Engine Builder, December 2014

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Aqua Allisons • Dyno Time? • Studebaker Sleeper SERVING ENGINE BUILDERS & REBUILDERS SINCE 1964 2014 DECEMBER

EngineBuilderMag.com

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Contents 12.14

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Features

ON THE COVER

Pushrods, Rockers and Springs

Everybody knows you need the right combination of valvetrain components to maximize an engine’s power potential. The trick is figuring out which components are the “right” ones for a given application. Read on in this feature where Larry Carley explains how to choose the correct pushrods, rockers and springs for your build.

18 Dynos and Flow Benches Any engine builder that is doing performance work or high volume engine building can benefit from owning an engine dynamometer. A dyno is not just a tool for plotting horsepower and torque curves. It’s also a tuning tool for plotting and adjusting fuel mixture and ignition calibration. It’s also a quality control tool to assure proper engine break-in, valvetrain adjustments and to verify things like compression, ring seating and gasket sealing. It can also be used as a performance and/or durability research tool to figure out what kind of modifications produce the desired results and which ones don’t. Finally, a dyno can also be used as a marketing tool to promote your expertise and capabilities as an engine builder.

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Mopar Muscle We are coming down to the wire in our 392 Magnum Charity Engine Build. The short block is built, heads ready to install and Christmas is right around the corner. Truly, the season already came for us when we got to open all the boxes that our dress up parts and externals were shipped in. See how we utilized all the goodies from Edelbrock, Milodon, ARP, DEI, Engine Pro, EngineQuest, Holley and Accel. These parts arrived months ago and have been patiently waiting to reveal themselves and announce, “We are there.”

Check out where we stand with our charity build.

12 Columns

Shop Talk ....................................30

By John Gunnel The Studebaker Sleeper

Building History............................36

By Bill Holder Aqua Allisons

DEPARTMENTS Industry News and Events ....................................4 Shop Solutions ....................................................10 2014 Supplier Spotlight ........................................44 Cores/Classifieds/Ad Index ..................................46 On The Road ........................................................48 COVER DESIGN BY NICHOLE ANDERSON

ENGINE BUILDER founded Oct. 1964 Copyright 2014 Babcox Media Inc.

ENGINE BUILDER (ISSN 1535-041X) (December 2014, Volume 50, Number 12): 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.

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Industry News

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VP Racing Fuels Appoints Kelley Hendel General Manager for Consumer Products VP Racing Fuels, Inc., announced the appointment of Kelley Hendel as General Manager-Consumer Products. Based at the company’s corporate headquarters in San Antonio, TX, Hendel will be responsible for overseeing customer service and support for distributors, dealers and retail customers who purchase VP’s consumer products including VP Small Engine Fuels, VP Madditives and VP PowerWash, as well as VP PowerMaster hobby fuel.

With VP Racing Fuels since 1995, Hendel most recently had been responsible for managing

Industry Events January 12-25, 2015 North American International Auto Show Detroit www.naias.com

January 19-22, 2015 2015 National Biodiesel Conference Fort Worth, TX www.biodieselconference.org

February 5-8, 2015 NHRA Winternationals Pomona, CA www.nhra.com

February 22, 2015 Daytona 500 Daytona, FL www.nascar.com

February 14-15, 2015 Race & Performance Expo St. Charles, IL www.raceperformanceexpo.com

For more industry events, visit our website at

www.enginebuildermag.com or subscribe to

www.aftermarketnews.com.

4 December 2014 | EngineBuilder

operations and customer service for the 7-state Western sales region from VP’s Western Division office in Murrieta, California.

“Kelley will bring broad and deep experience to our Consumer Products division,” said Alan Cerwick, President of VP Racing Fuels. “After many years of providing our racing fuel customers with exemplary service, we’re confident the dealers in our distributor network will view Kelley’s enthusiasm, commitment and expertise as a great asset.”

In a related move, Josh Hoffner, has been promoted to Office Manager for the VP Western Region office, replacing Hendel.

$125,000 ‘Search for a Champion’ Contest Now Open for Entries The 2015 “Search for a Champion” racing sponsorship contest is now open for entries.

Sponsored by Federal-Mogul Motorparts’ iconic Champion Spark Plug brand, the annual contest enables grassroots racers throughout the U.S. and Canada to compete for $125,000 in sponsorships by submitting a twominute video profile at www.AlwaysaChampion.com.

Search for a Champion will once again offer 15 $5,000 racing sponsorships and one $50,000 grand-prize sponsorship to grassroots racers whose videos best demonstrate their commitment to winning with the help of “Performance Driven”

Champion spark plugs. The first 200 racers to submit videos will receive a free Champion “swag” bag containing a hat, t-shirt and contest decal.

Search for a Champion is open to racers in three broad categories of engine-driven competition – Asphalt, Dirt and Water/Snow.

Winners will be selected in part through online votes cast by consumers. Entries may be submitted today through Jan. 4, 2015.

Consumers will be able to view each video and vote for their favorites at: www.AlwaysaChampion.com between January 6 and February 3, 2015. Voting for the $50,000 Search for a Champion grand prize will take place February 24 through March 24, 2015.

To learn more about the Search for a Champion contest and “Performance Driven” Champion products, visit www.AlwaysaChampion.com.

Like them on Facebook at www.facebook.com/ChampionSp arkPlugs, and follow Champion on Twitter at www.twitter.com/ChampionPlugs.

GM Announces Senior Leadership Changes General Motors Co. has announced a series of leadership changes to continue its evolution into a stronger, more customercentric organization.

“We understand that we have to earn our customers’ trust and loyalty, and that every interaction matters,” CEO Mary Barra said.

“The vehicle purchase is just the start. We intend to earn customers for life by delivering exceptional quality and customer care, and these changes put us on a path to achieving that.”

Alicia BolerDavis, currently senior vice

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Industry News

president, Global Quality and Customer Experience, is named senior vice president, Global Connected Customer Experience.

Grace Lieblein, currently vice president, Global Purchasing and Supply Chain, is named vice president, Global Quality and will report to Barra.

Steve Kiefer, currently vice president, Global Powertrain, is named vice president, Global Purchasing and Supply Chain. Kiefer will report to Mark Reuss, executive vice president, Global Product Development, Purchasing and Supply Chain.

Dan Nicholson, currently executive director of

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Powertrain Embedded Controls, is promoted to Global Powertrain vice president, assuming Kiefer’s responsibility and reporting to Mark Reuss.

Mary Chan, vice president, Global Connected Consumer, has elected to leave GM to pursue other opportunities, but will remain with the company through the first quarter of 2015 to assist with the transition and the 4G LTE production launch in China and Europe.

King Engine Bearings Launches New Website King Engine Bearings has just launched its new website featuring an updated visual design and easier navigation for visitors. Much of the technical information and content on the site has been updated and enhanced to reflect King’s current products and technical specifications. The new website’s format allows King to share the benefits of their newest bearing designs and materials.

“King’s new website provides us with an upgraded platform to better explain the benefits of our bearings and allows us to display our newest designs and materials,” says Meytal Snir Gal, marketing manager, King Bearings. “The new design and website format aligns with King’s future plans and provides us a solid foundation on which we can build upon as we move forward.”

King’s new website explains, with more details than before, the technical advantages and features unique to King, such as the pMax Black metal structure for greater load capacity, and King’s Bull’s Eye Tolerance that provides industry leading accuracy.

Visit the new website at: www.kingbearings.com.

AERA and The Contingency Connection announce 2014 Engine Professional Rewards Sweepstakes Winners

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The 2014 AERA sponsored Engine Professional Rewards program reached nearly 2,500 engine builders and machine shops, 60 tracks and series, and 40 national manufacturers.

Additionally, AERA introduced the inaugural, fullcolor manufacturer Coupon Book adding value and benefits for all AERA and Contingency Connection engine builders and machine shops in the USA and Canada. Thousands of shops registered their email addresses for a chance to win thousands of dollars in prizes, product, and awards free compliments of AERA and participating manufacturers.

And the winners are...

• 1st PLACE: Medina Mountain Motors-Jodi Holtrey (Creston, OH) $7000+ in $200 coupon awards from posting sponsors ONE year AERA Full membership and ONE year free subscription to Pro-Sis software ($850 value) FREE subscription to AERA's magazine.

• 2nd PLACE: Keever Machine-Jim Keever (Hutchinson, KS) $3500+ in $100 coupon awards from posting sponsors

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Industry News AERA one-year general memberships ($400 value) FREE subscription to AERA's magazine.

• 3rd PLACE: Wayne's Machine Shop-Wayne Berrier (Mt Airy, NC) $2500+ in $75 coupon awards from posting sponsors AERA one-year general memberships ($400 value) FREE subscription to AERA's magazine.

Ed Pink Receives Prestigious Robert E. Petersen Award

Executive Director Terry Karges presented the award. “The SEMA Show is the most logical and best home for the Robert E. Petersen Lifetime Achievement Award,” he said. “As a pioneer in the industry, Mr. Petersen was an inspiration and mentor for many.”

Accepting the award, Ed Pink humbly recapped his relationship with Robert E. Petersen, dating back to the early days of Hot Rod magazine in the 1940s.

An industry icon, Pink has spent

Legendary engine builder Ed Pink is this year’s recipient of the Robert E. Petersen Lifetime Achievement Award, presented at the recent SEMA trade show in Las Vegas.

At the breakfast awards ceremony, Pink was introduced by Meguiars Car Care founder and host of the “Car Crazy” TV show, Barry Meguiar.

Petersen Automotive Museum

60+ years building savagely quick and incredibly strong racing engines for everyone from Don “The Snake” Prudhomme to the Parnelli Jones/Vel Miletich’s Cosworthbased Indy efforts.

With his depth of engine-building knowledge, Pink picked up the nickname “The Old Master” early in his career.

Pink got his start in 1946, at age 14, racing hot rods on Southern California’s dry lakes. He eventually took an apprenticeship under Lou Baney at Baney’s shop, “Hot Rod Heaven.” Pink also spent time with the Edelbrocks at their shop, learning the ins and outs of running a business. From there, Pink began building fuel dragster engines (first Ford Flatheads, then Chrysler Hemis), and then on to Ford’s monstrous 427 SOHC motor, which had recently been banned by NASCAR. His career became the stuff of legend — one that continues to this

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Industry News

day at Ed Pink’s Garage.

From Top Fuel to Midgets to Indy and even air-cooled Porsche IMSA engines, Pink rarely found a branch of motorsports that he was unable to excel in. No matter the challenge, The Old Master rose to meet it, and it is because of that sense of determination, track record of success, and a legendary kind streak that Ed Pink was chosen as this year’s Robert E. Petersen Lifetime Achievement Award winner.

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Pink is the 13th winner of the Robert E. Petersen Lifetime Achieve Award.

TI Automotive Adopts TI Automotive as Brand Name for Products TI Automotive announced at the 2014 SEMA Show that it has adopted TI Automotive as the brand name for all of its high-performance aftermarket products. Previously, the company had manufactured fuel pumps under the Walbro brand name.

“The TI Automotive name may be new to some in the aftermarket, but our products are not,” said David Barbeau, managing director of Global Aftermarket for Pump & Module Systems for TI Automotive.

“For over 60 years, Walbro products have been synonymous with innovation and performance here in the United States. That same commitment to product performance comes with our move to exclusively

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use the TI Automotive brand.”

Barbeau said that TI Automotive’s technical and engineering expertise brings OE-standards to performance fuel pumps for the aftermarket.

Some of the world’s performance production vehicles that feature TI Automotive fuel systems include the Koneigsegg One:1, Dodge Viper, Dodge Challenger SRT Hellcat, Charger SRT Hellcat and Bugatti Veyron.

Engine Pro is Everywhere Logo Contest Engine Pro parts have been used in some pretty unusual engines all over the world.

Now, the company would like to find out how many unusual places the Engine Pro logo can show up.

The supplier is offering engine builders a chance to win one of three $500 cash prizes from Engine Pro. Entering is as follows: 1. Get an Engine Pro decal. Or you can email engine

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Industry News pro@enginepro.com with your mailing address and a sticker will be sent to you free of charge. You can also contact any Engine Pro warehouse for a decal.

2. Place the Engine Pro decal on a hot car, toolbox, fast boat…use your imagination.

Next, take a picture of the decal and the object it's placed on.

The more unusual the location, the better.

3. Email the picture, along with your name and mailing address and

a short description of the picture to: contest@enginepro.com.

4. Your picture will be posted at www.enginepro.com and on Engine Pro's Facebook timeline.

A panel of judges assembled by Engine Pro will select the top 10 images based on originality and creativity and post them on March 30, 2015 on Engine Pro's Facebook page.

Visitors will be asked to vote for their favorite image by liking the image. Finalists are welcome to recruit as many people as possible to visit the Facebook page and vote.

5. On April 10, 2015, the top three vote-getters will be selected and each will win $500 in cash. Other finalists will receive nice consolation prizes.

For more information on the contest and rules, visit: www.enginepro.com.

The Great Game of Business and A Stake in the Outcome -which set his belief that only by employing all the skills of all the people, regardless of their position, will a company achieve real success.

Today, SRC is owned by its 1,200 associates, has sales in excess of $450,000,000 and operates 31 business units, including joint ventures with John Deere, Case New Holland and Navistar.

Jack Stack Receives ‘Reman of the Year’ Award

Over the years, SRC Holdings Corporation has started or acquired over 60 small and medium size businesses, creating thousands of jobs along the way.

The Award ceremony took place on Saturday, November 1, during the Opening Reception of the BigR/ReMaTecUSA 2014 remanufacturing show in Las Vegas.

Jack Stack, founder, president and CEO of SRC Holding, Springfield, MO, was named the winner of the Remanufacturer of the Year Award for 2014 by ReMaTecNews.

“In SRC, Jack Stack has built a world-class company that has not only contributed enormously to the reman industry, but created a unique corporate culture which has become a byword for innovation, creativity and inspiration across the world,” said William Schwarck, Editor-inChief, ReMaTecNews, and Chairman of the Award jury.

Stack is the author of two books –

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Smoke ‘Em if Ya Got ‘Em In our shop, we don’t have a dyno or engine test stand. We work on a variety of engines from Chevys to Internationals to Continentals, so no engine start stand would suit everything we do. In an effort to find oil leaks, we have started to “smoke” our engines. In our store one of our outside sales guys was demonstrating a smoke machine commonly used in auto body shops to find a leak in trunks, sunroofs or windows. They are also used in exhaust repair to find any small leaks in a pipe or joint. We borrowed it to test an engine we had just finished assembling. We plug up the holes in the valve covers with plastic plugs or masking tape and then we pump smoke in through the dipstick tube.

We are now able to find any potential leak, and test all of our complete builds. Looking for those leaks can be a big job. We can easily find the small ones that just sweat enough to make a mess and attract dirt. Our smoke machine use cooking oil to make the smoke, which I would recommend over other machines on the market that take a special solution you would have to order and maybe ship in. Cooking oil is available at the local grocery store.

Brad Luck Weaver Auto Parts Sauk City,WI

Making Impact on Head Disassembly Here is a fast way to disassemble cylinder heads. Take a 1/2” impact driver (the type that you twist and hit with a hammer) and place an impact socket that is just a little smaller than your valve retainer onto the impact driver. Next place your cylinder head on your workbench or V head stands.

Next, place the impact driver socket over the retainer, push down on the retainer, hit the impact driver with a good size hammer and then slowly lift up and pull the separated keepers with a pen magnet. The energy from 10 December 2014 | EngineBuilder

the spring in the impact driver helps to separate the keepers from the retainers and valves, and it also helps to stop the keepers from flying away by keeping the socket on top of the retainer.

Dave Matton D and D auto Machine Bloomington, MN

Stud Installation Secret We all know head studs and main studs give better clamping force for our fasteners. Did you know that bottoming out the stud is a bad thing and the stud should never hit the bottom of the hole? Studs should never be torqued into place and should only be snugged down. When bottoming the stud, you can and will mushroom the bottom of the stud.

You can prevent this by placing a small ball bearing in the bottom of the threaded bore. User beware though, when removing the stud the small ball bearing can go into other places in the engine. Once studs have been installed we always hope there is no other reason to remove heads or mains unless we are upgrading to more power. Your normal consumer may not know to keep a look out for small bearings if used, so always make notes to your buyer. Many engine builders already make it a habit to look for things like this among other small tricks to make building easier.

Roy A. Maloney Engine & Performance Warehouse Houston, TX

How To Identify A Cracked Wet Liner Before Installation With all the heavy-duty diesel engines out there with wet liners, nothing can be more aggravating than a second teardown due to coolant in a cylinder from a cracked liner.

There is a good chance the liner

was cracked before you ever touched it. As thick as they are, they can be cracked at the factory when a pallet on a forklift gets slammed into another pallet or wall, etc.

When you receive them, they look fine so you install them and at this point, check the liner ID for out of round at the top, middle, and bottom.

If more than .002” out of round, the liner could be cracked at that area.

Cracks of this type are so fine you cannot see them with the naked eye until after the engine has run and gets carbon in it. Most of the time cracked liners are more than .008” out of round, making them easy to find. By checking the liner ID after installation, it may also tell you if there is a rolled O-ring or distorted parent bore in the block, etc. You can measure the OD of the liner for “out of round” before installation if so desired.

Kevin Borkowski Tom’s Agri-Diesel, Inc Harlan, IA

The Secret To Effective Sales Sales is nothing more than a communication between your shop, which sells parts and labor, and a customer who wants to buy parts and labor. This communication can take place over the phone, at your counter or on the web. There are lots of specific tips that will improve a customer’s first impression of your shop, like greeting them enthusiastically, making eye contact, and using a firm handshake, but the secret to sales success can be boiled down to one philosophy; be interested in your customer.

If you are truly interested in your customer, treat them like family. That interest will drive your conduct and payoff in more sales and bigger profits for your shop.

Steve Rich Sterling Bearing, Inc. Kansas City, MO

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Honda 1.7 Cylinder Head Heat Caution Some issues to be aware of when checking out late model 1.7L heads like the D17A1. These heads have the exhaust ports come together inside the head and merge to one larger port. I have found that they seem to retain more heat in the cylinder head, which causes these heads to warp easily. They seem to warp the most on the exhaust side of the deck surface. These heads should be pressure tested. We have found cracks inside the exhaust port on heads that did not get severely overheated. It seems this new design exposes the head casting to much more heat.

Jeffrey Myers MAR Automotive Inc Philadelphia, PA

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

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

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

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

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

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Sticker Shock

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BY DAVE SUTTON CONTRIBUTING WRITER

W

e are coming down to the wire. The short block is built, heads ready to install and Christmas is right around the corner.

Truly, it already came for us when we got to open all the boxes that all our dress up parts and externals were shipped in, but I’m thinking of the day we open the real boxes and pull out all those goodies from Edelbrock, Milodon, ARP, DEI, Engine Pro, EngineQuest, Holley and Accel. These parts arrived months ago and have been patiently waiting to reveal themselves and announce, “We are there”.

Before we get to current, we need to look back at how and why we got here. If you haven’t figured it out by now, I’m a huge muscle car fan. I grew up with them, played and modified them and my personal toy is powered by an old school LS6 454.

But we put forth an idea that to keep business moving forward and with the availability of true muscle car engines diminishing, we should look at options that might make a less popular V8 bigger and badder than some of those factory muscle motors, and not break the bank in the process.

It looks like the supply of small block Chevrolets is not going to run out right away, but trying to find something different to do with one sounds impossible.

Your factory performance Mopars are getting scarce. We choose a very plentiful Chrysler V8 that can be found in all kinds of passenger cars 12 December 2014 | EngineBuilder

and trucks, but is in reality the baby brother of one of the more collectable muscle engines. This is a good thing since it means many of the performance parts for the 340 will work with our 318.

The only thing left on our 318 is the block. With the theoretical money we saved by not having to buy a new high-demand core to rebuild, we decided to buy a stroker crank, a set of pistons that cost a bit more than the set we would have bought to rebuild the 340 to the level of performance we desired, and we also popped for a set of new head castings.

If you’ve built many sets of old heads, you know there is a trade off between the value of a new set of

castings verses doing the guides, seats and milling them to get to, not only a smooth surface, but to also reduce the chamber size to establish the compression ratio you desire. And if the new castings flow better and will make better horsepower, well the decision just got easier.

With this in mind, it was a nobrainer to contact EngineQuest. They came through with a set of their new Magnum style heads. These heads are “Power improved” and will support the air-flow demands of a larger engine.

To get to that larger engine, the people at Scat came up with a 4-inch stroker crank and a set of their I-beam connecting rods.

ARP came through with 4main studs to mount the Milodon windage tray that we modified for clearance around the deep sump pickup.

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Sticker Shock

Comp Cams adjustable valve train. Engine Pro custom length pushrods.

Both cataloged for the 340, but an and seals, Comp Cams retainers, easy fit in our 318 block as well. Next rockers, studs and guide plates. ARP we did a little flipping through the supplied the bolts to hold them down.

ICON piston catalog and were The Lunati lifters connect to the rockers pleased to find pistons made for our via a set of Engine Pro pushrods. Are combination and since they were not you seeing dollar signs yet? custom, but shelf stock, they wouldn’t These are all the parts we used to break the bank for anyone wanting to build our long block, but the story build a similar project. doesn’t stop there. The “bling,” the The people at United Engine, “icing on our cake,” comes from parent company for the ICON piston, several equally prestigious suppliers. sent us a set of its dished pistons at a Edelbrock helped us big time by .040” oversize. With the parts we’ve supplying not only a carb and laid out we’ll have a 9.5:1 pump gas manifold, but also the valve covers, air 392 cubic inch small block that should cleaner, breather and a water pump. be able to yank the grin off the face of Our fuel system was completed with a anyone doubting the power potential Holley fuel pump and fuel filter. To of a modified 318. spark things up ACCEL shipped in a These are only a few of the complete electronic ignition system. components we’ve told you about Our plug wires and boots will be over the past year as we’ve Our 392 Magnum machined and assembled our is finished and on version of the muscle motor its way to this Chrysler never built. Our crank year’s PRI show. spins on Clevite bearings, our The engine will Lunati cam rests on DuraBond be auctioned off cam bearings and oil is fed to the on eBay Motors whole works from a Melling HV beginning Dec. 11. oil pump and driven by its shaft.

The rings are from Engine Pro, as is the billet timing set. Fel Pro and Federal Mogul supplied the gaskets to seal things up and Melling also sent a brass plug kit to keep the water in.

Milodon supplied the pan, pickup and windage tray, while Superformance brought the Viton rear seal. The DuraBond finish kit had parts we used throughout.

Moving up, we loaded our heads with Ferrea valves, Engine Pro springs

protected with shielding from DEI. Up front we’ll also use the timing cover shipped in from EngineQuest and Engine Pro came through again with a performance balancer.

Let us not forget Joe Degraw, Stacy Redmond and Steve Tosel from Grawmondbecks Competition Engines. Without these guys we would not have had a place to hang all these parts. Steve supplied our core 318 truck motor and did our head work. Stacy and Joe provided the space and did all the machine work and assembly. They’ll also dyno our finished engine.

Now when I said we started with a block and built from there, you can see I wasn’t exaggerating. Now we were very lucky to have such generous donations made to our build and such great support for our goal to raffle the finished project to raise some money for the Independence Fund (www.independencefund.org).

Assembly Line While assembling the external components for our Magnum, I had a chance to ask Joe about some statements I’d heard from shops across the nation. More then a statement, it seems a very common mindset.

For years, engine parts distributors looked to supply engine builders with everything they’d need to do a complete engine rebuild, including the related external parts such as water pumps, motor mounts and clutches. No matter how obvious a

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Sticker Shock need for these parts seems, in the rebuilding arena, these do not seem to be big sellers.

More then one shop owner or manager has told me that they don’t even try to sell these parts anymore.

The consensus is that there is a certain “sticker shock” for the consumer when the time comes to pickup their engine.

Though warned that there are parts that need to be replaced to honestly provide any kind of warranty, such as installing a new water pump, the memory of the consumer is only of the price quoted for the engine rebuild itself.

So when they show up and the bill is legitimately higher than the original quote because of the additions of items needed for a proper installation, the customer balks.

Repeatedly I’ve been told these stories, even heard that those additions are cancelled at the counter because the customer is not prepared to spend this new amount, leaving the machine shop holding special ordered products they

may not be able to return.

Joe admitted that at one time this would describe their feeling as well.

They did not push add-on parts that they knew would increase their profits, for fear of a confrontation over the final bill at the time the consumer comes to pay. Like most shops, they left these part sales for the auto parts store.

This is not so true today. Since the addition of the dynamometer, this has had to change. Any engine that they build that will see time on the dyno will need additional parts, period.

Note: For more on choosing a dyno/test stand for your shop, see Larry Carley’s article beginning on page 26 of this issue.

Some of these parts the customer may have or may wish to purchase themselves, but like the internal parts, they would rather make the sale.

One very good trick he shared with me is to start a new ticket or workorder for the dyno session.

This way, the original bill is not affected by the additional parts. It is

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all easy to see right there in black and white.

I also noted in my time at their facility that they stocked quite a few parts that their customers can shop for at the time they pickup their job. Not the least of which includes oils and filters that their dyno customers will need, but often forget.

For years, I’ve suggested you must take a down payment before you start a big job or purchase many parts for a job, for your own financial security and protection. Having your customer vested in his or her own job also keeps them from having that “sticker shock” at the end of the job, and makes it easier for them to afford to bailout their job.

As you can see in the pictures, we’ve reached a point where we can say the engine is built and ready to install. Or in this case ready to dyno and auction off. We certainly would not have been able to produce such a cool piece without the help of our contributors and Grawmondbecks Competition Engines.

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By The Numbers....

Sticker Shock Note: The 392 V8 Magnum engine will be auctioned from eBay Motors beginning on Dec. 11.

Before we could start bolting on all the products from Edelbrock, EngineQuest, Holley, Milodon and Engine Pro, we needed to bolt on the heads and valve train.

Our EQ heads are sealed to the block with head gaskets from Fel Pro and clamped with bolts from ARP. We showed you the adjustable rocker arm kit we are using from Comp Cams, but did have to turn to Engine Pro for an emergency shipment of custom length pushrods once Joe was able to use an adjustable one and check the geometry. We ended up with a length of 7.550” when used with our flat tappet lifters. The kit comes with short pushrods for use with a roller lifter cam.

I also previously reported we were having troubles with our main stud length. The people at ARP came up with 4-bulk studs

Coming in just under the wire, I'm excited to report that the 392 Magnum engine build is a wrap. We've done all we can and now it's up to you or anyone who might be interested in our Old-School 6.4L V8.

Stacey and Joe got the jump on me when they decided to blow off a work day and get our motor hooked up on their Super Flow dynamometer. Once it was bolted into the dyno engine stand and wired up like a patient in the intensive care unit, there was nothing to stop them from pushing the button and bringing our monster to life. Since our Edelbrock carburetor was new in the box, Stacey elected to bolt on “His Carb,” a triedand-true unit he knew would be dialed-in enough to get the motor started and bring to a fast idle right away. We're running a flat tappet cam and are using Driven BR30 and their assembly lube, but he did not want to take any chances breaking it in.

By the time I showed up, the Edelbrock carb was reinstalled and the timing was set at 36 total. It fired right up and ran extremely well.

Once it was warmed up we made a few pulls and were pleasantly surprised. We tried a few changes, but things were pretty good right from the start. A few more degrees of timing made no difference. We did change the metering rods one step down, as per the excellent tuning instructions that come with the carb. It couldn't be easier.

Each pull brought both the horsepower and torque numbers up a little as the rings seated in.

We cranked out an impressive 477HP at 5800 rpm.

Max torque came at 4400 and was a stump pulling 481 ft/lbs. We were making 421 lbs at 2800, and the torque curve is a gentle arc right up to our self imposed redline of six grand where she was making 410 ft/lbs.

My goals of producing a musclecar-like motor from a less than desirable base motor have been more than realized!

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12-17 Mopar 12/4/14 11:58 AM Page 17

Sticker Shock that bailed us out. The stud length was not the only problem we were having with fitting our Milodon windage tray.

Once a position was established that cleared the stroker crank and rods, it interfered with the oil pickup.

So Joe cut a slot in the tray that would allow the pickup to pass through. This is time-consuming work that adds to sticker shock. Many believe all these parts just fall together. Rarely is that the case.

The last small laborious job was adding some additional oil holes in our filter mount. Early plates had four holes, while later ones have six. Joe added four additional holes to our plate.

From here on it was pretty smooth assembly. Pan and timing cover fit well and were held down with ARP bolts. We turned the motor over and installed the Edelbrock goodies, including a new aluminum water pump.

The valve covers and manifold were sealed with Fel-Pro performance gaskets, both metal reinforced. The intake gasket bolt holes needed to be opened a bit to align the gasket to the ports in the head, but it was minor.

Baffles were assembled in the valve covers, as was the Edelbrock air cleaner. Edelbrock supplied a breather for one side and we installed a PCV valve in the other.

A Holley fuel pump is driven by the original factory eccentric and feeds fuel to one of its chrome fuel filters in route to our Edelbrock 800 cfm carburetor. Again, everything held together with ARP polished bolts.

Finally we bolted on the Engine Pro street performance harmonic balancer and the front of the engine is done as far as we can go.

ACCEL came through with our electronic ignition system, including distributor, coil, wires and plugs. They even shipped a distributor hold down and the special wire crimping tools for the plug wires. ACCEL wires have a very nice ceramic boot at the plug. It seemed like a crime to cover them, but we also wanted you to see the DEI plug wire insulation and its “titanium” plug boot covers.

We don’t have headers, as we don’t know what vehicle the engine will finally be installed in, but the insulation will work well protecting

our parts from the sprint car style headers we’ll use on the dyno. Doing the wiring was, by far, the most time consuming job of the day. You’ll also note the fabricated bracket to temporarily hold the coil.

If your job is as complex and potentially expensive as our engine build, you’ll certainly want a “downstroke,” or down payment at the time you start the job. I’d certainly recommend you get additional

payments along the way. This will make the final payment one that doesn’t send your customer into shock and will also not hold them back from picking up their job and getting you paid.

Stay tuned for more information on our eBay Motors auction and the final article on 392 Magnum, which will run in the January issue. ■

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18-24 Pushrods, Rokers and Springs 12/4/14 11:56 AM Page 18

Valvetrain Feature

BY LARRY CARLEY

Coordinating Components Selecting Pushrods, Rockers & Springs for Your Build

E

verybody knows you need the right combination of valvetrain components to maximize an engine’s power potential. The trick is figuring out which components are the “right” ones for a given application. A high revving engine with an aggressive cam needs lightweight rocker arms and stiffer valve springs to keep up with the cam. If the springs are not strong enough, the valves will float or bounce -- or possibly even hit the pistons. But if the springs are too stiff, they may bend the pushrods, overload the rocker arms or kill the camshaft.

Reducing the overall weight of the upper valvetrain components reduces the spring pressure needed to control the valvetrain. Reducing weight on the valve side of the rocker arm with lighter valves (undersized stems, hollow stems or titanium), lighter retainers and/or “beehive” springs (smaller diameter at the top reduced weight) are all modifications that can reduce the amount of valve spring pressure needed for a specific RPM range.

On the pushrod side of the rockers, however, strength is more important than weight. Stock pushrods are notoriously weak and tend to bend a flex quite a bit. Increasing the wall thickness of the pushrods, and/or using larger diameter pushrods adds some weight to the valvetrain, but more importantly it increases strength and rigidity significantly. And the stiffer the pushrods, the better the valvetrain dynamics.

When a pushrod flexes, it has a “pole vault” effect when the lifter passes over the top of the cam lobe.

Although the cam has reached

18 December 2014 | EngineBuilder

maximum lift and has stopped pushing the lifter up, the stored energy in the deflected pushrod snaps back and continues pushing the rocker arm and valve a little more. This pole vault effect effectively increases lift a bit and may actually help increase airflow at peak left. But the deflection that the pushrod undergoes while the valve is opening has a detrimental effect on cam duration and overall power.

According to one major camshaft supplier, pushrod deflection can reduce cam duration as much as 20 degrees at higher engine speeds causing a measurable loss of power.

Even at lower RPMs, pushrod deflection may reduce cam duration 5 to 10 degrees.

Pushrod deflection can also induce valvetrain harmonics and erratic motions that hurt performance. The engine may hit a certain RPM where power suddenly takes a dip. No amount of fuel or ignition timing will smooth it out because the power loss is being caused by unwanted valvetrain motions and harmonics.

Stiffening up the pushrods can help regain the lost power while reducing the risk of bending one or more pushrods. As some engine builders have discovered, increasing the stiffness of the pushrods has allowed them to use more aggressive cam profiles with more lift and/or duration.

These dual conical springs were recently introduced at SEMA and PRI. Their unique shape offers better control with reduced spring pressure (courtesy Comp Cams)

The valvetrain is a system of components, so the parts should be matched to each other as well as the application.

Mismatched parts can cause problems and failures.

Valve Springs The valve springs play a key role in controlling valvetrain motions and harmonics. Stiffer springs may seem like a no-brainer solution to keeping the valvetrain under control, but you don’t have to go overboard. The best advice is to use the smallest spring that can maintain valve control within the engine’s RPM range. Heavier springs increase friction and resistance as well as the load on the rockers, pushrods, lifters and cam lobes. The springs have to be stiff enough to keep the lifters in contact with the cam lobes, to pull the valves shut quickly enough at high RPM to prevent valve float, and to prevent the valves from bouncing when they close, but no stiffer than that. In other words, the springs have to match the profile of the cam, the weight of the valvetrain components and the RPM range of the engine.

For example, a small block street performance engine with a flat tappet cam and .450 inches of lift can usually

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Rods, Rockers & Springs

get by with single springs and 80 to 90 lbs. of seat pressure. For a higher revving street/strip performance engine with a flat tappet cam, single springs with 100 to 120 lbs. of seat will usually do just fine. If we’re talking a street performance hydraulic roller cam, single springs with closed seat pressure of 105 to 140 lbs. might be required.

On late model Chevy LS engines, the stock valve springs only have 105 lbs. of seat pressure when closed, and 290 to 300 lbs. open. Many ProStock drag motors, by comparison, run double or triple springs with closed seat pressures of 400 to 500 lbs., and open pressures in the 1350 to 1450 lb. range. They need this kind of pressure to handle 9,000 to 10,000 RPM engine speeds with relatively large valves and

Beefy stud mount rockers like this have large trunion bearings and rollers for increased durability over stock rockers.

heavy valvetrains. But durability isn’t as important because the runs are short and they typically replace the springs frequently.

NASCAR engines are also high revving engines, but in this type of racing durability is absolutely essential. Consequently most NASCAR teams are using relatively light springs (120 to 130 psi closed seat pressure) in their engines.

Beehive springs that have a reduced diameter in the top coils are used in some late model stock applications and are also a good upgrade over conventional valve springs in many applications. The advantage of the beehive spring is that it is less prone to harmonics and allows more RPMs with less spring tension. But beehive springs are only available as One way to increase valvetrain rigidity is with a stud girdle.

Beehive springs can also help reduce harmonics for better control and more RPMs.

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single springs. For higher RPM applications, a conventional dual spring or even triple spring is often required.

A little over a year ago, one camshaft manufacturer introduced a “conical” valve spring for improving valvetrain dynamics. The outside diameter of a conical spring gradually tapers to a smaller diameter from the bottom to the top like a cone. This shape reduces the overall weight and mass of the spring, and also changes the frequency at which the spring oscillates. The result is a lighter, less stiff valve spring that can rev higher and last longer than a conventional coil steel valve spring.

The conical spring design actually dates back to the early days of the automobile, but it never took off because the springs were difficult to manufacturer and didn’t offer much of a performance advantage in the low revving engines of that time period.

Fast forward to today and the conical

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For more information on Motovicity Distributions's line of products, visit: www.motovicity.com

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Rods, Rockers & Springs

spring is now the latest thing in valvetrain technology. The springs are still tricky to manufacture but are considered a step up from beehive springs. The conical springs are given a special multi-step micropolish peening process for added durability. According to the manufacturer, they work best with hydraulic performance cams with .625 to .675 inch lift.

The latest innovation is a dual conical valve spring.

Unlike conventional dual springs that rub against each other to provide dampening, the inner and outer conical springs are spaced far enough apart that they do not touch. This keeps the spring cooler, reduces friction and improves durability according to the manufacturer. The new dual conical springs are for engine applications up to 8000 RPM and .800 inches of lift. The springs reportedly have only 150 lbs. of closed seat pressure with an installed height of 2 inches, but provide better control than conventional dual springs that have 300 lbs. of closed seat pressure.

Valvetrain Durability Regardless of what type of valve springs, pushrods or rockers are used in an engine, durability is an essential consideration when selecting and matching valvetrain components. Street performance engines are expected to go tens of thousands of miles without having to replace anything. Endurance engines are expected to finish the race without breaking anything. Both types of applications

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require parts that are strong enough to go the distance.

Lightweight valvetrain components are always a plus, but they don’t have to be as light as those in a high revving drag or circle track engine.

With diesel engines, durability is equally important.

Most diesels are low revving engines, even highly modified ones for tractor and truck pulling. Even so, minimizing valvetrain weight while maximizing strength and rigidity is always a plus for valvetrain dynamics.

Aluminum roller rockers can be just as beneficial in a diesel engine as a gasoline engine.

Aluminum rockers reduce weight and friction while providing added strength and durability over many stock rockers. Pushrods should have a wall thickness of .080 inches or greater to minimize flexing. Slightly stiffer valve springs can also improve valvetrain dynamics while increasing a street engine’s RPM potential. These don’t have to be race parts, just good quality performance parts that are better than the stock parts they replace.

Cost is another factor that determines what kind of parts ultimately go into an engine’s upper valvetrain. A lot of racers would love to have super light titanium valves, extra strong billet steel shaft-mounted rockers and oversized tool steel pushrods in their engines, but can’t afford them -- or the rules don’t allow such parts. Truth is, many racers don’t really need such exotic and expensive valvetrain components. What they actually need are pushrods, rockers and valve springs that are appropriate for the kind of racing they do.

Take rocker arms, for example. Rockers run the gambit from mass produced entry level “budget” rockers to CNC machined custom race only rockers. For dirt tracks that require stock appearing stamped steel ball stud rockers, one can always upgrade to stamped steel rockers that are made of stronger more durable alloys. If there are no rule restrictions, then the next step up would be to go with some type of aluminum roller rockers that offer lighter weight, reduced friction and better durability.

Aluminum rockers with roller bearing trunions and roller tips will typically produce some mild horsepower gains with no other modifications. It’s only a few horsepower in many cases, but nonetheless an improvement over stock. If the rockers have a higher lift ratio than the stock rockers they replace, additional power gains should be realized by opening and closing the valves at a faster rate and increasing overall lift.

Many rocker arm manufacturers offer “good,” “better” and “best” versions of their rockers in their product line.

Some companies are better known for their mass market value-priced rockers while others specialize in race only rockers. It doesn’t matter who makes the rockers as long as they meet the needs of the engine your are building.

The entry level “good” rockers are typically cast aluminum roller rockers. They offer reduced weight, better stability and increased strength and durability over stock ball stud stamped rockers. These are not race rockers and will not hold up under those kind of conditions. But for many performance applications, they are perfectly adequate and provide good value for the money.

The next step up is the “better” rockers which are usually

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made from extruded aluminum.

Extruded aluminum is stronger than cast aluminum, and reduces the risk of cracking failure due to porosity.

Extruded aluminum rockers may or may not be slightly lighter or heavier than the cast variety depending on the design features of the rocker. Extruded rockers are better for higher revving engines and higher spring pressures.

The design of the needle bearings in better rockers will also vary, with larger needles and/or tougher alloys being used to improve strength and wear resistance. Some rockers have gotten away from needle bearings altogether and use a bronze bushing as the pivot for the rocker. Spreading the load across the larger surface of a bushing rather than individual needle bearings improves durability according to those who make this type of rocker.

The “best” performance rockers may also be extruded aluminum, CNC machined billet aluminum or forged steel. Steel is obviously a heavier metal than aluminum, but it is also stronger.

This allows the rockers to be designed in such as way as to minimize weight in areas where it isn’t needed. The end result can be a steel rocker that is nearly as light as an aluminum rocker, but with superior strength and durability for the most demanding racing applications.

NASCAR loves steel rockers.

Virtually every team uses them in their engines. Steel rockers are the best choice for NASCAR racing because of the high engine speeds (up to 9,500 RPM) and length of the race. Steel rockers provide an extra margin of durability on the exhaust valves because it takes more oomph to push open exhaust valves against combustion pressure inside the cylinders. That also makes steel rockers a good choice for supercharged and turbocharged engines as well as those boosted with nitrous oxide.

Shaft mounted rockers are the hot setup for cylinder heads that can be fitted with a shaft rocker system.

Although expensive, a shaft mounted rocker system offers the best valvetrain dynamics, stability, strength and reliability.

According to some manufacturers, changing from stud mounted rockers to shaft mounted rockers (using the same lift ratio as before) will typically Circle 24 for more information 24 December 2014 | EngineBuilder

produce 10 to 15 more horsepower thanks to increased valvetrain stability.

A shaft rocker system holds the rockers in better alignment, eliminating the need for a separate guide plate for the pushrods. This reduces flex in the valvetrain at higher speeds for better valve control. A pressed in stud for a ball and stamped steel rocker can deflect .005 inches or more as the valve opens and closes. This, in turn, can cause unwanted changes in valve lift and duration that hurt engine performance.

Screw-in oversized rocker studs are better, but can still deflect. Using longer rocker studs with a transverse stud girdle clamped around each stud improves rigidity over unsupported studs, but is still not as still as a shaft rocker system.

Another advantage with a shaft rocker system is better lubrication of the rockers. Oil can be routed through the shaft to supply each rocker individually. There is also less risk of breaking a rocker with a shaft mounted system because there are no slots cut in the bottom of the rockers to accommodate a stud.

Bolt-on shaft rocker systems are available for many heads where the valves are in a row. But on a BB Chevy or similar head where the valves are not in a row, a pedestal mount system can provide many of the same benefits as a shaft-mounted rocker system but at less cost.

The most important point to remember from this article is that valvetrains are a system. The individual parts have to be matched to each other and work together to achieve the desired results. They don’t have to be the most expensive parts, but they do have to be the “right” parts for the application.

Mismatched parts can limit power, bend, break and lose races. The right parts can allow an engine to develop its peak performance potential and win races.

If you’re uncertain as to which parts are the right parts for a given application, ask your camshaft and valvetrain component suppliers for their recommendations.

They make the parts and know which ones should be used together in the valvetrain system to achieve the desired results. ■

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Dyno Feature

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DYNO TIME? Considerations for a dyno/flow bench for the shop

BY LARRY CARLEY

BY LARRY CARLEY TECHNICAL EDITOR

A

ny engine builder that is doing performance work or high volume engine building can benefit from owning an engine dynamometer.

A dyno is not just a tool for plotting horsepower and torque curves. It’s also a tuning tool for plotting and adjusting fuel mixture and ignition calibration. It’s also a quality control tool to assure proper engine break-in, valvetrain adjustments and to verify things like compression, ring seating and gasket sealing. It can also be used as a performance and/or durability research tool to figure out what kind of modifications produce the desired results and which ones don’t. Finally, a dyno can also be used as a marketing tool to promote your expertise and capabilities as an engine builder.

By comparison, a flow bench is primarily a research and development tool. It’s used to measure airflow through a cylinder head, carburetor, throttle body or manifold.

Airflow numbers will tell you whether or not you are increasing airflow with various modifications, and if so by how much. A flow bench can help you develop port configurations that flow more air at specific valve lifts. It can also be used to verify CNC ported heads are actually delivering the flow numbers claimed by their suppliers.

And like an engine dyno, a flow bench can also be used as a marketing tool to promote your expertise and capabilities as a head porter and performance engine builder.

People who don’t use dynos to test and tune the engines they build or the parts they modify may tend to exaggerate their power and flow numbers. Bigger is better boosts sales, right? That’s true if the numbers are accurate. But if the engine or modified parts don’t actually perform as claimed, it can undermine credibility and future sales. Using a dyno to plot accurate horsepower and torque numbers, or a flow bench to measure cubic feet per minute airflow values at 26 December 2014 | EngineBuilder

Options for dynos, like this liquid-cooled eddy-current absorber, allow the shop to design a setup that caters to the engine shop’s needs.

various valve Photo courtesy of Land & Sea openings provides “proof” that the claimed results are real and not the figment of somebody’s imagination.

Return On Investment Can you make money with a dyno? Charging for dyno time is only one part of the financial equation for maximizing your return on investment when you purchase a dyno.

Quality control also helps with the payback. Having the ability to control engine break-in and the initial valvetrain, ignition timing and fuel adjustments can greatly reduce the risk of “installer error” causing an engine failure once the customer has taken delivery of the engine. When the engine goes out the door, you know the camshaft is broken in, the rings have seated, it’s getting good oil pressure, it’s not leaking oil, coolant or vacuum, and the initial valvetrain, timing and fuel adjustments are all within acceptable limits for its intended use. You can’t control what happens beyond that point, but you can assure yourself and your customer that up to this point everything has been done right.

Having a dyno can also bring new business in the door, especially customers who want “more power” and will pay for dyno development work on their motor. The same goes for having a flow bench. Using these tools to market your services can add to your bottom line as well as your expertise and reputation.

Choosing A Dyno There are a variety of different types of dynos from which to choose. Most of our readers would find an engine dyno to be more useful than a chassis dyno. Both can measure horsepower and torque, but a chassis dyno measures power

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Dyno Feature at the drive wheels rather than the flywheel. Chassis dyno readings are always going to be about 15 percent lower with a manual transmission and as much as 20 percent less with an automatic than the readings on an engine dyno because of power losses in the drivetrain.

Either type of dyno can be used for collecting sensor data, engine tuning and verifying performance, but a chassis dyno is for testing installed engines. Speed shops often use dynos to market various aftermarket bolt-on modifications such as performance induction and exhaust systems and PCM tuning, and to attract customers who want to see how much rear-wheel horsepower their car or truck is making. But for serious engine development and testing work, you’ll need a dedicated engine dynamometer.

Most dyno suppliers will help you figure out which of their products best matches your needs. Some sell prepackaged dyno systems with standard features while others offer custom dyno systems built to your specifications. Either way, it’s best to let them help you decide which dyno will be right for you.

A dyno creates a calibrated amount of resistance while the engine is running to measure horsepower and torque. Most entry-level engine dynos use a water brake power absorber to create resistance. A water brake is similar to a torque converter.

Inside the water brake housing is a pump (rotor) and a stator.

The housing is filled with water (flow is controlled by an inlet or outlet valve). A short driveshaft from the engine connects to the input shaft on the water brake, which turns the pump rotor inside. The spinning rotor throws water against the stator blades which “twists” the power absorber in its cradle. The dyno then measures the twisting force electronically with a load cell to calculate the engine’s horsepower and torque output at various engine speeds.

Water brake engine dynos are generally the least expensive of the various types that are

available, with some selling for as little as $15,000 or less depending on the power rating and capabilities of the dyno. However, most shops will end up investing $25,000 to $35,000 or more for a typical engine dyno setup -and up to $65,000 or more for a highend unit capable of handling high horsepower (over 1,500 hp) gas and diesel engines.

Water brake dynos offer good value for the money as well as reliability. But some power absorbers may have to be rebuilt every few years to replace worn seals and bearings depending on how much the dyno is used. Water brakes

also generate a lot of heat, which requires cooling and plumbing connections to circulate water through the unit.

The next step up from a water brake dyno would be an eddy current dyno. An eddy current dyno may cost several times as much as a water brake dyno depending on the power rating.

Some eddy current dynos are aircooled and others are water-cooled.

Either way, the advantages of an eddy current dyno are typically faster response time, greater control especially at lower engine speeds and loads, a greater repeatability.

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Dyno Feature Resistance is created by spinning a steel disc in a strong magnetic field.

Maintenance is minimal and most eddy current dynos will last for many years.

The “Cadillac”of engine dynos is an AC dyno, which uses a bidirectional alternating current electric motor as the power absorber. With this setup, the dyno can spin and start the engine, create very precisely calibrated resistance during the dyno run, and

even use the engine’s output to generate electricity, which can be fed back into the power grid to cut your electric bill. Unfortunately, many AC dynos are high-end units used typically by original equipment engine manufacturers or big name performance engine builders who have really deep pockets and a wellheeled client base. Many of these units cost several hundred thousand dollars depending on the instrumentation and

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power rating, but some less expensive AC dynos are available for under $100,000.

If you are considering adding a dyno to your shop, your first order of business is to figure out what your present needs are as well as what your future needs might be. If you’re only doing street performance engines or Saturday night dirt track engines for a local customer base, you might not need anything more than a basic dyno capable of handling engines up to 500 to 600 horsepower. On the other hand, if you anticipate expanding your business into higher dollar forms of racing, truck or tractor pulling, you should buy a dyno with a higher power rating that’s capable of handling more powerful engines.

Instrumentation, data acquisition and software capabilities also have to be considered. For basic engine breakin and tuning, you don’t need a lot of sensors or channels. But for serious development work, the more channels the better. You may also want software that can automate engine break-in and calibration procedures. Mapping the ignition and fuel curves on engines with electronic ignition and fuel injection is just as important as changing springs and weights in an old fashioned distributor and sizing the jets in a carburetor. With electronic engine management, ignition timing and fuel mixture needs to be mapped out at various RPM points and throttle positions. The more points that are plotted in the map, the better the engine will run under all conditions with fewer transitional issues.

Most of the aftermarket bolt-on electronic fuel injection systems today have “self-tuning” control modules that use an oxygen sensor and throttle position sensor for feedback fuel control and learning. These are designed primarily for do-ityourselfers and for street performance applications. As the vehicle is driven, the control module gradually selfcorrects ignition timing and fuel trim until the engine runs really well. This may take several days of driving, and even then the system may require some additional tweaking to really optimize engine performance. The same thing can be done on an engine dyno or chassis dyno much more quickly and easily.

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Dyno Feature For custom engine work and tuning, hacking into the powertrain control module with a laptop computer is usually necessary to change the fuel and ignition maps. You can’t just change things willy nilly and expect the engine to perform better.

The changes have to be based on what the engine is actually doing at specific RPMs and throttle positions -- and that requires a dyno with data acquisition capabilities.

Aftermarket “tuner tools” that plug into the OBDII diagnostic connector can load a custom engine tune into a vehicle’s computer. Most of these performance tunes are based on specific modifications for a specific engine/vehicle application. Some tuner tools also allow the user to play around with various settings, and some tuner tool suppliers can provide custom tunes based on additional modifications that have been made to an engine (such as a different cam, cylinder heads, etc.). These tunes are based on experience and/or previous development work that’s already been done on a dyno. Even so, these prepackaged tunes are no substitute for actually running an engine on a dyno and fine tuning it throughout its RPM range. A dyno lets you develop your own baseline calibrations and tuning modifications based on what the engine is actually doing.

Dyno Installation Once you’ve decided on a particular dyno, you have to figure out where you’re going to put it. Running a dyno in an open shop environment is NOT a good idea for a variety of reasons: noise, safety and repeatability. The best location for an engine dyno is inside an enclosed cell or room with a controlled environment, proper ventilation (both intake and exhaust) and adequate sound insulation.

In some areas, there may be local noise ordinances that require a muffled exhaust (hospital generator mufflers are a good solution for keeping the noise down). You also don’t want any neighbors complaining every time you fire up an engine on the dyno for a test run.

Some dyno suppliers can provide a prefab dyno cell while others work with outside suppliers who provide a prefab cell or will build you a custom cell. Or, you can build your own dyno cell. The minimum recommended dimensions for a typical automotive dyno test cell are 8 x 12 with an 8-foot ceiling. The cell should provide enough room for maneuvering an engine into place, making all the wiring and plumbing connections to the engine, and for adjusting or changing parts while the engine is in the cell. The cell should also have good lighting and an access door that is large enough to handle any sized engine you are likely to work on.

Creating a dyno cell isn’t as easy as nailing together some 2x4s and covering them with double sheets of 5/8 gypsum drywall, or stacking up some cinder blocks and tacking on a roof and some ductwork. For accuracy and repeatability, their air supply in the cell should be a fairly consistent temperature, which usually means pulling in air from the shop environment rather than outside air (too much temperature and humidity variability). You also want plenty of airflow through the cell to prevent heat buildup and air contamination during a test run. Some dyno suppliers recommend a minimum airflow of 10,000 cubic feet per minute, or roughly 2,000 CFM for every 100 hp of engine output. Others recommend a minimum air exchange rate of six to ten times a minute. This usually requires a powerful exhaust fan to pull air through the cell and out the exhaust duct. Induction air to the engine should be separate from ventilation air in the cell. Engine exhaust should be routed through its own plumbing and ductwork. If you can smell fumes in the room after a run, you’ve got exhaust leaks and/or not enough airflow.

Your dyno cell should also be capable of containing any fires or explosions that may occur while an engine is running in the cell. Fire

extinguishers are a must, and some fire codes may require you to install a sprinkler system or halogen gas fire suppression system to extinguish any blazes before they get out of control.

The fuel supply should be located outside the cell. The cell should also be strong enough to contain any debris or shrapnel that might be thrown off an engine during a dyno mishap (it happens!).

Water brake engine dynos require a certain level of water flow and pressure, say 40 to 50 PSI for good flow through the power absorber.

Make sure the pump is large enough to handle the load (a 5 hp water pump is better than a 3 hp pump).

It’s always a good idea to have a field service representative from the dyno company inspect a dyno installation to make sure everything is setup properly so the dyno will give accurate and repeatable results. A water valve that’s the wrong size, plumbing that’s undersized, or an air duct that is poorly located or not large enough to provide adequate airflow can affect test results and repeatability.

Most dyno suppliers offer training, either at their company location or on site. On site is best (if available) to make sure the training fits the kind of dyno work you are actually doing.

Training typically lasts a couple of days and covers basic dyno hookups and operation. Learning how to use correction factors properly is also essential since these skew the test results. If you want accurate back-toback before-and-after test results, you have to minimize variables and compensate for changes in temperature, air pressure and humidity.

Once your dyno is up and running, you can promote your dyno capabilities as you gain knowledge and experience with the equipment. At some point you may want to add more data acquisition capabilities and channels, or update your software to include more test perimeters or automated test procedures. Dyno software keeps improving and evolving, allowing you to grow your capabilities with various add-ons and upgrades as your needs change.

There’s always something new to consider, so keep your options open and your dyno humming. ■

EngineBuilderMag.com 29

Shop Talk

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Studebaker Sleeper Poncho-powered Studebaker Starliner rarity

CONTRIBUTING EDITOR By John Gunnell jgunnell@enginebuildermag.com

A

crude-looking ’53 Studebaker drag racing car from Iowa has its share of rust, dings, dents and paint flaws, but under its hood is a one-of-akind Pontiac intake manifold that has some very sophisticated engineering behind it.

Davenport, IA, resident Jim Allen has owned the Studebaker Starliner Coupe since 1959.

It was back in 1964 that he purchased the factory experimental intake to go on the 421-cid Pontiac Super-Duty V8 nestled under the Studebaker’s hood.

Only a small number of the prototype manifolds were made. Allen’s is thought to be the only functioning system to exist.

Allen bought the hardware from Here you see the one-barrel Carter sidedraft carb offset between the two four-barrels.

The elbow coming out of it has a chrome air cleaner on its end.

30 December 2014 | EngineBuilder

legendary drag racer Arnie “The Farmer” Beswick. At the time, changes were taking place in the sport of drag racing that favored fuel-injected cars over carbureted cars. Beswick had also lost Pontiac support for his racing efforts after GM told its divisions to get out of racing in 1963. For one or both reasons, Beswick — a popular

The car ain’t fancy, but it’s pretty sophisticated under the flip-up nose. It looked like a duck out of water at a Pontiac collectors’ convention in Wichita.

racer who Pontiac had helped out — decided it was a good idea to get rid of the “bathtub” manifold.

This manifold was designed for two four-barrel carburetors, but also had a smaller flange between

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Shop Talk The two fourbarrel carbs are jetted for racing and the third carb in the center is used for the idling circuit only.

Allen did not get the complete system from Beswick. For years, he had wondered about how to set up a center carburetor to work only during the car’s idling circuit. Then, he received a call from Dimitrie Toth of Oxford, MI. Today, Toth is a post World War II

The car’s interior reflects its utilitarian nature. Allen’s racing is a low-budget effort, although he has picked up some fantastic hardware over the years.

the two four-barrel carburetors for mounting a third carburetor — a sidedraft style Carter single-barrel unit.

The small carburetor was supposed to be used for idling so that the “dual-quads” could be jetted for allout racing and not utilized when the car was idling.

You can just imagine the complex linkage the Pontiac technicians devised to operate the three carburetors!

The arrangement was so complicated that Pontiac ultimately decided the system would be too unreliable if it was offered on production cars. The handful of dual quad manifolds that were already made were fitted with a block-off plate over the third and smaller carburetor flange in the center.

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Shop Talk construction equipment historian and collector, but for years, he worked at Pontiac. In fact, his father and his grandfather also worked in

the Pontiac foundry from 1936 on and his father was often kidded that his initial was stamped on some rare Super-Duty engine parts.

The shiny part stamped D811699 is an adaptor that fits between the two fourbarrel carbs to mount the Carter sidedraft one-barrel carb.

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Toth had once owned a lightweight Pontiac Catalina coupe with a 421 Super-Duty engine carrying a dual quad manifold. We met Toth in the 1980s at a PontiacOakland Club International (www.poci.org) convention. The next week we visited him in Michigan, did an article about his car and went with him to the retirement party of Pontiac engine wizard Malcolm “Mac” McKellar.

“I’ll tell you why that manifold was designed,” Toth advised us.

“First of all, they had been running two-plane manifolds combined with a 180-degree firing order for years. In ’61 or ’62, they looked at these. They were good manifolds, but they were running out of plenum and manifold length with the 421.”

Toth explained that sometime in 1961, a man named Skip McCully came to Pontiac to work with “Mac” McKellar and some other engine engineers. “They experimented with a dual HV ram type manifold,” he

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Shop Talk noted. “Then, in Dec 1962, they put together a manifold with an idling circuit as an over-the-counter street package.” (Toth noted this manifold is pictured in Pete McCarthy’s book on Pontiac performance engines.)

The top of this manifold had a two-plane design and other goodies.

“The service engineers (who approved of it) were responsible for parts sold to dealers,” Toth said.

“But, the production engines were different.”

The engineers came up with Part No. D811690, which was an adaptor to fit between two four-barrel carburetors on top of the manifold and hold a Carter sidedraft carburetor on the driver’s side. Toth said the Carter carburetor manifold had a series of bell cranks and slides in the blueprints. “It looked impressive,” he added. “Sort of like a tri-power carburetor setup with a ram-type dual-quad intake.”

The service engineers were impressed by the manifold’s performance, but had issues with it and the linkage system. There was no provision for an air cleaner or silencer. The setup was too high to fit under the hoods of cars that were continually getting lower. There were questions about how to run cold air in. Still, the service people (many at the time were enthusiasts) were encouraged.

Since the Pomona Winternationals drag races were coming, they selected two Carter four-barrel carburetors to use with the manifold as well as the block-off plate for the center carburetor flange. Eighteen manifolds were manufactured, but Pontiac never made the center elbows to mount the third carburetor on.

“A month later, in mid-January 1963, they came up with a Gen II version of the manifold,” Toth revealed. “It satisfied all the issues they had with the first design. They deleted the entire idling circuit, went to different, more tractable fourbarrel carburetors and lowered the manifold so air cleaners could be fitted. Even more dramatic was a change that made provision for a water jacket for cooling. Only four ‘bathtub’ manifolds with water jackets were produced.”

At the end of January 1963, the GM racing edict came down from

top management and Pontiac’s racing program came to a dead halt.

There would be no more bathtub manifolds or dual-quad manifolds.

“That was in ’63,” said Dimitrie Toth.

“Now, fast forward to September 2013. I go online and here’s this Studebaker on my computer that was racing at Cordova Dragway. The Studebaker has a Pontiac 421 SuperDuty V8 with a bathtub manifold with three carbs, but the third one is

a Stromberg.”

Toth got into the vault in the Pontiac Engineering department where the original design was on microfiche and copied the drawings. Then, he got in touch with Allen and his crew thru Cordova Dragway. “Their Studebaker was halfway there and on the right track,” Toth admitted.

From that time until about April 2014, Allen and his friends got the

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Shop Talk drawings and information from Toth and were able to put a functioning system together with a Carter carburetor. “Pontiac never had this system in a car,” Toth

pointed out. “They may have made a dyno example, but I believe this Studebaker to be the only car ever to carry this system.” ■

The ’53 Studebaker has been a racing car since 1959. Owner Jim Allen purchased the experimental manifold from drag racer Arnie Beswick in 1964.

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Building History

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BY BILL HOLDER PHOTOS BY PHIL KUNZ

Aqua Allisons Big Time Allison Motorsports Power – Part 1

T

here are three amazing numbers that would seem to make this giant powerplant pretty much incomparable with motorsports use. The numbers are 12, 1710, and 1600. Certainly a little explanation is needed.

First, there’s the 1710 number, which is part of its official name the V-1710 engine which actually is the number of cubic inches it displaces. The 12 is the number of cylinders, while the 1600 specifies the horsepower it produces.

Those specs might seem a bit hefty when you think of motorsports vehicles as being light and fast.

This applies to some of the motorsports efforts where it participated. But others required the power and torque the engine provided.

The Allison engines were used just about every imaginable way. First, they were used as a This is an early 1930s factory single engine, then drawing of the Allison.

36 December 2014 | EngineBuilder

The initial purpose of the 1710 combined as a Allison was for military aircraft. pair of them, The P-38 was one of the and even three numerous users of the engine. or four of themall on a single vehicle. Since their development and release in aircraft in 1930, engine builders following WWII began to pry more power out of them and the rest is history.

This article will tell the motorsports story, both on land and sea.

Engine History Of course, the Allison was initially built for an entirely different purpose than powering vehicles.

The Allison Division of General Motors began developing this particular engine for use in fighter aircraft.

The list of WWII fighters that used Allison power

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included the P-38, P-40, P-47, P-51, and others. It was first developed in the early 1930s.

In all, there were more than 70,000 produced covering all the different versions.

The first A model was tested in 1931 and produced 650 horses. It carried an 8.35-inch supercharger and showed a 5.8-1 compression ratio.

As the technology evolved, so did the performance. One version eliminated the blower in favor of a pair of carburetors.

A new design (the C Model) in 1936, with improved pistons and rods and a 6-1 compression ratio, produced 1,000 horsepower at 2,600 RPM. Later, the C Model would see its compression ratio increased to 6.65-1 with take-off ratings of 1,150 hp at 2,950 RPM. The E and F versions were the most-used with over 66,000 produced and used on a number of fighter aircraft. The F version was fitted with a turbo-charger, which raised the horsepower to 2,300 at only 3,000 RPM. However, the ultimate configuration was the G-series, which incorporated a number of improvements resulting in 1,725 hp at 3,400 RPM. To achieve that performance, there was a great improvement in supercharger technology.

But as time marched on, the Allisons gave way to the jet age and eventually were designated as surplus in the 1950s. The asking This Allison uses a carburetor.

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Building History Shown is the bank installation on a turbo fuel-injection version of an Allison engine.

desert racers, unlimited hydroplanes, tractor pullers, and Reno Air Race vehicles.

This article will be divided into two sections. The first will address its use in Unlimited Hydroplanes while the second section of the article (in the next issue of Engine Builder) will address the land applications of the giant engine examining its use in drag racing, land speed racing, and national tractor pulling.

Just Add Water Using an Allison on a 24-foot Unlimited Hydroplane back in the 1940s brought forth some interesting challenges to the mechanics. First, the engine had to be inserted into the boat backwards. The supercharger was turned upside down so that the carburetor sat atop the engine instead of the bottom. price for the powerhouse was but a small fraction of the cost to produce.

The most numerous was the G Models, of which 763 were produced. And over the following decades, they would find themselves modified and upgraded by engine builders. They would be used in dragsters,

One of the most interesting installations was the use of a 215 Buick engine used to drive the blower on this Unlimited Hydroplane.

Wonder what engine builder came up with that idea?

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It should be noted that during the Great War, there were also some other aircraft engine models tested in the big boats.

The Gale VII Unlimited used a V-16 Packard engine, but it was left in the dust, i.e., water spray.

Another engine builder tried a Daimler-Benz Me109 German fighter engine, but it didn’t work out either.

When all was said and done, the Allison G model was the most used.

Builders liked the Allison for this motorsports mission because of the high-revving capabilities of its crankshaft. It was also reported that some unlimited

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The Miss Pepsi featured a unique twin-Allison inline set-up.

engine builders modified the engines to deliver as much as 4,000 RPM. Engine placement was another consideration for the Allison/hydroplane configuration. One idea had a single Allison with a duo of counter-rotating propellers with only one gearbox. Another builder took it one step further with two Allisons resting sideby-side and using the twin-prop set-up.

An even more difficult arrangement had the engines one behind the other, which generated some problems. There were several boats with the set-up with the total weight being about 10,000 pounds. One advantage of the configuration was the better stability on east coast rough-water river courses.

The Allison in the hydroplane application experienced considerably more stress than what it experienced in its fighter air situation. The engine revs were higher, and there was the danger of the prop jumping out of the water at high speed possibly causing the engine to over-rev when the prop was unloaded.

In the water application, the engines often needed rebuilding after only a couple hours or less, where in the aircraft use they could run for hundreds of hours before a rebuild. Changes to the fuel tanks were required to keep the fuel flowing when going through Circle 39 for more information EngineBuilderMag.com 39

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Building History Big power on tap with the turbo-charged injected Allison.

a turn at high speed.

Fuel additives were also a part of the engine performance. Alcohol was often used, and even nitrous oxide on occasion for short bursts.

Some of the earlier Allisons following WWII were quickly modified and taken into action.

The first Allisonpowered unlimited was the Miss Golden Gate III. She set a World Competition speed record in 1946 of 77.9 mph during the prestigious Gold Cup. The engine continued to improve with the Allison-powered Miss Pepsi V, which earned a

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41 Charity Build Ad_Layout 1 12/4/14 2:24 PM Page 41

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Building History

A 1990s state-of-the-art turbo-injected thunder boat.

pair of unlimited titles along with winning the Gold Cup race.

The famous Slo-Mo-Shun IV really showed the results of finetuning by engine builders when it set a straightaway speed record of 160+ mph. A couple years A cab-over in front and a front later, the same boat set engine in the rear. another record 18 mph faster, and then topped it off with a one-way run of more than 185 mph.

Some of the performance probably came from its new proprider design where the only thing in the water is the prop.

The Miss US-1 with Allison power, showed a great mile straightaway run in 1962 of over 200 mph, the first piston-powered boat to exceed that standard. In 1976, she was the last to win the Gold Cup race.

Today, the turbines still rule the Unlimiteds, but with the present turbine rules, there is still one Allison-powered Unlimited, and it has actually won some races against the turbine machines.

Ron Snyder was a frequent user

The famous Miss Madison which won the Gold Cup in 1979.

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Building History

Notice how close the engine is to the driver in this late ‘60s Unlimited.

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of Allison power as the driver of the Miss Madison and Miss Budweiser among other boats. He explained, “In the early 1970s, we used the early carbureted versions. There were also early turbo versions, but the turbos were too small and not very reliable. We replaced the stock turbos with bigger ones which pushed the redline from 3200 to about 4000 RPM. That extra boost related directly to greater performance. But we were able to get three times the RPM through the gearbox.

“Racing on rough water was tough on the old Allisons. When it came out of the water the pistons really suffered and many times were burned. Also, when the prop was out of the water, the engine had a tendency to over-rev.”

Ron had Allisons in two types of hydroplanes, the older versions where the driver sat behind the engine. “It was really noisy and there were times when engine parts came off. There were also times when I was covered with oil,” he recalled. With the cab-over design (driver sitting in front of the engine), “It was a lot quieter and you could see a lot better.”

To Be Continued….

Next month, we will look at land vehicle applications for these powerplants.

Do you have some Allison engine tips or tricks you have come across rebuilding these engines?

Email your tips with your name, shop name and any photos and we will include them in the next issue or in the online version of this article. Deadline for print submissions is Jan. 8, 2015. ■

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Product Spotlights

44-45 Spotlights 12/4/14 11:29 AM Page 44

Engine Pro High Performance Connecting Rods Engine Pro H-Beam Connecting Rods are forged from 4340 steel and produced on CNC machinery. They are finished in the U.S. to ensure precise big-end and pin-end bore sizes. Rods are magnafluxed, heat treated, stress relieved, shot peened and sonic tested to ensure they provide the strength required for high horsepower applications. Engine Pro connecting rods equipped with standard 8740 bolts are rated for up to 700 horsepower in small blocks, and 850 horsepower in big block applications. Visit, www.goenginepro.com.

Engine Pro Phone: 800-ENGINE-1

www.goenginepro.com

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Product Spotlights

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

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

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

www.sbintl.com Circle 107

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GM LS Series Rocker Arms

The Elgin PRO-STOCK® brand now offers two new performance rocker arms for General Motors LS engines. Elgin is a premier, US-based manufacturer of a complete line of premium stock replacement and performance parts for today’s most powerful engines.

Now available through Elgin PRO-STOCK distributors are: Elgin R-907 Rocker

(OEM #10214664)

Straight design Exhaust & Intake for LS1, LS2 & LS6 Exhaust for LS3, L92 & L76 Elgin R-908 Rocker (OEM #12569167) Offset design Intake for LS3, L92 & L76

Elgin Industries Phone: 800-323-6764

www.elginind.com Circle 110

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Classified/Cores

46-47 Class-Cores 12/4/14 11:28 AM Page 46

Simply the Best Lists: Automotive Aftermarket Truck Fleet & Powersports Markets

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

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Publisher Doug Kaufman, ext. 262 dkaufman@babcox.com

Tech Editor Larry Carley lcarley@babcox.com

Editor Ed Sunkin, ext. 258 esunkin@babcox.com

Advertising Services Tina Purnell, ext. 243 tpurnell@babcox.com

Managing Editor Greg Jones ext. 272 gjones@babcox.com Graphic Designer Nichole Anderson, ext. 232 nanderson@babcox.com

46 December 2014 | EngineBuilder

Director of Distribution Rich Zisk, ext. 287 rzisk@babcox.co Circulation Manager Pat Robinson, ext. 276 probinson@babcox.com

Sales Representatives Bobbie Adams badams@babcox.com 330-670-1234, ext. 238 Roberto Almenar ralmenar@babcox.com 330-670-1234, ext. 233 David Benson dbenson@babcox.com 330-670-1234 ext. 210 Jennifer Hazen jhazen@babcox.com 330-670-1234 ext. 224 Don Hemming dhemming@babcox.com 330-670-1234, ext. 286

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

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On The Road

48 On The Road 12/9/14 2:04 PM Page 48

SEMA 2014

Thanks to all who stopped by the Engine Builder and Speedville.com booth during the SEMA show in Las Vegas in early November. Engine Builder managing editor Greg Jones (left) and editor Ed Sunkin were on hand to distribute copies of the magazine and chat with show attendees.

Since the first SEMA Show debuted in 1967, the annual event has served as the leading venue bringing together manufacturers and buyers within the automotive specialty equipment industry. Products featured at the SEMA Show enhance the styling, functionality, comfort, convenience and safety of cars and trucks.

For more information, visit: www.semashow.com.

SMOKEY’S DYNO

Engine Builder staff attended the customer open house in November at Smokey’s Dyno & Performance, celebrating its move from a 900-sq.ft. garage in North Canton to a 17,000-sq. ft. facility in Green, OH. Along with it’s sister operation, DaVinci Motor Group, Smokey’s is a performance shop that specializes in dyno tuning and performance parts installations. While most of the performance work involves domestic vehicles such as Mustangs, Corvettes, Cameros, Challengers and Hummers, the shop has increased its business to handle more exotic vehicles, including Lamborghinis, Bentleys, Ferraris and others. The shop is owned by Brandon Masidonski and Peter Zoumberakis.

For more information, visit: www.smokeysdyno.com.

The McLaren P1 hybrid sports car (left) puts out more than 900HP and can go from zero to 60 in fewer than three seconds.

With a factory top speed of 217 mph, this McLaren P1 was unveiled at the shop’s open house. Smokey’s Dyno owners (right) provided visitors a demonstration of their all-wheel-drive dynamometer using a rare Jaguar XK R-S GT.

48 December 2014 | EngineBuilder

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