), and follow his blog, www.smoothoperator32.blogspot.com.

Elgin Industries Receives Top Supplier Awards from GM, John Deere Elgin Industries recently received the Platinum Supplier Status award for Outstanding On-Time Shipping Performance from General Motors Customer Care and Aftersales. This award recognizes Elgin for consistently performing above expectations and continuous excellence in supplying parts Circle 8 for more information 8 April 2013 | EngineBuilder

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Industry News

to General Motors.

Elgin’s ultra-modern, fully integrated manufacturing complex has earned a broad range of quality awards and certifications from leading customers in the automotive commercial vehicle markets.

“GM’s Platinum Award recognizes our dedication to supplying the highest quality engine parts in a timely manner,” said Bill Skok, president, Elgin Industries. “This is a highly respected award, and it recognizes our commitment to the category.”

In addition, Elgin earned recognition as a Partner-level Supplier in the John Deere Achieving Excellence Program. The Partner-level status is Deere & Company’s highest supplier rating.

The Elgin, IL-based company was selected for the honor in recognition of its dedication to providing products and service of outstanding quality as well as its commitment to continuous improvement. Company employees accepted the recognition during formal ceremonies held March 5, 2013.

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Elgin is a supplier of internal engine components to John Deere’s operations in Waterloo, Iowa, as well as Mexico, France and Argentina.

Suppliers who participate in the Achieving Excellence program are evaluated annually in several key performance categories, including quality, cost management, delivery, technical support and wavelength, which is a measure of responsiveness. John Deere Supply Management created the program in 1991 to provide a supplier evaluation and feedback process that promotes continuous improvement.

Elgin Industries is a Tier One supplier of original equipment engine and chassis components to organizations such as Chrysler, Deere & Company, Ford, General Motors, Harley-Davidson, Mack, and Navistar, and a leading, all-makes/all-models supplier of replacement automotive and heavyduty parts.

For more information about Elgin Industries, visit www.elginind.com.

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Oliver Racing Parts Names Ted Keating VP of Business Development & Sales Oliver Racing Parts, manufacturers of connecting rods for motorsports and other high-performance vehicles, has hired automotive aftermarket sales executive Ted Keating as vice president of business development and sales.

Keating will be responsible for growing Oliver’s business at a time when the company has made significant infrastructure upgrades in order to expand its product lineup of aftermarket racing parts, including high-performance connecting rods.

“Ted has a proven track record of growing a high-performance parts business and improving profits,” said Joseph A. Moch, president and CEO of Oliver Racing Parts, which is celebrating its 30th anniversary. “He also brings ‘added value’ with his experience in production and operations.

He’s a great addition to the team.”

Keating joins Oliver from United Engine and Machine, where he has

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been national sales manager. Prior to 2012, Keating spent 15 years as general manager for Dart Machinery, where he oversaw all aspects of Dart’s operations, including production, quality management, R&D, customer service, marketing and advertising.

For information, visit www.oliverconnectingrods.com.

SEMA Opens Housing Services for 2013 Show, Guarantees Lowest Rates The 2013 SEMA Show is still several months away, but showgoers may now secure hotel rooms from the official SEMA Housing Services at www.SEMAShow.com. Available through Travel Planners, the reservations come with guaranteed low rates and perks such as no resort fees.

“We know that showgoers are busy, and securing a hotel room shouldn’t be a time-intensive job,” said Peter MacGillivray, SEMA VP of events and communications. “By using the official SEMA Housing Services, attendees and exhibitors can rest assured that they are working with a legitimate company and paying the lowest rates.”

To secure rooms through the official SEMA Housing Services, reservations should be made from the SEMA Show site www.SEMAShow.com and include the official housing seal. Travel Planners also can be reached directly at 800221-3531 or 212-532-1660.

SEMA Show registration opens in May and will also be available at www.SEMAShow.com.

GM to Invest $332 Million in Ecotec Engine Plants According to a Reuters report, General Motors plans to invest more than $330 million in four manufacturing sites in North America to produce more fuel-efficient engines and transmission systems.

GM has already announced $1.2 billion in investments in its plants and is planning to invest $1.5 billion in those plants this year.

The investments will boost production of a new Ecotec small gas engine, a new V6 engine, eight-speed transmission and tooling for an existing sixspeed transmission.

The company is also raising its powertrain investment in two Michigan plants by $46 million to support production of the new Ecotec V6 engine, according to reports. ■ Circle 11 for more information EngineBuilderMag.com 11

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Making Your Own Piston Ring Compressor

Multi-Tasking: V8 Torque Plates on V6 Engines

Some customers have been asking me for piston ring compressors in sizes we do not carry. My suggestion to them is to do what I do.

Look in a cylinder sleeve catalog and find one that is close to the ID of the job you’re working on. Place the sleeve in a lathe, cut off the length needed and chamfer the edges. Now you have the piston ring compressor you need! Not only does this save you a ton of money in the long run, but in some cases you can make two or three ring compressors from one sleeve at a cost of only $10 to $20. It takes some time to make, but it is worth the time if you are a budget builder.

Paint your new compressor with Glyptal and it will last a long time, at least until it is dropped, and then you can make another one from the same sleeve you started with.

Roy Maloney Engine & Performance Warehouse Houston, TX

Save money by using your V8 torque plates on V6 engines. I know for a fact that the small block V8 Chevy torque plate works great on V6 Chevys.

Norm Johns Norms Auto Machine Petaluma, CA

Sanitary Gasket Removal

Yet Another Way To Remove Broken Bolts

Various companies, including 3M, offer a “backing pad” system to mount a non-marring abrasive pad to any 1/4˝ die grinder. The key advantage of this method of gasket removal is that the soft abrasive pad does not remove the metal or aluminum from the parts being cleaned.

The old method of scraping, especially on softer aluminum parts, creates metal shards that can get into the crankcase or oil system and contaminate the internals of the engine being rebuilt/repaired.

To further guarantee a sanitary job, a shop vacuum can be used to catch any material that may otherwise land in the engine while you are removing any silicone or cork from the part being repaired. This is a quick and simple solution to unwanted material getting into your engine.

Rob Wood Engine & Performance Warehouse Anaheim, CA 12 April 2013 | EngineBuilder

Finding the Center of Your Workpiece Quickly Here is a quick way to find the center of a workpiece using inches with fractions: First, take the OD measurement of the piece in inches and divide by 2.

Then multiply the denominator of the fraction by 2.

Example: Find the center of 7-5/8.

Solution: 3-1/2 (3-8/16) plus 5/16.

Answer: 3-13/16.

It’s simple and no calculator is required.

Lee Johnson Pro Performance Denver, CO

drill bits in them. It can save you a lot of wasted drilling, grinding and chiseling time, not to mention the cost of drill bits and carbide burrs.

First, depending on if the bolt or stud is broken off flush or recessed below the surface, you will need to grind the exposed part with a grinder just enough for a clean surface. Next, take a nut and place it over the broken bolt or stud. Place a slightly larger nut over the bolt you are removing; for example place a 7/16˝ nut over a 3/8˝ bolt. Weld the nut to the broken bolt or stud, let it cool, then remove. In some cases, if the broken bolt or stud is recessed it helps if you build up the surface with weld prior to welding the nut on. This is also helpful when you are removing broken bolts in the vehicle.

Be patient and you will be surprised how easy it actually is.

Paul Mariana Mardinly Motors Broomall, PA

Manufacturer Shop Solution

Centering LS Chevrolet Oil Pump on the Crankshaft

For stock applications, placing the oil pump onto the crankshaft and inHave you ever had a customer bring stalling the oil pump mounting bolts in a block or cylinder head to have will provide adequate alignment of work done and he says, “by the way, the oil pump to the crankshaft. For can you get the broken bolt out?” performance applications, the alignAfter a closer look you see he has already tried to remove it, and to make it MILESTONES IN THE WIDE WORLD OF WHEELS: worse, he broke an 1891 - First Auto Accident In The easy-out U.S. happened In Ohio City, OH. in it.

Someone ran into a hitching post.

I have found an 1909 - First Paved Concrete easy way Road In The U.S. was Woodto remove ward Ave in Detroit, MI. One these bromile of concrete pavement was ken bolts poured on a base of wooden or studs, planks. including ones that 2012 - First Time One Billion Cars Ran On The have broRoads Of The World. If you happen to live in Southern California, they all seem to ken easybe on the 91 Freeway at 5pm. outs or

FACTOID OF THE MONTH

12-13 Shop Solutions 4/18/13 9:38 AM Page 13

ment of the oil pump can be more closely controlled by following the steps outlined below: 1. With a quality Torx bit, remove seven oil pump screws.

2. Remove rotor assembly from the housing, checking for chamfer on outer rotor.

3. Install pump housing over crankshaft and install the four pump to block bolts finger tight.

4. Lubricate and install inner and outer rotors into housing over the crankshaft.

5. Install three shims (.0015˝ to .002˝) equally spaced between the inner rotor and splined pump drive to center inner rotor on pump drive.

6. Install three shims (.002˝ to .003˝) equally spaced between the pump housing and outer rotor to center the outer rotor. Crankshaft rotation may be necessary.

7. Tighten pump housing mounting bolts to 18 ft.lbs. (2.5 Nm) in a star pattern sequence.

8. Remove the shims, install pump cover and screws with a drop of Loctite 242 on the threads (use sparingly), tighten screws to 80-106 in.lbs.

(9-12 Nm).

Mike Osterhaus Product Development Manager Melling Tool Co. Jackson, MI ■

Shop Solutions – The Power of Knowledge Engine Builder and Engine Pro present Shop Solutions in each issue of Engine Builder Magazine and at enginebuildermag.com.

The feature is intended to provide machine shop owners and engine technicians the opportunity to share their knowledge to benefit the entire industry and their own shops.

Those who submit Shop Solutions that are published are awarded a prepaid $100 Visa gift card.

Engine Pro is a nationwide network of distributors that warehouse a full line of internal engine components for domestic and import passenger car, light truck, heavy duty, industrial, marine, agricultural and performance applications.

They also produce engine parts under the Engine Pro name that offer premium features at an affordable price.

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EngineBuilderMag.com 13

Diesel Motorsports

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Ready for a Diesel Resurgence?

Crackdown on emissions bypassing could lead to increased engine work

D

iesel engine building will soon see an increase in numbers – very soon!

Why do I say that?

In an effort to eliminate smoking engines and reduce emissions, the EPA came down hard on tuner manufacturers just a few months ago, issuing warning/cease notices on diesel particulate filters (DPF) and EGR delete tunes/kits. This crackdown affects diesel trucks from 2008 and newer with OEM DPFs and EGR emissions equipment.

Bypassing the OEM emissions equipment, diesel trucks can get 1920 mpg (16-18 mpg under load).

With the emissions equipment left on the trucks, these vehicles average 12-13 mpg (about 8-9 mpg under load).

You may be scratching your head about these calculations – doesn’t this mean newer diesel trucks will use almost double the fuel with the OEM equipment left installed? And won’t burning twice the fuel cause more pollution, more fuel cost, more processing to make the fuel and more trips to the station to get fuel?

This is why I believe we are going to see a resurgence of older trucks that will need rebuilt engines. Consumers will want to keep their older diesel trucks in order to get more power and miles per gallon – and they’ll be willing to invest in the engine build to get what they want.

Now your opportunity exists to add to the build and make them happier about their diesel engine choice.

New technology has been implemented by National Association of Diesel Motorsports (NADM) partner

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companies for the diesel community since the OEM equipment was originally bolted on the truck. MAHLE Clevite has new lightweight steel pistons that can withstand the heat and heavy use. Their sister companies have other great products for builds like Victor Reinz’s gasket/rebuild kits and Clevite’s bearings for the diesel trucks.

With the big power of new diesel trucks, they require extra heavyduty components, and Carrillo offers some of the toughest rods in the industry, made to fit perfectly and perform for many years. Another quality company that stands behind their parts is ARP, no one makes better head studs and other bolts needed for rebuilds.

Some of our diesel performance part suppliers have specialized engine parts designed for performance in high horsepower diesel engines as well. Industrial Injection has many customized parts that will reinforce the block and engine components during high torque and horsepower use. Its girdle engine block kits are a must if your customer wants to build more than 600 hp. Plus, for those needing custom turbos and injectors, Industrial Injection is BorgWarner’s largest Master WD in the country.

These are just a few cases – there are actually many different options available if you know where to look.

However, networking can be difficult if you are tied to the shop all of the time trying to complete jobs in order to get paid.

You must stop for a moment and ask yourself how you can expand your business to include new

CONTRIBUTING EDITOR Ron Knoch rknoch@enginebuildermag.com

prospects and more profitable jobs.

Upselling is always easier than selling a less expensive product. There will always be someone cheaper out there, and your profits will continue to shrink.

Adding value to a job gives your shop credibility and makes the consumer willing – even eager – to spend more for the work they want.

Example: “Well yeah, I CAN build that motor to match the other guy’s lowball price, but did you know that for just a few dollars more you could get the next step up that would make your engine go another 75,000 100,000 miles? And it won’t take any more time than the other build!”

Quality is a frame of mind that helps you sell with confidence – consumers can see it and will want the quality. If you are always quoting cheaper parts and downplaying quality do you really think they will feel good about choosing you to do the work?

Upselling is always the answer in a consumer market and this is no exception. The diesel crowd wants “Made in America” and quality parts with a company that stands behind them.

I know of two companies that make parts for diesels in the U.S. and they both only have 2-year warranties. However, they carry the highest marks for standing behind their products even past the two years if it involves product quality issues.

On the other hand, I know of companies that offer lifetime warranties but don’t stand behind their warranties or help the consumer

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Column with faulty equipment when they call in for help. Multiple excuses and/or no callbacks are the usual response from these companies.

Represent your business best by buying and installing quality products from reputable companies who you know can help you when you need it.

It doesn’t do you much good when you install a part or engine on a consumer’s vehicle only for him to return in a few weeks for you to redo the work for free! Sure the part is usually a switch out, but look at your lost labor and time.

Diesel engines are built for longevity and if proper maintenance is performed they can last a long time.

Make sure you keep a log record either by hand or computer as to whether your customer needs maintenance and when, then call or send him a notice to get to your shop. This makes you look professional and you are giving him/her personal service!

Again, it may be work that you are not used to doing but your business will grow when you spend the time to

16 April 2013 | EngineBuilder

“Represent your business best by buying and installing quality products from reputable companies who you know can help you when you need it.” properly service and market to the customer. Do you have banners of the products you rely on hanging around your shop? Many of the manufacturers offer these for free or low cost if you ask for them. Do you have your industry credentials displayed at the shop or your employee’s credentials?

Consumers are now looking for validation that they are spending their money at a reputable and stable business so if there is trouble they feel good about coming back for repairs or maintenance.

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I’m voicing some of the basics here based on calls I’ve taken from diesel consumers asking these questions for recommendations on where to take their trucks.

They may be basics that we all take for granted but you should be asking yourself these simple questions about your business. Am I doing the right things to attract customers to my business in order to do the work that is needed by diesel consumers?

We will attempt in future issues to go over some diesel performance issues, and also detail items that surround diesel engine building and service for the shops.

Yes, it’s very hard work but no one said it would be easy. We hope we can help you network with some new suppliers along the way. ■ Ron Knoch is president of DIESEL Motorsports, a marketing company for the diesel industry that is also the only sanctioning body for diesel motorsports. For more information and a scchedule of events, visit www.DIESELmotorsports.US.

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Feature

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TECHNICAL EDITOR LARRY CARLEY LCARLEY@BABCOX.COM

Performance Gaskets & Surface Finishes A performance engine is only as reliable as the gaskets and surface finish used to seal it

T

he most critical engine gaskets are the head gaskets since they have to withstand the heat and pressure of combustion. And unless the engine is a drag motor with a solid billet or filled block, the head gaskets also have to keep coolant out of the cylinders.

Many performance engines are capable of making several times as much horsepower as a stock engine of comparable displacement, so the head gaskets must be

18 April 2013 | EngineBuilder

durable enough to withstand the higher pressures. Head lift is probably the most common cause of head gasket failure in a performance engine, and some engines are worse than others (such as Ford small blocks). The amount of head lift an engine experiences depends on combustion pressures as well as the number and pattern of the head bolts, the size of the head bolts, and the rigidity of the block and heads.

When a gasket manufacturer is

developing a new gasket for a high power application, they will typically map the areas on the head and block sealing surfaces to determine where clamping loads are highest and lowest, and where head lift may be affecting the seal.

They then devise a gasket that may have extra embossment, shims, reinforcing layers or raised sealing beads in problem areas so the gasket doesn’t lose its seal or fail.

Crushing is one of the toughest challenges to overcome, and is a common cause of head gasket failure. Hot spots such as the area between the siamese exhaust ports in small block Chevy heads cause the head to swell more in this area.

Aluminum heads can make the crushing problem even worse because aluminum expands at a higher rate than cast iron. If the gasket is not designed to withstand the crushing forces in the hot spot areas, it may permanently deform, lose its seal and fail.

Heat is the enemy, so the hotter the engine runs the greater the crushing loads on the head gasket.

It’s not unusual for a The polymer coating is blue and silkNASCAR engine to screened to coat just the areas requiring run as hot as 260 to fluid seal help. The elastomer is expensive 270 degrees F or and cost savings are achieved by using it higher during a race. just where it is needed.

Partially covering the

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MLS head gaskets are made of several layers of embossed stainless steel (most are 3 or 4 layers thick, but some have more). A thin coating (.001˝ to .0015˝) of nitrile rubber or Viton is used on the external surfaces as well as between the layers to provide maximum sealing.

grille opening with duct tape is a common trick pit crews use for improving aerodynamics, but the trade-off is less airflow to the radiator and higher engine temperatures. These guys are running right on the ragged edge, so anything that causes the engine to overheat can cause big problems very quickly. A piece of track debris such as a discarded hot dog wrapper that ends up clogging the grille may obstruct airflow enough to cause the engine to overheat and blow. It’s happened more than once.

Even in a street performance application, overheating can cause a head gasket to fail. Most stock gaskets can safely handle a modest increase in horsepower without any ill effects. But with big power adders such as a blower, turbo or nitrous oxide, or a significant increase in displacement with a long stroker crank, the resulting power levels may be more than a stock gasket can handle.

Detonation and pre-ignition Circle 20 for more information

can also create problems in a performance engine is the fuel mixture goes lean. Most performance engines are running a relatively high compression ratio compared to a stock engine, and boosted engines create even more pressure in the cylinders. Consequently, if the fuel octane isn’t high enough or the fuel mixture goes lean, the engine can do into detonation/preignition and self-destruct rather quickly. Usually the engine will burn a piston before it blows a head gasket fails, but mild detonation over time can crack the combustion armor on a head gasket.

Contributing factors that can cause detonation/pre-ignition and head gasket failure include too much spark advance and any cooling problems that cause the engine to run too hot.

When to Upgrade to a Performance Head Gasket A rule of thumb for performance engine building is that if you are doubling an engine’s power output, or are going much over 550 to 600 hp, you should upgrade to some type of aftermarket performance gaskets. Upgrades usually re-

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quire no additional modifications.

You just swap a performance MLS gasket for the stock head gasket.

Composition gaskets can usually handle up to 600 hp or so. Stock MLS gaskets can usually handle more, depending on the applications. But for serious increases in power, you need to upgrade to a purpose-built performance MLS head gasket.

Performance MLS gaskets often feature special embossments, higher temperature coatings and other design innovations for specific engine applications that help them handle higher temperatures and loads.

Some of these MLS gaskets use a more gradual radius on their embossments to reduce stress and improve conformability so the gasket will evenly distribute load across the contact area. Some MLS gaskets destined for performance applications may also undergo a special stress relieving treatment to improve their durability and ability to retain torque.

Most aftermarket gasket suppliers offer some type of MLS head gasket for popular performance applications such as SB/BB Chevy, SB/BB Ford, SB/BB Chrysler, and even some sport compact engines.

MLS gaskets have become the “go to” gaskets for racing and street performance engines because they can handle just about anything. The only exception today is Top Fuel and Blown Alcohol dragsters and funny cars which are still running copper shims and O-rings. But who knows? MLS gaskets may even find a niche here someday.

One manufacturer told us their latest performance MLS gasket (which has four layers and a special laser welded stopper layer) has been successfully used in a 3,300 hp big block Chevy.

Surface Finish Requirements MLS head gaskets are made of several layers of embossed stainless steel (most are 3 or 4 layers thick, but some have more). A thin coating (.001˝ to .0015˝) of nitrile rubber or Viton is used on the external surfaces as well as between the layers to provide maximum sealing. Most Circle 22 for more information 22 April 2013 | EngineBuilder

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aftermarket MLS gaskets can handle surfaces finishes as rough as 60 to 70 Ra microinches, but some specify a smoother finish of 30 to 50 Ra. Smoother is always better, and if you can get the finish down to the low teens or even single digit, great!

But for most applications, a surface finish in the 20 to 30 RA range is more than smooth enough for a performance MLS gasket.

If you are building a street performance engine that has a cast iron block and aluminum heads, and are using conventional steel/fiber com-

PG 45 >> Seats & Guides

PG 52 >> Heads & Bolts

Installing gaskets that have compression-limiting grommets can prevent crushing and gasket damage. Use a sealer and/or adhesive on cork and composite gaskets, but do not use sealer on rubber or coated gaskets.

posite head gaskets or expanded graphite head gaskets, the surface finish should ideally be 60 to 80 Ra (360 to 480 Rz). Don’t go smoother than 40 Ra (240 Rz) or rougher than 100 Ra (600 Rz) with a composition gasket. Rougher surfaces limit gasket conformance, while smoother surfaces increase the tendency for gaskets to flow, reducing the gaskets blow out resistance.

If you are using a stock MLS head

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gasket, the surface finish should be 30 Ra (180 Rz) or less unless the MLS gasket has a thicker coating that can seal a rougher surface. Note: Never apply any kind of sealer to a MLS gasket! It may react with the coating and cause a problem.

Though Ra (Roughness Average) has traditionally been used to describe surface finish, most gasket engineers today say a more accurate perimeter is Rz, which is the average difference between the peak height and valley depth. Ra can have a wide variance across a given

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surface profile, so Rz gives a better indication of the actual texture across the surface.

To measure Ra or Rz, you need a profilometer. If you don’t have one, you are shooting in the dark and assuming the surface finish you’re getting is in the ball park. Maybe it is and maybe it isn’t. The only way to know for sure is to actually measure it. Most dry milling ma-

can’t measure waviness with a profilometer. It takes special (expensive!) lab equipment. Waviness problems can be caused by vibrations and a lack of rigidity in milling equipment.

The flatness of the head and block surfaces is also critical in a performance engine. The maximum amount of out-of-flat should not exceed .001˝ within three inches in any direction in a stock engine, so even less is best for a performance build.

For a V8 engine, the maximum allowable out-of-flat The upper gasket has a full polyspecification for stock mer coating, the lower is silkchines with the cylinder head and screened. Both seal fine. The proper CBN or block deck surfaces is upper was for the aftermarket, PCD cutting .004˝ lengthwise and so polymer coverage was added bits can achieve for extra protection. .002˝ sideways. Aim for an extremely .002˝ if you’re building smooth surface a performance engine. finish.

For a V6, the recommendation for a Waviness across the surface is stock engine is less than .003˝ outalso important. The less waviness of-flat lengthwise and .002˝ sidethe better: no more than .0004˝ with ways. Again, shoot for half that MLS head gaskets. Trouble is, you with a performance build. As for an in-line six cylinder engine, the stock recommendation is no more than .006˝ lengthwise and .002˝ sideways out of flat. If you have .003˝ or less out-of-flat lengthwise and .001˝ sideways, you should be in good shape to seal up the head gasket.

Gasket Installation Tips The surface of BOTH the head and block must be clean, smooth, flat and free from scratches, pits or corrosion for a good head gasket seal.

That’s true for any engine, and absolutely critical for a performance engine. If the flatness of a head or block is not within specifications, it needs to be resurfaced.

When installing the head gasket, follow the recommended procedure for tightening the head bolts (angle gauge or torque-to-yield). Use motor oil or specially formulated head bolt lubricant on the bolt threads and underside of the bolt heads to obtain the correct loading on the bolts and head gasket. Dirty or damaged threads, dry threads or threads that have been lubricated with the wrong type of lubricant can all create misleading torque readings that can prevent a head gasket from sealing.

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Do not reuse torque-to-yield (TTY) head bolts. They are one-time use bolts that permanently stretch when tightened. Reusing them is risky because they can break or fail to hold torque. Toss the old TTY head bolts in your scrap metal bin and replace them with new ones.

If you are reusing conventional head bolts, make sure they have not stretched, are not damaged (no nicks or gouges, no distorted threads) and are not corroded. If any bolt appears questionable, replace it. For high horsepower engines, scrap the stock head bolts and upgrade to stronger aftermarket head bolts.

Whether the engine is a brand new casting or a seasoned block, always clean and tap the cylinder head bolt holes in the block. This will assure proper loading and accurate torque readings when the head bolts are tightened.

Another tip is to brush off the black oxide coating on new cylinder

PG 45 >> Seats & Guides

PG 52 >> Heads & Bolts

heads bolts before the are installed.

The oxide coating increases drag on the bolt threads, and may thus reduce loading on the head gasket when the bolts are torqued to specifications.

Use an accurately calibrated torque wrench. Beam style torque wrenches typically stay in range better than adjustable or dial style torque wrenches, but are harder to read. If you haven’t had your torque wrench calibrated within the last year, have it checked to make sure it is accurate.

Tighten each cylinder head bolt to specifications in the recommended sequence. Some NASCAR engine builders use about 20% less torque on the head bolts when they put the engine together to reduce bore distortion. For a street performance engine, use the factory recommended bolt specs.

Tighten the bolts to full torque in three even steps. Some performance engine builders let the engine sit

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overnight, then loosen and retorque each head bolt the next day to assure even loading of the head gaskets.

With intake manifold bolts, torque to specifications in a crisscross pattern to make sure the gaskets are evenly loaded and seal tightly. With valve cover and pan gaskets, don’t overtighten cork or rubber gaskets. Installing gaskets that have compression-limiting grommets can prevent crushing and gasket damage. Use a sealer and/or adhesive on cork and composite gaskets, but do not use sealer on rubber or coated gaskets. ■ For more information on surface finishes and gaskets, check our website. For a complete list of gasket suppliers, visit our online buyers guide at http://bit.ly/11UqXX3 or download the QR code.

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26 Green Cover 4/18/13 9:34 AM Page 26

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26 April 2013 | EngineBuilder

27-30 Cleaning 4/18/13 10:50 AM Page 27

CONTRIBUTING EDITOR MICHAEL FREEZE MFREEZE@ENGINEBUILDERMAG.COM

Cleaning Techniques & Equipment Moving toward greener cleaning methods

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t may seem that there’s nothing natural about cleaning an engine.

Even after the couple of hours of cleaning time, the engine might be cleaner than the tech working on it – but the engine still needs cleaned (and so does the cleaning crew from time to time).

We are long from the days of chemical soaking followed by a dose of elbow grease. There’s Environmental Protection Agency (EPA) and Occupational Safety and Health Administration (OSHA) standards to follow.

Also, the arrivals of new metal alloys react adversely to the caustic chemicals and the extreme heat of a thermal blast oven.

“The reason some are moving away from the blast oven is because many parts are being made out of lighter materials like aluminum,” said Delia Downes, product manager for ARMEX, a manufacturer of soda-based media.

She says aluminum is sensitive to harsh cleaning processes and harder grit abrasives, if there’s any abrasive blasting.

In addition, what should shops do with the excess wastewater and solvent? The answer should not involve a sink and/or drain.

“Engine guys use a lot of parts cleaners in the shop,” said Buddy Judy, head of Safety Kleen’s motorsports program. “So whatever you are doing, whether you have water

based parts cleaner or petroleum solvent based, you should make sure that material is getting recycled.”

Some shops enlist various recycling methods in their engine cleaning like the use of a basic rinse tank that simply recirculates water for reuse. Other shops – when dealing with more older engine parts – learn it’s wise to avoid the hassle altogether.

“When we get vintage vehicles, instead of doing it in-house, we rely on chemical stripping companies to take care of the cleaning,” said Frank Honsowetz, Ed Pink Racing in Van Nuys, CA. “That way, we don’t have to deal with issues of cleaning engines that haven’t been taken apart in a while.”

As for the average engine, Honsowetz’s shop uses different kinds of cleaning tanks. One of these is from AXE Equipment, a manufacturer of agitating hot tanks with capacities from 150 to 300 gallons.

Other shops prefer to use a combination of thermal and wet cleaning to get the job done. Mike Eighmy, of Precision Automotive Diesel in Rockford, IL, has in place a long-time system for his shop’s cleaning.

“For a lot of our cleaning needs, we do use an aqueous cleaner, as well as a couple of jet washers in a closed system,” he said. “We also have a bake oven and shot blast

system; a three-stage system that we use for some of our heavier cleaning.”

Thermal cleaning can offer many advantages as well as disadvantages, Eighmy says. Once in a thermal oven, an engine’s oil galleries are thoroughly cleaned out as the rust and scaling turns to ash. But the ash can still contain harmful particles. Soda blasting can offer another cleaning alternative.

Soda blasting is usually a closed system that involves a compressed air stream that literally blasts contamination via a nozzle spray. After a session under a soda blasting cabinet, the engine part offers a new-look and feel.

Downes notes that the change from cast iron to lighter materials has led most shops to move away from thermal oven cleaning and toward processes such as soda blasting to lessen the chance of damaging a part during the cleaning process.

Downes points out that soda blasting is water-soluble. It flushes out the critical areas, which is key, but it is also more environmentally friendly when it comes time to dispose of the waste.

Eighmy said although his shop has utilized heat cleaning for quite some time, they’ve leaned more toward aqueous cleaning because of the efficiency.

“You just throw the parts in there EngineBuilderMag.com 27

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one–off jobs,” he said. “We don’t get 50 small block heads to do anymore. We might do a small block Chevrolet and then do a fourcylinder Mitsubishi. It’ll go from a Newer, “greener” cleaning techfour-cylinder Pace tractor head to nologies have become a mainstay in many shops that once a 5.9L Cummins back to a CAT relied on the old tried and true D9, and a Briggs & Stratton.” sink on a drum with toxic solYatchyshyn said cleaning methvent-based cleaners. ods actually impact his production, having a significant effect on his bottom line.

“Independent shops don’t have the luxury of what to work on. We don’t have a niche market anymore. The everyday stuff is gone,” he said. “We have to clean an engine part, work on it and have it go out the door.

Pressure washers were the best choice for us.”

In addition, Yatchyshyn keeps an eye on production.

On average, most shops spend nearly 30 percent of labor hours cleaning when it comes to rebuilding the engine. Along with the spray washer, he is currently looking into a soda blaster cabinet.

“The biggest thing facing us now is the overhead cam cylinder heads that have oil passages with a blind and start it up,” he said matter-of-factly. “If the water is hole or have a ball bearing driven in to seal them,” hot and treated with the right kind of detergent, they Yatchyshyn said. “There is a lot time is involved to get clean very well under a high-pressure nozzle.” them out and re-tap them for plugs.”

As the awareness of the environmental impact on the He said by using the combination of two methods, automotive aftermarket becomes more prevalent, many the soda residue from the blast will dissolve from the engines shops are realizing that going green can also pressure washer thus saving time for his workers to remake them some green. main in the machining process. It remains the most “There are a few nice benefits. The main one is the prominent factor in relying on aqueous-based cleaning. return on investment, which is dependent on the chem“I was able to dedicate at least another 10 man hours istry that you are using,” said Tom Kucklick, general per week to production as opposed to cleaning,” manager of Graymills Corporation. “A lot of it is beYatchyshyn said. “Cleaning is your one biggest expense cause the water supplied by you is ‘free.’ This helps in your shop. It is tough to charge someone $65 an hour make it less expensive than some petroleum-based to just clean.” cleaners.”

He noted that today’s equipment is a godsend from Kucklick acknowledges that the petroleum-based the older models that took hours to heat hundreds of cleaners work well, but their pricing can be a much less gallons of water with an electric meter that jittered like a predictable expense as they are subject to the whims of spinning top. the oil industry. “We see this more and more every day “Since we went to the pressure washer, we can throw when we are at the pump,” Kucklick said. “It is not as a block in there and 15-20 minutes later, find it ready to volatile as it is at the gas pump, but it is still a cost concome out,” Yatchyshyn said. “And it is nice and hot. You sideration.” rinse it with hot water over the rinse tank and blow it dry Aqueous spray washers have proved to be more enit, then it is ready to work on. The cleaning guys I had vironmentally sound than the toxic volatile organic com- turned into production guys.” pound (VOC) solvent cleaning that has polluted the air As shops are stretching their revenue streams, the as well as endangered workers. According the U.S. Envi- technology continues to evolve allowing the environronmental Protection Agency (EPA) today’s aqueous mental benefit to reach even further. Bioremediation, cleaners contain less than five percent (50 grams per the process of using microorganisms to break down liter) of VOCs. contaminants, has been a viable treatment since it was For Dean Yatchyshyn, owner of high-performance en- introduced in clean up efforts in the infamous 1989 gine shop Cresap Automotive Machine in Cumberland, Exxon Valdez oil spill across the Prince William Sound in MD, it’s a matter of dollars and cents. After doing the Alaska. research on several burn ovens and ultrasonic cleaners, “Bioremediation, an off shoot of water-based cleanhe found that aqueous-based cleaning was a more effiing is where – in light duty applications – you can introcient choice for his shop – especially since he doesn’t duce microbes into a specifically formulated solution,” operate a one-size-fits-all type of service.

Kucklick explained. “The microbes metabolize the oils “To be efficient, parts would need to be packed and greases that you are removing from the parts and pretty full when you put them in, and we get so many break them down into carbon dioxide and water. Over 28 April 2013 | EngineBuilder

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materials for shops and garages.

“Cotton naturally holds on to oil. The advantage to the cotton absorbents is that they are 100 percent incinerable and produce Resorb Oil Select. This cotton little ash,” said John Tornese of Oilbased material is a natural alternative to polypropylene abDri. “A lot of automotive industries sorbents and will help support are paying much more to dispose of your efforts toward environthese products than it actually costs. mental sustainability.

Now, you have this thing that is soaked in oil – should you pay a bunch of money to get rid of it or just burn it?”

Tornese contends that since the industry wants to develop an environmental-clean mantra, then their consumers will demand overall clean when they enter their shop’s doors. Keeping oil off the floor and out of the way of your customers is a great way to be green AND look green, as well.

“Over the years the automotive industry has develtime, you virtually eliminate your waste stream.” oped a new emphasis on a clean repair shop. CusNew green technologies are not only enhancing the tomers who buy a Lexus have come to expect it being parts cleaners, but the shop environment in general.

“Lexus” like in the service area,” Tornese said. “Dealers Oil-Dri Corporation, a manufacturer of absorbent pads and independents take pride now and want their cusfor automotive shops, uses green technology in its tomers to see the working conditions – It gives an aura products. Materials like recycled cotton fibers and celluof workmanship and quality. People hesitate to go to lose (paper) are ground and converted into absorbent the old stereotype of a greasy, dirty, grimy garage.” ■

ARMEX® Baking Soda Blast Media — Discover the Difference Case Study:

Engine Parts Cleaning Application Overview: Clean aluminum cylinder heads without leaving particles behind in critical passageways risking engine failure and increasing warranty issues.

Process: ARMEX Maintenance Formula XL at 50-60 psi in contained cabinet system. ARMEX Turbine Formula at 45 psi for heavily burned in carbon. Followed by a water rinse.

Results: Achieved a higher level of clean, lowered process time and energy consumption. Reduced labor, no post process detailing required. Eliminated warranty issues due to media lodging.

“We’re saving money, time and cutting hazardous waste.”

APPLICATIONS USE ON: Engine parts, aluminum components, composite materials, and chrome REMOVE: Paint, grease oil, burned in carbon, and corrosion.

BENEFITS – Safe on most surfaces even glass – Rinse residues from surfaces and passageways – Safer for workers and the environment

For further case studies and more information go to

ARMEX.com or call 800-332-5424 ARMEX® and ARM & HAMMER® are registered trademarks of Church & Dwight Company. ISO9002 Circle 131 for more information 30 April 2013 | EngineBuilder

31-32 Recycling 4/18/13 9:33 AM Page 31

CONTRIBUTING EDITOR MICHAEL FREEZE MFREEZE@ENGINEBUILDERMAG.COM

Recycling Scrap and Precious Metals The cost of scrap has gone up and is more advantageous to recycle

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ngine rebuilding, arguably the truest form of recycling, restores core durability and is part of the 3 Rs: Reduce, Reuse and Recycle. In fact, the very definition of the word “recycle” could be interchanged with “engine rebuilding.”

Recycling means to reuse or make (a substance) available for reuse for biological activities through natural processes of biochemical degradation or modification or to return to an original condition so that operation can begin again.

During research by the University of Michigan, a remanufactured midsized gas engine went up against an OEM model to see which one saved the most energy and polluted the least.

The findings showed the rebuilt engine produced fewer harmful toxins such as carbon dioxide, carbon monoxide, sulfur oxide and nitrogen oxide while exerting the least amount energy.

The concept of recycling has become so ingrained in the fabric of business, an almost universal amount of auto repair shops (96 percent) say they recycle scrap metal from automotive components, according to the Automotive Aftermarket Industry Association (AAIA).

In the Institute of Scrap Recycling Industries (ISRI) yearbook study, it cites that “scrap recycling offers real sustainable solutions for balancing economic growth and environmental stewardship.”

According to its findings, 74 million metric tons of ferrous scrap, the raw material used for the production of new steel and cast iron products, was processed by the scrap recycling industry in 2011 – more than 55 percent of the volume of all domestically processed scrap.

In addition, nearly two out of every three pounds of steel in the U.S. is made from ferrous scrap. Not only does the action save energy, said the study, but by conserving materials such as iron ore, coal and limestone; it coincides with market indicators that provide monetary in-

centives for consumers to recycle.

“Metals are definitely worth something, obviously. The cost of scrap has gone up and it is more advantageous to recycle,” said Dean Yatchyshyn, owner of Cresap Automotive Machine in Cumberland, MD. “It doesn’t add a lot to revenue stream but you have to do everything you can to get your bottom line healthy.”

Although it won’t make your shop a gold mine overnight, scrap metal is big business. In 2011, more than 135 74 million metric tons of ferrous scrap was processed by the scrap recycling industry in 2011.

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Recycling million metric of scrap metal along with paper, plastic, glass, textiles, rubber and electronics were recycled to the tune of around of $100 billion in the U.S. alone.

Forget gold and silver, those extra parts laying in the bin hold an array of cast iron and steel and non-ferrous materials like copper and brass that’ll have recyclers knocking on your door.

For instance, aluminum is one of the most recycled non-ferrous materials in the world. The recycling rate for aluminum cans reached more than 65 percent and is projected to hit 75 percent by 2015.

Businesses like Olston’s Auto Recyclers, that sell new and recycled domestic and import auto parts, deal mostly with used engines and transmissions. But to the extent of their scrap process, they see the value in the aluminum.

“Twenty years ago, we weren’t as concerned about the $30 worth of aluminum that goes out of that used transmission. Now, the margins have tightened,” said Paul Carter, manager of the Lincoln, NE facility. “It is a bigger focus. I have delivery drivers who drop off and pick up transmissions on their route, so we can get that $30 back in here.”

Carter, a 40-year veteran of the recycling industry, noted the non-ferrous metals are so much in demand that his company is forced to pay attention.

“Years ago, we didn’t bother with the copper, but when we go through the complete crush process, we got a crew of guys that’ll stand there as we’re putting the cars through the crusher pulling out the wiring harness,” he said. “Those are things we didn’t do years ago. The process has gotten more detailed and much more labor intensive. We are trying to squeeze the last drops out of every lemon.”

The recycling of life that is engine building should be nothing new for the average rebuilder but for some time it was a surprising concept, said Buddy Judy of Safety Kleen.

“For many years, they didn’t think about it. But the scrap guys come to 32 April 2013 | EngineBuilder

AAEQ was honored in 2010 for its support of the "Don't Trash Nevada" program and for operating an environmentally responsible scrap-metal recycling center.

the engine shops because there’s always a lot scrap metal, lots of iron, steel, and aluminum and it keeps them fairly busy,” said Judy who runs the company’s motorsports program and deals with many NHRA and NASCAR racing teams across North America.

“A lot of NASCAR guys have their own in-house, high-tech CNC-milling/ cutting equipment and a fair amount of metals are picked up for recycling,” he said.

Other shops like Ed Pink Racing in Van Nuys, CA, that rebuilds engines for racing and high-end collector automobiles, also send their metals out for recycling and not just engine parts.

Manager Frank Honsowetz works with a vendor that arrives at his shop to personally collect any metal that he can get his hands on.

“We recycle a lot of metals and we have one guy who comes in and recycles everything from broken parts to our machine tools,” he said. “We run own machining center and we have a lot of clean aluminum. We have a little system where he takes it all: titanium, steel, anything.”

As for the bigger players, facilities like AAEQ Manufacturers and Recyclers with divisions such as EngineQuest and A&A Midwest are thinking outside the box in terms of recycling.

The Las Vegas-based company teamed up with the Clark County (NV) Department of Air Quality and Environmental Management and various companies to create a lawn mower exchange program.

The goal was to have residents exchange their gas lawn mowers for a cordless electrical model that produced no emissions. Studies have shown that one gas-powered lawn mower after a year’s use pollutes as much air as 40 automobiles driven within the same period.

The program proved to be an inspiring success as its inventory of electric mowers were depleted a few weeks after the program started.

As long as prices steadily increase for metals, the allure of recycling is not going away anytime soon for both engine shops and scrap yards. Kirby Andersen, owner of Andersen Wrecking Company in Kearney, NE, said the future is leaning toward more sophistication and precision as more equipment is designed to recover a higher percentage of recyclables out of waste material.

“In the past, some of that would end up in the landfill because the equipment could not separate that metal out of the interior,” he said.

“And with the new tools that are available on the Internet, we can look up a core value of a vehicle part and decide if we want to pull that caliper, steering gear or engine out and send it to a core supplier. It is exciting because it gives us an opportunity to get a little more out of that product instead of throwing it into the scrap pile.”

For the shop owner, recycling can give an environmental and social boost to their business, but ultimately the monetary value is just as attractive.

“I’ll be honest. I can’t take credit for being green. It was more of a dollar and cent thing than it was environmental,” Yatchyshyn said. “It made sense to get some money out of the scrap that you would throw in the dumpster. It works out well that it helps the environment, too.”■

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34-38 Shop Waste 4/18/13 9:31 AM Page 34

CONTRIBUTING EDITOR MICHAEL FREEZE MFREEZE@ENGINEBUILDERMAG.COM

Headline

Handling Shop Waste Subhead

Having an environmental management system in place will alleviate headaches and save your shop money in the long run

T

he amount of used oil and other hazardous solvents can pile up in a hurry when you’re hustling through the day’s engine work. Then you realize the space at the back of your shop is getting cluttered and your waste tank is filling up. It’s time to take care of the waste. From the early days of automotive repair, shop owners and technicians have found creative ways to rid their garage of shop’s leftovers.

“Fifty years ago, garage guys would soak the oil in some gas, scrub it and use it on the grass to kill the weeds,” said Buddy Judy, marketing manager of Safety Kleen’s Motorsports program. “Or they soaked a couple of logs in it to heat cutline up the shop. Whatever they did with it, a lot of times it wasn’t the healthiest thing for them or the environment.”

And Judy would be correct. The hazardous waste that quietly lies in your garage contains harmful solvents including one of the most detrimental chemicals, Percholorethylene. Better known as a basic dry cleaning chemical, its exposure is one of the leading causes of cancer and lung disease.

In addition, a little bit of oil waste goes a long, destructive way. From one simple oil change, the wasted amount that’s dumped in a drain is enough to contaminate one million gallons of fresh water.

Knowing the dangers caused by such waste, the U.S. Congress 34 April Month 2013 2013| EngineBuilder | EngineBuilder

passed the Resource Conservation and Recovery Act (RCRA) in 1976.

The act currently sets the standards for management of all waste and used oils.

In addition to using it as a helpful gardening solution, used oil has been a source for many a shop’s waste heater. Dean Yatchyshyn, owner of high-performance engine shop Cresap Automotive Machine in Cumberland, MD, finds the method rewarding.

“We save the waste oil that comes out of our motors and we got a waste oil heater,” he said. “We use that in the winter time to supplement our heating system to keep

costs down on that. Plus, you know, it’s got to go somewhere.”

If done right to the code of OHSA and EPA rules, having an energy efficient heater can rid your shop of its waste while serving a good use.

Most states require a permit to operate a waste oil heater and such regulations vary. Judy contends, for some, it might not be worth the hassle, plus there are other ways to handle a shop’s excess.

“I know, for instance, in Mecklenburg County, NC, it is pretty hard to get a permit for guys to operate a waste heater. You are only allowed to burn your used oil,” he said.

“Think about how many gallons

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Shop Waste

“If you have a 1,000-gallon tank, you have a you’ll burn in a day: Are you going to produce that many gallons over commodity on your hands, and that material we the course of the year? You may not have the volume. And to take in othwould refine or use as fuel in a power plant” ers’ oil, you have to apply to get a special oil burner permit and that can be pretty hard to come by.” spray washers. oil collection centers and programs. “(Waste heaters) can be a lot of “We are keeping the chemical “I think the whole practice is more hassle. And quite honestly, for the costs down as well as the carbon established in California than other same money, most shops can throw footprint by re-using the water as places,” Honsowetz said. “Price is some solar panels on the roof to get much as we can,” he said. not exorbitant and it’s easy to do. I a lot faster heating and sell their Frank Honsowetz of Ed Pink Racdon’t consider it a burden. It’s just a used oil off,” he noted. ing in Van Nuys, CA, explains his part of how we do business now.”

Solar-powered radiant heating 12,000-plus square-foot facility deals Ed Pink Racing works with Safety can be an alternative source in some in 300-gallon large tanks of used Kleen to discard its waste. The used climes. The apparatus uses the sun motor oil and regular solvents freoil is recycled and through Safety as the heating source. The electroquently. In his state, efficiency reguKleen’s re-refining process, the oil remagnetic wave energy travels at the lation for oils and solvents is a way of turns to its original state. speed of light until it hits an object life. “We are very careful of mixing “If you have a 1,000-gallon tank, that converts it to heat throughout those things,” he said. “We also you have a commodity on your the space. Other sources can also be have a separate tank for wastehands, and that material we would used to power a radiant heating syswater.” refine or use as fuel in a power tem.

For Honsowetz’s shop and others plant,” Judy said. “Used oil is ex“One thing we did in our facility in the Golden State, waste disposal actly that…used oil. Nothing else is seven years ago was to put in a radiis as common as breathing. Used oil in it. ant system,” said Mike Eighmy of comprises the highest volume of “If a shop typically burns its used Precision Automotive Diesel in Rock- hazardous waste generated in Calioil yet it has some brake or choke ford, IL. “It heats the concrete slab fornia with approximately 100 million spray where they have been cleaning and is very efficient in our shop.” gallons being recycled in the state the engine blocks, they’re not supEighmy also follows Judy’s advice each year. The California Oil Recyposed to burn that,” Judy continwhen it comes to handling his shop’s cling Enhancement Act of 2009 disued. “So, it is not the greenest of waste. He enlisted a service from his courages the illegal disposal of used things and most solvents don’t burn local treatment facility that properly oil. Enforced by the state’s departefficiently.” hauls and treats the wastewater and ment of Resources Recycling and ReCompanies like Safety Kleen and machine waste from his shop on a covery (CalRecycle), the law requires Enercon own and operate several regular basis. oil manufacturers to pay CalRecycle fuel blending facilities across North Businesses such as Judy’s Safety a fee per gallon of lubricating oil America. In Safety Kleen’s case, the Kleen and Enercon, another full-sersold in the state. CalRecycle then plants blend hazardous material such vice environmental firm, provide dismakes incentive payments to eligible as oils and other solvents into an alposal and recycling services that take the headache out of waste management. Like Eighmy, Yatchyshyn Many shops are turning to profesleaves the materials to sional environmental management a qualified entity. companies to handle and remove “With hazardous hazardous waste. materials, we use Enercon’s disposal service for the waste we have,” he said.

“We buy our chemicals from them and they have an arrangement where they pick up the used chemicals and our waste water.”

Yatchyshyn’s shop also recycles its rinse water from the cleaning equipment. A rinse tank where chemicals are washed out moves the water back into the tank. A secondary rinse captures the rinse water, which is used for make-up water in the shop’s 36 April 2013 | EngineBuilder

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Shop Waste

ternative fuel source for cement kilns that are used for the pyroprocessing stage to manufacture Portland and other types of hydraulic cement. It provides kilns with a green alternative to coal, oil and other fossil fuels.

“It’s better to have it recycled so companies can use that oil and make gasoline or commercial fuel out of it,” Judy said. “Those options are better than doing it yourself.”

But what about those shops that don’t deal in those huge volumes of oil over the course of a year like Ed

Pink Racing or Cresap Automotive Machine? Judy says Safety Kleen works with more than 10,000 retailers that handle oil and waste disposal through a used oil recycling program via EPA and Earth911 initiative, Infinity Resources’ recycling division.

The efforts of efficiently handling your hazardous waste can amount to significant costs. According to the Environmental Protection Agency, on average it would cost $1,200 to ship a 55-gallon drum of hazardous mate-

rial and more than $100 a month for containers, labels and time to manage shop waste. Using a professional service can save you many of these costs as well as the hassle and legal challenges of doing it yourself.

“We do a lot of recycling because we have a lot of stuff to get rid of, but it helps to have recycling companies work with us to recoup a little bit of costs,” Honsowetz said. “We are encouraged to do that for the environment and for the bottom line.” ■

A GOOD WASTE MANAGEMENT SYSTEM REQUIRES AUTOMOTIVE SHOPS TO: • Identify all wastes generated: Determine which ones are hazardous waste • Determine pounds of hazardous waste per month: Keep records • Identify options for getting rid of waste including used oil • Identify HW management standards • Train staff on waste management • Minimize waste/recycle Source: Environmental Protection Agency

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39-42 Shop Operations 4/18/13 9:30 AM Page 39

CONTRIBUTING EDITOR MICHAEL FREEZE MFREEZE@ENGINEBUILDERMAG.COM

Efficient Shop Operations Going green means more than hugging trees; It stresses efficiency and cost savings

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f you really think about it, the engine building/remanufacturing industry is the true essence of going green. After all, you’re recycling: 1. A used product for further performance; 2. The solvents for other use; and 3. Your shop’s revenue as you have to make more profit from fewer rebuilds.

“Most motors don’t run well until the third rebuild. When the block is green, you typically don’t get the best performance out of them,” said Buddy Judy of Safety Kleen. “These things run then you take them back in, tear them apart and clean them up.”

Judy runs Safety-Kleen’s motorsports program and has worked on environmental issues for many engine and auto racing shops in North America including NASCAR teams Joe Gibbs Racing, Kevin Harvick Inc. and Earnhardt Ganassi Racing.

In the past, shop owners have dealt with ever changing environmental and safety regulations around the garage space. An OSHA and EPA guide of regulation resembled a fluid puzzle rather than a helpful manual.

But now, going green means more than hugging trees and learning to embrace the Toyota Prius. It’s a multibillion dollar initiative. What was once known as an alternative is now an accepted adjustment that stresses efficiency and cost savings. “(Shop owners or managers) can call their local OSHA office to have them come out and do an inspec-

tion,” Judy said. “OSHA also publishes a document in which it identifies the top 25 violations of the year.”

Every year, OSHA conducts various inspections on auto shops across the country and serves thousands of citations from faulty wiring to lack of safety literature or training. The fees accompanying every error can easily reach into the tens of thousands of dollars. In some cases, each violation brings most smaller shop owners’ checkbook to the brink.

“Right now in a shop like mine and others across the country, it is just enough for the straw to break the camel’s back,” said Dean Yatchyshyn, owner of high-performance engine shop Cresap Automotive Machine in Cumberland, MD. “There is a thin line to cover the bill and if you got some kind of violation, it could push a lot of shop owners over the edge, and make them say ‘forget it’ and put the ‘Closed for Business’ sign up.”

Yatchyshyn and similar shop owners said the way to avoid such a headache is to simply get in front of the problem. When he opened his shop, Yatchyshyn reached out to OSHA for an initial inspection.

“I had them go around and inspect the place and they gave me a list of half of dozen items that could cause potential problems. I fixed them and haven’t seen them in 25 years,” he said. “It was a like a ‘getout-of-jail-free’ card. I took positive steps to contact them so I didn’t have to see them with problems five and six years down the road when they

could throw the book at me. It worked out well.”

Yatchyshyn said he learned to be proactive in being cognizant of green strategies. He put in the research time to purchase a sufficient dynamometer with acceptable noise levels and abatement. In addition to the cost of the dyno, he tacked on another $15,000 in sound deadening equipment. Yatchyshyn said the expense has been a worthy investment.

“When my dyno is running, I can have a 700 hp motor running full song. You step outside, and cars going up and down the street make more noise than my dyno does. If you don’t create a problem, you don’t have to fix it.”

For Frank Honsowetz of Ed Pink Racing in Van Nuys, CA, the EPA and OSHA regulation presence is as cemented in his state as death and taxes. “I think the fire department comes to inspect us regularly just because they just like the way the shop looks and to see what we’re up to,” he joked.

But keeping a green strategy is serious business for the high-end automotive engine rebuilder. For example – according to its state’s code, California law requires that all vehicles must be equipped with an adequate muffler to prevent excessive noise from the exhaust system.

No level greater than 95 decibels, when tested under specified conditions, can be generated. Coupled with added restrictions and regulations, Honsowetz said it’s the price EngineBuilderMag.com 39

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Shop Operations of doing business in the Golden State.

“There’s not many race engine shops around that have mufflers on their dynos” he said. “We have to be noise-conscious and aware of things as it is part of the joy of living in southern California.”

Though the endgame eventually leads to the government agencies’ approval, Judy also suggests there are other ways to meet efficient shop standards without doing it all yourself. His company has former OSHA and EPA inspectors on staff, and your local fire department officials or insurance representatives can be a big help.

“A workers compensation official can come out and do inspection and a lot of times, they ask shops to change things that OSHA might be fine with,” he said. “Knowing what has been the cause of claims in the past, officials can point out specific things that need to change as well. So, having those guys come out is a smart thing to do.”

When Dave Deegan, owner of En-

gine Labs of Tampa, wanted to test his efficiency he called for Environmental Protection Commission (EPC) in Hillsborough County for help.

Through its “Green Star” Program, the EPC assists auto repair facilities with its environmental compliance. Like similar green-focused plans across the country, the Green Star Program allows shops like Deegan’s to conduct a selfaudit through a checklist developed by the state’s environmental protection department.

The workbook provides useful information such as ways to identify and handle hazardous materials as well as the explanation of details about events of spills and leaks plus emergency preparedness. It also breaks down the most common wastes of an auto repair shop including waste batteries, used oil, coolants and filters.

Once the auto facility completes the checklist, it is submitted to the EPC for review. Then, a certification inspection is performed to ensure that the required actions area in implementation.

Circle 140 for more information 40 April 2013 | EngineBuilder

After successful compliance, the shop is certified as a “Green Star” facility.

“We are the first ‘Green Star’ facility in Hillsborough County,” Deegan said.

“We get tested every three years to see if we are a small quantity generator or non-generator and we’ve been able to that by the way we clean and pay to get tested.”

Although proactive efforts can save future headaches it can become expensive in the front of end of your business costs, but having an efficient shop also has robust monetary value as well as social. Through recycling efforts from used oil to scrap metal that quickly recoup costs, going green can mean actual green dollar bills.

“I’m proud of the way we operate and the way we are responsible,” Honsowetz said. “I’m sure in the industry long ago, there were people doing things with waste they should not have been doing. But now, it is the case of doing the right thing and being considerate and doing the right thing. It goes a long way.” ■

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Shop Operations

Top Ten Violations for the Fiscal Year 2012 The following is a list of the Occupational Safety and Health Administration’s (OSHA) Top Ten Violations for the fiscal year 2012 (Per its Law and Regulation number). Are you guilty of any of these?

Fall Protection in construction (1926.501)

Machine Guarding (1910.212)

• 7,250 violations

• 2,097 violations

Frequently violated requirements included failure to protect open sides and edges, to prevent falls from roofs, and to cover holes.

Violations included point of operation exposures, inadequate or no anchoring of fixed machinery, and exposure to blades.

Powered Industrial Trucks (1910.178) Hazard Communication (1910.1200)

• 1,993 violations

• 4,696 violations Commonly violated requirements included failure to have a written program, inadequate employee education and training, improper or no labels on containers, and no MSDS’s (SDSs) or lack of access them.

Common violations were inadequate operator training and refresher training, and poor conditions of PITs when returned to service after repair.

Electrical-wiring methods (1910.305) • 1,744 violations

Respiratory Protection (1910.134) • 2,371 violations Frequent violations were no written respiratory protection program, poor fit test procedures, unsuitable respirator selection process, and lack of procedures for voluntary use of respirators.

Ladders in construction (1926.1053) • 2,310 violations Violations included damaged side rails, use of the top ladder step, inappropriate ladder for the job, and excessive loads on ladders.

Violations included problems with flexible cords and cables, boxes, and temporary wiring, poor use of extension cords, and using temporary wiring as permanent wiring.

Lockout/Tagout (1910.147) • 1,572 violations Frequent violations were poor or no energy control procedures, inadequate worker training, and inspections not completed.

Electrical-general requirements (1910.303) • 1,332 violations Common violations were related to electric shock and electrocution exposures.

Source: http://www.osha.gov/dcsp/compliance_assistance/frequent_standards.html 42 April 2013 | EngineBuilder

43-44 Products 4/18/13 9:28 AM Page 43

Green Products Choose products and services that are not only good for your shop but also the environment

Synthetic CAT Safe Formula This 100% synthetic, 5w30 engine oil provides maximum wear protection in today's high-performance engines. Edelbrock Synthetic (Green) features a (CAT Safe) formula to protect the vehicle’s catalyst and oxygen sensors, ensuring the vehicle’s emissions and on-board diagnostics are not compromised by phosphorus additives. Maximum anti-wear protection combined with the heat resistant properties of Edelbrock Synthetic Green will keep high performance engines running cooler, reduce friction and improve its efficiency – for maximum performance and extended engine life. Edelbrock Synthetic Green exceeds all API standards and is catalytic converter safe. www.edelbrock.com Circle Number 142 Or call 310-781-2222/Tech Line Only 800-416-8628

Biomatics™ Parts Washers These heated parts cleaners use hydrocarbon-converting microbes to reduce solid waste and virtually eliminate fluid disposal. The hydro-carbon converting microbes are added to the cleaning solution and break down oils, grease and other organic impurities into water and carbon dioxide.

The advantage for users is that the cleaning fluid almost never needs replacing. The bioremediation process is greatly helped by a built-in tank solution aeration system that increases the effectiveness of the microbes.

This self-sustaining system reduces your dependence on cleaning solution changes and recycling companies. www.graymills.com Circle Number 143 Or call 773-248-6825

Clean, Degrease, Depaint There will be “no particle left behind” with ARMEX® baking soda based, water soluble media from the makers of Arm & Hammer® Products. Clean, degrease and depaint core engine components in one step.

Rinse residues away quickly and easily with water. www.armex.com Circle Number 144 Or call 800-332-5424 Email: armex@churchdwight.com

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Products

Waste Management Safety-Kleen will provide your company with proper handling, recycling, and disposal of both hazardous and nonhazardous waste. We ensure that your waste solution balances your objectives, operational demands and budget.

Our certified support teams will create a custom service program to remove your waste materials at your convenience, while ensuring you are compliant with local, state and Federal regulations. With Safety-Kleen you get the following: - Customized pick-up schedules - Online Waste Profiling and access to your account information and paperwork - Treatment of your hazardous and non-hazardous waste - Pre-handling and transportation inspection - Printed manifests and labels - Certificate of Assurance and Indemnification - Compliance support services - All-inclusive pricing The Safety-Kleen Guarantee Safety-Kleen is backed by our Certificate of Assurance which guarantees that without fault of the customer, if a spill or accident should occur while a customer’s conforming waste is in our possession, Safety-Kleen’s financial strength, insurance and assets will be there to cover the clean-up costs.

Waste Disposal Options Safety-Kleen provides a variety of disposal and recycling options for your waste streams, allowing us to account for every detail with an unparalleled level of compliance assurance. Our environmentally-secure processes and treatment technologies meet or exceed regulatory guidelines, providing total regulatory compliance and reduced liability. Safety-Kleen’s waste disposal options include: - Fuel Blending Services - Landfill Disposal - Incineration Services - Wastewater Treatment www.safety-kleen.com/enginebuilder Circle Number 145 Or call 800-323-5040

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Feature

CONTRIBUTING EDITOR BOB MCDONALD BMCDONALD@ENGINEBUILDERMAG.COM

Valve Seats & Guides Increasing opening and closing rates can present challenges for engine builders and manufacturers

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ost engine builders worth their salt know that with the components and technology available today, it’s not that difficult of a task to make horsepower. With the availability of so many performance parts – whether it’s from the OEM or the aftermarket – engine builders can pull from vast resources to achieve a balance between reliability and horsepower. Reliable and enjoyable horsepower can be made so easily today that I often think about what it was like, say, ten years ago when it was such a struggle, and an expense to “go-fast.”

With that thought in mind, I sometimes ponder the changes that have taken place in the manufacturing world that put us where we are today. It is not so much as the hard parts such as cranks, blocks, connecting rods and cylinder heads, as much as the different alloys that are being used to manufacture these hard parts, which, subsequently, make power also.

Take cylinder heads, for instance. What changes can possibly be made to them that have not been accomplished already? Yes, the goal is airflow, but high cfm numbers don’t seem so unrealistic anymore. In today’s performance market there is a cylinder head for practically any street application or racing class you can imagine.

There are also CNC programs that

are offered by afterThe great thing about powdered metal valve seats is market companies their ability to retain their shape to ensure valve seal that can port a cylin- along with the ability to remove heat. This comes from how the seats are produced. der head for, as an example, a late model Hemi. So, airtransfer heat from the valve face. flow through the cylinder head is For quite some time now, more not really the hurdle it used to be. than 90 percent of OE applications The challenge now is the valvehave used what is known as a train. powdered metal (PM) valve seat.

The weight of the valvetrain PM offers great durability and is a seems to be where the focus is at lot less expensive to produce. The the moment. Trying to reduce the great thing about powdered metal mass of the valvetrain while inis its ability to retain its shape to creasing opening and closing rates ensure valve seal along with the of the camshaft and trying to keep ability to remove heat. This comes the valve from bouncing on the from how the seat is produced. seat is not just a hurdle for engine The process that is used to form builders and racers, but for the the powdered metal seat allows manufacturers as well. Production the materials that make up the PM engines now make more power seat to become more uniform. The than ever while offering considerold process of making a cast seat able fuel mileage with longevity.

With this in mind, we can see what presented several problems.

According to Chuck Barnett at materials the manufacturer (as Dura-Bond Bearings, “When you well as the aftermarket suppliers) pour a cast seat, you pour it hot. are using to keep up with today’s When poured in liquid form, you valvetrain technology. get voids from gases plus hard Valve Seats spots.”

First of all, we’ll discuss valve Barnett says that cast seats often seats and what’s going on with the resulted in uneven mixing of matechanges that are taking place. rials and the seat was often not What is the importance of the uniform, which made them more valve seat? Let’s think about its job difficult to machine. When making first. The seat has to seal against a PM seat it’s like baking a cake. the valve face in order to achieve All the ingredients are added tothe necessary efficiency in the engether and mixed cold. Then the gine. Second, the valve seat has to mixture is placed in a press and EngineBuilderMag.com 45

45-50 Seats & Guides 4/18/13 9:27 AM Page 46

squeezed by 100 tons of pressure.

The rate of 200,000 pounds per square inch makes the material more consistent.

There are different blends of materials that are used to make different types of PM valve seats.

Sometimes “softer” blends are created for use in some racing applications to lower valve bounce at higher rpm. This also gives the opportunity to incorporate other materials into the mix when making the powdered metal valve seat such as graphite, which will offer some lubrication.

Dura-Bond also offers a new line of PM seats they call the “Killer Bee” series. This series of valve seats is based on a copper infiltrated design used by GM in the LS3 V8 engine. The process of making this seat is the same as others where the mixture is pressed together. But now a copper wafer is added to the top of the mixture and then sent through a furnace where the copper melts into the mixture.

The molten copper penetrates the seat that results in a 15% copper mixture which offers a 4-6% faster heat transfer from the valves to the head. The Killer Bee has excellent machining capabilities along with reduced wear and superior finish.

The Killer Bee series can be used with steel valves only because of the carbide hard phase process.

And Titanium valves can be used, but only if they are coated.

Speaking of titanium valves, anCircle 46 for more information 46 April 2013 | EngineBuilder

Manganese bronze valve guides work great with higher valvetrain speeds and offers great corrosion resistance. The material make up of manganese-bronze generally consists of 55% copper, 40% zinc and 3.5% manganese.

other choice of seat would be Beryllium copper. This material is noted for high strength and thermal conductivity. The greatest asset would be the ability to remove heat from the valve while taking a beating.

Beryllium is only used in extreme racing applications. This is due primarily to the expense: a seat can cost an average of $35 each. The biggest problem with Beryllium copper is the machining process.

Here in the U.S., OSHA limits the amount of time someone is exposed to the material while machining in a controlled environment. When machining, small dust particles are released into the air that when inhaled over a period of time can cause severe lung damage and even death. So, it’s not just the price of the seat but also the price of machining the seat. Ductile iron is also a less expensive choice when using titanium because of its strength and durability.

One thing new for Beryllium copper has been developed by Exceldyne. They have recently developed a proprietary valve seat finish.

This new technique improves the Ra of the valve seat while still maintaining the sharp edges that contribute to airflow. This form of finishing technique also promotes coating adhesion, which can now be used to reduce the wear on the copper based valve seat.

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“Cast iron is inexpensive and works best with daily drivers and high mileage applications.”

When rebuilding cylinder heads, one choice is the use of a high chrome valve seat. These seats work well when repairing OEM cylinder heads. They offer great strength and dependability while being very cost effective. They are easy to machine and offer great longevity when used for applications such as daily driving.

Tungsten carbide is used primarily for diesel applications. The cool thing about tungsten carbide is the more the valve seat is pounded the harder it gets. This is crucial to the life expectancy of the diesel engine. This helps these engines operate close to a million miles or more for over-the-road trucks before a rebuild.

Tungsten carbide is inexpensive to machine and produce, making it very cost effective as well.

Dura-Bond manufactures a tungsten carbide seat with special additives that offer high temperature lubricating properties, which is not affected by high heat or machining.

These seats also work well in dry fuel applications such as propane and natural gas. High nickel has been used in propane and natural gas applications with great success. Since there have been more advances made for the use of diesel, propane, and natural gas, valve seat material has to be similar to ceramic in which the seat does not soften at elevated temperatures along with

Circle 48 for more information 48 April 2013 | EngineBuilder

the ability to be machined like metal.

Valve Guides Valve guides can be generally classified into two groups: cast iron and manganese bronze, which covers a wide range of applications.

Cast iron guides are used mostly by OEMs due to its wear characteristics that result in longevity for high mileage applications.

Cast iron is used with chrome valve stem applications as well. Cast iron cannot be used with stainless steel because of its tendency to gall. That’s why high performance applications do not warrant the use of cast guides due to the fact the material can’t handle the high loads associated with higher spring pressures.

Under high stress, cast iron guides tend to crack and fracture, which can result in engine failure altogether. Cast iron is inexpensive and works best with daily drivers and high mileage applications.

For any kind of performance application, the choice is manganese bronze. The way to pronounce this correctly is MAN-GA-NESE. I often hear this as magnesium, which is not correct.

Manganese bronze is ideal for performance because it is more compatible with titanium and stainless steel. It has the ability to handle high stress loads with some lubricity, and the ability to have tighter tolerances

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Feature

with great heat transfer. Manganese bronze works great with higher valvetrain speeds and offers great corrosion resistance. The material make up of manganese-bronze guides generally consists of 55% copper, 40% zinc and 3.5% manganese.

As far as any other materials used in performance, manganesebronze is still the best choice for valve guides. One thing that has evolved with the material is the way that it is being machined today. Precision Engine Parts (PEP) now offers their manganese-bronze guides with an internal groove.

This internal groove provides the intrusion of a small amount of oil into the guide area for added lubrication. This is used mainly in endurance applications. This high-quality material is manufactured in Germany and machined here in the U.S. by PEP. Another added feature to man-

ganese bronze guide was introduced by C.H.E. Precision Machine.

C.H.E. integrates an internal O-ring into the guide instead of using an external valve guide seal. This was done because of the increased valve lifts in performance. Valve lifts as high as .900Ë? are becoming common in class racing. This style of guide with an external O-ring is beneficial because of the time it takes to reach these kind of valve lifts where triple valve springs must be used, which limits room for the valve stem seal.

By being able to remove the seal, more length can be added to the guide allowing more stability in the valvetrain.

One more new thing to the market is the introduction of the hightemperature copper-bronze valve guide by Ferrea Valves. This is a proprietary heat treatment of the copper-bronze alloy that so far has better heat-resistance, lubricity, and the material has the ability to in-

Circle 50 for more information 50 April 2013 | EngineBuilder

crease the heat-dissipation. These copper-bronze valve guides are CNC machined and concentrically ground, which allows the tolerance range to be taken within .0005Ë?.

These valve guides are now being offered for domestic, import, and motorcycle applications.

Like I mentioned earlier, the primary focus of making power is to reduce the mass of the valvetrain.

The reduction in valvetrain weight seems to be making big gains in finding more horsepower. This practice is becoming more common from racers to professional engine builders, to the OEM and aftermarket manufacturers. â– For suppliers of valve seats and guides, visit our online buyers guide.

Special thanks to the following for their input: PEP Precision Engine Parts, Dura-Bond Bearings and Ferrea Valves.

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52-60 Heads 4/18/13 9:22 AM Page 52

CONTRIBUTING EDITOR JOHN CAROLLO JCAROLLO@ENGINEBUILDERMAG.COM

‘Heads Up’ On Today’s Cylinder Heads & Bolts Find out about the latest products

S

ome say the air cleaner of an enthan ever before. In some cases, the gine is like the front door of a aftermarket heads are doing things house. That is, it’s what you see you could never even dream about first and foremost. And the home doing with the original OEM heads. owner can use that door to make a So why not throw on a new set of statement about the house without heads on that motor you’re building? anyone seeing what’s inside. Much And don’t forget some new head like what an air cleaner says about an bolts or studs to go with it. Why not, engine without knowing what sits indeed. We rounded up the latest under it? Cylinder heads and head heads and listed them and their feabolts may have a dramatic impact on tures here so engine builders can the performance of an engine but do keep ahead of this fast-moving train. they work like the front door in setProving the Chevrolet Big Block is ting the visual impression for the far from old, we have over half a viewer? Well, sort of. These days so dozen versions of BBC heads from many aftermarket heads have also some of the biggest names in afterbecome part of the ‘eye candy’ of a market parts. good looking engine but the head Brodix bolts are sort of the unsung hero Brodix starts off their new cylinder holding everything together behind head offerings with the SR20 that the scenes. It just happens to work raises the bar in aluminum BBC out that way when we see a set of heads. They are heads before they get 100% CNC-ported bolted onto a block Dart’s Big Chief Pro1 head for and feature copper and go to work makbig block Chevys is a 14 degree exhaust seats and ing big power. Yep, as cast head that requires no ductile iron intake new heads are just porting work and are available seats as well as plain sexy!

Assembled or bare.

That works just fine with the fact that aftermarket heads are an industry that’s in constant motion – and that’s a good thing. It seems like someone is always coming out with a new version of an old head. With the rapidly advancing technology of design, production, machining and materials, parts are coming out faster, better and in some cases, even less expensive

52 April 2013 | EngineBuilder

Above: Bob Walla Racing offers two aluminum heads for 409s. One is a replacement head for the best of the street 409s, the ‘690’ head.

.500˝ raised 440 cc intake ports with 2.400˝ intake valves. The SR20 flows at an incredible 507 cfm with the exhaust port flowing 335 cfm through a 1.800˝ valve. The newly designed combustion chambers are 95 cc and the intake valve angle has been rolled to 20 degrees. The SR20 is radical enough to require the use of pistons, valve covers, head studs, shaft rockers and intake manifold that are specially designed for these heads. Tracy Dennis of Sunset RaceCraft Racing Engines said, “The SR 20 is going to change the sportsman racing market; it already has.”

Dart Dart Machinery is also offering a new aluminum head for big block Chevys called the 14° BC Pro1 head. It’s an ascast head that requires no porting.

Engine builders can use this head for Super Gas, Super Comp or bracket race engines. It also works great in the marine industry. Dart uses RMR

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Edelbrock

Alloy for all their aluminum cylinder heads and block castings. The two part numbers are 18465030 – 14° BC Pro1 2.400/1.900 for the bare head and 18465136 – 14° BC Pro1 2.400/ 1.900/

Specializing in Pontiac engine parts, KRE is long known for making their own heads and even blocks. Their Warp 6 is a canted valve aluminum head for what they call, “Heads Up, all out racing!”

1.625D for the assembled head with titanium retainers.

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Edelbrock is offering their new aluminum heads for Big Block Chevy motors with high compression. They’re called Performer RPM 454-O High Compression and come in three part numbers. 60429 are bare heads, 60439 are complete with valve springs designed for use with hydraulic flat tappet camshafts and 60435 comes complete with valve springs designed for use with hydraulic roller camshafts.

These heads feature a 100cc chamber that is ideal for high-compression applications with both the intake and exhaust ports having been profiled for improved air flow. The unique oval intake port shape produces flow similar to rectangular ports, but the smaller port size provides excellent seat-of-thepants performance and crisp throttle response. They also have smaller-thanstock 11/32˝ valve stems for excellent flow and a lighter weight valve. They are available with two spring options, giving builders the option of choosing the right cylinder head for their engine

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package. Edelbrock told us, “In 2012, we decided to offer many of our popular cylinder heads with two valve spring packages. This allows the consumer to choose the cylinder head spring package that is best for their application. The right spring that is matched to the camshaft will make for a smoother transition and increased valvetrain stability at high rpm, making the cylinder head more efficient.”

EngineQuest EngineQuest is offering their new 454 big block GM and 502 GM heads. The 454 GM is available in two runner sizes: 320 and 360 cc and is geared towards performance street and marine.

These 454 heads are capable of being used on 1000 HP engines and come in 2.250 intakes and 2.30 intakes for the 320 and 360 runners accordingly. What sets them apart is they are 24 degree style. They rolled the head over two degrees from the stock 26 degree version GM made. Those two degrees allow for a tremendous flow advantage. They also are equipped with bronze guides. Part numbers are Ch454a for the 320 intake runner with 2.250 intakes and Ch454b for the 360 intake runner with a huge 2.300˝ intake valve. EngineQuest also offers a head for the GM 502. It’s for Gen 5/6 and is mainly for marine use. While mostly for marine, the Ch502a can be used for the street. The part number is Ch502a for the stock style 502 GM with a 298cc runner and stock diameter intake. EngineQuest makes head bolts for all of these heads.

World Products World Products isn’t forgetting Chevy’s original V8, the Small Block.

World is already well known for their

The SR20 from Brodix flows an incredible 507 cfm with the exhaust port flowing 335 cfm through a 1.800˝ valve.

Chambers are 95 cc and the intake valve angle has been rolled to 20 degrees.

SBC heads and blocks. Their newest is a 200cc runner version of their Motown cast iron, Small Block heads. The 200cc intake port offers improved throttle response and torque at mid-range rpm for better acceleration off the corners. A new, 50cc combustion chamber will be available in both 200cc and 220cc Motown heads, producing increased compression with flat top piston engines.

The innovative chamber design achieves excellent low-lift airflow by unshrouding the valves. The Motown is specifically designed for maximum performance with flat tappet or hydraulic roller camshafts. Airflow is 200 cfm at .300˝ lift and peaks at 295 cfm at .600˝ lift. The part numbers are Motown 220 (64cc version) - 014150, Motown 220 (50cc) - 014150-50 and Motown 200 (64cc) – 014050, Motown 200 (50cc) - 014050-50.

Bob Walla Racing The second Chevy engine to hit the streets in the 1950s was the W motor; first released in 348 cid and then later in the ’60s with the famous 409. The not-so-underground market for W motors is still very much alive and kicking these days, possibly even more so than when the Beach Boys first sang about the 409. Bob Walla Racing (BWR) offers two aluminum heads for 409s. One is a replacement head for the best of the street 409s, the ‘690’ head. It will accept all GM 409 accessories, intakes, exhaust manifolds or headers and valve covers.

Its main advantage over the stock head is that Chevy never made any 348/409 heads out of aluminum. An increase in Circle 55 for more information EngineBuilderMag.com 55

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Trick Flow's GenX 255 cylinder heads for LS engines feature fully CNC Competition Ported square port runners with a premium, high resolution surface finish for maximum airflow and performance.

flow doesn’t hurt, either. Another aluminum head from BWR is their raised port version of the stock 409 head. The ports on the intake side are raised about .750 inch for a straighter shot at the valve for better cylinder filling.

Stock type and aftermarket intake manifolds can be adapted with a spacer, as Moroso made for the tall deck BBC. A custom piece, or a sheet

metal manifold is available. BWR uses standard ARP head bolts p/n 135-3602 for their heads and offer two stud kits; p/n 135-4002 and p/n 135-4202.

Racing Head Service Chevy’s newest engine, the LS Series, has been seeing a proliferation of parts almost since its release. Racing Head Service’s (RHS) newest head shows an application called the LS7 Rectangular Port Head. It’s for small bore LS en-

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gines, designed specifically to fit on a 3.900˝ bore engine. The new piece provides the ability to apply Gen 4 Rectangular Port technology to the Gen III small bore engines while still using stock rocker arms and intake manifolds. Features include 12 degree valve angle and a .220 inch raised intake runner over the stock LS7, providing a better line of sight into the cylinder and a better short turn. They use a six head bolt, LSX pattern for increased clamping capacity which also provides better head gasket retention on high horsepower and boosted applications. The LS7 rectangular port head (p/n 54503) is designed around using the stock fasteners with the exception of the fifth and sixth head bolts on the LS7. RHS offers head stud kits for all of their heads.

Trick Flow Trick Flow Specialties is also offering an LS Series head but this one is designed for the LS3. Trick flow says, “We’ve combined the best features of

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The RHS LS7 head provides the ability to bolt on 35 hp and increase the torque on a stock Gen III small bore engine. It is truly a “bolt on” out of the box head using stock valvetrain and intake manifolds and fits on a 3.900” bore.

GM’s LS3 and LS7 cylinder heads with its own race-winning engineering and technology to create the ultimate square port LS cylinder head.” Their GenX 255 cylinder heads also work on other LS engines with 4.000˝ and larger cylinder bores. The heads have fully CNC Competition Ported square port

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runners with a premium, high resolution surface finish for maximum airflow and performance. The specs read out as 255cc intake and 87cc exhaust runners, 69cc CNC-profiled combustion chambers and the valve angles have been changed from 15° to 12° to increase piston-to-valve clearance and allow the use of larger camshafts. They didn’t stop there as new rocker rail mounts are included to accommodate stock-style LS3 1.7 ratio rocker arms.

The GenX 255 heads come in standardor six-bolt mounting patterns and offer

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1.300” Dual Valve Springs (370 lbs.).

Part numbers are TFS-32610001-C01 for heads with steel valve spring retainers in the standard bolt pattern, TFS-3261T001-C01 for heads with titanium valve spring retainers in the standard bolt pattern and TFS-3261T003-C01 for heads with titanium valve spring retainers with the six bolt pattern. For Trick Flow Gen X 255 Heads with 1.300” Dual Valve Springs (448 lbs.), use TFS-32610002C01 for heads with steel valve spring retainers in the standard bolt pattern, TFS-3261T002-C01 for heads with titanium valve spring retainers in the standard bolt pattern and TFS-3261T004-C01 for heads with titanium valve spring retainers using the six bolt pattern.

Kauffman Racing Engines In other GM brand heads, the Pontiac is still very much alive. Kauffman Racing Equipment’s (KRE) latest head is their Warp 6. Specializing in Pontiac engine parts, KRE is long known for

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making their own heads and even blocks (aluminum and iron). Their Warp 6 is a canted valve aluminum head for what they call, “Heads Up, all out racing!� With the simple part number of W6, these heads feature fully canted valves, raised intake and exhaust runners, splayed port design, oval intake runners, a single piece rocker shaft stand and are fully waterjacketed castings. The taller runners flow better and there is now a heartshaped combustion chamber. The oval intake runner makes for higher efficiency and proven higher performance levels per CID than any other head.

There’s no other head like it on the market as KRE got rid of the two center exhaust valves that were side by side.

That move also eliminates typical head gasket issues. They offer the KRE W6 with or without assembly and can come with titanium valves. KRE also offers its own head stud kits.

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tested before it leaves the Rottler SG80M, ensuring concentricity and proper seat specifications. For remaining heads, they utilize a unique crack repair system that results in superior longevity and durability. They also offer 6.0L Power Stoke heads and say the most common reason for this head being replaced is head gasket failure and subsequently having cracked head issues. They have found a bigger problem is the seats when the head is removed, and developed a specialized technique using a Tungsten Alloy seat that is higher quality than factory specifications.

ARP The folks at ARP often get asked which

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is better: cylinder head studs or bolts?

Of course the answer depends on the installation, but on many street-driven vehicles, where master cylinders and other items protrude into the engine compartment, it may be necessary to use head bolts so that the cylinder heads can be removed with the engine in the car. For most applications, however, studs are recommended.

Using head studs instead of bolts will make it much easier to assemble an engine (especially a racing powerplant which must be serviced often) with the cylinder head and gasket assured of proper alignment. Studs also provide more accurate and consistent torque loading.

According to ARP, when you use

American Cylinder Head Not all the new stuff is for car and performance street machines. American Cylinder is a world-wide supplier of remanufactured cylinder heads for not only automotive but heavy duty diesel, CNG, and industrial cylinder heads.

Their newly implemented ISO Quality Control and Rottler SG80M churns out heads such as the Caterpillar C15/Caterpillar 3406E with precision seat machining. Every seat is vacuum

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bolts to secure the head, the fastener is actually being “twisted” while it’s being torqued to the proper reading.

Thus, the bolt is reacting to two different forces simultaneously. A stud should be installed in a “relaxed” mode – never crank it in tightly using a jammed nut. If everything is right, the stud should be installed finger tight.

Then, when applying torque to the nut, the stud will stretch only on the vertical axis. Remember, an undercut shorter stud will have a rate similar to a longer, standard shank stud. This provides a more even clamping force on the head.

Because the head gasket will compress upon initial torquing, make sure studs and bolts are re-torqued after the engine has been run.

And if you are going to throw a new set of heads on a motor, why use old bolts or studs? Here’s a few of the latest offerings from ARP: • Pro Series rocker stud kit for Mopar 318-360 Magnum with OEMstyle, nonadjustable rocker arms. The

set consists of 16 each of 8740 chrome moly studs, parallel ground washers and 8740 chrome moly steel 12 point nuts. As part of the Pro Series line, they are ground, heat treated and rated at 200,000 PSI – so are these kits: • Pro Series head stud kit for Ford 4.0 SOHC V6 engines. The set includes 16 each of ARP 2000 head studs, parallel ground washers, 8740 chrome moly steel 12 ARP’s head studs have a 25 percent higher point nuts, the M8 fasteners tensile strength than regular OEM torque to that secure the head to the block yield type head bolts. and a ½ oz. packet of ARP Ultra-Torque fastener assembly lubricant. These fasteners yield an inmoly studs and chrome moly steel crease of 25% tensile strength over nuts that replace the OEM style OEM torque to yield head bolts. rocker arm hold down bolts.

• Pro Series kit for Chevy Gen There’s the latest and greatest in III/IV V8 LS Series Rocker Studs for heads and head bolts so you have nonadjustable rocker arms. The set more choices when you flip that includes 16 each of 8740 chrome coin. ■

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Valvetrain’s On Time

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SENIOR EXECUTIVE EDITOR BRENDAN BAKER BBAKER@BABCOX.COM

Choosing the right rockers, pushrods and springs

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electing the right components to make a rock-solid valvetrain is key to assembling an engine that will last – and win. The pushrods, rockers and valve springs must be able to handle all of the stresses of the camshaft rotating with high spring pressures and with huge lift.

Weakness in any part of the system will be a disaster.

The industry’s top suppliers of these components have tested and refined their products to ensure that your design requirements will be met and exceeded. Thanks to their commitment to research and development, your efforts can be put toward selecting the proper

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combination of parts, confident that they’ll contribute strength and power to your engine build.

Comp Cams One of the key questions regarding valvetrain design concerns mass, according to Comp Cams’ Billy Godbold. Does reducing mass reduce the overall system stiffness, and by how much? Will reducing the mass result is high stress that could result in failure? Will reducing the component mass significantly change the effective system mass?

“With these three questions in mind, we try to reduce the mass as

much as possible, while retaining as much system stiffness as possible AND closely watching for highly localized stress concentrations through both finite element analysis (FEA) and endurance testing on our Spintron test cells,” he says.

Godbold recommends check system stiffness by measuring static max lift with a flow bench checking spring versus the running spring with everything else constant. The system stiffness is the difference in load divided by the difference in lift. “The best systems,” he says, “have BOTH high stiffness and low effective mass.”

Valve spring materials are some-

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Valve spring materials are not what they used to be, say experts. The high grade wire used by some manufacturers is even better than what NASCAR had a decade ago.

thing of their own animal, Goldbold suggests, and they’re not what they used to be. “The high grades of super clean chrome silicon wire we use today are far better than even the best wire we had in NASCAR a decade earlier,” he explains. “And these are quite difficult to compare to even the best aerospace steels available today. For steel rocker arms we use 8620 on the roller tip rockers and 8650 on the full roller Ultra Pro Magnum and XD rockers. Our Ultra Gold rockers use a specifically selected aluminum alloy for the unique stress and temperature requirements of rocker arms.”

The key to selecting the right component, according to Godbold, is to have a good relationship with a manufacturer you trust.

“There are so many nuances to the designs and materials of today’s valvetrain components that you could have both an advanced engineering and metallurgy degrees and still fall into traps unique to the valvetrain world.

For example, most 5/16” standard wall pushrods commonly see loads above the buckling load. The only Circle 62 for more information 62 April 2013 | EngineBuilder

reason they lift is that the load durations are so short that the part never has time to fail before the load spike relaxes.”

Godbold suggests one of two methods to valve spring selection: either to stay with a combination that is known to work well through experience, or invest the time needed to run both dynamics and durability testing.

“We use a Spintron test fixture,” Godbold says. “A typical test would be approximately 2-3 days of dynamics followed by 3-5 days of durability, depending on the type of racing, and Spintron testing runs approximately half again to twice as much per day as professional dynamometer testing.”

Crane Cams The balance between reliability and cost-effectiveness must always be part of the parts choice equation, according to Crane Cams’ Chase Knight.

“Some folks have unrealistic expectations regarding performance and reliability. It all comes down to the compromises that need to made for time/quality vs. dollars,”

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Knight explains. “It’s best to plan out your entire combination first (including the vehicle it’s going into), before a single part is purchased, so you only need to do it once. There is no magic camshaft that will cure a mismatch of poorly chosen items.”

Knight concurs that valve springs should be tested on a quality tester, that has been verified with a special checking spring. The inner springs (and dampers, if equipped) should be preloaded with the proper step thickness as provided by the specified retainer.

“Run the valve spring down to coil bind a few times, then check the pressures at the various checking heights when returning from the coil bind position. This will ensure that any hysteresis in the wires is considered in the load readings,” he says.

The valve spring industry has a general tolerance of plus or minus ten percent on all but the most expensive springs, so be aware of variations, if your supplier does not individually match their sets.

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Test valve springs by running them down to coil bind a few times, then check the pressures at the various checking heights when returning from the coil bind position.

Edelbrock Edelbrock’s Smitty Smith says his company regularly develops new valvetrain components. “We now offer aluminum roller rockers for our crate engine program which is also used with our top end kits and addon sales when retailers sell our ac-

companying engine products,” he says. “We also offer matching pushrods and valve springs for all of the engines we offer hydraulic flat tappet and hydraulic roller camshafts for. Eliminating the guess work as we make sure that they all work together. This is part of our

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total power package.”

Smith says the most important factor for choosing the correct springs is to use the ones recommended by your camshaft supplier.

“Basically, there are different valve springs for the different type of camshafts, hydraulic flat tappet, hydraulic roller, solid roller,” he notes.

When an engine builder switches from a stud mounted rocker to a shaft mounted rocker, Smith says that this is most common in racing applications where they use hydraulic roller and solid roller camshafts with aggressive valve spring pressures. He says it ensures a very stable valvetrain at all rpm’s.

Elgin “Everyone is always conscious of keeping the reciprocating mass (weight) down as a total,” says Elgin’s Dan Gathman. “That includes the weight of the lifter, pushrod,

valve, valve spring, rocker, retainer, all the way through that circuit.”

From a performance standpoint, Gathman says, the weight on the valve side of the rocker is the most critical to control. “That mass is what provides the impact load on the seats of the valves. The mass increases the inertia that you have to overcome to reverse the direction of the valve, the higher the rpm the more important minimizing this force becomes.”

Gathman says that Elgin has developed and is testing a new heavy-

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Looking down from the top of a 3/8ths pushrod tube you can see the various wall thicknesses from .035˝ to .145˝.

wall, fully machined one-piece chrome moly pushrod. “Right now the offering we have is a straight wall pushrod,” he says, “but that wall is thick enough to support a fully hardturned configuration. The final machining process is done after the heat treating so we can get an exact radius and very good surface finish.” And it’s DEAD ON accurate, according to the folks at Elgin.

“On the pushrod side of the

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rocker, weight is not typically a big concern for racing and performance guys,” says Gathman. “They are looking for stiffness. So whatever the cam profile is, they want the valve to follow that as close as possible. That’s one of the reasons that the high performance industry wants the biggest, fattest, strongest pushrod that you can possibly fit in the engine, even at the expense of adding more mass to the engine.”

Elgin president Bill Skok says,

Rocker ratio has a small effect on the weight of the rocker, the higher the ratio the longer the rocker will be from the trunnion or stud mount, to the tip of the rocker. Shaft-mounted rockers made of steel or aluminum are best suited for handling high horsepower.

“What we’ve seen with our different materials such as stainless steel rockers that we have and even our cryogenic valvetrain components have been taking off.” He says the Black Ice product line (rockers) is getting longer and better wear. And the

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parts are stronger through their treatment process.

“What we have is different than what is typically out in the field. We have the ability to perform a super cryogenic treatment,” says Elgin’s Rick Simko. “Out in the field a cryogenic treatment will typically be around -120 degrees F below zero.

With our super cryogenic treatment it is between -250 F and -300 degrees F below zero. So we do a super cryo but the metallurgical advantages and benefits are still not fully understood. It’s very difficult to get quantifiable data to show the amount of the improvement but there is an improvement. The performance in the field suggests that the improvement goes in the right direction. In most cases it adds durability and in some cases it adds strength.”

K-Motion When it comes to valvetrain components, K-Motion’s Bob Kamp says weight is important. “Anything that changes directions needs to be light,”

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he says, noting that they have recently added a number of new springs to their catalog. “We have 19 part numbers that cover 95% of the market. Our springs are made of a new high tensile steel.”

Kamp recommends using a bench tester to check all springs and then to start the engine and bring it up to temperature. “Use an engine tester (LSM) to check again,” he says. “This will give you a good baseline on a new spring.”

Manton Pushrods “Some of our newest valvetrain ideas are a .281˝ ball adjuster, which is used to replace the standard cup adjuster,” says Manton Pushrods’ Alan Perkins.

“The pushrod end used with the .281 ball adjuster is produced from H-13 tool steel and is fitted with a copper alloy insert.”

Perkins says the pushrod is available in 7/16˝ x 20˝ and 3/8˝ x 24˝ sizes, with or without pressure feed oiling.

Perkins says Manton prefers to use 4130 chrome molly seamless material, as well as S-7 Tool steel along with their own heat treating methods. “We use 86L20 standard bearing material and H-13 Tool Steel for our tip ends,” he says. “These materials are needed to ensure proper function with all rocker arm adjusters.”

PRW The weight of rockers can vary based upon material content and types of lifter being utilized. Chris Roberts from PRW Industries explains that a variety of materials is used to offer an assortment of products.

“We use a variety of materials in the construction of our rocker from our investment cast 4340 Steel Sportsman Series (for flat tappet cams), 15-5 Pro Series and 17-4pH Alloy Steel Platinum Series, and top of the line Performance Quotient (PQx) aluminum shaft mounted rocker arm systems. Each has a specific benefit depending on the type of

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engine being built, weather that is a small high rpm motor or large torque-churning build,” says Roberts.

“One of the newest products that we have developed is the GM LS3/L92 Platinum Series rocker with 1.7 Ratio offset intake rockers. This system integrates a 0.675˝ complement bearings, 0.875˝ micro polished trunnions, alloy steel full roller body and an internal oiling system to insure proper lubrication at all engine speeds and horsepower levels. A Clear Nitron finish adds to their strength and reliability for years of worry free operation,” explains Roberts.

Trend Performance The largest percentage of Trend pushrods is made from chrome molybdenum, a type of alloy steel known as 4130. “This material,” says Trend’s Andy Anderson, “possesses an excellent strength-to-weight ratio and is considerably stronger and

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harder than standard 1020 steel.

Sprint Cup engines use it as do much of Pro Stock and Pro Mod. In contrast, Top Fuel and Funny Car teams use H13 tool steel in solid bar form.”

The 4130 pushrods are produced from thick-wall tubing. Their hollow center passage is pressurized by oil destined to lubricate the rocker adjuster.

For competition engines operating under extreme pressures such as Mountain motors, Pro Mod, Pro Nitrous, Top Sportsman, NHRA Pro Stock and fast Bracket engines, Anderson says Trend has introduced a new series of 5/8˝ pushrods. “Created from 4130 chrome molybdenum thick-wall tubes, they are constructed as one-piece units and available with wall thicknesses of 0.188˝ or 0.125˝ and in lengths ranging from 8˝ to 13.500˝ long,” he says. “They are also supplied with a plain radius cup or with a BZ radius cup.”

Anderson says these are high

load-bearing bronze inserts that overcome galling troubles that occur between the rocker ball and the pushrod’s upper cup. “Galling is an ominous condition perpetuated by the use of extremely lightweight lubricating oils,” he says “Moreover, Trend is also making the balls and cups available in our latest self-lubricating tool steel.”

Trick Flow Trick Flow has expanded its offering of valve springs to cover more applications and uses American-made springs from PAC Racing Springs.

PAC Racing Springs is the performance division of Peterson Spring.

They have been making springs for nearly 100 years.

“The valve springs are batch fatigue tested before shipment to ensure they meet Trick Flow’s stringent durability requirements,” explains Mike Downs of Trick Flow. “We list recommended components (retainers and locks) to match the springs to

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help take some of the work out of finding the right components. We also list recommended applications for each spring.”

Trick Flow offers US-manufactured chromoly pushrods in 5/16” and 3/8” diameters. The pushrods are available in many lengths from 6.250” to 9.000” (5/16”) or 7.650” to 9.950” (3/8”).

“Our US-made aluminum roller rockers feature heat-treated CNCmachined bodies, premium needle bearing fulcrums, roller tips, and a machined relief for improved valve spring clearance,” says Downs.

“They are well-matched to Trick Flow cylinder heads, and can be used on most factory and other aftermarket heads, too.” ■ For contact information on these and other suppliers of valvetrain components, visit our exclusive online Buyers Guides at enginebuildermag.com.

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Going Green Not Just for Irish The industry has been green longer than most but hasn’t promoted it

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id you know that as engine builders, we were green long before green became the IN thing? We were green even before Kermit said it wasn’t easy. How are we green, you ask? We are green because we rebuild, which means we recycle.

Green is defined as: • Relating to or being an environmentalist political movement; • Concerned with or supporting environmentalism; and • Tending to preserve environmental quality (as by being recyclable, biodegradable, or nonpolluting) – Merriam Webster Dictionary.

A couple of synonyms for green as a verb are rejuvenate and revitalize.

Isn’t this exactly what the automotive aftermarket is all about? Rebuilding, rejuvenating and revitalizing a component or complete assembly.

The automotive aftermarket has been doing this since I was just a little sales manager. We rebuild everything from water pumps to starters to alternators to brake calipers to transmissions and, of course, complete engines and all of the components that go into the engine. We regrind valves and valve seats, we regrind valve guides, we regrind camshafts, crankshafts, connecting rods and the list goes on and on. We basically reuse just about every component that moves inside a gas or diesel internal combustion engine.

Being green in rebuilding the engine’s components is one thing we are very good at but what about the shop in general? How green is your shop? Do you recycle your metal chips? Do you recycle the aluminum

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engine components that can’t or won’t be rebuilt? What about the can from the pop you drank today? So what can and can’t be recycled?

Here’s a partial list of what can be recycled in my area: • Iron • Steel • Aluminum • Tin • Plastic • Cardboard • Newspapers • Phone books • Office paper • Magazines • Glass • Used motor oil You will, of course, need to check with your local recycling center to get a list for your area.

I suggest you create a “Green Czar” in your shop to be responsible for identifying what can and cannot be recycled. This person will also be responsible for ensuring that everything that can be recycled is, in fact, recycled. The key here is being consistent. Separate these items daily, then round them up monthly for delivery to your local recycling facility.

By taking time to separate recyclables your shop will be more organized, cleaner, and done properly you have created a nice little income to spoil your hard working employees with. You can use these proceeds to help fund a monthly pizza party or other function that all of your hard working people can be a part of and therefore get on board to recycling. In some cities the recycle facility will send a truck to your shop and pick up all of your recyclables at one time.

CONTRIBUTING EDITOR DAVE MONYHAN dmonyhan@enginebuildermag.com

Metal and Metal Chips: These come in various forms and you get a new supply each and every day.

Steel, iron and aluminum are obviuosly most common; plus we get to throw in some copper, bronze, tin and a little brass now and then. This is probably your biggest source of recyclables, so pick up all of these metals and organize a place somewhere in or outside your shop to collect and store them. Be sure this area is secure to prevent theft, if you store your metal recyclables outside. We get fresh cast iron chips from our boring bar. We get fresh cast iron and aluminum chips from our mill or surfacer and we get cast iron and aluminum from our seat and guide machine.

You will need to take the time to remove the steel wrist pins from the pistons. Keep in mind that piston rings can also be recycled and there may be other components that may need to be disassembled to separate one type of metal from another. Also check with the local recycler to ensure you are complying with these specific requirements for recycling.

Plastics: We get these free almost every day in the form of water bottles, plastic oil bottles, coolant jugs, plastic pop bottles, plastic packaging material and yes, engine components, plastic timing chain guides and plastic timing gears. Always check with the local recycling facility to make sure they take all the various forms of plastic we see in the machine shop. Some of these will need to be cleaned prior to them

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going on the recycle pile.

Paper and Cardboard: Here is another almost endless supply of clutter that can be recycled. Most all engine parts and shop supplies arrive in cardboard boxes. They may also include newspaper as packing, and when you combine the office paper, envelopes, old phone books, magazines, and junk mail you get a pretty good pile.

Some packing material cannot be recycled and one of them is those pesky weebos, as I call them, but most refer to them as packing peanuts. Remove these Styrofoam thingies before you recycle the cardboard as most recycling facilities do not accept them.

There is a new generation of packing peanuts made from cornstarch that will decompose in water. Encourage your suppliers to use these instead of the petroleum-based packing peanuts most of us are accustomed to seeing.

Engine oils from your tear down department are great for recycling.

Some of you may already be using it to heat the shop in winter. Antifreeze however is one of those substances

PG 74 >> Classifieds

PG 76 >> Final Wrap

that need special handling for recycling. Check with your city or county hazardous waste departments for guidelines.

Coolants and Oils: Your best bet here is to get the maximum life out of your coolants and oils. So let’s discuss those opportunities you already have in your shop to not only be a little greener but to also save some money.

Let’s start at the hone tank. Here we can use filter paper under the workspace to catch the big chunks of metal created when honing.

I like to also suggest you put some magnetic strips or actual magnets in the coolant trough to catch additional metal particles prior to them going into the pump and into the finer filters you have on the back of the machine.

By separating these particles from the honing oil you have just extended the life of your honing oil by about 25 percent, saving you money by not having to replace the honing oil as often.

The valve refacer can also benefit by adding magnets to the oil return troughs. You can extend the life of

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your crank grinder coolant as well as the surface grinder coolant by incorporating a sludge filter bag at the end of the return hose prior to it going back into the sump. This sludge bag will remove the larger chunks of grinding grit and if you include magnets in the coolant troughs you will remove the metal particles as well. By including the sludge bags and magnets your coolant will last longer your floor to floor grinding speeds will stay the same and your finished work piece will also be consistent.

Now don’t get me wrong, I like selling you guys oils and coolants each and every day, but I also know we need to get the most life as possible for these expensive oils and coolants.

So, like I said at the beginning, you are already Green, now it’s time to take it the next level to save money and the environment. Be sure to check out the special “Green Strategies” section in this issue of Engine Builder for even more ideas!

See ya in the shop!

Dave (aka Dr. Green) ■

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Product Spotlights

70-73 Spotlights 4/18/13 9:16 AM Page 70

Valve Spring Tester Performance Trends has released a High Force option for its automatic valve spring tester.

Powered by shop air, the High Force spring tester produces 2,500 lbs force at 130 psi air pressure. The standard model produces 1,600 lbs. This is ideal for the huge valve springs run in today’s top race classes. The tester is controlled by most any computer with XP through Windows 8. The data recorded includes seated and open force, spring rate, force at some particular height or height increments, linearity, damping, bind height, bind height clearance, and more. Other features include test cycling, accommodating springs up to 4” height, USB connection, professional graphs and reports, and much more. Manual testers and special low range testers for smaller springs also available. Visit our website at www.performancetrends.com for more info and a FREE demo of the software.

Performance Trends www.performancetrends.com Circle 100

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“No particle left behind” with ARMEX® baking soda based, water soluble media from the makers of Arm & Hammer® Products. Clean, degrease and depaint core engine components in one step. Water rinse residues away.

ArmaKleen Phone: 800-332-5424 Email: armex@churchdwight.com

www.armex.com Circle 101

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Product Spotlights

Ergonomic Blast Cabinets ZERO blast cabinets are now available in an ergonomic body style, which allows the operator to sit while working. The cabinet configuration provides comfortable kneeroom for the operator without interfering with the free flow of media for reclamation and re-use. Standard cabinet features include: large, quick-change window, reverse-pulse cartridge-style dust collector, suction-blast or pressure-blast models.

HEPA filtration as an option. Cabinets can work with glass bead, aluminum oxide and other recyclable media. Applications: cleaning, de-burring, peening, and finishing.

Clemco Industries Corp.

Phone: 800-788-0599

www.clemcoindustries.com Circle 107 Circle 106

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Web-Based Valvetrain Parts Catalog SBI has released a Web-based version of its acclaimed catalog in order to provide users with real-time updates on additions to the company’s line of replacement valvetrain parts for close to 3,000 applications divided among late-model domestic and import passenger car, light truck, performance, marine, agricultural, heavyduty and forklift/industrial. The catalog also features listings of K-Line Bronze Bullet-brand valve guide liners and miscellaneous K-Line tooling stocked by SBI, Exclusive Master Distributor for K-Line.

Based on SBI’s CD-ROM catalog, the SBI Web-based catalog allows the user to search the database by part type/part number, vehicle type, engine manufacturer, or specific engine and make codes.

S.B. International Phone:1-800-THE-SEAT Circle 109

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Product Spotlights

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Valve Guide Run-Out Gauge Goodson has released its new Valve Guide Run-Out Gauge with the following features: • Check concentricity to .001” • Never install an incorrectly machined guide again • Indicator included • Use with your existing pilots; comes in .375˝, .385˝ and .437˝.

Goodson Tools and Supplies for Engine Builders Phone: 800-533-8010

www.goodson.com Circle 114 Circle 113

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Stainless Steel Roller Rockers

The popular Elgin® PRO-STOCK® performance line now includes premium stainless steel roller rocker arms for smalland big-block Chevrolet and Ford 302 and 351W engines. Stainless steel construction and extra-large trunnions give PRO-STOCK roller rockers superior strength and increased durability while eliminating deflection at high RPM. Each part’s full needle-bearing trunnion allows for increased horsepower and quicker response, and a large roller tip helps prevent wear. The new roller rockers are offered in clamshell kits of 16 that include poly locks.

Phone:800-323-6764

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Product Spotlights

Stock Replacement Gaskets from Engine Pro Engine Pro has added to its line of stock replacement gaskets, with full sets and head sets now available. All gasket components are produced to OE standards and are ISO 9001:2000 certified. Cylinder head gaskets have an exclusive perforated steel core to resist scrubbing, special aluminum sealing compound for better load spread, and Teflon-graphite coatings for better heat resistance and more effective sealing. Go to goenginepro.com for your local Engine Pro Distributor.

Engine Pro Phone: 1-800-ENGINE-1

www.goenginepro.com Circle 118

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MAHLE Clevite Includes QR Codes on Packaging Adding to the growing number of electronic resources MAHLE Clevite Inc. offers, QR codes are now included on all MAHLE Original, Clevite and Victor Reinz product packaging. Translating the code with a free QR code reader automatically directs the end-user to a search page where they can input a part number to retrieve specifications and up-to-date technical information on the particular part.

Mahle Clevite Inc.

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Phone: 734-975-4777

www.mahle-aftermarket.com Circle 121

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Classified/Cores

74-75 Class-Cores 4/18/13 9:14 AM Page 74

Call now to order or to receive a free 2012 catalog 1-800-434-5141 www.autobodysupplies.com SPECIALIZING IN ENGINE CORES

MACHINE REBUILDING

GRANT WE BUY

(314) 421-5585 ST. LOUIS ★ FAX (314) 421-1436 (888) 421-5585

• CAMS • CRANKS

3815 N. 21st ST.

USED AND REBUILT EQUIPMENT

WE SELL • HEADS •RODS

ST. LOUIS, MO 63107

74 April 2013 | EngineBuilder

CBN TOOLING: WE RESHARPEN CBN’S!

JAMISON EQUIPMENT 1908 11th St., Emmetsburg IA 50536 800-841-5405 Check out our used equip. list at www.jamisonequipment.com

74-75 Class-Cores 4/18/13 9:14 AM Page 75

Classified/Cores

To Advertise in CLASSIFIEDS!

Call Roberto Almenar at 330-670-1234, ext. 233 ralmenar@babcox.com

Need Reprints?

Call

Tina Purnell at

330-670-1234, ext. 243

Advertiser Index COMPANY NAME PAGE # CIRCLE # American Cylinder Head, Inc. 17 17 American Gasket 25 25 Apex Automobile Parts 9 9 ArmaKleen Company 30 131 ARP/Automotive Racing Products Inc 60 60 Automotive Service Equipment 50 50 Avon Automotive Products 54 54 Bill Mitchell Products 8 8 Brad Penn Lubricants 4 12 Butler Performance 60 60 Chrysler Group LLC/Mopar 6 6 Clemco Industries 66 66 Cometic Gaskets 23 23 Comp Performance Group 11 11 Dakota Parts Warehouse 59 70 Dart Machinery Ltd 3 3 Darton International 4 4 Demon Carburetion 48 48 Diamond Racing Products/Trend Performance 64 64

Dipaco Inc. 16 DNJ Engine Components 1 Driven Racing Oil, LLC 46 Dura-Bond Bearing Co 37 Eastern Precision 35 Edelbrock Corp 38, 43 Elgin Industries C2 Engine Parts Group 13 Engine Parts Warehouse 65 Engine & Performance Warehouse 53 EngineQuest 33, 57 ESCO Industries 22 Federal Mogul/Fel Pro 20, 21 Goodson Mfg Co 69 GRP Connecting Rods 56 Graymills 40, 43 Harland Sharp 64 Injector Experts 54 K-Motion Racing 61 King Electronics 8 Liberty Engine Parts 5

16 1 46 137 135 138,142 2 13 65 53 57, 133 18 20, 21 69 56 140, 143 71 52 61 18 5

Lunati Mahle Clevite Manton Pushrods & Rockers Martin Wells Motor State Distributing Mr Gasket Performance Group Packard Industries PAI Industries Inc Permatex Inc QualCast Quality Power Products Rottler Manufacturing Safety Auto Parts Corp Safety Kleen SB International Scat Enterprises SCE Gaskets T & D Machine Products Winona Van Norman

63 7 61 62 58 22 10 59 C3 67 15 C4 19 29, 44 51 41 24 55 47

63 7 72 62 58 22 10 59 79 67 15 80 19 129,144,145 51 41 24 55 47

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Final Wrap

76 Final Wrap 4/18/13 9:14 AM Page 76

Not Quite a Full Pull

A final hook for an old friend ASSOCIATE PUBLISHER/EDITOR Doug Kaufman dkaufman@babcox.com

I

n tractor pulling parlance, a “hook” is when you attempt a pull. A “full pull” is one in which you go the maximum distance of 300 feet.

At Engine Builder, we’re mourning one of our own, who made the hook, but didn’t quite get the full pull.

Jim Walbolt, who had been a contributor to Engine Builder since the early 2000s, suffered a massive heart attack and died back in January. He was only 56 years old.

Jim was one of our original high performance columnists and feature writers and loved racing of all kinds, particularly truck and tractor pulling and stock car racing. Whether it was grassroots or professional, dirt or pavement, if it went fast, made noise and fueled someone’s competitive fire, Jim loved it.

In addition to columns and articles he wrote for us, Jim was a frequent contributor to the National Tractor Pullers Association’s (NTPA) Puller magazine. He was a gifted photographer and was passionate about using words and photos to tell a story.

It seems amazing now, but when Jim first started writing “Fast Lane” for

us in 2001, the concept of high performance engine and machine work was somewhat foreign to many of our readers. We encouraged you to diversify your business, look for opportunities outside your comfort zone and take advantage of the rapid growth of high performance enthusiasm.

Jim Walbolt 1956-2013

And, boy, did you respond! Today, more than 82 percent of our readers service the high performance customer.

For a lot of these readers, that’s the bulk of their business.

But it still isn’t ALL of their business. Despite the significant attention paid to high performance in these pages, a sizeable audience continues to do just fine, thank you, serving other

Associate Publisher/Editor Doug Kaufman, ext. 262 dkaufman@babcox.com

enginebuildermag.com

Senior Executive Editor Brendan Baker, ext. 228 bbaker@babcox.com

3550 Embassy Parkway Akron, OH 44333-8318 FAX 330-670-0874

Tech Editor Larry Carley lcarley@babcox.com

330-670-1234

Group Publisher David Moniz, ext. 215 dmoniz@babcox.com

76 April 2013 | EngineBuilder

Graphic Designer Nichole Anderson, ext. 232 nanderson@babcox.com Advertising Services Tina Purnell, ext. 243 tpurnell@babcox.com

Sales Representatives Roberto Almenar ralmenar@babcox.com 330-670-1234, ext. 233 David Benson dbenson@babcox.com 330-670-1234 ext. 210

Director of Distribution Rich Zisk, ext. 287 rzisk@babcox.com

Bobbie Adams badams@babcox.com 330-670-1234, ext. 238

Circulation Manager Pat Robinson, ext. 276 probinson@babcox.com

Don Hemming dhemming@babcox.com 330-670-1234, ext. 286

Sr. Circulation Specialist Ellen Mays, ext. 275 emays@babcox.com

Karen Kaim kkaim@babcox.com 330-670-1234, ext. 295

markets than the traditional racing and performance customer. We recognize that, which is why we continue to provide detailed editorial information on traditional passenger car engines as well as diesel and other markets, too.

Jim enjoyed writing about shop management and business topics as well, and developed a passion for Web sites and social media. He considered them vital tools that shops need to embrace rather than ignore.

Jim loved being part of this business and couldn’t wait to share his passion with you, the reader. In fact, he was scheduled to write one of the features in this issue and had started doing research at the time of his passing. He was very excited about the growth of diesel motorsports and couldn’t wait to contribute to the special coverage we have planned for our June issue.

Jim will be missed by his family and friends all across the country, and especially here at Engine Builder. Finding a replacement for his writing and photography skills will be a challenge for us...finding a replacement for his energy and enthusiasm will be nearly impossible. ■

Dean Martin dmartin@babcox.com 330-670-1234, ext. 225 Jim Merle jmerle@babcox.com 330-670-1234, ext. 280 Tom Staab tstaab@babcox.com 330-670-1234, ext 224 Glenn Warner gwarner@babcox.com 330-670-1234, ext. 212 John Zick jzick@babcox.com 949-756-8835

Babcox Media Inc. Bill Babcox, President Greg Cira, Vice President, CFO Jeff Stankard, Vice President Beth Scheetz, Controller In Memorium: Edward S. Babcox (1885-1970) Founder of Babcox Publications Inc. Tom B. Babcox (1919-1995) Chairman

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