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2012 SEPTEMBER
Don’t Miss: Corporate/Product Profiles
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ALSO: Rebuilding the CAT C7 Common Rail Diesel CNC Machinery and Operations PERA President Perspectives NASCAR Performance • Shop Solutions • Final Wrap
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Volume 49 • Number 9 • September 2012
FEATURES ON THE COVER
CONTENTS
40 Cafe Racer Market The east end of London was a rough and tumble place in the 1960s.Working class and idle youth mixed together to start a new motorcycle subculture that is thriving today, thanks to an economic recession that has made custom bike builders become more creative and opened the doors for a few good machinists. Senior Editor Brendan Baker explores the possibilities for shops in this market.
COLUMNS & DEPARTMENTS
6 Events 12 Shop Solutions 14 Business Savvy 18 Performance Engine 20 Builder of the Year Coretalk
2012 SUPPLIER
SPOTLIGHTS 60
70 Cores 72 Classifieds 74 Advertisers Index 73 NASCAR Performance 76 Supply Line
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CNC Machining Centers
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Understanding CAT’s C7 Diesel
Some people call CNC machines “smart” machines because of all the things they can do. But a CNC is only as smart as the person who programs it. Technical Editor Larry Carley explores the dollars and sense that go into the decision about incorporating a CNC into today’s engine building facility.
Caterpillar’s C7 common rail diesel engine has been used in applications from Bluebird Buses to Freightliner Trucks. Diesel columnist and contributor Bob McDonald, in conjunction with Jasper Engines, explores the differences between early and late model C7s, and the opportunities that these engines present.
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PERA – A Presidential Perspective
What is the future of the remanufacturing industry? The opportunities are strong, according to the young leaders of PERA. Editor/Associate Publisher Doug Kaufman discusses the strengths and challenges with incoming PERA President Robert McGraw (AER Mfg.) and outgoing President Matt Weiznapfel (Jasper Engines & Transmissions). Cover design by Nichole Anderson Photo courtesy of Bike EXIF
ENGINE BUILDER founded Oct. 1964 Copyright 2012 Babcox Media, Inc.
ENGINE BUILDER (ISSN 1535-041X) (September 2012, Volume 49, Number 9): 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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CORE TALK Edelbrock LLC Acquires SX Performance
tomers. The entire operation has already transitioned from St. Louis, MO to Edelbrock’s facility in Torrance, CA.
Edelbrock recently announced the acquisition of SX Performance, EPWI Names Vendor which was an affiliate of Essex and Rep of the Year Industries, Inc. SX Performance has been designEngine & Performance Warehouse ing and manufacturing advanced fluid (EPWI) named its 2011 Vendor of delivery systems for aerospace, milithe Year and Representative of the tary and automotive use for over 60 Year at an awards dinner held Aug. years.They have a proven track record 9 during EPWI’s annual summer in aerospace design, manufacturing, conference in Vail, CO. quality control, distribution, and cusEngine & Performance tomer service while serving some of Warehouse named Hastings the largest names in the aerospace and Manufacturing Co. as EPWI’s armed forces sector. 2011 Vendor of the Year. Edelbrock is very familiar with SX Bob Kollar, Hastings CEO, and Performance’s products, as they have Tom DeBlasis, vice president of been manufacturing all Edelbrock domestic aftermarket sales, accepted electric Quiet-Flo fuel pumps, in-line the award for Hastings, a key supplifuel pumps and regulators since 2003. This acquisition will reduce production lead times, allow Edelbrock to become more price competitive and raise the quality to even higher standards in the fuel delivery and component marketplace. “We are excited to add SX Performance to our portfolio of products,” said Steve Rep of the Year Mike Katz poses with EPWI Whipple, Edelbrock’s VP of members. sales and marketing. “We look forward to developing new and exciting products for the race and street performance markets.” The acquisition includes all manufacturing equipment, raw materials, current and future product designs as well as any existing inventory. Additionally, Edelbrock will continue to support all of SX Representatives from Vendor of the Year Hastings Performance’s existing cus- pose with EPWI members.
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formed a partnership with Jasper Engines and Transmissions to use its products in the school’s Automotive and Auto-Diesel programs. Through the partnership, Jasper will provide engines, transmissions and differentials along with manufacturing, marketing and sponsor support to OTC. Students will train on the company’s products during a six-week course held in the new Jasper Engines and Transmissions Training Center Lab building. “We are excited to have Jasper as the official automotive engine and transmissions partner of OTC, and they will have a great presence in training the next generation of technicians,” said Tom King, vice president of enrollment management and technical training for OTC. “The Jasper Engines and Transmissions Training Center allows our students to work with quality products that come from a leader in remanufacturing.” The training center will consist of five classrooms: three engine labs, one automatic transmission lab, and one manual transmission and differential lab. Students will learn disassembly, measuring, cylinder honing, how to work with heli-coil inserts, timing belt installation and proper re-assembly and torque procedures. The Jasper course will also train students on automatic transmissions in rear- and front-wheel drive vehicles which will be covered in car diagnostic testing as well as transmission removal and reinstallation. In addition, the manual transmis-
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er of replacement and racing piston rings. The annual Vendor of the Year award is presented to a supplier or manufacturer based on performance scores during the prior year in seven categories. Categories include distribution/sales policies, pricing policies, inventory, returns, labor claims, office support and shipping/packaging. Past recipients of this award include S.A. Gear, Total Seal, Pioneer, B&P Rods, COMP Cams, Cylinder Head Center, Clevite Engine Parts, Dura-Bond Bearing Co., Damper Doctor, Melling Engine Parts, Joe Gibbs Racing, Howard Enterprises and SB International. Engine & Performance Warehouse also named Mike Katz, a manufacturer’s rep for Bob Cook Sales, as EPWI’s 2011 Representative of the Year. Katz accepted his award during the Thursday night dinner. He covers southern Texas and Louisiana, and represents many of EPWI’s larger performance manufacturers. The Rep of the Year is selected annually, on a rotating basis by region, using combined votes based on performance scores during the prior year in three categories: sales support, distribution philosophies and timely and accurate follow-through.
Ohio Technical College Partners with Jasper Engines & Transmissions Ohio Technical College (OTC), a provider of specialized technical training in a wide variety of transportation fields, has Circle 8 for more information
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state-of-the-art facility in Pinellas Park, FL.” “Our expert gasket engineers have created a broad range of head gaskets and head sets that match the superior levels of performance and value our customers have already come to expect from Magnum,” added Derek Data, Magnum’s director of strategic development. “You will see coverage for the most popular domestic and import vehicles, utilizing several exclusive, application-specific gasket constructions.” For nearly 20 years, Magnum’s parent company, Modern Silicone Technologies Inc. (MSI), has manufactured gaskets for major aftermarket brands and original equipment manufacturers. More than 90 percent of Magnum products are designed, manufactured and packaged in the U.S. According to the company, the current Magnum Gasket line covers more than 80 percent of sales in manifold, valve cover and oil pan gasket categories for domestic and import cars and light trucks. The gasket sets contain everything the technician will need for a successful repair and every part meets or exceeds OEM standards, the company says. Sets are packaged in durable boxes with informative trilingual labels and installation guides.
IC Engine To Remain Dominant For Many Years, DOE Study Says According to a recent study by a panel advising the Energy Department, the internal combustion engine will likely
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sion classes will cover differentials. OTC’s ASE/NATEF-certified Automotive Technology program offers relevant hands-on training over the course of 72 weeks, while the Auto-Diesel program combines the automotive courses with Diesel Equipment Technology training. Some of the subjects covered include engine performance and repair, automatic transmission and transaxle, manual drive train and axles and alternative fuels.
Magnum Expands Product Line with New Head Gaskets and Head Sets Magnum Gaskets, an MSI brand, has announced plans for a major product line expansion in the fourth quarter of 2012, which the company says will more than double the gasket sales potential for Magnum’s aftermarket distribution partners. Magnum Gaskets said the success of its extensive line of premium-quality manifold, oil pan and valve cover gaskets opens the door for this exclusive line of head gaskets and head sets. “Magnum’s entry into the premium-quality head gasket/head set market is the most important change to the gasket supply landscape in more than 30 years,” said Alex Grunfeld, Magnum’s vice president. “The fourth quarter introduction coincides perfectly with the opening of our new, Circle 16 for more information
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C O R E T A L K remain the dominant power source for vehicles until at least 2050, reports Automotive News. The report said that compressed natural gas vehicles instead of battery-powered vehicles will emerge as the biggest competitor to the combustion engine if natural-gas prices remain low. Hydraulic fracturing in shale rock formations has boosted supplies and pushed prices for the fuel to their lowest level in a decade. The National Petroleum Council said, although from a somewhat biased view, that high costs and technology hurdles will impede any substitute technologies
such as batteries and hydrogen fuel cells. The NPC, which includes representatives from industry, government and universities, said U.S. policies should be “technology neutral” and depend on “market dynamics” to pick winners and losers.
ADS Sets Record with This Year’s Convention & Trade Show The Association of Diesel Specialists (ADS) says its annual International Convention & Trade Show, which was held July 31 to Aug. 3,
in Lake Buena Vista, FL, was a recordsetting event this year. The theme for this year’s event, “Technology and Training for Today’s Clean Diesel,” underscored five days of educational seminars, panel discussions, social events and boasted the largest trade show in ADS history. This year’s event featured 163 booths, including a record 22 first-time exhibitors. The trade show floor was sold out. “I am incredibly pleased with this year’s convention,” said newly elected ADS president Andy Girres. “We held five days of very well-attended seminars and exhibits that ran the gamut from technology training to entertainment.” Seminars included presentations by leading industry manufacturers, technical discussions on turbochargers, a technical presentation by Luis Ruiz, of Mechanic’s Education Association (MEA), on TDI diesels and a technical seminar on diesel emissions controls presented by Tony Salas, ADS director of training. A business management seminar explored what you don’t know but should about HR and David Mulvey from the Disney Institute explored Disney’s approach to business excellence, an engaging look into business strategies and practices to improve organizational performance. In addition, attendees were able to participate in various social and networking events, including the popular Forerunner’s networking event for the industry’s next generation of leaders 40 years old and younger. A highlight of the week was the closing event at Disney World’s Epcot Center. Attendees were treated to dinner at the American pavilion followed by a fireworks display and laser light show. The next ADS International Convention & Trade Show is scheduled for July 30 – Aug. 2, 2013, at Manchester Grand Hyatt in San Diego, CA. More Industry News & Info At Our Website www.enginebuildermag.com or aftermarketnews.com To submit your company’s news and events, send details to: dkaufman@babcox.com
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INDUSTRY EVENTS 2012-2013 CALENDAR
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October 1-2
National Engine Parts Manufacturers Association (NEPMA) Fall Meeting Argonne, IL; 419-656-2766.
October 29November 2
SEMA Show Las Vegas, NV; www.semashow.com or 702-450-7662.
October 29November 1
AAPEX Show Las Vegas, NV; www.aapexshow.com or 708-226-1300.
November 26-28
23rd Annual AETC Orlando, FL; www.aetconline.com or 866-893-2382.
November 29December 1
PRI Show Orlando, FL; www.performanceracing.com or 949-499-5413.
December 6-8
IMIS Indianapolis, IN; www.imis-indy.com or 317-429-1004.
January 21-23, 2013
Heavy Duty Aftermarket Week HDAW 13 Las Vegas, NV; www.hdaw.org or 708-226-1300.
February 2-3
V-Twin Expo Cincinnati, OH; www.vtwin-expo.com or 877-889-4697.
February 22-24
Race and Performance Expo St. Charles, IL; www.raceperformanceexpo.com or 630-584-6300.
March 14-16
Hot Rod and Restoration Show Indianapolis, IN; www.hotrodshow.com or 800-576-8788.
For more industry events, visit our website at www.enginebuildermag.com or subscribe to www.aftermarketnews.com.
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Keeping Micrometers And Calipers Accurate To maintain accuracy, it is a good, and inexpensive, idea to buy a set of gauge blocks. There are many choices, and a good set that includes 81 pieces typically costs around $200. When used properly, clean and wrung together, they provide incredible accuracy, usually to +/- 50 millionths. For mics, set up the gauge blocks to the size that you use the most.When checking the mic to the gauge, it may show wear on the size you use most. For example, a 2˝-3˝ mic checked with a 2.000˝ and 3.000˝ block will probably look good for size. But when checked in the most used areas it may show some wear on the spindle threads to thimble. Gauge blocks are also used for checking height gauges or to compare the gauge block setup size on a surface plate with an indicator to measure the size of parts. Use the indicator, zero it on the part you want to accurately measure and compare it to a stack of gauge blocks. A 12˝x18˝ surface plate costs around $100. A little imagination will open up a whole new world of measuring, and it’s fun, too. By the way, the best way to clean the faces is to use a piece of white paper and gently rub it on the anvil and spindle faces. This will quickly show you what was on there that may have affected accuracy. Ron Derry Custom Balancing and Blueprinting Rocky View County, Alberta,Canada
Rocker Arm Clearance Solution Sometimes it’s necessary to grind or machine the undersides of aftermarket roller rocker arms to allow clearance for retainers. Here is the procedure I use to hold the rocker arm solid when making the modification: Clamp a piece of redirod (threaded rod) in a vice. Slide the rocker arm upside down over the redirod. Use a nut to secure the rocker arm on the redi-rod. This holds the rocker 14
ENGINE BUILDER | September 2012
arm steady so you can modify it as needed. Dan Daley Cope Brothers Machine, Tacoma,WA
Double Duty For A Toilet Bowl Brush Our shop mostly builds V8s so when we work on small engines with bores under 3.000˝, the brush we use when final washing the V8s is too large. I use a toilet bowl brush which fits the cylinders much better than the V8 brush and does a super job cleaning. It is a bonus because I already own one, so there’s no extra expense for a small cylinder cleaning brush. Norm Johns Norms Auto Machine Petaluma, CA
The Helpful Hammer Don’t overlook the convenience of everyday tools in you shop. Ordinary hammers can be some of your best friends! From loosening/removing stuck valve guides to dealing with other stubborn parts, a good hammer can be one of your most valuable tools! I use a variety of hammers at my place, each with its own purpose. A medium weight fiberglass handle ball peen hammer works great on anything you want to bang pretty hard including a stuck valve guide or to loosen a pesky bolt/nut. I use a molded heavy rubber hammer mallet for gently loosening/removing/installing more sensitive components including rod/main caps, timing gears/sprockets, etc. It is also helpful to have a lightweight plastic head hammer for light tapping when removing/installing delicate components like valve train components or other sensitive parts. I’ve also found that a 5 pound sledge makes a perfect door stop when cracking open the shop door on a hot summer afternoon! Lamar Whitman Engine Pro Technical Committee
What You Can’t See Can Hurt Your Camshaft A human hair is about 80 microns thick, and the smallest particle you can see is about 40 microns. That seems pretty small. Can something that small really cause engine problems? “Clearance size” particles do the most engine damage. They are small enough to get into the space just ahead of the cam lobe and lifter contact area. Small particles can get between the roller and the axle on a roller lifter. Even worse, hard particles can score the bore of the plunger in hydraulic lifters and this can cause them to bleed down. This can also lead to lifter rattle on start up. In any case, cams and followers (both flat tappet and roller) need to be properly cleaned and lubricated prior to installation and break-in. Here a as few practical steps you can take during the assembly and initial break-in of an engine to rid yourself of these unseen assassins: 1) A foaming degreaser is recommended to lift the greasy film from the part. This film seals out moisture and keeps it from reaching the surface of the parts, but it also traps fine particulate. You don’t want an abrasive slurry working on your flat tappet lifters, so make sure the metal surfaces have been degreased before you apply break-in lubricant. 2) Break-in oil or assembly lube establishes an anti-wear film in your engine, the foundation for lasting protection. After cleaning the camshaft, dip it in the break-in oil. Next, clean the lifters and dip them in break-in oil. For hydraulic lifters, allow them to soak for several hours on their sides with the oil hole pointed up. For flat tappet lifters, apply engine assembly grease to the foot of the lifters prior to installation. It is better to get an extra coat of primer than to leave a few spots thin. 3) A production car oil filter has a finer micron rating than a racing filter. For example, a WIX 51061 small block Chevy stock replacement filter has a
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nominal micron rating of 21 with a GPM flow rate of 11. A WIX 51061R racing filter has a nominal micron rating of 61 and a flow rate of 28 GPM. WIX even offers a specific break-in filter for dry sump systems. 4) It is critical to have a supply of oil to the cam and lifters at initial start up, so the oil system must be primed to avoid a dry start. Editors Note: Preferred priming methods were discussed in last month’s camshaft break-in article. More cam break-in tips can be found on our website at www.enginebuildermag.com. Technical Department Joe Gibbs Driven Racing Oil Huntersville, NC
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 free one year membership to the Engine Rebuilders Council and 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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BUSINESS SAVVY B R I A N S A C K S | bsacks@enginebuildermag.com
Can Your Customers Find You Where They Are Searching?
W
hat is mobile marketing and why do you need to know about it? That’s a question I have been asked a lot lately. In this column, I want to give you an introduction to the world of mobile marketing. My goal here is to provide you with some answers and insight about new and powerful ways to generate more business, both with new customers and repeat customers. In 2011, more mobile devices were shipped than laptops or desktop computers. You might even be seeing this trend yourself with your employees, family and customers. They all are on their phones or tablets, tapping away. A few weeks ago, while meeting with a group of shop owners, one of my clients told me this story: John Thompson had been walking around his shop wondering where all of these jobs were coming from. His shop is located about a mile off the highway, and over the last 18 years most of his business had come from customers in his own town. Suddenly he was seeing cars he didn’t recognize, some with out-ofstate plates. Yes, he always got a few travelers in the shop from the interstate, but that was usually during a few big summer months or holidays. So, where were these new customers coming from? John was stumped until one of his techs told him it was “from Google.” Of course, John was thrilled with the new business, and they were coming in consistently. But he was still
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having a problem understanding what “from Google” meant. For those of us raised on local news papers and Yellow Page ads, “from Google” is the way most customers are finding you today. Over the past decade, we have witnessed a technological revolution. First we were able to find anything we wanted to know, from anywhere around the world. Then, as technology continued its inevitable march, we were able to communicate instantly with someone on the other end of the world – and even see them. The old days of just having a sign outside your shop or simply relying on word-of-mouth advertising are gone. The Yellow Pages are not nearly as effective as they were just a few short years ago. Sadly, even your website may no longer be producing the results you
had hoped for – or even the same results you got when you first launched it. No, there is a new media and we must pay attention to it. The world has gone mobile and you must go with it.
Mobile Matters Check out these stats from Google: • 95% of all smartphone users have searched for local information. • 61% of users call a business after searching, and 59% visit the location. • 90% of smartphone users act to make a purchase within 24 hours of doing a local search. • Nearly 50% of all searches are performed on mobile devices, and this figure is growing each and every day. But let’s take another look at these figures. If you look closely at the numbers, they suggest people search-
Nearly half of all searches today are done on mobile devices, and this figure continues to grow.
ENGINE BUILDER | September 2012
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B U S I N E S S ing for you on their mobile devices are more likely to be active, interested buyers. After all, why would they even take the time to search your business while they are out during their busy day? Think about it this way: Do you ever look for information about plumbers unless you really need one? The convenience – size and range – of today’s smartphones make them the perfect shopping tool. It’s like melding the Yellow Pages with the telephone, and then throwing a fullblown laptop computer on top for good measure. People using a desktop or laptop are able to type and search more easily and leisurely, so they may be more inclined to “shop around.” People searching for you using their mobile devices have an immediate need and just want to easily connect with you.
S AV V Y
Take Advantage Step 1: Take out your cell phone. Today most phones are smartphones – iPhone, Android or BlackBerry. In fact, in a very short time, these will be the majority of phones in the U.S. and Canada. Step 2: Find your smartphone’s web browser. Step 3: Now type in the URL for your Which do you think customers would make better use of? website and see what Making your website smartphone friendly can pay off. comes up. Here are a few things to look for: • Using your smartphone, is your site easy to navigate, meaning can you • Does your website also have a get to the most important functions .mobi address? This is the newest doquickly and easily? main that has been set aside specifically for mobile websites. • Does it load quickly when
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ARE YOU THE
High Performance ENGINE BUILDER OF THE YEAR Award Winner?
Sponsored B y:
y: Sponsored B
Performance Award Award
presented by:
The High Performance Engine Builder of the Year will be announced in a special presentation during the International Motorsports Industry Show (IMIS) December 6-8, 2012. For complete contest information and the application form, visit
www.topperformanceshop.com Engine Builder magazine and DRIVEN RACING OIL are looking for the best example of creativity and innovation, training and education, merchandising and promotion, professional standards and conduct, appearance, solid business management, community involvement, business growth, achievement and victories.
WINNER WILL RECEIVE: • Performance Engine Builder of the Year Award • A check for $1,500 • An Apple iPad • Two nights lodging at the Indianapolis Hyatt during the IMIS Show • A feature story on your business in the January 2013 High Performance Buyers Guide issue • And MORE! Second- and Third-Place Finalists will be named and awarded as well!
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B U S I N E S S displayed on your smartphone? “OK,” you might say, “We have a great website, so why is all of this important?” There are a few reasons. The reality these days, according to Google, is that four out of every 10 online searches are being done using a mobile device (smartphones or tablets like the iPad.) Simply put, without a mobile-friendly website, you could be missing out on 40%50% of the people looking for your business. But there are other reasons you need to pay attention to this. For example, many auto repair facilities are paying firms to make sure their website gets a high ranking when people in the local area are searching for them. Google recently stated it is penalizing companies that don’t have mobile websites by downgrading them in search rankings. What that really means is Google will have your ad appear farther down the page and will be charging you more per ad. Here’s a quote directly from Google: “As a result of this change, ads that have mobile optimized landing pages will perform better in AdWords – they will generally drive more mobile traffic at a lower cost.” [As a side note: Websites that use Flash animation will only appear as a blank page on iPhones and iPads, since Apple does not support Flash.]
Easy Connections The illustration on page 19 shows before and after pictures of a website. The “before” is how a business website would display on a mobile device. The “after” shows how a mob ile-optimized website would appear. Which do you think customers would make better use of? Notice that in the “after” photo, there are only a few key options displayed, allowing your customers to easily and quickly connect with you. The important thing with mobile-friendly websites is to keep things easy and simple. We live in an instant gratification Circle 22 for more information
S AV V Y
society and if your site doesn’t load quickly and make it very easy to connect, customers will simply go on to the next search result. The good news – and the bad – is that less than 10% of our industry’s websites are mobile-optimized, so there is still time for dealers to take advantage of this opportunity.
Bottom Line Consumers looking for your engine building services will most likely be searching on their mobile phones. And as you’ve seen, studies have shown that a majority of buyers will make a purchase within 24 hours of searching. Mobile device shoppers have an urgent need, unlike shoppers scanning their laptop for the best price. The question is: Can today’s mobile device users find your business when they need engine service? Getting back to John and his effort to define “from Google:” After a while, John understood why his lot was full of out-of-towners. Those customers were searching for a auto repair facility on their smartphones. When his customers typed in “Auto Repair,” John’s new mobile website showed up in the results. The site has a “click to call” button and a map so they can easily navigate right to John’s shop. Finally – it all made sense! There are several other components of a successful mobile marketing strategy, including mobile apps, text messaging, appointment reminder programs and, of course, mobile customer capture systems. If you have any mobile marketing questions email them to brian@trackableresponse.com and I’ll try to answer them.
Editor Bio
Brian Sacks is a mobile marketing expert with more than 26 years of direct response marketing experience. He is cofounder of Trackable Response Inc., a mobile marketing provider to the tire and auto service industries, based in Catonsville, MD. Brian can be reached at brian@trackableresponse.com or 410-747-1100.
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B Y L A R R Y C A R L E Y, T E C H N I C A L E D I T O R
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lcarley@babcox.com
CNC Machining R unning a profitable machine shop these days requires a lot of things: skilled machinists who know what they are doing, accurate equipment that can perform all of the tasks that are required to machine cylinder heads and blocks, an efficient work environment that maximizes both shop labor and equipment usage to boost productivity, a commitment to quality, and a loyal customer base. So how does Computer Numeric Controlled (CNC) machining fit into all of this? Let’s start with the skilled machinists who operate the equipment in your shop. A good employee who knows what he’s doing can complete a certain number of jobs during an 8-hour work day. His productivity is limited by how much time it takes him to set up each job and how long it takes him to complete each task. The main advantage that CNC offers here is that it takes over the physical control of the equipment once the job has been set up and automatically completes it, freeing up the operator to perform other tasks. It’s like multiplying the work that one man can do without having to hire extra employees or work overtime. Accuracy, repeatability and an overall
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improvement in consistency and quality are additional benefits that CNC can provide. With a multi-purpose CNC machining center, there’s no need to move a work piece from one machine to another to complete different tasks. Once you’ve mounted the head or block in the fixturing, you can perform multiple operations without having to move, remount and reset the parts. This reduces the chance of making a mistake and saves a tremendous amount of setup time.
Uncovering The Myths of What CNC Is and Isn’t Some people call CNC machines “smart” machines because of all the things they can do. But a CNC is only as smart as the person who programs it. The computer that controls the motions of the tooling and part that is being machined is only following a road map that tells it what to do and how to move. A human operator has to enter the commands that tell a CNC machine what to do either via conversational (question and answer) programming on a computer touch screen, or by entering G-code or M-code, which is the underlying language that CNC actually uses to control the movements of the tooling and parts fixturing.
The main advantage with CNC is that once you have entered the necessary instructions to perform a particular job, mounted the part to be machined in the fixturing and zeroed its position relative to the machine tooling, CNC takes over and does everything else. You don’t need an operator to run the equipment or to babysit it. And if you are performing the same job over and over again on a run of similar parts, CNC will do each job exactly the same every time with a higher degree of repeatability and precision that is normally possible on manually operated shop equipment. Of course, CNC isn’t foolproof. If an operator makes a mistake while entering the programming information for the job (like misplacing a decimal point or entering a wrong number), it may cause the tooling to move too far causing a crash that may ruin the work piece, break the tooling or even damage the equipment! To minimize the risk of equipment damage, most CNC machine suppliers build in some type of collision avoidance crash protection that will prevent tooling from overextending its normal range of travel, or sense when an axis motor is overloading and immediately shut down the equipment before any serious damage can occur. But you can
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still ruin a work piece if you mistakenly tell the CNC machine to do something it shouldn’t do, like drill a hole in the wrong place or too deep, or mill off too much metal from the surface of a head or block..
How CNC Got Its Start Following World War Two, the aviation industry was looking for better ways to machine and automate the production of complex components for military and civilian aircraft. In 1952, the United States Air Force (USAF) asked scientists at the Massachusetts Institute of Technology (MIT) to come up with some type of control system that would make this possible. One of their solutions was to use punched paper tape to control the movements of existing industrial machine tooling. The holes in the tape told the equipment how to move so it could machine the desired shapes. The new “numeric control” concept took awhile to catch on, but
In some cases, CNC is so easy to learn that a skilled machinist who knows how to use a micrometer and read a blueprint can be operating a machine after only three hours of introductory training.
eventually it became quite common in all kinds of industrial manufacturing
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plants. In the 1970s, the development of
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level of skill to program the G-code and M-code that actually controlled the movements of the machines. The development of better graphic interfaces for display monitors, touch screens and conversational programming made it possible to program CNC equipment without having to know any G-code or Mcode commands. This opened up all kinds of new applications for CNC machining and brings us to where we are today.
How Hard Is It To Learn CNC?
CENTROID’s A560 is really three machines in one: a CNC cylinder head porting machine, an engine block blueprinting and machining center and an all-around 5-axis CNC machining center.
electronic computers allowed numeric control to be integrated with digital and
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analog processors. This eliminated the paper tape input, but still required a high
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Not very, according to most of the CNC equipment suppliers we spoke with for this article – at least for basic tasks. There are three basic aspects of CNC you have to understand: how to setup the parts on the machine, how to setup the tooling on the machine, and how to program the machine so it will do what you want it to do. In a smaller shop, typically the operator will do all of these
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steps himself. But in a larger shop (especially if the shop has multiple CNC machines), one person may do all of the programming allowing less skilled operators to run the equipment. According to one CNC machine supplier, their unique conversational programming is so easy to learn that a skilled machinist who knows how to use a micrometer and read a blueprint can be operating a CNC block center after only three hours of introductory training. In other words, you don’t need any CNC or programming experience to operate a CNC machine. Of course, the training requirements will vary with the CNC equipment and the simplicity or complexity of its programming interface. Some are easier to learn than others. Most CNC controls use a computer monitor or touch screen to enter information, either in a menu format or conversational Q&A format. It’s fairly intuitive and easy to understand. Some screens may show a 3D graphical display
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to illustrate how the tooling will travel once it has been programmed, and where the tooling is moving during the job itself. As a rule, most machinists can learn how to perform basic jobs on CNC equipment after a few days of training. Most CNC suppliers provide training (often at your place of business) when they install a new CNC machine. Others have a central training facility or use regional training facilities. If your shop already owns a CNC machine or you have people with CNC experience, your employees may only require minimal training on how to program and use the new CNC equipment. On the other hand, if you or your employees have no CNC experience, it may take awhile to become fully competent with all of the nuances of CNC machining and many of the things it can potentially do (like 5-axis porting of cylinder heads). One CNC equipment supplier said learning the basics of a 3-
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axis machine is fairly simple because you are only dealing with three directions of movement: X and Y (sideways in two directions) and Z (vertical). With a 5axis machine, however, you also have to understand the movement of the A axis (which is the rotation of the tooling toward or away from the work piece) and the B-axis (tilt of the workpiece). And if you also want to do your own CAD/CAM design work for manufacturing your own parts, the learning curve can be rather steep taking 6 months to a year or more to become highly competent in all aspects of CNC and CAD/CAM. Fortunately, you don’t have to be a computer expert or know anything about CAD/CAM (Computer Aided Design and Manufacturing) to do most of the common machining operations on a CNC machine. “Teaching a new operator how to fixture blocks, what tools to use and how to set them takes up the majority of the training time, which usually lasts 5 days,”
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RMC’s V50 is a 3-axis, PC-based CNC machining center equipped to handle precision engine blueprinting as well as production engine rebuilding. A rotary table for 4th-axis operation is optional.
said one CNC equipment supplier. “Generally by second day the new oper-
ator has the controls and is operating the machine by himself with our technician
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watching over them. By the end of the week the operators are confident and ready to go!” What are the hardest aspects of the CNC machine to learn? “To trust the equipment,” said the same equipment supplier. A CNC machine will do exactly what you tell it to do. You just have to make sure the numbers you enter into the CNC controls are accurate and that you haven’t made a mistake. One CNC trainer said he typically trains a new CNC operator to first cylinder bore and then surface. Once they are comfortable with those functions, they can move on to lifter boring and stroker clearancing. After that, they can learn to do block end truing and line boring. If they want to do cam boring, install 4-bolt main caps or machine a new style block so an older mechanical fuel pump can be mounted on it, that comes next. All of this can be learned in 5 days of training or less.
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Who Is Using CNC? It’s hard to come up with an exact number of automotive machine shops that are using CNC equipment. One CNC equipment manufacturer estimated that probably one out of five top quality shops are using CNC. Another said the number might be as high as 50 percent. But for smaller mom and pop custom shops, you might find CNC in may one out of every 25 or 30 shops. One of the most popular applications for CNC machining is for porting high performance cylinder heads. This type of work usually requires a 5-axis machine that can reach all areas of the intake and exhaust ports for a seamless transition. After that, the general purpose CNC machining center that can bore and surface heads and blocks is high on the “must have” list for many shops. The biggest stumbling block to adopting CNC is its cost. The price of the equipment varies greatly with its capabilities, with many CNC machines costing several hundred thousand dollars up to a million dollars or more for industrial high volume production equipment. Figure on spending at least six figures for some type of 5-axis CNC equipment and the tooling that comes with it. By comparison, you can purchase a Bridgeport mill with CNC controls for under $25,000, but such a machine won’t have the capabilities of a multi-purpose CNC machining center.
CNC Retrofits What about retrofitting older manual equipment to CNC? A number of companies have CNC retrofit kits that can be installed on existing machines to automate their operation. The cost of some of these CNC retrofit kits can be as low as $5,000 for upgrading an older Bridgeport machine – if you do the installation yourself, which they say isn’t that difficult. They even have online videos that show you the step-by-step retrofit process. Others feel more comfortable having a local distributor/ installer to do the CNC retrofit. Either way, retrofitting an existing machine or a used machine is much less expensive than buying new equipment. A CNC retrofit can add features an older manual machine never had, like the ability to digitize the profile of a work piece, and to automatically control tool zeroing and positioning. It can also automate what used to be a manual process to free up the operator’s time so he can perform other tasks in the shop. Others say retrofitting older equipment to CNC may not be the best way to spend your money. It may be a step up from manually operated equipment, but it’s never the same as new CNC equipment. If you want all of the advantages of CNC machining, then buy new equipment that was designed to be CNC controlled from the start. Most CNC equipment has precision ball screws and better antifriction materials on the ways, along with liner ball ways for more accurate machining. Some CNC machines even come with a webcam, Wi-Fi and software that allows a service technician to log onto your machine Circle 36 for more information 36 ENGINE BUILDER | September 2012
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petitive. There are lot of people porting heads with CNC equipment, but not as many who are doing blocks. Some suppliers also offer a “try before you buy” opportunity to test out their CNC equipment in your own shop for 30 or 60 days. This type of offer is usually only extended to shops that already have CNC equipment or experience rather than first-time buyers. Better to find out a certain machine is or isn’t right for your business before you sign on the dotted line. One supplier said you should look for a CNC machine that provide the most functionality and accuracy that you can afford. A relatively basic 3-axis or 4-axis CNC machine that fits your immediate needs now may not have the features or capabilities that would allow you to expand your business later on. Rottler's F69A can blueprint bore, line bore, deck blocks, surface heads, true lifter bores, etc. The real advancement is the Windows program control. All the listed functions are formatted in operations tabs on the touch screen that any shop hand can understand.
remotely via a phone connection to help you troubleshoot a problem. So if improved accuracy, speed and capability are important, new CNC equipment will give you more bang for your buck than a simple CNC retrofit.
Custom Work One of the main benefits of 5-axis CNC is that it gives you total control over the movement of the tooling and the workpiece. Once you have created a digital model of a surface (which many machines can do for you with a digitizing probe), you can easily modify or customize the profile of almost any work piece as needed. That’s one of the main reasons why CNC has become an absolute must for high performance head porting. It’s very difficult and time-consuming to replicate a given port profile with a die grinder by hand with a high degree of consistency. CNC duplicates the port profile exactly whether it is one cylinder head or a hundred cylinder heads. And if you need to tweak the port profile a bit for a slightly different engine application, it’s a simple matter of entering the new data and letting the CNC machine do the rest.
Shopping For CNC Equipment If you are considering a CNC machine purchase but aren’t sure what to buy, talk to the various equipment suppliers to find out what kind of CNC machines and tooling packages they have and what type of equipment best suits your needs. Do you really need a more expensive 5-axis CNC machine, or will a 3-axis or 4-axis CNC machine provide the capabilities you need for particular set of tasks. Ask the equipment suppliers about the potential Return On Investment (ROI) their CNC machines are capable of achieving by boosting productivity and accuracy. Do the numbers make sense for your business and the type of machine work you are doing now or want to do in the future? Most shops can’t afford to buy an expensive toy. They need a productive piece of equipment that will make them money from the get go. One CNC supplier we interviewed said engine block work probably offers the best profit potential for CNC machining today because 5-axis high performance head porting is so com-
Installation The equipment supplier from whom you buy your CNC machine (or their local distributor) will usually handle the installation and initial setup of the equipment. One thing that should always be checked is your power supply. You want relatively “clean” power with no noise or erratic changes in the frequency or voltage as this may cause problems with the functioning of the computer controls. The power supply to the CNC machine should be on its own electrical circuit. CNC control software is updatable and usually downloadable from the equipment supplier.
The following companies responded to requests for input to this article: Centroid CNC www.centroidperformanceracing.com Okuma America Corp. www.okuma.com/americas Mazak Corp. www.mazakusa.com RMC Engine Rebuilding Equipment www.rmcengine.com Rottler Manufacturing Co. www.rottlermfg.com
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BY BRENDAN BAKER, SENIOR EDITOR
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bbaker@babcox.com
CASHING IN ON
The Cafe Racer, Vintage Bike Revival hey raced from cafe to cafe around London in the early 1960s and gained notoriety for clashes with the law and another sub-culture from the era: the Mods, a group of teenage scooter riders. The Rockers who rode on the racy-looking machines sculpted after grand prix motorcycles gained the nickname “cafe racers” because they were often seen parked outside a coffee shop and were considered wannabe racers.The name was originally intended to be an insult but later turned out to be a proud moniker. A right of passage for members of this group was to run their bikes up to 100 mph in what was called “ton-up” racing. Their famous clashes with the mods landed the rockers a bad reputation in some media outlets, yet many were actually members of Club 59, which was a youth organization run by a Catholic priest, and was essentially an outreach program for troubled youth on the east end of London. That was then, but fast forward 50 years and you have the second coming of the cafe racer movement. Things are a little different from the original group of kids who ran around the east end of London on their Triumphs, Nortons and BSAs. Today, more often than not, the smaller displacement Japanese bikes have taken the subculture by storm. And it can hardly be considered a subculture when you have so many bike enthusiasts building cafe racers. Most of these machines today are parked in some garage or barn or backyard across America and destined to be chopped and customized into a revered art-form.
T
The Bikes The British may have invented the cafe racer but they certainly don’t own it: the bikes that are built to this style cover anything and everything. To be sure, there are lots of British bikes such as Triumph Bonnevilles and Thruxtons. Then there are the Norton Commandos, which is a brand set to relaunch in the US – however companies such as Colorado Norton Works completely rebuild each Commando by hand. BSAs also have a measure of popularity, but not as much as the others, according to experts.
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Traditional cafe racer bikes range from those originally built in the mid- ’50s to the early ’80s. Most are less than 1,000 cc displacement but the engines can vary in configuration.There areV-Twins, inline-2s and 4s, and single cylinder thumpers. Most of the vintage engines are air-cooled, unlike the modern cafe bikes. And there is a movement to make modern bikes in the cafe racer mold. Dana Johnson, owner of Import Machine Service in Framingham, MA, says that vintage bikes are more similar to the automotive market and can be just as lucrative for engine builders who work on them.While Import Machine Service mostly works on European imports (Johnson says today he does more air-cooled VWs than anything else), he says vintage bikes have been a healthy percentage of his business in the past. The vintage bike market can be pretty “automotive-friendly” as far as experience goes, according to Johnson. He says it’s an easier crossover into these bikes than into the modern Japanese brands, and the tooling requirements are not as demanding for vintage stuff as for the modern machines with very small valve stems and tolerances. Kevin Butler, operations manager for Northern Ohio Ducati Triumph today has built one of the most unique cafe racers in the country. It’s a modern take on the vintage cafe racer theme, and it
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is just as acceptable to the purists as a vintage version. His bike is a Ducati Monster with many custom features including a fulltilt big-bore engine build with forged pistons and a knife edged crank (read more about his engine build in the Oct. 2011 issue on our website).
see, the value of these is such that there’s enough interest in making parts for them. Take Triumph, for example: I can get all of the wear parts and most of the trim parts such as fenders and seats I need,” Healy says.
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British Invasion Noted British bike expert John Healy, owner of Coventry Spares in Middleboro, MA, agrees that the vintage bike market has exploded over the last couple of years. Part of this resurgence is due to the cafe racer market, but also a lot of bikes went on the market at more affordable prices during the economic downturn and the “haves” bought up the inventory of the “have nots.” Healy, whose parts business caters to British bikes, says that there are more aftermarket parts for these bikes now than ever. “You could build a complete bike out of them if you wanted to,” he says. “There’s more parts available for these motorcycles now than when they were originally made,” Healy explains. “Triumph, BSA, Norton and Vincent – they’re all big, but I can build a complete Vincent out of stock. There are three or four guys making crankcases for them.You Circle 41 for more information
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They make more parts for Vincents now than when they were in production, so there’s a very strong following for the brand despite its limited numbers.
While Triumph is the biggest brand in the vintage market, a leader as far as activity is probably Vincent, says Healy. “They only made 10,000 of them but there’s more parts being made for them than any of the other British bikes, most likely due to their value,” Healy says. “It’s just a cult thing, really. Guys that get into it actually ride them also. There’s a big annual rally out in Colorado that includes around 300Vincents, and very few are trailer queens. Most all are ridden in some form or another.”
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While as a percentage of bikes made there’s a lot of activity with Vincent, Norton gets a lot of attention as well, and Triumph would be next, followed by BSA. “The thing is with this business, the next month has been bigger than the previous and it keeps on growing. The vintage market right now is stupid,” says Healy. “There are a lot of young guys getting into the bikes making Bobbers and Cafe Racers out of them.” Healy says that, overall, reports from his dealers indicate this is a solid business right now. “Let’s just say we have very few people whining about the economy. But there’s a reason for it.While they may have dumped a lot of money into the economy, the trouble is you have to look up to find it. If you look at the auctions you can see where a lot of the money is. A motorcycle sold recently at auction for over $1 million. It was Rollie Free’s bike that he set a land speed record at Bonneville with in 1948.” Healy says that Vincent Black Shadows are going for $80,000 to $120,000.A basket case Shadow is worth $30,000 - $40,000. He warns, however, that while there are more Vincents now than there were because you can build one out of stock, you can’t get the frames.
Land of The Rising Sun When the Honda CB 750 was introduced in 1969, it was at that moment that Japanese bikes landed solidly on the map of being
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considered a performance bike. The CB 750, considered groundbreaking by many in the industry, was dubbed the first superbike. Honda made thousands of these motorcycles in SOHC configuration from 1969-1978, and today they are considered one of the prime donor bikes for a cafe racer’s project. Much like the ’32 Deuce Coupe did for the hot rod movement of the ’40s and ’50s, the CB 750 is plentiful and cheap for today’s crop of cafe bike builders. There are tons of aftermarket engine parts and performance goodies available from a variety of companies, and used parts are a dime a dozen on eBay Honda, with all of its early models, dominates the cafe racer market. CBs from 750 to 350s and even smaller are commonly built from a non-running heap in someone’s garage or backyard. While the younger generation may not be able to afford expensive cars or bikes, they can often shell out a few hundred to a thousand on a project bike. Several companies have sprung up to serve this burgeoning market from builders who do everything from soup to nuts, from the engine build to the paint scheme. Some also design their own components such as seats or handlebars and exhausts. Kevin Flasco and Chris Weitzel-Janca, owners of Rubber City Vintage Cycle, say that the parts end of the cafe market is very busy, too.The owners recently left their full-time jobs to run their eBay store full-time. And over the short year and a half that they’ve been open, they’ve continued to grow at a steady pace. They’ve added staff and thousands of parts to their online store at
Vintage bikes are often tucked away in a garage or barn for years, so the engines may need quite a bit of work to bring them back to life.
stores.ebay.com/Rubber-City-Vintage-Cycle. Kevin and Chris have bought up hundreds of old bikes from anywhere they can get them in hopes of turning one man’s trash into two other men’s treasure. And treasure it is for customers who need an engine core or hard to find part from an old Japanese bike. Though they do have a few British bikes the entrepreneurs stock mostly old Japanese parts that they clean up to sell. The two owners started fixing up bikes on their own 20 years ago and from there they started selling odd bits from Chris’ base-
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The Norton featherbed frames from the 1950s were highly sought after for their superior handling and great looks, and the Vincent Lightning 1,200 cc engine was a work of art. Add the two together and you have a Norvin, what every cafe racer dreams of: power, beauty and handling.
ment until the recession hit. Then things got more serious as the cafe racer scene started picking up. They say they get calls and emails every day from customers building a new cafe racer project who need parts that they can’t find anywhere else. While they do some restorations of their bikes, especially the more salvageable or more collectible ones, most bikes are destined to be parted out and shipped off to project bike builders. A couple of the bikes that they rolled out were on the list to be restored. One of their most prized bikes according to the two coowners was a 1970 early edition CB750. The bike was pretty rare and in good enough shape to be rebuilt. It featured a little differ-
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ent exhaust as well as some other unique components. For engine builders who are looking for new opportunities and like the motorcycle market, Coventry Spares’ John Healy says you need to have a foot in the old world as well as today’s world with the machining equipment and understanding of the vintage techniques for building these engines. Healy says about building vintage motorcycle engines:“I live in a two-thousandths world, while most engine builders today live in a two ten-thousandths world…and many of the things in the modern world just won’t work with vintage engines. If an engine builder has experience with old flat heads and engines from the ’70s and so forth, they understand stuff like the fact that a thousandths taper in the bore wasn’t something you wanted but wouldn’t cause the engine light to come on. If engine builders are used to this, then usually they have no trouble adapting to the older vintage bike engines. If their whole experience has been working on vehicles with a ‘check engine light,’ it means they are used to working in tolerances that are unheard of on these old bikes.” Healy cautions builders not to use too fine a grit stone when honing a cylinder on a vintage bike because if you use the stock cast rings, the engine will smoke and miss because the rings won’t seat properly. He says you need a coarser stone on the cylinder walls that will work together with the old cast piston rings to create a plateau finish to seat the rings. Modern equipment allows machine shops to do many things including creating ultra fine finishes, but with vintage components and materials, these finishes are not as necessary.
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Smaller bikes such as this CB350 are also good candidates for engine upgrades. Ace Cafe in London (below) is where it all started.
Honda CB750s are plentiful and there are several aftermarket suppliers making go fast parts. Big bore kits can bump these engines over 1,000 cc.
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E
ven in today’s struggling economy, there are still creative ways to make an income, and the same is true with the transportation industry. I am sure there are plenty of automotive and diesel engine shops finding new areas in which to direct their expertise. I believe society naturally directs the outcome of its environment: if someone manages a quality independent automotive repair shop, they will always be looking for ways to increase their education and specialty tools as technology changes. In order to take care of their customers when the warranty runs out and they no longer visit the dealership, shops need to adapt. A quality independent automotive repair facility that keeps up with technological advances is no different than any other competitive industry. Look at the automotive manufacturers themselves. Today’s society has directed them to make more power, use less fuel and offer more features. The same can be said about the heavy-duty industry as well. Heavy-duty diesels that transport goods across the country along with the ones that are used to excavate highways are all using the same competitive Main bearings are lubricated after strategies to stay on top. In addi- installation as they are readied to tion, the EPA has raised stan- receive the crankshaft. dards and lowered emissions in
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BY ROBERT MCDONALD, CONTRIBUTOR
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rmcdonald@enginebuildermag.com
its older engine brother, the Cat 3126. The 3126 was, in fact, the replacement for the Cat 3116 and that’s where this story REALLY starts. The 3116 engine was used up until the mid ’90s until society demanded more. The 3116 caused strong reactions in many people, to say the least. Not too many 3116 owners were proud of Cat’s reputation behind the engine and, while the engine did prove reliable, it didn’t offer enough power for most users and was not very fuel-efficient. To counter its poor reputation and meet tightening emissions demands, Crankshaft end play is inspected with a Journals are lubricated after installation Cat released the 3126 in 1997 as its dial indicator and recorded on a Quality and prior to the installation of the main first midrange electronic diesel Control Card. caps. engine. The 3126 could be found in GMC, Ford and Freightliner trucks, Thomas and other school buses, recreational vehicles and response to or as a cause of technological advances. The Caterpillar C7 engine is no exception. Another pop- smaller emergency vehicles. It was also offered in off-road ular Cat engine, they’re now seeing rebuilding opportunities, applications as well in excavators, skidders, motor graders, so we thought we would take a look at how things have industrial, and marine. Depending on application, the 3126 ranged from 175 to 300 hp. It was a part of the “gear fast, run changed to get to where we are today. From 2003 to 2009, the C7 was Caterpillar’s primary slow” strategy from Cat, which allows the engine to run slowengine for medium-duty trucks with a GVWR of 18,000 to er at cruise speeds, translating into potential reduced fuel con33,000 lbs. from GMC, Ford, Freightliner and Paccar.The Cat sumption.The 300 horsepower version produced peak power C7 is an inline 6-cylinder diesel engine with a displacement at 2,200 rpm with the torque peaking at 800 ft.lbs. at 1440 of 7.2 liters or 441 cubic inches. At the end of its production rpm. To achieve its electronic advancement the 3126 engine cycle, the engine included a number of features including turbocharging, common rail fuel injection system, full electronic utilized HEUI (Hydraulic Electronic Unit Injector). All control system and Caterpillar’s ACERT fuel/air management HEUI designs work in the same fashion. The components system. To meet regulations, advanced emission solutions include an ECU (Electronic Control Unit), electronic injecinclude a closed crankcase breather and a diesel particulate fil- tors, and various sensors placed on the engine and vehicle. This same technology is also found in the Ford Power Stroke ter using Cat’s proprietary regeneration system. Of course, to understand where we are, it’s often necessary and was used by International in several different applications to take a look back.The C7 was Caterpillar’s answer to grow- with their inline six-cylinder engines in the DT series trucks, ing demands for emissions reductions and was derived from but HEUI is a trademark of Caterpillar.
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The base of Caterpillar’s rear seal installer is bolted to the rear of the crankshaft. Caterpillar used high-pressure oil to make even higher injection pressures, effectively squeezing fuel out of the injector nozzle. In a HEUI system, the oil pump inside the engine supplies oil to a high-pressure oil pump or HPOP. The HPOP is gear-driven by the engine and sends pressurized oil to a galley in the cylinder head that surrounds the injector. When the ECU commands the injector to open, the high-pressure oil enters the injector and pushes down on an intensifier piston
inside the injector body which in turn pushes down on a plunger. The intensifier piston is generally seven times greater in size than the plunger. At idle, the HPOP supplies approximately 500 psi of pressure to the injector. Caterpillar used high pressure oil to squeeze fuel out of the injector nozzle. The injector has two compartments in the lower portion of the injectors body. One for high pressure oil to enter the injector and the other is to store incoming fuel which is provided
The rear seal is installed over the installer base. An outer sleeve will be used with an impact wrench to install the seal into its proper position. Circle 48 for more information
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Rod caps and rods are color coded so that they can be matched during installation and assure correct tolerances for a smooth running engine. by a pump at 80 psi. When the injector is commanded to open, the 500 psi oil enters and then sends fuel out of the tip at 3,500 psi (7 x 500 because of the intensifier piston). At wide open throttle, the HPOP can supply the injector with up to 3,000 psi of
50 ENGINE BUILDER | September 2012
oil pressure. So, the fuel being ejected from the injector tip can reach as high as 21,000 psi. The volume of oil that is supplied by the HPOP is controlled by an electronic regulator. The various sensors monitor HPOP pressure in relation to engine parameters from coolant temperature, oil temperature, cam position sensor, throttle position, manifold pressure, and barometric pressure. Utilizing these electronic controls along with high-pressure oil brought about more precise engine control as well as more economy. This engine design also increased power and reduced emissions. One thing that really set the 3126 apart was the design of its cylinder head. The inline-six cylinder head incorporated three valves per cylinder: one exhaust valve and two intake valves. The head was named “cross-flow” and revolutionized the airflow of the engine. Incoming air entered the engine from the right hand side through the intake valves and exited through the exhaust valve on the left hand side. This cross-flow design changed the
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swirl characteristics of the cylinder head and was a big factor in improving power and combustion on this diesel engine. With all of these changes in the 3126, the power was almost double that of the 3116. In 1998, after one year, Caterpillar released the 3126B, basically the same engine configuration with improved electronics.The ECU was upgraded from a 40 pin to a 70 pin connection. This advanced ECU was used to gain more engine control, as Caterpillar sought less smoke even upon cold start as emissions demands increased. Another concern was to lower the operating decibels of the engine. The previous 3126 was considered to be “too loud,” so by controlling the engine with advanced electronics, fuel delivery strategies were also changed, lowering the decibels and making the engine more efficient. As emissions tightened even further, Caterpillar released the 3126E in 2002. The 3126E was the same engine platform with even more advanced electronics and redesigned HPOP. The HPOP gave higher injection pressures and a new leak-free
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control and electronic additions to the engine.The controller was upgraded to a 120 pin connection with much faster processing speeds. One of the electronic additions is known as the Cat ACERT System – Advanced Combustion Emissions Reduction Technology – involves the precise control of the combustion cycle by controlling incoming air and fuel, as well as exhaust aftertreatment. The new HEUI injector and electronics allow for multiple injections, different fuel rate strategies which help improve combustion. In 2007, the C7 would change again, this time to adjust to the fuel, not just to market demands. You have to remember that in
Camshaft end play is inspected with a dial indicator and recorded on a Quality Control Card.
Piston height is inspected with a dial indicator and recorded on a Quality Control Card. design. If the HPOP did leak, it would leak into the engine, unlike older designs that tended to leak to the exterior of the engine. The HPOP will only leak when there is an internal seal problem, which is an indicator of an upcoming HPOP failure. This new design of HPOP also incorporated a different regulator system, however, this style of new pump was more costly to replace and could not be interchanged with older 3126 versions. In the second half of 2003, Cat released the replacement for the 3126 version, known as the C7. Once again, you can see the trend as demand rises. Whether the circumstance involves making more power or keeping compliant with growing emissions standards; in order to compete, things must change.The C7 was Caterpillar’s answer to the Tier 4 standard that would be required for 2004. The engine used the same configuration as the 3126 version, but the fuel system was changed, utilizing a new style of HEUI injector. The electronics were also more intense to offer further fuel Circle 51 for more information
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2007, diesel fuel would change to ULSD (Ultra-Low Sulfur Diesel). With this change, Caterpillar changed the fuel system of the C7 to common-rail injection. The common-rail injection took injection pressures to 27,500 psi. The transfer pump supplies fuel to the fuel rail at 280 psi. The reduction of sulfur levels in ULSD means less lubricity, so circulating the fuel rapidly at high pressure keeps heat down.The turbocharger was changed to variable nozzle
technology, which can offer proper amounts of boost at all engine speeds. What is really impressive is that these engines can have a service life of 450,000 to 500,000 miles on a blend of B50 biodiesel. The 3126 and the C7 configurations share many similarities. The bore is 4.330˝ and the stroke is 5.000˝. The compression ratio was 16.5:1. The cylinder head of the common-rail C7 is still three valves per
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cylinder but changed, as there is no oil rail cast into the cylinder head. There are provisions on the left side of the cylinder head for the high-pressure fuel lines. The exhaust rockers incorporate small spray holes that are used to cool the injectors. The front cover has changed to incorporate the high-pressure fuel delivery system. But there are some differences as well. The connecting rods and crankshaft still share the same journal sizes but have some changes also. The counterweights of the crankshaft are smaller to accommodate a lighter piston design. The rods are not forged as previous versions were but are now powdered metal with a “cracked cap” design. There are two different sizes of the small end of the connecting rod, depending on the piston used. The C7 used two different pistons depending on its horsepower. There is a short one-piece aluminum piston for 210 hp and below engines that incorporates a smaller 1.5˝ diameter wristpin. There is a taller aluminum piston with a 1.811˝ wrist pin diameter for 230 hp and higher ver-
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The Cat C7 was available with the following horsepower ratings: 210, 230, 250, 275, 300, 330, 350 and 360 hp. Torque ratings ranged from 520 up to 925 lb-ft. The 201, 230 and 250 hp. ratings were available in either a low torque or high torque option.
Rocker side play is inspected and adjusted to correct tolerances. sions. A steel piston is used with the smaller 1.5Ë? wristpin design for smaller hp applications. The front gear train of the engine has changed which includes fewer teeth and a more coarse design. This is so that these gear designs cannot be interchanged with older versions. In addition, the oil pump now produces a higher volume. Many C7 engines are now facing the need of a rebuild. Most of these engines see a service life of around 500,000 miles. In researching this article, Bill Wessel and others at Jasper Engines and Transmissions in Jasper, IN, explained that they have taken on production of the Cat C7 to meet the changing needs of the diesel engine aftermarket. Jasper incorporates precision machining and quality parts on the rebuild of each C7 as they do with the other engines that they stand behind, and Wessel offers some tips. Even though the cylinders are not sleeved, the block can safely be bored. The cylinder block is torque plate honed so there will not be any cylinder distortion. The high pressure fuel lines are also replaced. Cat recommends this if they are ever removed. Cat itself does not offer any gasket sets for this engine, so Jasper is working with leading gasket manufacturers to offer complete gasket sets needed for use during the engine install process. Other replacement parts are available for this engine in the
aftermarket as well. Special thanks to Bill Wessel, Brad Boeglin, Chip Helderman, Jimmy Corbin and Mike Pfau from Jasper for their assistance with this article.
The choice of torque options allowed different transmissions, which are rated by torque capacity, to be matched with the C7. The 330 through 360 horsepower ratings were only available in RV and firetruck applications.
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The basic C7 engine features an in-line six-cylinder and four-stroke diesel engine. The C7 model sets up as a turbo-charged engine, and the official compression ratio comes in at an impressive 16.5:1. The cooling system holds 3.5 gallons, while the lube oil system holds 5.5 gallons to ensure everything runs smoothly. These heavy engines weigh over half a ton with the flywheel, coming in at 1,295 pounds according to company specifications.
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ACERT The ACERT technology combines advances in four critical engine systems: air intake, fuel, electronic controls and exhaust aftertreatment. The air intake system uses traditional wastegated turbochargers to boost air intake pressures. The medium-duty engines uses a single turbocharger, and the heavy-duty engines use two turbochargers working in series. Cat uses variable valve actuation controlled by the engine electronics to adjust the amount of air that enters the cylinders for optimum combustion. The variable valve actuation will also allow Cat to offer an optional integral compression brake on two of their heavy-duty engines. The fuel system uses existing hydraulically actuated, electronically controlled unit injectors on medium-duty engines, and mechanically actuated, electronically controlled unit injectors on heavy-duty engines. The two injection systems have been modified with multiple injection technology that pulses multiple bursts of fuel to produce more complete combustion. The electronic controls use the same hardware found on previous Cat engines, but they have re-programmed software to control the various new components and systems. Finally, the exhaust aftertreatment package consists of a diesel oxidation catalyst to reduce particulates. This device has been used on certain Cat engines for several years with great success. It is incorporated into the muffler and requires no maintenance or cleaning. Cat says the expected life of the aftertreatment unit is equal to the life of the engine itself..
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BY DOUG KAUFMAN, EDITOR dkaufman@babcox.com
Hail to the Chiefs The Incoming and Outgoing PERA Presidents Address the State of the Production Engine Remanufacturers Association
W
ith all of the talk of special interests, pork barrel spending and polarization, the political landscape across America seems hopelessly mired in rhetoric. But while it may be politics as usual in Washington, DC, on the airwaves and at both of the major party conventions, constituents of the Production Engine Remanufacturers Association (PERA) will celebrate at peaceful transition of power this month at their annual gathering in Seattle, WA. Engine Builder magazine recently discussed the State of the Association with incoming PERA President Robert McGraw and outgoing president Matt Weinzapfel. Both are young, dynamic leaders within their respective organizations (McGraw with AER Manufacturing in Carrolton, TX; and Weinzapfel with Jasper Engines and Transmissions in Jasper, IN) and both have strong convictions on the future of this industry. While one is looking forward and the other is looking back, both are looking out for the best interests of the members of their association.
Robert McGraw Incoming PERA President Robert McGraw, vice president of operations and COO of AER Manufacturing, brings to his tenure as PERA President a goal of continued strengthening of the association and its members in the industry. And despite his relatively youthful appearance, McGraw actually has decades of experience as a participant in Association activities. “I actually have a history with PERA that goes back way before I worked at AER,” McGraw says. “I’ve been going to those meetings with my parents since I was young. I remember a long way back going to PERA when everybody used to bring their families.” Rich in history and tradition, AER
began operations in the early 1940s in the back of a local automobile dealership in Texas. With steel and iron supplies in short supply, and the country and production lines focused on WWII, Henry Ford sought ways to keep the automobile industry alive and cars and trucks running at home; the idea for remanufactured engines and engine parts was born. Ford contracted trusted suppliers who could recycle and remanufacture crucial parts to Ford Motor Co. specifications. As a result, AER became one of the first Ford authorized engine remanufacturers in the country. Under the leadership of Gordon McGraw, AER became the leader in remanufacturing and reassembling engines. He established AER’s continuing tradition of excellence, planning the growth of the company to provide a wide range of engine components and engine assemblies. Bob McGraw took over leadership of the company in 1974, and he continues to build his legacy today through Robert and Matt McGraw. Today, AER is a relatively flat organization with few management tiers. The expertise of top executive management within the McGraw family, combined with a strong group of managers from across the organization, combine to make AER a leader in engine remanufacturing. “My grandfather helped found this industry and it’s funny how the things that were important to him back then are still important now. For instance, he was obsessed with quality. And he was always looking for ways to use the latest tools and technology to do a better job at a better price. Even though engines are much more complex than they were in the ’40s when my grandfather started, we still do the same things he did - we obsess about quality and we explore every technological advantage that can make our engines better and our prices more competitive. In my career, I’ve seen this time and again.”
Today, AER offers nine variable production lines, which can run day and night, allowing for quick changes in production demands. The company has two Texas manufacturing facilities with stateof-the-art machining and assembly technologies and 11 strategically located distribution warehouses that provide costeffective, timely delivery throughout the United States. McGraw comes to his position with something of a pedigree of leadership, following in the footsteps of several other AER members who also served on the executive branch of PERA, including his father, Robert (1985) and Raymond Fink 1992 and 2006). McGraw says this legacy of leadership has helped him grow professionally, but so has time spent working in AER’s manufacturing facility. “We heard all about the industry and the association while we were growing up,” says McGraw, “but my brother and I both worked in the factory during the summers when we were about 14. We worked regular hours; we worked in the factory tearing down engines, boxing, working in the warehouse, stocking shelves, pulling orders. We worked a couple months out of the summer – 40 hour weeks!” McGraw says having a regular paycheck at that age was very convenient, but it gave him something even more useful – real world experience. “I went down to SMU here in Dallas and got an advertising degree,” McGraw says. “I worked for another company after I graduated there in 2001. Finally, I think it was about early 2003, I came in and started my full time employment at AER.” McGraw acknowledges that his youth may give him a slightly different perspective than some industry veterans, but he feels he brings a wealth of experience to the office. “I was on a conference call recently and the subject came up about time in the industry – some of the partic-
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ipants explained that they’d been in the
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industry for 35 years. I was born in 1979!” he laughs. “But I do think one of the positive things I see is the increase in younger people. Matt (Weinzapfel) and myself, we’re just part of the Association’s next generation. We see a lot of younger engineers – let’s say some of the 30somethings – who we’d like to get involved.We do see a younger crowd that is interested in attending events and really looking to keep PERA going in a positive direction.” McGraw says one of his overriding goals is to continue to serve the entire industry. To that end, he has recently accepted a nomination to serve on the board of the Engine Rebuilders Council (ERC) of the Automotive Aftermarket Industry Association (AAIA), as well as on the board of directors of the Engine Builders Association (AERA). “I’m really new to AERA, and I look forward to meeting some of the other people in the industry who aren’t involved with PERA. And it’s good to see, especially with AERA, some of what the other guys are seeing.We’re one of the big guys, and we have the chance to interact with guys who are running small shops. It’s really interesting to see what they do and how they operate,” says McGraw. “I look forward to learning more. I really do.The more you know about your
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whole industry – from a small guy to the bigger guy to the salvage yard – the better off you’re going to be,” he says. “It’s a little different scene now. Obviously, the market’s contracted some, but we still have a lot of solid people in PERA,” McGraw says. “It’s great to get with those guys and see how they’re doing and what they have going on in their worlds. We all hit different markets. Sometimes we help each other, sell each other a product somebody else may not have at the time. And it’s always been that way. I remember my dad telling me stories about when somebody had a problem at their plant and they needed some product and we would ship him product.” While it’s a smaller organization now, McGraw contends that while this industry’s businesses are still competitors, there’s often a benefit to helping each other as much as needed to keep the industry strong. That mentality also exists to a degree between the industry groups. “What we want to work toward is synergism,” he says. “If the different associations are able to work together to some degree, we will all be more successful than if all the associations practice a silo mentality,” he says. “As I’ve worked in PERA, I’ve noticed a need in our industry to educate our customers about why remanufacturing is the best source for the engines they need and also to help everyone in our industry (and also those who buy from us) understand the achievement of the kind of quality we’re after really boils down to manufacturing excellence and a commitment to technology.” “At AER, we believe you have to give back - especially to the industry that has made us successful now for three generations. Besides, we helped START this industry. Of course we feel the responsibility to do what we can to make it as successful as possible. Involvement in the associations that support the remanufacturing industry is one way we do that.” “I think one way PERA could give back to the industry is to work to better educate our customers about how the products we sell excel in value, quality and environmentally-consciousness compared to the other options that are out there.”
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Matt Weinzapfel Outgoing PERA President Matt Weinzapfel, 40, vice president of engine manufacturing at Jasper Engines & Transmissions, also brought a sense of youth and legacy to his term in office when he became PERA President in 2010, following other Jasper leaders to the helm. He says, in an understated manner, that his tenure was a very “interesting couple of years.” “The association has gone through so much change over the last five years,” he says, “that was reflected in the overall industry. We saw so many of the major players in the reman industry that either closed their doors or consolidated. So the association had to adjust along with that. With the realignment of the industry and the loss of membership due to that realignment of the industry we, as an association, as a board, had a lot of tough decisions.” Weinzapfel says when he came into the presidency it became a question of focus: Where are things headed and what is our direction going to be? “This decision actually started with Dave Steine’s presidency starting in around 2008 and then into mine,” Weinzapfel says. “First, we want to improve the knowledge of our membership.We can do that by improving technical knowledge on how to remanufacture an engine. In addition, what are we doing
to improve our own manufacturing processes? We can get out and see what other remanufacturers are doing, what other supplier companies are doing with manufacturing.” Weinzapfel says interaction with other shops helps with benchmarking, to see what others are doing differently or more efficiently. But it also provides something else. “The second half, I think, of what the association stands for,” says Weinzapfel, “is a valuable networking opportunity. Since we’re down to one meeting a year, it’s that time of year when all the remans can get together. The supplier base can come in, and we’re all right there in close proximity for three days or however long the convention’s going to be. And we provide a lot of great opportunities through our receptions for people to network and get to know each other better. It’s all about improving knowledge and providing a forum for networking.” Weinzapfel says that when he started through the PERA chairs he had a number of goals – each of which basically echo the goals of the industry. “Determining our mission and becoming financially stable were important goals to me,” he says. “And yes, as we’ve made some tough decisions as an association, these are the same decisions we all make in our own businesses day-today.Times change and we need to adjust.”
Weinzapfel says he views association involvement as an opportunity and as a responsibility. “I think it’s twofold. One, you should be involved because you want to learn and you want to have those industry contacts. Every year I go to conference I bring back some things that I can apply to my own business,” he says. “In addition, I think, now more than ever we are all more closely tied together as remanufacturers. We’re all working toward making remanufacturing a viable alternative in the aftermarket. And the closer we all stay together and keep preaching that message to our own customer bases that this is a viable option, the better. “The quality of the product is better now than it’s ever been. The parts that were put into these products are better now than they’ve ever been. Remanufacturing is the best alternative to re-power your vehicle. As a manufacturer we need to be involved, and we need to work with other folks in the industry to promote remanufacturing,” says Weinzapfel. Industry evolution has meant that fierce competition has, to some degree, given way to a natural niche segmentation between the remaining remanufacturers, says Weinzapfel. “For us, particularly, here at Jasper, a big part of our business is our distribution with all of our branch locations around
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the country, and our own trucking network, both for over-the-road and local delivery, and really focusing on those independent garages and fleets. Others have done things their own way,” Weinzapfel says. “It’s all kind of evolved to where we all have a little bit different segment of the market.And I don’t know that any of us ever sat down and planned that, but there’s enough room out here for everybody that’s left. We just need to keep promoting re-manufacturing as a viable alternative in the aftermarket.” Business has stayed relatively strong, Weinzapfel says, and he’s optimistic. “2010 and 2011 were fabulous years. 2012 has remained strong. And we’re optimistic about the whole remanufacturing industry and that we’re looking for growth, and not just to hang in there.” Weinzapfel says his career in the remanufacturing industry and his history with Jasper are one and the same. As a Jasper native, he started with the company as a college intern while at the University of Evansville. “I came on full-time right after I graduated and have been here ever since,” he
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explains. “I’ve had just phenomenal opportunities to be able to move around throughout our organization. I started out working with our distribution network, primarily our distribution branch locations around the country, did a little bit of auditing and accounting, and then moved into manufacturing when we opened our Crawford County manufacturing facility in 1998 and ‘99. I was plant manager there for five years and then rolled back to our Jasper, IN plant and was engine division manager – gas and diesel – for a number of years. I spent some time in our lean manufacturing group, Jasper production system group and back out to diesel manager for a while. I’m now vice president of engine manufacturing with responsibility over all of our engine manufacturing, both at our two Indiana plants and our Missouri plant. Flexibility and an ability to adapt have been necessary for Weinzapfel professionally, he says, and it’s an attitude reflected in the current remanufacturing industry. “There are a lot of resources out there that we can all take advantage of,” he says. “There’s a lot of support out there
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through the AAIA catalogs and things like that and there are a lot of ways to find information. And most of us larger players that are left specifically have research and development folks who are doing that work day-to-day. And as a new product comes out, we’re buying up as many examples of that product as we can, and getting it in, and dissecting it, and figuring out mode of failure, and trying to engineer better quality back in to the product than what the OE was able to put in to it.” As he prepares to transition back to other responsibilities with PERA’s committees,Weinzapfel feels the industry is in good hands. “Well, we do feel like we’re all going about it in slightly different ways and for slightly different reasons,” he says. “But the better the industry does and the better we do all of us together, I think, the better it’s going to be. So, we’re all working in the same direction.” For more information about involvement with PERA, visit www.pera.org.
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Corporate/Product
Profile
Engine & Performance Warehouse… Celebrating Our 40th Anniversary! “As a major engine parts distributor, our job at EPWI is to supply the products and services our customers need – at the right time, at the right place,” said Paul Van Woensel, President of Engine & Performance Warehouse. “We have the widest brand selection, and over 120,000 part numbers on-hand at any given time, in over 100 replacement and performance product lines, with exceptional 96% daily fill rates to our customers. We continually add to our product offerings, and expand our inventories with the products our customers need and want. Our EPWI Engine Kit catalog is the best in the business with over 600 pages of application coverage. Over the years, EPWI’s product sales include well over one million engine kits! Our catalog also includes the broadest coverage of remanufactured crankshafts & crank kits available anywhere. EPWI truly provides its customers “onestop shopping.” EPWI is an outgrowth of the original business, Heads by Paul, an automotive machine shop established in 1972 by EPWI’s owner and President, Paul Van Woensel. HBP specialized in performance cylinder head work. EPWI grew out of a void in engine parts supply chain, and has grown to become one of the largest engine parts specialty distribution companies in the United States. EPWI services the central and western United States with 12 strategically located distribution centers that support customers in 21 states. That allows them to provide superior service and free next-day ground for most shipments in the markets they serve. EPWI is committed to superior customer service and expert support. EPWI machine shop and jobber customers are served by 15 local field sales representatives, and 35 qualified engine parts customer service representatives, with a collective engine parts experience that is unparalleled in the marketplace. Customer support programs include our Specials Catalog, targeted pricing programs, web-based “street pricing” guides, and our national Parts Finder program. They have an unwavering commitment to help their machine shop and Jobber customers compete and grow. EPWI is driven by a their passion for the automotive aftermarket and the industry they serve. They have contributed significant time and effort to further the industry and its goals, and are active supporters of the industry and its trade organizations. For more information, visit us at www.epwi.net, email us at info@epwi.net or call 800-888-8970.
EPWI
955 Decatur St. Unit D Denver, CO 80204 Phone: 800-888-8970 www.epwi.net Circle 105 on Reader Service Card for more information
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Corporate/Product
Profile
Sardello For Over 40 Years! For over 40 years, Sardello has been cleaning, maintaining and remanufacturing engines (and components) for some of the biggest names in the industry. If you're like most other companies nowadays, you need to drastically reduce costs and increase engine and component lifecycle. That's why Sardello is here – to serve companies like yours. If you've got any decent-sized fleet and do a lot of maintenance in-house, or have been outsourcing this kind of work to a company that is providing less-thanexpected service, turnaround or quality, please consider us. You've made expensive investments in your equipment. Don't run it into the ground and force your company to replace it. Instead, consider remanufacturing. It extends asset life again and again, leveraging your investment and maximizing your return over many years. Finishing and Surface Preparation Includes blast cleaning, shot/glass/sand, burn-off/thermal cleaning, aqueous submerge tanks, degreasing including vapor, pressure/spray washing, mass finishing, tumble/vibratory, crack detection including MPI, large and small bore honing, surface and valve grinding and coating removal and surface evaluation. Contract Services By outsourcing your needs, you gain flexibility, productivity and predictability within your operations, including JIT and Unit Exchange Program: Immediate shipment capability of “off-the-shelf” products with no core charges; Remanufacture and Return Program: 48-hour build-to-order capability; Contract Cleaning: Thermal, chemical, and mechanical degreasing and cleaning; Environmentally sound and EPA-approved; Paint Removal and Reapplication: Complete surface preparation of all metals; Finished Goods Inventory: immediate shipment; standard or custom specifications; Largest core inventory in the industry; Packaging for direct customer shipment; Retrofits and rebuilds; Small and large bore honing; Valve grinding; Thread repair and insert installation; Crack detection and OEM inspection.
SARDELLO, INC. The Benchmark of Quality
Call or email Sardello today!
Sardello, Inc. 1000 Corporation Drive Aliquippa, PA 15001 724-375-4101 www.sardello.com Circle 106 on Reader Service Card for more information www.enginebuildermag.com | ENGINE BUILDER
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10W-30 Synthetic Diesel Oil
409 Serpentine Conversion
New AMSOIL OE 10W-30 Synthetic Diesel Oil provides outstanding fuel economy benefits for applications requiring an SAE 30 or 10W-30 diesel oil. The new addition to the company’s OE line offers high-quality protection and performance for manufacturer-recommended drain intervals at a very attractive price point.
March Performance brings you high style, low cost excitement just for the Chevy 409 cubic inch V8.This one piece alternator and air conditioning bracket provides a rigid support for the alternator and A/C compressor; a separate bracket allows the option of power steering or no power steering. Four separate idlers guarantee the ultimate in belt to pulley contact area for sure “no slip” operation.
AMSOIL INC.
March Performance
www.amsoil.com Circle 111
www.marchperf.com Circle 112
New 8-Hole AnnularDischarge Carburetors Demon has unleashed 4 new annulardischarge carburetors: two 650cfm and two 750cfm. Both models are available with either mechanical- or vacuum-secondary throttle mechanisms. Of the three common styles of carburetor boost venturii, the annular-style, via its 8 discharge holes, is unrivalled in its ability to atomize the air-fuel charge.
Demon Carburetion www.demoncarbs.com Circle 113
Exhaust Pipe Wrap Kit
Hi-Ram Modular Intake
Jon Kaase’s a new stack induction system for the P-38 canted-valve small-block Ford engine offers smooth, fast and dependable engine response during rapid throttling, easy and reliable hot or cold starting, and admirable fuel efficiency. Naturally, the system ends all choke operations, generally necessary on carburetorequipped engines when cold starting.
Pipe wrap kits contain everything needed to wrap a set of pipes. Each kit includes two 2˝ x 15-ft. rolls of black exhaust wrap, eight 8˝ and four 14˝ stainless steel locking ties to secure wrap, and Black HT Silicone Coating spray that penetrates, seals, protects and preserves wrap. A proprietary coating is applied to all DEI wrap to act as a bonding agent and to increase durability.
The Hi-Ram modular intake was originally introduced for LS3/L92 rectangle port engines as a cost effective alternative to fabricated sheet-metal intakes where induction system height is not limited. The modular design makes the new LS1/LS2/LS6 and LS7 bases ready to accept a wide range of carbureted and EFI tops making them attractive to builders for custom induction systems.
Jon Kaase Racing Engines
Design Engineering Inc.
Holley
Stack Induction for SmallBlock Ford Engines
www.jonkaaseracingengines.com Circle 114
70 ENGINE BUILDER | September 2012
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www.holley.com Circle 116
PRODUCT SPOTLIGHTS
Circle 117
Circle 118
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Circle 119
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Circle 122
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76 NASCAR_Layout 1 9/13/12 10:21 AM Page 76
Track Talk Les is More: Roush Fenway’s Ebert Conditions Crews to Better Performance Now a strength coach in a sport that piles up checkered flags instead of touchdown catches, Les Ebert leans on his background of training pro football athletes to strengthen today’s award-winning NASCAR pit crews. “These guys are the unsung heroes,” Ebert said of NASCAR pit crewmen. “They’re like offensive linemen in the NFL – they do all the dirty work.” Ebert, a 39-year-old native of Circle Pines, MN, is in his fourth season as the strength and conditioning coach for Roush Fenway Racing, includ-
2012
NASCAR Race Schedules
NASCAR Sprint Cup Series
Good Sam Roadside Assistance 500 Oct. 7 Bank of America 500 Oct. 13 Hollywood Casino 500 Oct. 21 Tums Fast Relief 500 Oct. 28
ing the No. 17 team, which recently won the second-quarter Mechanix Wear Most Valuable Pit Crew Award. It’s an honor voted on quarterly by each NASCAR Sprint Cup Series crew chief with an overall year-end award going to the season’s top-performing pit crew. “Pit crews work really hard to do the things they do,” said Ebert. “Yes, they have a lot of athletic ability, but to be able to do that repetitively in practice, race-after-race, month-aftermonth, they have to be in great physical condition.” Ebert knows positions can be gained –or lost – in a matter of seconds in the pits. His role at Roush Fenway is crucial in strengthening some 70-plus pit crew members so they can thrive physically on pit road. “We run through workouts four days a week,” explained Ebert. “We do two total body strengthening workouts and two conditioning workouts Monday thru Thursday. We’re real fortunate –we have the
tools we need to get these guys in the best shape
possible.” Known to insiders as “Les’ House of Pain,” the Roush Fenway Racing gym that Ebert oversees is a real “pumpatorium” packed full of free weights, exercise machines and equipment to keep pit crewmen conditioned and durable over the 36-week grind. “Les keeps us in shape, which is really important with the long season and hot weather,” said Cameron Cobb, jackman on Matt Kenseth’s No. 17 Best Buy Ford. “Ever since Les came on board, I have less aches and pains from doing my job. Now, Les has given me a few aches, but it’s what you need to win.” “Les pushes us pretty hard with our training,” echoed Sean Ward, gas man on the No. 17. “Les expects a lot, but it’s worth it. The workouts help keep us in shape and prevent us from getting injured.” Not long after graduating from the University of Minnesota-Duluth with a degree in Physical Education,
NASCAR Nationwide Series
Dollar General 300 Miles of Courage Kansas Lottery 300
Oct. 12 Oct. 20
NASCAR Camping World Truck Series
fred’s 250 powered by Coca-Cola Oct. 6 Kroger 200 Oct. 27
Les Ebert's program has helped put Matt Kenseth's pit crew at the top of the sport.
Follow NASCAR Performance on Twitter and Facebook www.twitter.com/NASCARauto www.facebook.com/NASCARPerformance
From the gridiron to pit road: Les Ebert spent nine years as a NFL strength coach before joining Roush Fenway Racing in 2008.
Ebert landed an internship in the NFL under coach Tony Dungy. He spent three years as an assistant strength coach with the Tampa Bay Buccaneers, then six years with the Jacksonville Jaguars. When the job at Roush Fenway became available while Ebert was still working in the NFL, he thought, ‘well, I’ll give it try.’ Four seasons later, Ebert’s top-notch program is helping produce award-winning pit crews like the No. 17. “The 17 group is a talented bunch of guys who have been doing this for a while,” said Ebert. “They have good camaraderie and they work really hard, and that allows them to perform at a very high level under pressure.” In addition to Cobb and Ward, crew chief Jimmy Fennig’s over-the-wall pit crew consists of Justin Nottestad (front tire changer), Collin Pasi (front tire carrier), Jon Moore (rear tire changer), and Ryan McCray (rear tire carrier). Andy Ward is the team’s pit crew coach. “We’re very fortunate to have guys at Roush Fenway who can perform at a high-level whether it’s in practice or in a race,” Ebert said. “It’s an honor and a blessing to be here.” By Kimberly Hyde, NASCAR
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