Engine Builder, October 2014

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Special 50th Anniversary Issue SERVING ENGINE BUILDERS & REBUILDERS SINCE 1964 2014 OCTOBER

EngineBuilderMag.com

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Contents 10.14

Features

ON THE COVER

Greetings From Bonneville

Rebuilding the Ford ‘FE’ Ford has produced the FE series engines for almost 20 years and in this time period, this series of engine gained quite a following. After researching the FE, contributing editor Bob McDonald was intrigued about its internal workings. He had always heard about and seen some of the more popular FE engines such as the 390, 427 and 428, but never had a chance to dive into one... Until now!

16 Break-In Oils and Lubes A lot of things can go wrong during those first few minutes following the initial start-up of a freshly built engine. The engine has to build oil pressure quickly so all of the critical wear surfaces will receive lubrication. Assembly lube is designed to cling to surfaces better than ordinary motor oil so there will be a protective film of lubricant until the engine is cranked over and started. Find out more about assembly lube inside this article.

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Racing is the sexy and an exciting expression of the automotive industry. It represents a large portion of the parts sold and labor performed. And, if we’re lucky, we’ve experienced multiple forms of racing.

Contributing editor, Dave Sutton, made the much anticipated trek to Bonneville this year for Speed Week.

In this article he recalls 100 years of history at the Flats, and clues us in on today’s record chasers. Read about his journey to the Flats here.

78 Rebuilding History

Engine Builder’s 50th....................37 Engine Builder staff and contributing companies weigh-in on the history of the engine rebuilding industry

Columns

Diesel Dialogue ............................65

By Engine Builder staff Internal Affairs: Diesel Crankshafts and Rods

Tech Tips ......................................74 When to Upgrade a Performance Head Gasket Profitable Performance ................92

Modified Ford Model Bs Known as the Model B, Ford produced this 200 cu. in. engine for only four years beginning in 1932. Sporting only four cylinders, it was basically an upgrade of the earlier Model A powerplant. Shortly after its introduction, a wave of professional upgrades made every stock B a potential race engine. Check out this article and all the conversions that made the Model B an exciting early race engine.

86 COVER DESIGN BY NICHOLE ANDERSON

By Dave Sutton Update on the Magnum 392 Charity Engine Build

DEPARTMENTS Editor’s Page ........................................................4 Industry News......................................................6 Events ..................................................................10 Shop Solutions ....................................................14 2014 Supplier Spotlight ........................................95 Cores/Classifieds/Ad Index ..................................98 ENGINE BUILDER founded Oct. 1964 Copyright 2014 Babcox Media Inc.

ENGINE BUILDER (ISSN 1535-041X) (October 2014, Volume 50, Number 10): Published monthly by Babcox Media Inc., 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874. Periodical postage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Send address changes to ENGINE BUILDER, 3550 Embassy Parkway, Akron, OH 44333.

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

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Editor’s Page

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Honoring Horsepower History in Horse Country EDITOR Ed Sunkin esunkin@babcox.com

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long the rolling hills of northwestern Kentucky, the landscape is dotted with horse farms and stables. In this gentle countryside, prized thoroughbreds and quarter horses roam the lush, grassy farmlands.

And within this part of the state where miles of wooden fences rise on each side of the roadway, not too far from the town of Florence on US HWY 42, there breeds a different kind of horsepower – one that roars from a Late Model racer.

Nestled next to King’s Florence Speedway in Walton, a half-mile, clay, oval track carved into the top of a hill, sits the Dirt Late Model Hall of Fame – a 2,500-sq. ft. building that seems to be bursting at the seams with racing late model history and memorabilia.

years earlier, the Dirt Late Model Hall of Fame is a labor of love for executive director Bill Holder and its curator, Jim Klette, and other volunteers.

I stopped by the HOF for a visit in September on my way to the PERA convention in Louisville, and was taken back by the amount of time, energy and love for the sport of racing that was poured into the facility.

“We’re a 501C3, non-profit organization. There is no money involved in this. It is strictly volunteer,” Holder said, as he took me around the room crammed with donated late model racer items.

Fortunately for race fans, this place exists.

Unfortunately for up-and-coming drivers, it’s running out of room. Just outside the building on a cement floor, sits a number of donated racecars under a makeshift canvas tent roof and sides.

Holder and Klette are looking to raise donations to build an addition to the structure in an effort to better house the outdoor cars, and give more room for the museum artifacts that have been added as racing treasures since the early 2000s Holder, an auto racing journalist who has penned numerous articles for various magazines, including Engine Builder, said one dirt track this year held a 50/50 raffle with its race fans and the money raised was donated to the museum.

“I’d like to see more of the dirt tracks hold a Hall of Fame Executive Director 50/50 raffle during the season – then we could Bill Holder Bill Holder, (Left) and easily raise the money for the upgrade,” Holder Jim Klette, curator of the said.

National Late Model Dirt Track If you are a dirt stock car fan and are in the Hall of Fame Everything from area of the HOF, I urge you to stop by and check helmets, clothing and it out. trophies of racing legends to parts and complete You, too, will see that this race fan museum, vehicles themselves, pack this pole building. Photos, designed to preserve racing history, is itself, worth event posters and newspaper clippings line the preserving. ■ maze of walls throughout the Hall of Fame, remembering racing legends such as Larry Moore, For more information on the HOF, visit Dick Potts, Red Farmer and others. http://ndlmhof.wordpress.com.

Built from donations in 2001 on the grounds next To contact Holder on donations to the museum, email to the dirt track, which came to life more than 50 BILLHOLDER@webtv.net.

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Industry News

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Rain Delay: Mother Nature Rules the Records at Bonneville

Rainy weather postponed attempts by Danny Thompson, son of racing legend Mickey Thompson, to set a land speed record for a piston engine car on the Salt Flats of Bonneville this year.

Thompson's attempts at a land speed record – 439 mph – were hampered by rain at Bonneville's annual Speed Week in August, as well as the event in September.

Note: For more on Speed Week in Bonneville, see Dave Sutton’s report beginning on page 78.

Not only were many fans looking forward to Thompson’s record attempt, but this also was the 100th Anniversary of Salt Flat racing at Bonneville.

However, the Southern California Timing Association, which certifies

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Danny Thompson and his Challenger II racer.

the racing records, concluded the day’s leading up to Thompson’s September attempt that salt would be too soggy for racing, thus ending the speed-setting season.

Last month, according to CNN, Thompson came within 20 mph of the record held by George Poteet, who survived a 370 mph crash last month at Cook's Shootout, another popular racing event.

Thompson tried to pass 392 mph to set the record for his vehicle class, and eventually be the first to drive a piston engine car 450 mph.

Thompson’s Challenger II vehicle, named after his father's recordbreaking car, reached 419 mph during one leg of his race, and later hit 424 mph.

But the vehicles clutch failed on the return trip, forcing Thompson to fall short of the official record. To set a record, the average speed of two trips is needed.

Thompson, and other racers rained out this year, will now set their sights and hopes for better weather next August.

For updates on Speed Week 2015, visit the SCTA at www.scta-bni.org.

PERA Cleans Up with Technical Programs at Annual Conference Cleaning technologies and facility tours highlighted the Production Engine Remanufacturing Association’s (PERA) 69th annual conference held at the Seelbach Hilton Hotel in Louisville, KY, Sept.

17-19.

The organization also held its election of officers, naming Frank Owings of Titan Engines as president. Owings replaces outgoing president Robert McGraw of AER Manufacturing.

During the technical presentations of the conference, Andy Logan of

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Industry News

Church & Dwight discussed the use of sodium bicarbonate in the abrasive cleaning of engines and components.

Chris Hanthorn of Henkel Corp. took to the podium and discussed practical approaches to selecting cleaning agents to handle parts coated with oil/grease, rust, and paint. Hanthorn also addressed products that enhance the casting/forging and stamping processes Kyle Bates of SafetyKleen provided details on the company’s lineup of ArmaKleen aqueous chemistries for use in parts cleaning.

Other presentations during the three-day event included: • Brandy Walker, of AER Manufacturing Inc., who discussed AER’s use of a “line side” system for managing flow through the plant.

• Randy Bauer of Jasper Engines & Transmissions, who explained why Jasper utilizes the pull image

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Engine Builder publisher, Doug Kaufman, presents an achievement recognition award to PERA’s outgoing president Robert McGraw during the organization’s annual conference.

system to manage the material and product flow to maximize just-intime delivery.

• Jason Nord, Director of People Services at Jasper, spoke on his company’s approach to management

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from the employee’s perspective.

• An exercise in Values Voting by Bill McKnight, team leader for training for Mahle Aftermarket.

McKnight’s audience interactive presentation demonstrated how decisions we make at work are affected by our core values and personal biases.

Attendee tours this year included: • An evening at Churchill Downs, home of the Kentucky Derby, courtesy of AER Manufacturing; • Jasper Engines & Transmissions’ Leavenworth, IN facility; and; • a shop tour of Republic Diesel.

Michael Cardone Jr. Presented with MEMA's 2014 Triangle Award Michael Cardone Jr., owner and chief strategy officer, CARDONE Industries, was presented the Triangle Award, the highest honor awarded by the Motor & Equipment Manufacturers Association (MEMA), during the Motor & Equipment Remanufacturers Association (MERA) Golisano Conference, held in Rochester, NY on Sept. 24. MERA is the remanufacturing division of MEMA. Cardone founded CARDONE Industries with his late father, Michael Cardone Sr., in 1970. Beginning in just a single room in Philadelphia, the business has grown to become a major global supplier with more than 6,000 employees.

CARDONE Industries now spans three generations, and is the largest familyowned

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Industry News

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remanufacturer of motor vehicle parts in the world.

Cardone’s years of services have also been recognized by the Automotive Warehouse Distributors Association (AWDA) and the Automotive Hall of Fame.

Industry Events November 3-6 AAPEX 2014 Las Vegas www.aapexshow.com

Michigan Racer Wins Engine Pro Race Engine for Second Time A Michigan racer won a new race engine for the second time in as many years at the 10th Annual Funny Car Nationals presented by Discount Tire held recently in Martin, MI. Rick Morley of Allendale won this year’s prize as he did in 2012 at US 131 Motorsports Park.

It was the seventh year running the Engine Pro Engine Giveaway presented by Pro-Filer and is an event that bracket racers anticipate all year.

With 20 eligible racers, only one

November 4-7 racer would walk away with the engine assembled by Performance Engineering and valued at more than $15,000. This year, it again was Morley.

Sponsors on hand to present the prize were Scott Overlund and Tom Stuyvesant of Engine Pro, Don Kraii of Performance Engineering, Sue Rynberg of Mahle Aftermarket, CeCe DeMond of Hastings Manufacturing and Tim Foster from Melling Engine Parts. Special thanks to Pro-Filer for providing the CNC heads and manifold.

Other sponsors who made this possible were ARP, Oliver, Ferrea, Comp Cams, JE Pistons, Clevite, Fel-Pro and Milodon.

Maxiforce Relaunches its Yanmar Engine Line Maxiforce, recognized as a brand leader in replacement diesel engine parts, has announced the relaunch of its Yanmar line, a first in the diesel aftermarket.

Maxiforce is the only U.S. brand offering Yanmar aftermarket engine

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2014 SEMA Show Las Vegas www.semashow.com

November 28-30 Los Angeles Auto Show Los Angeles www.laautoshow.com

December 8-10 AETC Conference Indianapolis www.aetconline.com

December 12-14 PRI Trade Show Indianapolis www.performanceracing.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.

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Industry News

parts, reinforcing its commitment and leadership in the small diesel engine market. Maxiforce’s Yanmar range will now cover 11 engine models found in Yanmar and John Deere, ThermoKing, Bobcat, Takeuchi, Onan, Cub Cadet and Kholer OEM applications to name a few.

“We are very excited to relaunch our Yanmar line with more extensive coverage,” said Paul Kelly, Vice President, Sales and Marketing.

“Currently these engines are not being rebuilt because of the price and availability of parts, but now we are offering a new lease on life for these previously “throw away” engines, as well as a new revenue stream for the engine rebuilders.”

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Tasmania, Australia.

ACL Distribution of Grand Rapids, MI, is a manufacturer and distributor of engine bearings for the automotive aftermarket and for The Bearing Company, a supplier of ACL Distribution.

The company was a manufacturer of bearings and other automotive components for the OE and replacement markets throughout the world until entering receivership in 2009. The Bearing Company is the primary source for the U.S. company's Race Series brand performance bearings.

Get more industry news at www.EngineBuilderMag.com or sign up for our weekly newsletter on the site’s home page.

ACL Distribution Acquires ACL Bearing Company ACL Distribution, Inc. has announced the acquisition of the assets of ACL Bearing Company of

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ACL plans to open a plant and manage production in Tasmania by the end of the year.

In announcing the transaction, Tim Vehlewald, President and CEO of ACL Distribution, remarked, “The acquisition is a serious event for ACL Distribution. We now have control of our destiny in that the output of three factories in Tasmania is at our command," he said.

Vehlewald said the purchase will allow his company to oversee production and allows them to produce Race Series bearings as required.

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14-15 Shop Solutions 10/16/14 1:49 PM Page 14

Talkin' Bout Those Good Vibrations We get a lot of broken bolt, broken tap, and broken easy out work in our shop, mostly because we are good at it! We are usually the last guys called because we are not known as the cheapest, but the guys that always can do the job. When we are trying to remove a broken tap without an EDM, we spray it first with PB Blaster, our favorite penetrant, then use a small brass punch and small hammer to gently work the tap free in all directions. Often, you can then use a slender needle nose plier, forceps, or four-pronged tap remover between the flutes and turn and remove the broken tap.

When the tap wants to move, but sometimes just won't, we vibrate the tap and/or pliers with a vibratory etching pen. Don't bother with a cheap etching pen! In some applications they will work, but not as well as a higher power unit. Many times, this will allow the tap to back out freely. If not, then we just start to break the flutes with a small punch, again vibrating the larger parts with the pen, while blowing air to the bottom of the hole with a fine tipped blowgun.

We also have a blowgun and regulator attached to a small CO2 tank for blowing out the broken chips. In this case, the freezing action of the CO2 will contract the chips and tap and allow easier removal. Definitely wear a face shield and gloves for that operation! Continue until removed.

The pen and CO2 deal also works when removing stubborn small carburetor parts, too.

Timm Jurincie TUF-ENUF Auto & Marine Performance Avondale, AZ.

No Bugs I put an aquarium bubbler in the coolant tank on my crankshaft grinder to keep the coolant moving.

This keeps the algae from blooming and keeps the coolant better to work with. I used a pair of old main caps wired to the base to form a stand.

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When I don't grind for a week or more it really helps keep the coolant clear.

Randy Torvinen Torvinen's Machine Menahga, MN

Vacuum Checking Ports With EGR Holes It's difficult to vacuum test the exhaust valves on the 5 valve per cylinder VW cylinder head and many other heads due to the EGR hole in each port.

I've found an easy solution. Save the dried silicone from the tip of the tube of silicone. With the exhaust valves out of the head, slip the silicone into the EGR hole. A little oil will help it to seal the EGR hole.

Reinstall the valves. Now you can vacuum test each port by itself without having to block off all the ports.

Ronnie Myers MAR Automotive, Inc   Philadelphia, PA

Square Rings In A Round Hole We have a quick trick to use while checking ring gaps on odd engines that you may not have a ring squaring tool for, and/or the pistons are not of a flat top design.

Set your digital-dial calipers for the depth you want to check the rings, lock the set screw, and carefully use the butt end of the calipers to square the rings in the bore. Check them a few times around the circumference as they will move around a bit until they are nice and square. This will get Gilligan off the island if you don't have a ring squaring tool that will fit the bore.

Also, be sure to deburr your rings when finished grinding gaps. We also go a step further on the oil scraper rings as these are steel. We lightly grind a small chamfer with the belt sander on the outside corner of the steel oil rails as these will scratch the bores after some run time. We then lightly deburr the chamfered edge with a Scotchbrite wheel on the pedestal grinder, and

then finish with a light lap on the top and bottom surface of all the rings to ensure no hang ups on the ring lands.

(I can't take full credit for this procedure. We adopted it from the "Blueprint It and Build It Right" article written for Engine Builder by the late Joe Mondello.)

Jake Sampson Sampson Racing Engines Inver Grove Heights, MN

Check It Out And Check It Off Checking your parts before starting the job is very important. Many years ago I worked in a machine shop assembling and installing engines after hours. It was very important to have all the correct parts before we closed the doors at night, because there were no second chances.

The first thing to do is make sure all the parts are there. Next, match all the part numbers to the invoice, and last check all the sizes to make sure they are what the block and crankshaft are finished to. Getting the job done with as few problems as possible is what we all want. If you check everything ahead of time, the job will go together much easier and faster.

Ken Marlar Sterling Engine Parts Minneapolis, MN

Liner Seal Lubrication Using Vaseline, grease, white lead or dense lubricants such as engine oil, vegetable oil, antifreeze, brake fluid, castor oil, vegetable shortening and silicon spray IS NOT RECOMMENDED for a liner seal lubricant. Currently, aftermarket suppliers recommend using a soapy water solution.

Due to changes in liner seal materials, recommendations for seal lubricants have also changed over the past few years. If you check an old service manual and compare it to a new manual or tech bulletin, you

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will usually find a different recommendation. Some products can cause premature swelling of the seal rings, creating installation difficulties and seal damage. Others can corrode the liners or other engine parts during assembly. Used in excess, others can physically damage the seals during installation.

The heavy consistency of these products could reduce the expansion volume needed when the seal is compressed into the confines of the block bore.

This "hydraulic lock" condition will often shear off a section of the seal or can cut an entire strip from the seal resembling a rubber band.

Not only could this distort the cylinder liner resulting in piston scoring, but can also cause coolant leakage past the seal into the lube oil. This type of failure is very common with the International 300 and 400 Series diesels when correct procedures are not followed.

Engine Pro Technical Committee with thanks to Advantage Engine Parts

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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FE Feature

BY CONTRIBUTING EDITOR Robert McDonald email: bmcdonald@babcox.com

The Ford ‘FE’ Rebuilding an American ‘Iron’ Icon

S

everal months ago, (April issue) we covered some history of the well-known Ford FE series engines.

It’s amazing that these well-known, American Iron series engines do not get the recognition they deserve.

Many hotrodders and often owners do not know the true meaning of the FE and exactly how this engine came into existence.

But, on the other hand, there are quite a few Ford guys out there who do know the meaning of the FE and have a deep passion for this piece of history.

Ford produced the FE series engines for almost 20 years and in this time period, this series of engine gained quite a following.

After researching the FE, I was intrigued about its internal workings. I had always heard about and seen some of the more popular FE engines such as the 390, 427 and 428 but never had a chance to dive into one.

A friend of mine had purchased a 1962 Galaxie a few years ago, and the previous owner had installed a 390 with a four speed in the car. The car was fun to drive and gained some nostalgic recognition on the road, but the engine did smoke quite heavily at times and did consume quite a few quarts of oil and foul several spark plugs on some very short trips around town.

The engine was supposedly

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engine parts, see the March 2014 Engine Builder’s Buyers Guide issue, or use the electronic version at www.enginebuildermag.com.

Breakdown on the Teardown rebuilt when my friend had purchased the car, but something was definitely wrong with this power plant. So, we took this opportunity to take the engine out so we could explore an FE engine.

Note: While company names are mentioned in this piece, it is up to the builder to research engine components and parts for a successful performance build. For more information on manufacturers and suppliers of performance

Here is a run down of the engine in the car. Upon tear down, the engine was a 390 cubic inch with points distributor, aluminum dual plane Shelby intake, Holley 750 double pumper carburetor with manual choke, and fitted with a set of 1-7/8” headers, which are unique and wrap around the frame of the car.

The engine had been bored .030” and fitted with a set of TRW dished pistons and a Comp Cams hydraulic flat tappet camshaft.

The engine had apparently been rebuilt, but the machine work on To add quality luster to our FE project with functionality we choose a Moroso steel powder coated 8 quart oil pan p/n 18608 with trap doors and baffles for FE engines with front sump chassis applications and Moroso fabricated aluminum billet rail valve covers p/n 68461.

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FE Feature

Our original engine was outfitted with a set of 1969 390 GT heads p/n C8AE-H which were fitted with 2.08” Intake and 1.65” Exhaust valves. The intention was to use these existing heads until they were torn down and thoroughly inspected.

this particular rebuild was hideous to say the least.

The bores were out of round and had anywhere from .006” to .009” of bore taper. The valve guides in the cylinder heads were completely worn and the crankshaft looked as though it was starting to gradually eat the main bearings. Also, the camshaft was very hard to turn in the block.

Plan of Attack So, here was the plan for our rebuild.

The cylinder heads were a set of 390 GT 14 bolt exhaust heads that had valve sizes of 2.08” and 1.65”.

These cylinder heads had some minor work done as far as some mild descent port work with new valves and a set of larger diameter springs.

There was a chance that we could possibly salvage these cylinder heads depending upon further teardown.

We found another stock 390 block that we could bore and transfer all

the parts. The crankshaft was in rough shape but should be able to undergo some machining to be reused. Basically, we would do some machining get some new bearings and gaskets and transfer all the parts. Come to find out, there would only be one glitch in our plan, which would be the crankshaft.

Turning a crankshaft is something that I generally will turn over to a good friend of mine who has machined crankshafts for years. The only problem that I had was one of some sad news. In the past several months, my friend had become terminally ill and could no longer machine.

So, I called around and someone had suggested another shop that would turn the crankshaft, which was in another town about 40 miles away. We shipped the crankshaft and waited a couple of weeks until its return.

When the crankshaft returned, we measured with a micrometer and could not believe our eyes. The crankshaft was in worse shape than when we had started.

It’s like whoever ground the journals on the crankshaft did not take the time to first index the

The front cam bearing installed with thrust plate oiling slot at the 4”oclock position.

The rear cam plug is installed backwards compared to typical engines with the cup side facing outboard.

crankshaft. The only thing we could do at this point is to purchase a new one. But, where do you find a new crankshaft for an FE? Well, that question was easily answered. It seems as though the FE was quite popular and that there are several companies that were catering The stroker assembly came with King main bearings, King big block Chevrolet rod bearings, Scat H-beam connecting rods 6.700” long, and Mahle forged power pack piston and ring set.

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FE Feature to the hotrodders that love them.

After doing some research, I found that SCAT Crankshafts and Eagle Specialty offer several different options for a complete rotating “stroker” bottom end assembly.

Note: For more “stroker” components and suppliers, check out the July issue of Engine Builder magazine.

Rotating Assembly The rotating assembly package consists of three different crankshaft strokes to choose from, which is 3.98”, 4.125”, and 4.25” compared to All bearings and components were the stock stroke, which was 3.78”. coated with assembly lube prior to These crankshafts were also installation. offered in forged 4340 or cast nodular iron and were fitted with FE main journals 2.438” and smaller big block Chevrolet rod journals which are 2.200”. The “stroker” assembly also came with your choice of Hbeam or I-beam rods with your choice of two The rocker arms are not oiled by the pushrods. The block different lengths deck has a passage on the drivers side that feeds the 6.49” (stock) or cylinder heads from the #2 cam bearing journal and the 6.700” and passenger side is fed by a passage from the #4 cam premium forged bearing journal. These passages were restricted by tapping pistons with flatthe deck and using a 3/8” set screw and drilling a .078” top or dish hole. This prevents the top end from over oiling on acceleration and is recommended when using an design. aftermarket rocker system.

When we first started the project, we were looking basically just to do a stock rebuild and to learn more about the FE. At this point, we still want to keep a budget build in the back of our mind, but which stroke should we use?

Our stock iron cylinder heads were ok, so if we After balancing, the Scat 4.125” stroke crankshaft was used them we felt installed in the block. that a small stroke

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increase would be beneficial and also gain some cubic inch displacement.

We found a SCAT rotating assembly while shopping online for a little under $2000, which consists of a cast 4.125” stroke crank, H-beam connecting rods, and .030” over Mahle flat top pistons and rings.

So, we started the block prep anticipating the arrival of our bottom end. We bored and honed the cylinders to 4.082”, align honed the mains, and decked the block .017” which would bring the pistons out of the bore above the deck about .003”.

We sonic cleaned the block and installed new cam bearings continued to start disassembling the cylinder heads. Once again, we were faced with a roadblock.

The guides in the cylinder heads were worn and the valve seats were literally destroyed and the valve faces were pitted and would not clean up in the valve grinder.

The rotating assembly arrived so we checked the balance of the crankshaft assembly with our flywheel and clutch components and ended up adding some Mallory (heavy metal) to the crankshaft to complete the balancing procedure.

The clearance checks were performed on the connecting rod bearings and main bearing of the rotating assembly and averaged from .0027” to .003 on the mains with .005” of thrust clearance and .0024” to .0026” on the rods.

The pistons had .0055” cylinder bore clearance and the rings were filed to fit with .018” on the top ring and .022” on the second ring. With such a nice and beefed up bottom end in this FE the only way to compliment these internal components was to use a set of aluminum heads.

Of course, the word budget came up again, but at this point we had thrown it out the shop door.

Heading into the Headwork Aluminum cylinder heads for the FE are pretty common. There are a couple of companies making aluminum replacement cylinder heads, but Edelbrock seemed to be the best choice for our application.

Edelbrock offers several different versions of the FE cylinder head that

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The “raw” Edelbrock cylinder heads for the FE came out really nice with quite a few hours in the seat work and porting.

will fit a variety of FE engines that are reasonably priced.

We choose a bare cylinder head with unfinished seats and guides because we wanted to do our own port work and fit the heads with our choice of valves for this bore size. Stock size valve stems on the FE is 3/8” and we were going to install 11/32” stem valves.

Since the 390 has a small bore compared to the 427, we had Ferrea custom make some valves, which were 2.15” for the Intake and 1.65” on the exhaust.

Once we received the valves, we sent the heads to Brian Maloney of Maloney Competition Systems in Martinsville, VA, to change the valve guides, a multi-

The valve train set purchased from Comp Cams included solid roller lifters p/n 839-16, valve springs p/n 943-16, locks p/n 611-16, retainers p/n 749-16, seals p/n 529-16, lash caps p/n 621-16, locators p/n 4785-16, and shim kit p/n 4757.

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FE Feature angle valve seat job and port the cylinder heads.

To further compliment the cylinder heads, we wanted to upgrade the existing stock rocker stands. Not knowing our camshaft profile at this time, our thoughts were entertaining the idea of a solidroller camshaft. Since the camshaft would be more aggressive some stronger rocker shafts and supports along with roller tip rockers would be cheap insurance for our application.

Performance Quotient Brands,

also known as PRW, manufactures a stainless steel rocker arm system for the Ford FE engines. This stainless rocker arm system is labeled under p/n 3239022 and fits engines from the 352 through the 428 cu.in.

This kit comes complete with 16 alloy 17-4ph stainless steel 1.75 ratio rockers (with silicon bronze bushings), hardened shafts, individually numbered billet aluminum rocker shaft supports and

A Hex-a-Just timing set is manufactured by Cloyes for FE applications which prove to be very useful in degreeing the camshaft to obtain the right amount of advance.

spacers, aircraft quality studs, 12 point nuts, shims, ball style lash adjusters, and pushrod length checkers.

This Performance Quotient FE shaft rocker system is designed to fit all low and medium rise, tall port OEM production, Edelbrock and other aftermarket cylinder heads.

Fuel System Upgrade The solid roller profile for the street use application was ground by Dema Elgin of Superlobes.

22 October 2014 | EngineBuilder

Since our project had progressed into a real nice piece of art with some really nice parts, why not bring the

old into the new. Our previous engine was carbureted, so why not compliment this build with modern day fuel injection. FAST (Fuel Air Spark Technologies) builds several different combinations of an EZ-EFI system for an FE application.

For our combination, we chose a multi-point system, which came with an Edelbrock Victor single plane intake, 1375 cfm throttle body, 36 lb. injectors (we opted for 60 lb. because we wanted to make more than 500 hp), wiring harness and ECU, fuel pump and all related sensors, fittings, and fuel line.

By choosing the fuel injection we

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FE Feature

The original engine had an aftermarket windage tray that we cut and modified with unidirectional windage tray screen from Moroso p/n 22912.

could modernize the vehicle but also wanted to improve drivability and hopefully gain some fuel efficiency. It’s not that we couldn’t tune the carburetor for various driving conditions because that is what we could have done years ago.

We really wanted to give this FE a modern day appeal. In fact, when dyno testing the engine, we are going to run the engine on the carburetor with electronic ignition and then bolt on the fuel injection to compare. The biggest difference in the comparison will be the size of the throttle body compared to our Holley 750 carburetor.

When the fuel injection kit arrived, we also sent the intake manifold to Maloney Competition to be ported. The runners in the intake manifold as cast were in need of some attention and would not

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support the power gains we were in hopes of.

After the port work and changes were completed on the cylinder heads and intake we had to get some flow numbers.

Not only to see where we stood on airflow, but to also help aid in designing the camshaft profile. Airflow is very important to know where to fully open and close the intake and exhaust valves for maximum power for your application.

Our combination yielded 11.0:1 compression with 431 cubic inches, so with our ported cylinder heads and intake along with our 1-7/8” headers and four-speed transmission, a custom grind camshaft was in order.

We wanted the ARP manufactures quality fasteners for the FE engine to have engine family. Our build included the use of ARP great throttle head and main bolts. response, good EngineBuilderMag.com 23

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vacuum, and low down stump pulling torque, but make some horsepower on the top end.

Camshafts are a unique science and while there are only a handful of people who can see these events and understand them, means that camshafts are often miss-ground.

For camshaft knowledge and custom grinds, I often use Dema Elgin of Super Lobes. Located in southern California, Dema has been in the camshaft grinding business since 1957. For this application he recommended a lobe separation of 112-degrees on a single pattern grind with 261degrees of duration at .050” and .383” of lobe lift, which with 1.75 rockers would yield .640” lift with .026” of lash.

After having the camshaft ground, Comp Cams help sort the rest of the valve train. This included the appropriate valve springs, retainers, locks, lash caps, valve stem seals, shims, and lifters.

The use of a Fluidampr in any performance build is cheap insurance in keeping out harmful torsional vibrations that can cause damage to any engine.

Additional Add-ons We had breathed new life into our piece of American Iron, and it was becoming exciting. With the engine near completion, we wanted to find some dress-up items to enhance our historic piece.

Low and behold if we did not find that Moroso manufactures a set of billet aluminum valve covers for an FE. Not only would these be a great addition, but they also manufacture an 8-quart kick out road race oil pan that is powder coated with internal baffling. These items prove to be a real work of craftsmanship and were a nice addition to our project.

Two things to mention for this build would be fasteners and the harmonic damper.

First of all, the entire engine was outfitted with ARP fasteners. The SCAT connecting rods came standard with 7/16” ARP bolts, but ARP also carries a complete line of fasteners for the FE engines.

These included the main bolts, head bolts and stainless accessory fasteners for water pump, intake, front cover, fuel pump, valve

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covers, oil pan, and distributor hold down.

A great way to insure consistent performance from an engine is by the bolts that hold it together.

Second, would be the harmonic

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FE Feature

FORD FE HISTORY The Ford FE engine is a Ford V8 engine used in vehicles sold in the North American market between 1958-’76 including Galaxies, Fairlanes, Mustangs, Torinos Thunderbirds and Ford pick-up trucks.

The “FE” stands for Ford-Edsel, and the powerplant was originally intended for the release in Ford’s new car – the “Edsel.”

The engine’s design grew from the purpose that Ford needed a medium-sized engine to get more power than a small block, and yet weigh less than a big block for their line of medium-sized cars.

The “FE” was considered a Y-block design because the block casting extended 3.625” below the centerline of the crankshaft, which was about 1” below the journals of the crankshaft. The Y-block design offered great support for the crankshaft.

However, this engine should not be confused with the “Y-block” family of Ford overhead valve V8s introduced in 1954 to replace the side-valved Flathead engines from Ford.

All of the “FE” blocks share the same bore spacing of 4.63” and a deck height of 10.17”. The crankshaft main

journals are 2.749” and the connecting rod journals are 2.438”. Their engines also used two different connecting rod lengths 6.488” and 6.540”.

Now the “FE” engine has 10 different bores and four different strokes. They can be classified into two generations.

Generation I was from 1958 until 1966 and included the 330, 332, 352, 360, 361, and 390 cubic inch displacements.

From 1966 until 1976, Generation II appeared with larger bores and strokes, which included the 406, 410, 427, and 428 cubic inch displacements. These engines were produced under two versions, the “FE” which was intended for cars, and “FT” which was intended for use in buses and light trucks.

The best way to differentiate between the “FE” and “FT” is to look for the motor mount bosses. If the motor mount bosses are on the side of the block, then the purpose was for a car.

If the motor mount bosses are on the front of the block, then the purpose was for truck or bus. Also, most truck and bus applications were produced with a steel crankshaft instead of a nodular iron.

damper. Torsional vibrations in an engine become out of control and will destroy the engine. Remember that every action has an equal and opposite reaction.

Also, when the crankshaft flexes from the cylinder firing, it has to rebound. Fluidampr by Horschel Motorsports offers a damper for the FE engines and we felt that with the reputation of Fluidampr this would also be great insurance for the power levels we were in hopes of achieving.

Note: For an electronic version of Bob’s “FE Feature” from the April issue beginning on page 60, visit: http://issuu.com/babcox/docs/april_eb ■

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Lubricant Feature

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Breaking Down Break-In Oils and Assembly Lube Needs

BY LARRY CARLEY, TECHNICAL EDITOR

E

ngine building is a process valvetrain components. that should go well when Ordinary motor oil can be used everything is done correctly to lightly lubricate cylinder walls, (all the parts have been machined lifter bores, wrist pins, piston rings, to the correct tolerances, assembled timing chains and bearing surfaces. with the correct clearances and But if the engine sits for more protected with the right kind of than a few days, much of the lubricant). protective oil film will trickle back Or, it can end disastrously if into the crankcase. parts don't fit right (too tight or too Adding a viscosity improver loose), if there's not enough such as STP to ordinary SAE 30 lubrication when the engine is first motor oil will help it cling to critical started, or if the motor oil that's surfaces longer, and adding a dose used during the break-in process of extreme pressure additive such fails to protect the cam and lifters as zinc dialkyl dithiophosphate or doesn't allow the rings to seat.

(ZDDP) or zinc-moly will provide A lot of things can go wrong additional protection for the cam during those first few minutes lobes and lifters if the engine has a following the initial Assembly lube contains extreme start-up of a freshly pressure additives to protect built engine. The critical parts like bearings, cam engine has to build lobes, lifter bottoms and other oil pressure quickly valvetrain parts. so all of the critical wear surfaces will receive lubrication.

Assembly lube is designed to cling to surfaces better than ordinary motor oil so there will be a protective film of lubricant until the engine is cranked over and started.

From that point on, oil pressure should take over and flush away most of the assembly lube. That's why priming the oil system prior to starting it is so important.

Priming prevents a dry start and reduces the lag time for oil to reach the bearings, cam and upper

28 October 2014 | EngineBuilder

Regardless of what brand or type of engine break-in oil is used, the oil should only remain in the engine for the initial break-in period. It should then be changed along with the oil filter.

flat tappet cam.

But the best choice for lubricating and protecting critical parts is an engine assembly lube.

Assembly lubes are typically a light moly-based, high-pressure grease or specially formulated oil with extreme pressure additives and rust inhibitors.

Some lubes have a paste-like

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Lubricant Feature

consistency and are applied with a brush while others are more like honey and can be applied from a squirt bottle.

There are dozens of assembly lubes available, including those from various oil suppliers as well as camshaft and bearing manufacturers.

The ingredients in these products are

proprietary and there are differences from one product to another. Some grease-based products are not soluble in oil and will end up in the oil filter after the has been running. Others are oil-soluble and will continue to circulate with the motor oil until the oil and filter are changed.

Regardless of which product you

choose, a thin coating of assembly lube should be applied on all highfriction, high-load surfaces such as cam lobes, lifter bottoms, pushrod ends, rocker arm and valve stem tips, as well as all the rod, main and cam bearings.

The assembly lube will stay on the surfaces of these parts and provide the much-needed lubrication until oil pressure can take over. Motor oil (straight weight or a multi-viscosity oil) can be used to lubricate less critical surfaces such as the cylinder bores.

Break-In Oil

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The assembly lube and motor oil that coat the engine’s internals should protect the metal surfaces against corrosion until it’s time to fire up the engine for the first time. At that point, you (or your customer) will have to decide on what type of break-in oil to use.

As with assembly lubes, there are a variety of different break-in oils that can be used for the initial start up and break-in process. Break-in oils are usually specially formulated straight SAE 30 or SAE 40 oils but some are multi-viscosity oils (5W-30, 15W-40 & 10W-40).

Many people say a conventional mineral-based SAE 30 motor oil that contains extra extreme pressure additive (ZDDP and/or moly) and little or no friction modifiers is best for engine break-in.

Others say they use a conventional SAE 30 oil or a multiviscosity oil (5W-30 or 15W-40) with a bottle of engine break-in additive which contains the extra extreme pressure additive to protect the cam and lifters).

All agree that a high level of ZDDP is absolutely essential if the engine has a flat tappet cam (especially a high lift performance cam with higher than normal loads on the cam lobes). Extra extreme pressure additive is also beneficial for roller cams with stiff valve springs, too.

Some people prefer to use a SAE 30 non-detergent motor oil to break in a newly built engine. Others use a conventional 15W-40 diesel oil because it contains a higher level of

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Lubricant Feature

ZDDP than motor oils for gasoline engines. And some just use the same motor oil they plan to use in the engine for regular use for the initial break-in, then change it after a few hours or 50 to 100 miles to get rid of the contaminants.

Straight Weight Or MultiViscosity?

Opinions vary as to whether or not you should use a straight weight SAE 30 motor oil or a multi-viscosity oil breaking in a new engine.

Straight weight oils contain no friction modifiers which are used to give multi-viscosity oils their wide temperature range. Friction modifiers are long chain polymers similar to synthetic rubber that are ground up and blended into multiviscosity oils. This allows the use of a thinner viscosity base oil for easier cold starting and reduced friction. As the oil heats up, the friction modifier thickens and allows the oil to behave

more like a heavier viscosity oil at operating temperature.

That’s great for everyday driving, improving fuel economy and increasing horsepower, but for engine break-in some say the less friction modifier in the oil, the better.

Others counter and say that's nonsense and that friction modifiers have little or no impact on engine break-in.

Detergents and dispersants are other additives that are put in motor oils to help keep the engine clean. A newly built engine should have no varnish or sludge deposits, but it may contain some residual debris from machined parts that were not thoroughly cleaned before they were installed, or even casting residue from a new block or heads.

There will also be wear particles generated by the piston rings, cylinder walls and other moving/sliding parts as the engine breaks in. Any such particles or

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contaminants that are inside the engine must be suspended and carried away by the oil to the oil filter.

Those who favor a low-detergent or no-detergent oil say leaving the particles in the engine longer will speed up the ring seating process.

Those who favor an oil with high detergency say suspending and removing any wear particles as quickly as possible protects the bearings, wrist pins and other parts with close tolerances and high loads against damage and premature wear.

Mineral-Based Or Synthetic?

Then there's the issue of whether or not a synthetic oil can be used for engine break-in.

Most people prefer using a conventional oil for the initial breakin, and then use a conventional oil for the next 1500 to 5000 miles before switching to a synthetic if they want

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Lubricant Feature to use a synthetic oil.

Synthetic oils are made from higher quality base stocks that provide superior lubricity as well as longevity.

Some say synthetic oils are “too slippery” for use as a break-in oil while others say using a high quality synthetic oil for the initial break-in is a waste of money because the oil will be drained within a few hours or few hundred miles once the initial breakin process is finished.

There’s no straight answer to this question because of how long it takes for the rings to seat depends on how they cylinder walls were finished.

A traditional one or two-step cylinder honing process leaves a fairly rough surface finish with peaks and valleys. This type of surface finish will require more time for the piston rings to gradually scrape off the peaks and wear down the surface.

It may take a few hundred to several thousand miles before the rings are fully seated. During this

time the engine should be run at different speeds rather than a constant RPM to help the seating process. Alternately accelerating the engine followed by a long slow deceleration and high intake vacuum will likewise help the rings seat more quickly.

On the other hand, if the cylinders are “plateau” honed with a multistep honing process that includes brushing as the final step, the surface finish on the cylinders will be much closer to a broken-in profile.

There will still be plenty of valleys in the crosshatch to retain oil for ring lubrication, but the sharp peaks will have been mostly removed reducing the time and wear required to seat the rings. This, in turn, means the rings will finish seating very quickly reducing wear particles generated by the break-in process.

Consequently, it should make no difference if a conventional oil or synthetic oil is used for the initial break-in. The deciding factor would be the cost of the oil itself.

Many late model engines are factory-filled with multi-viscosity 5W-20, 5W-30 or even 0W-40 synthetic or synthetic-blend oil from the start, and may not specify the first oil change for several thousand miles.

This approach to engine break-in may work well enough for stock engines (which are plateau honed) and everyday driving, but would be too risky for most performance applications. Using a break-in oil for the initial start up, cam and ring seating process and engine tuning adjustments, then draining the oil and replacing it with either a conventional or synthetic oil is much the preferred approach.

How Long?

The companies who supply specially formulated engine break-in oils have different recommendations as to how long their break-in oils can be left in an engine.

The typical recommendation is to use the break-in oil for the first hour

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Lubricant Feature

or so of run time and tuning, then drain it and change the filter. Some say their break-in oils can be left in the engine while doing dyno pulls or even for one night of racing.

One supplier says their product can be left in for up to 400 miles of street driving while another says the use of their break-in oil should not exceed 1000 miles. Follow the breakin oil supplier's recommendations for how long their product should be left in the engine and when it should be changed.

The point here is that break-in oil is for break-in only.

A break-in oil should NOT remain in the engine longer than necessary to complete its initial task.

It gets dirty quickly so the sooner it is drained and the filter is replaced, the better.

Draining the oil and changing the filter removes harmful wear particles and residual assembly contaminants before they can cause damage.

Following up with a second oil change at low miles or after a limited number of hours of operation is also a common practice to make sure most of the contaminants are kept out of the engine.

Some people will complete the initial break-in process with break-in oil, drain it and use conventional mineral-based oil for the next 50 to 500 miles.

They will change the oil again and extend the next change interval to 1000 to 3000 miles before they change it again and possibly switch to a synthetic motor oil.

Others will do the initial break-in and drain, then go straight to a synthetic oil if the rings appear to be fully seated.

For performance applications, some type of “racing” oil is recommended for optimum protection after the engine break-in process has been completed.

Ordinary motor oils (both

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conventional and synthetic) that meet current API “SN” and ILSAC GF-5 specifications are formulated for late model engines with roller cams and emission controls.

They are designed to provide improved fuel economy and to extend the life of the catalytic converter. The level of ZDDP has been reduced to less than 800 ppm (it used to be 1200 ppm or higher), so the ability to prevent wear on a high lift flat tappet cam with higher than stock valve spring pressure is minimal.

Racing oils as well as street performance oils that are formulated for older engines with flat tappet cams contain the extra ZDDP and/or moly to protect the cam and prevent premature cam failures. Racing oils also use high quality base stocks and additives that are designed to handle higher temperatures and loads.

Some racing oils also contain special additive packages for use

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Lubricant Feature with alcohol fuels.

Lower viscosity synthetic oils such as 0W-40, 5W-20, 5W-30 and 5W-40 are thinner oils that allow easier cold starting and reduced friction for better performance and fuel economy.

However, thinner oils also require somewhat closer bearing clearances to maintain the oil film between the moving parts.

A heavier viscosity oil is better for looser bearing clearances and will maintain higher oil pressure readings at peak temperature and engine speeds.

Another note about using low viscosity motor oils in a performance engine is that windage drag, oil aeration and a drop in oil pressure can become problematic at higher engine speeds unless the engine is fitted with a well-designed oil scraper, windage tray and oil pan, or even a dry sump oil system.

Engine Break-In Recommendations First and foremost is cleaning everything thoroughly BEFORE it goes into an engine. That includes brand new parts out of the box as well as machined and reconditioned parts.

Cylinder bores should be scrubbed with hot soapy water and a brush to remove honing residue. A quick wash and rinse or wiping with solvent can leave a lot of debris on the surface that will end up in the oil.

Oil holes in the crankshaft and engine block should be brushed and flushed to remove any trapped debris.

Use assembly lube on all critical parts, and oil on everything else when the engine goes together. The engine should also be assembled in a clean room where there is no dust or airborne contaminants. Assembly tools also need to be clean.

The engine’s oil system should be primed before the engine is cranked

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and started to prevent a dry start.

As soon as the engine starts, it needs to be revved to 1500 to 2200 RPM and keep there for 20 to 30 minutes while the cam and rings are seating. Varying the RPM helps seat the rings more quickly. Keep an eye on oil pressure during this critical phase and listen for any unusual noises such as rapping, knocking, tapping or clattering that might indicate something is loose, misadjusted or is not receiving adequate lubrication.

Once the initial fuel, ignition and valvetrain adjustments have been made and initial dyno pulls completed, shut the engine off, drain the break-in oil, and remove and inspect the oil filter for any signs of trouble (such as metallic debris that indicates unusual wear is occurring).

Refill with oil, install a new filter and continue with the tuning or break-in process as needed. Change oil and filter again after 50 to 500 miles (or so many hours of run time). â–

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EngineBuilderMag.com 37

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50 Years

BY DOUG KAUFMAN, PUBLISHER

T

he next time you’re on a TV game show or playing trivia with friends, and the question is, “What is the most significant month in the history of the transportation industry?” let me suggest that you answer, “October 1964.”

May I present the evidence for my argument?

October 1, 1964: The world’s first high-speed rail system opens between Tokyo and Osaka in time for the 1964 Olympics. The trains ran at 130 mph.

On the same day, at an official ceremony across the Pacific Ocean in San Francisco, cable cars were named a National Historic Landmark. These vehicles travel at a much more sedate 9.5 mph.

On October 15, 1964, “The Spirit of America” piloted by Craig Breedlove sets the world land speed record at the Bonneville Salt Flats. Breedlove hit 526 mph on his return run before losing his braking parachutes and going out of control and crashing into a lake. He survived the crash and captured the world record, only to lose it again a few weeks later. He also achieved a less well-known record on this day – the nearly 6 mile skidmark Breedlove left during his crash is listed as the longest in history by the Guiness Book of World Records.

And in October 1964, Babcox Publications printed and mailed Volume 1, Issue 1 of Automotive Rebuilder, starting a 50-year history of serving the automotive parts rebuilding industry.

No one can say the trip has been easy. Like the San Francisco Cable Cars, we’ve had a lot of history, some of which has been up and down. Like the Japanese Shinkansen, or bullet trains, that now can travel upward of 185 mph, we’re moving a lot faster today than when we first started. And like the Spirit of America, we’ve left some long trails in this industry.

I’ve been with this magazine for nearly 15 years. My predecessor, Dave Wooldridge, served as editor and publisher for 30 years. Both seem like a long time, but at trade shows, on phone calls, in conferences and letters, I have heard from many of you that you’ve been subscribers even longer.

Back in January, I asked readers to look through your shop’s archives to find the oldest copy of this magazine you could. The oldest issue? 10 years?

22 years? 35? Not even close.

The oldest issue was submitted by Don Fedak, a retired performance expert and Engine Builder contributor from Brantford, Ontario. Don still has a mint condition copy of Volume 1, Issue 1.

For those of you who don’t still have that first issue, let me remind you of what we promised back then: “Every issue of Automotive Rebuilder will include specific editorial departments, feature news articles, photographs, charts, diagrams, etc., designed to help you, – the rebuilder – do a better job.

“Automotive Rebuilder consistently will present ideas from successful rebuilders throughout the country on

production and marketing techniques.”

I think we’ve done a great job keeping those promises, but we couldn’t have done it without a commitment from the readers, writers and advertisers over the years. Big thanks to all of you!

Several companies that advertised in that first issue are still in business and remain partners with Engine Builder as we move into our next 50 years. Some of these long-lived veterans told us they wanted to offer their perspective on how they’ve seen this industry change over the first 50, so this special supplement was born. I hope you enjoy the photos and comments to follow.

I’d like to thank the industry friends I’ve made during my time on the magazine as well as a fantastic team here at Babcox. Managing Editor Greg Jones and Graphic Designer Nichole Anderson have done a great job writing and creating this section. Editor Ed Sunkin and Advertising Services Manager Tina Purnell made sure everything fit together perfectly.

You’ll be able to see even more photos in a special anniversary section on our website at EngineBuilderMag.com – I encourage you to check it out.

We said it then and we mean it to this day: “We accept the challenge of being the independent monthly voice in the booming automotive rebuilding industry.” Things may be different, but our commitment to this business hasn’t changed. ■ EngineBuilderMag.com 39

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50 Years

E

ver since the first engine was placed in an automobile, people have been devoting time to making it better. In the past 50 years specifically, advancements in technology have helped develop the engine and its many working parts into a machine capable of much more than was ever thought possible in the 50 years prior. In this issue, Engine Builder’s 50th anniversary, we highlight several companies that have helped advance the engine and the aftermarket industry over the past 50 years.

BY GREG JONES, MANAGING EDITOR

The Rebuilding Industry’s Key Innovations When asked about what innovations in the past five decades that have been key to the industry’s growth and success, there was a trend in favor of an all-encompassing answer – technology. While technology is the umbrella answer, there are numerous aspects of technology and its advancements that have made the industry what it is today.

“The internal combustion engine is a marvel of engineering, with manufacturing tolerances becoming tighter every year,” says Bob Davis, global communications manager at Sunnen. “The engine rebuilding industry has had to continually improve the precision and efficiency of

the rebuilding equipment to keep pace. Innovations such as computer controls, touch-screen displays, ball screw technology and automated systems have allowed engines to be rebuilt to the ever-more-stringent factory specs.”

Scott Stolberg, president and CEO of A&A Midwest, which owns Engine Quest, echoes those remarks that the industry has survived due to its ability to adapt to changes in technology.

“Over the years, there have been challenges that experts thought would be the end of the industry and we simply figured it out,” Stolberg says.

“For example, fuel injection was predicted to kill the industry. It caused short-term pain, but that is now behind us. People wonder what hybrids will do to our industry. I

predict we will find a way to capitalize on these drive trains also.”

Matthew Meyer, general manager at RMC, points to advancements in CNC machines, cutting tools and other reverse engineering equipment as innovations that have helped us get where we are today. “Computers are present in most shops and are used in conjunction with most of the new equipment today,” he says. “We also believe that the Internet has helped many businesses in marketing and advertising products and services, and allows the consumer to be able to shop around for competitive pricing on parts, services and other products. In the same manner it has probably hurt just as many companies that couldn’t keep up with advancing technology.”

The Internet has changed the

GETTING STARTED...

A&A Midwest, Engine Quest Scott Stolberg’s father, Aaron, and Uncle Alex, got their start buying war surplus after WWII. They then had the opportunity to sell engines to rebuilders. They bought them in the Midwest where car bodies didn’t last and sold them on the west coast where the industry really grew up.

Amsoil Inc. Lubrication is an essential part of the equation when it comes to engine building. Without lubrication the friction would turn an engine into molten metal. AMSOIL President and CEO, Al Amatuzio, founded his company on the same principles that defined his career as a jet fighter squadron commander – excellence, integrity and strong leadership. In 1972, the breakthrough came.

AMSOIL 10W-40 Synthetic Motor Oil, the result of years of research and inspired by aerospace technology, became the first synthetic motor oil in the world to meet American Petroleum Institute service requirements. It outperformed conventional oils on all counts, signaling a new age in lubrication science. Today, virtually every other motor oil manufacturer has 40 October 2014 | EngineBuilder

recognized the superiority of synthetic lubricants and followed the AMSOIL lead with introductions of synthetic motor oils of their own.

Engine & Performance Warehouse, Inc. (EPWI) Engine & Performance Warehouse, Inc. (EPWI) was established in 1977. EPWI was an outgrowth of the original business, Heads by Paul, an automotive machine shop established in 1972 that specialized in performance cylinder head work. EPWI was formed to address a void in engine parts supply, and has grown to become one of the largest wholesale distribution companies in the United States that specializes in engine parts and performance components.

Hastings Manufacturing Company Hastings Manufacturing Co. was born into the automotive industry in 1915. For nearly 100 years Hastings Manufacturing Company has been serving the internal combustion industry with the design and manufacture of high-quality piston rings that improve combustion efficiency and reduce oil consumption.

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50 Years world, and the aftermarket engine rebuilding industry is no exception, even if it was slower than other industries to adopt it.

“The Internet has been a significant change for us as it made finding obscure vintage automotive parts easier than before,” says Ernie Silver, president and CEO of Egge Machine.

“Up until the advent of the Internet, the restoration industry was dependent on swap meets and local sources of parts. The Internet made it possible for vehicle restorers to find parts anywhere in the world. The speed at which information is now available opened up whole new markets, and is amazingly helpful to sustaining business.”

More specific to automobile engines themselves, Sarah Kollar, marketing manager for Hastings Manufacturing, says varied materials for piston rings have helped grow the industry.

“Ring coatings and surface treatments beyond phosphate, chrome and plasma sprayed have also greatly improved,” she says. “Now, the industry offers additional options such as nitriding, diamond-like coatings and ceramic chrome. These improvements are important with the

Hastings Manufacturing Co. was founded in 1915. For nearly 100 years Hastings has been serving the internal combustion industry with the design and manufacture of high-quality piston rings.

changes in the industry, demanding longer engine life, higher oil economy, lower blow-by, longer life oil formulations and so much more.”

Rick Simko, director, sales and marketing for Elgin Industries, also mentioned piston technology improvements as important innovations.

“Martin Skok’s early innovation in piston pin hardening is an excellent example of the important

SCAT Enterprises In 1966, SCAT founder, Tom Lieb, saw there was an opportunity making crankshafts. Demand quickly exceeded supply. SCAT invested in equipment and developed a supply line for cores. The rest is history. In 1972, SCAT looked at rod manufacturing and took on that challenge as well.

Melling / Dura-Bond The Melling story began in 1946 in Jackson, MI, when George Melling Sr. and his son Ben started production of aftermarket oil pumps. In 1952 they introduced the first high-volume oil pump, which revolutionized the automotive aftermarket industry for oil pumps. In 1975, Harry Melling took over the company as the third generation president. Harry’s passion for NASCAR got the company involved in racing in 1979. By 1999, Harry’s two sons, Mark and Matt, took over Melling as the fourth generation of leadership. In 2000, Melling continued to grow with the acquisition of Dura-Bond Bearing Company. Dura-Bond is a world leader in camshaft bearings, powder metal valve seats, valve spring shims, and engine hardware. Between Melling and Dura-Bond the company offers an extensive product portfolio of

contributions of the engine rebuilding aftermarket,” Simko says. “Each new generation of component manufacturers and rebuilders has advanced the science of engine performance through critical enhancements in metallurgy, component design and machining capabilities.”

And of course, let’s not forget significant innovations outside the engine, such as oil. “The AMSOIL

replacement and performance parts which have a long track record within the industry.

Sunnen The Sunnen story started in a St. Louis garage in 1924, when a young mechanic named Joe Sunnen devised a new tool – the adjustable valve spring compressor – that made it easier to work on automobile motors. He followed this invention with a unique cylinder hone that was quickly recognized by mechanics to be the fastest and most accurate equipment available for sizing cylinder bores. These two products were so successful he soon had to move operations from the garage to a small factory. By 1929 the company outgrew that facility and moved to its present location in Maplewood, Missouri, a suburb of St. Louis. The factory has expanded many times over the years, but as we celebrate our 90th anniversary it is still the Sunnen World Headquarters, with subsidiaries in 12 countries and over 50 authorized international distributors around the globe.

Champion Brands, LLC Champion Brands, LLC, originally Lowe Oil Co. founded

by Ralph Lowe in 1956, is a globally recognized industry CONTINUED ON PG 48

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50 Years In 1972, AMSOIL’s Synthetic Motor Oil became the first synthetic motor oil in the world to meet American Petroleum Institute service requirements.

It outperformed conventional oils on all counts, signaling a new age in lubrication science.

contribution of introducing synthetic oil technology to the industry made today’s sophisticated engines possible with tighter tolerances and potency,” says Ed Newman of AMSOIL Inc.

Company Innovations While technology in general was the primary answer to what innovations helped grow the industry over the past 50 years, when asked about innovations within their own

companies that have helped the industry, the answers were more specific to certain engine parts.

“Over the years a number of Sunnen innovations have been standards of the industry, and have stood the test of time,” Davis says. “It all started with a unique hand held honing tool, variations of which are still used today. The Sunnen CK-10 Cylinder King cylinder hone – a game changer many decades ago – is

leader in specialty lubricants for over 58 years. Through the years, Champion has grown to produce and blend more than 350 different products including fuel, chemicals, motor oils, additives, and lubricants for the racing, automotive, heavy truck, agricultural, industrial, commercial, and specialty markets. Headquarters are located in Clinton, Missouri, just 75 miles southeast of Kansas City.

Elgin Industries Elgin Industries is celebrating its 95th anniversary this year, and from our founding in 1919 through today we have been dedicated to manufacturing world-class products for the engine rebuilding industry. Our founder, Martin Skok, was an automotive technician at an Elgin, Illinois-based vehicle dealership when he became frustrated with a serious shortage of high-quality replacement piston pins. Early pins were capable of delivering only a few thousand miles of service and vehicle owners were often forced to wait six months or longer to have their engines repaired. Skok rented space in a nearby factory and quickly developed the processes required to produce high-quality, long-lasting replacement pins. He soon expanded into a variety of other products, including oil pumps, push rods, timing

legendary around the world, and the new PLC-controlled SV-20 vertical hone with ball screw precision continues the heritage by setting the new standard.”

Sunnen was also instrumental in advancing the use of diamond abrasives to reduce honing time and improve productivity. Another company that has contributed a lot to this industry is Elgin Industries.

“From our earliest innovation – high-quality, affordable piston pins – to our latest breakthroughs in the development of one-piece, thick-wall pushrods and super-cryogenic hardening capabilities for highperformance parts, Elgin has consistently partnered with OEMs and rebuilders to identify and address emerging challenges associated with smaller, lighter and more powerful engines,” says Simko.

Outside of engine parts, AMSOIL is a company that has contributed a lot to how well all those parts function within an engine.

“AMSOIL’s history is a checklist of industry firsts, including first APIrated 100% synthetic motor oil, first “extended drain” 25,000 mile/one year motor oil, 100:1 Pre-mix 2-cycle

components, king pin sets, steering gear sets, and pistons. He designed and developed a prototype for one of the industry’s first electrical starter motors. As his company grew, Skok played key roles in supporting other early manufacturing pioneers. In fact, a few of the biggest brands in the engine rebuilding industry can trace their histories to early financial and other support from Martin Skok. He later helped raise the industry’s profile on the world stage through the iconic Elgin Piston Pin Special, which competed with significant success in the Indianapolis 500 for many years. We were among the first manufacturer members of the Automotive Engine Rebuilders Association (AERA) and the Auto Care Association, and remain a member today. Ninety-five years later and now a global OE and aftermarket manufacturer, Elgin is still owned and operated by the Skok family, including Martin Skok’s son, Martin Skok Jr., who is chairman; and grandchildren Bill Skok, Tom Skok and Cheryl Hogrewe.

RMC Rogers Machine Company (RMC) was founded in 1957 by Al Rogers. Mr. Rogers was operating a successful group of machine shops in Michigan and saw the need for a source of quality and affordable engine rebuilding CONTINUED ON PG 52

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50 Years oil, synthetic gear lube for automotive use, synthetic motor oil for diesel engines, as well as synthetic oil for racing, marine and turbocharged engines,” says Newman.

AMSOIL’s innovations have enabled higher-performance engines and equipment, reduced air pollution and fuel consumption, maximized convenience via extended drains and created less waste oil.

Just as AMSOIL has bettered lubrication, companies such as Engine & Performance Warehouse, Inc. (EPWI) and Engine Parts Warehouse have made one-stop shopping available to the industry.

“EPWI is an engine kit specialist,” says Dusty Dodge, director of marketing for EPWI. “EPWI and other engine parts warehouse distributors have long seen the convenience of including all of the needed engine rebuild components in a single box.

EPWI has built and supplied in excess of 1.3 million engine kits.”

“Engine kit programs made pricing and engine rebuild much easier for the customer,” says Paula Flowers, CEO of Engine Parts Warehouse. “We stocked everything necessary for the engine rebuild so the customer could

Champion, originally Lowe Oil Co., was founded by Ralph Lowe in 1956. For over 58 years the company has been a globally recognized industry leader in specialty lubricants. Through the years, Champion has produced and blended more than 350 different products.

order all his parts with one phone call and receive it the next day.”

While not all companies sell as many parts as EPWI and Engine Parts Warehouse does, companies like Hastings and SCAT Enterprises specialize in specific engine parts.

“In 1956 we invented the Flex-Vent oil control ring, which quickly became the international standard for most engine applications,” says Kollar. “In the 1980’s the Flex-Vent oil control ring became the choice of OEM’s worldwide and is still specified in today’s engines.”

“When Detroit had to make cars compatible with high performance modifications, SCAT responded by making crankshafts, connecting rods and rotating assemblies for all these applications,” says Tom Lieb, SCAT’s founder. “SCAT invested in technology and modern computer driven machining methods to supply the best possible crankshafts and connecting rods at competitive

machinery. He started in Denmark with AMC crankshaft grinding, align boring and resurfacing machines and then moved on to Italy with Berco, Zanrosso and Ruaro/Scledum, finally settling on Robbi, Picconitti and Comec. RMC is still the U.S. distributor for Robbi to this day. In 1973 Ray Meyer (current owner) had a partnered performance auto parts and machine shop business, this is where he met Mr. Rogers and purchased most of his shop machinery. Ray broke away from that business in 1986 and joined up with Mr. Rogers as his sales man in his equipment business. Mr. Rogers had an accident in 1986 and became paralyzed leaving Ray and Mr. Rogers’ family members to keep the business going. Shortly after Mr. Rogers felt it was in the family’s best interest to sell the company. In 1987, General Parts Inc. (CarQuest) acquired Rogers Machine Co. and renamed it RMC Engine Rebuilding Equipment and Ray was rehired as the President. CarQuest saw a great fit to have their own equipment company to supply their auto parts machine shops with equipment. In 1992 CarQuest felt the need to get out of the equipment business, at which time Ray Meyer purchased RMC and has been the sole owner since. So we continue on as the new RMC, providing the latest technology in the industry and staying true to our

pricing.”

Egge Machine is another company that has helped innovate a specific engine part – pistons.

“Up until the 1950s most production vehicles came with cast iron or steel pistons,” says Silver.

“Egge Machine was among the first companies to offer cast aluminum replacement pistons in the U.S. Egge Machine designs its pistons to allow

philosophy “Dedicated to serving all your engine rebuilding equipment needs.” Currently, we still import equipment from Robbi (Italy), use U.S. suppliers for CNC machines and tooling and manufacture specialized fabricated machines, fixtures, and tooling generally made to order at our 15,000 square foot manufacturing facility in Saginaw, MI. Egge Machine Co. Egge began its life as an automotive repair shop in Plainview, TX in 1915. The original name was “E.N. Egge Auto,” named after its founder E.N. Egge. E.N. repaired anything and everything that came into his shop. As the business progressed, he developed the ability to sand cast aluminum pistons, primarily because replacement pistons were simply not available. In the early 1920s E.N. moved the company to downtown Los Angeles where it remained for many years. Eventually his two sons, Nels and Sy, joined the company and they began to experiment with permanent steel molds to make pistons.

Shortly after E.N. died, Sy began Egge Marine and specialized in marine applications. Nels Egge took over the operations of the original company and relocated the business to Gardena, CA in 1958. Nels improved his CONTINUED ON PG 62

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50 Years

Founded in 1957 by Al Rogers, RMC was originally known as Rogers Machine Co. Over the years, the company has changed hands, but today it still offers customers CNC, fabrication and tooling machines.

for the differing expansion rate of aluminum. In addition, since ring sets for some early applications are no longer available, Egge has redesigned those pistons to accommodate modern ring sets.”

Adding to the list of engine parts,

Caitlin Green, vp of marketing for ProFiler Performance Products says cylinder heads, intake manifold designs and casting technology have been key innovations as well. “As far as I know we were the first with a ProStock style “As Cast” 12-degree BBC

Spread Port Head,” she says.

Melling Engine Parts is another company that has helped develop the landscape of the industry with its innovations in oil pumps and its acquisition of Dura-Bond Bearing Company, a leader in camshaft bearings.

“In 1952 we introduced the first high-volume oil pump, which revolutionized the automotive aftermarket for oil pumps,” says Charles Barnett, vp of sales and marketing for Melling. “Bewteeen Melling and Dura-Bond we offer an extensive portfolio of replacement and performance parts.”

Just as the engine parts themselves continued to improve over the years, the machines for making them also improved.

“In 1999, RMC was the first to present a CNC machine as a complete turnkey engine block machining package,” says Meyer. “From that point on we have continued to be a leader in developing new advancements using CNC technology.

We have come to the realization that a single purpose machine still may have its place in the industry (example: dedicated resurfacers, align boring, rod boring equipment), but most customers need to get the most value for their dollar.”

While some companies are progressing forward with new product innovations, others such as Packard Industries, are rebuilding the past with today’s modern technology.

“We specialize in the obsolete,” says James From, marketing manager for Packard. “We have taken various pistons, bearings, timing chains and gears, reversed engineered them, corrected many of the flaws that had caused their downfalls and remade them using today’s technology and materials.”

Industry Changes

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It’s obvious that today’s engines are made up of a lot of moving parts, and those parts have changed along with the numerous changes in the industry over the years. What our advertisers have seen change the most over the years has been related to engine size, increased foreign competition, issues with getting younger people involved in the industry, and engines lasting much longer.

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50 Years “Over the past few decades, we’ve seen engine downsizing, onboard diagnostics and brain boxes, turbo boosting, advanced combustion, and advanced valve timing,” Newman says.

One of the biggest changes in the industry is the fact that engines last upwards of 250,000 miles today versus perhaps 50,000 miles within recent memory, resulting in fewer engines in need of rebuilding.

“This shrinking market has rewarded those shops who are able to provide fast turnaround, precision work and reduce human error, all which can be aided with modern equipment,” Davis says. “The Prompted by the onset biggest expense is still labor, and a of pony and muscle shrinking pool of skilled machinists cars, SCAT began in makes it even more important that 1966 with founder, Tom Lieb making equipment be easy to set up and operate crankshafts, connecting on a consistent basis so today’s tight rods and rotating tolerances can be met.” assemblies. Over the EPWI agrees that today’s engines years SCAT invested in have forced the industry to change. technology and modern “There are generally fewer rebuild computer-driven opportunities and fewer components in machining methods to an engine to replace that’s offset further improve upon somewhat by a continually growing its products. vehicle population,” Dodge says. “The industry has seen rapidly changing engine technology and more advanced and sophisticated systems, shorter engine production runs and greater engine variety, and fewer production engine rebuilders and machine shop/engine builders. The survivors are well run, creative and technically competent machine shops/engine builders who have adapted to a changing marketplace and technologies.”

Both Engine Quest and Elgin echo the fact that people are the ones that keep the industry moving forward.

“The challenge for all business today is people,” Stolberg says. “Ours is not the kind of industry people grow up aspiring to be in. But if you work in it, you can find it very rewarding.”

“To us, this remains a people business and we work very hard to exceed the expectations of all our customers, from custom engine rebuilders to much larger global companies,” Simko says. “Some manufacturers – having been acquired and consolidated with other organizations – have lost sight of the people side of this business, but we never have.”

Aside from technology and people, the economy has also played a major role in how this industry has changed.

“Many of the industry’s key players have returned to their basic root products to reduce overhead and eliminate slow moving inventory due to the slow economy,” Meyer says. “Smaller shops with one to three employees without a niche market, or those that can’t afford to invest in advanced technology, struggle to remain profitable. Prices on shop labor, machinery, tooling, and supplies will continue to rise because of reduced sales volume and inventories causing special order situations for once normal stocked items.”

Speaking of once normally stocked items, Packard Industries has seen an increased number of discontinued products that rebuilders today are looking for.

“We are constantly looking at whether to reproduce certain parts,” From says. “There is not an everlasting Circle 56 for more information 56 October 2014 | EngineBuilder

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50 Years Sunnen is celebrating 90 years in 2014. This is a look at the company’s old trade show booth, which often included demonstrations of the portable cylinder grinder (cylinder hone) with grit removal suction system. This allowed engine cylinders to be honed with the engine still in the chassis. The suction system removed the grit before it could fall down onto engine components.

supply. We have to stay on our toes and keep our ear to the ground to the ever-changing trends in the industry.

One minute early V8 (331 and 365) Cadillacs are hot, then the next minute it is early HEMIs.” Egge Machine has also seen how trends can change among rebuilders.

“For years engine

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swaps in older vehicles have not been uncommon,” Silver says. “An early favorite replacement engine was the Chevy 327, then hobbyists began adopting the Chevy 350, and now it’s the General Motors LS engine. The affordability and availability of the LS engine has brought major changes to how our market looks at repowering older vehicles. LS swaps have become very popular and have eroded a large piece of the domestic restoration market.”

The Future of Engine Rebuilding Changing topics from obsolete engines and parts to how these companies see the future of the industry, the conversation surrounded technology, sustainability, the environment and specialization.

“Sustainability is the critical driver behind current trends in the passenger car industry,” Newman says.

“Environmental concerns are thus the primary impetus behind the study of sustainable development and science.

“The current aim of new technologies is to enable better performance with better fuel economy and reduced emissions. As engine designs change, lubricants must be developed that are up to the task.

Engine designs and lubrication technologies must work together.

Change will continue because of these forces pushing us toward a sustainable future. How engines produce power will continue to evolve. This means motor oils will also continue to change as well.

“The materials engines are made of will also continue to change as designers strive to incorporate lowfriction components, advanced coatings and lighter weight materials.

And in the realm of motor oil, the future will become ever thinner.”

Dusty Dodge of EPWI agrees that environmental issues and sustainability will be growing concerns, but says he sees continued opportunities in the industry as well.

“There will be continued opportunities created by new engine designs – the LS series, Ford modular and Coyote designs are examples,” he says. “There will also be continued challenges due to changing vehicle and engine technologies – hybrid and electric vehicles are examples.”

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Pro-Filer Performance Products manufactures cylinder heads and intake manifolds. It was one of the first companies to make a Pro-Stock style “As Cast” 12degree BBC Spread Port Head.

Bob Davis of Sunnen agrees that more changes will come with the increase in hybrid and electric vehicles, but he also sees future use of more exotic materials such as compacted graphite, nikasil and spray coatings, which are all more difficult to machine, so tooling and abrasive technology must keep up.

RMC also expressed that it sees different ways parts might be manufactured moving forward.

“I would imagine with the advancements in 3D printing we are

going to see some crazy changes in manufacturing parts,” Meyer says. “I also believe we will see much more being done to reduce energy consumption with alternative fuels in heavyduty and performance markets.”

Caitlin Green of ProFiler says she sees future changes in drag racing having an impact on the industry.

“I anticipate the power adder classes continuing to grow on the drag racing side,” she says. “We are adding new cylinder heads for this market to take advantage of the power adders, instead of the market trying to force the power into antiquated parts.”

Paula Flowers of Engine Parts Warehouse also sees growth potential on the performance side of the industry.

“Engine builders’ knowledge and expertise in machining and building race engines is a necessity in this industry,” she says. “Performance engine builders are the backbone of

ability to cast permanent mold pistons when he purchased a quantity of molds from a major OE manufacturer who deemed the molds ‘obsolete’. Nels moved the company to its current location in Santa Fe Springs in the early ‘70s and eventually turned the company over to his son, Robert.

Packard Industries Packard Industries was built in 1978 on the idea of covering the day-to-day costs of business with wholesale division. Our main objective was to supply the various specialist retailers in the industry. At first we did not actually provide engine parts. We started out with a small suspension line, water pumps and fuel pumps. As we grew we added the engine parts. In the early years there was little to no competition as many of our competitors only dealt in a certain engine make. We would offer parts for something as common as an engine overhaul kit for a 216 Chevrolet to something as unique as a set of pistons for REO. Pro-Filer Performance Products, Inc. Pro-Filer Performance Products, Inc. got started in the engine building industry after realizing the need for a high quality, aerospace grade, cylinder head and intake 62 October 2014 | EngineBuilder

the racing arena and will continue to prosper.”

Some companies however, believe the original replacement engine parts market will shrink.

“There will always be the purists who insist on restoring vehicles to period correct condition,” Silver says.

“They seem to be a growing minority.

The financial barrier is also a challenge for younger hobbyists considering an older vehicle. We see younger hobbyists preferring older import vehicles for their restoration projects. If the trend continues we will see a larger demand for replacement parts to fit imported production vehicles.”

Others see a rise in demand for rebuilt engines as vehicles continue to become more expensive and other vehicle systems last longer.

“This will make repowering an increasingly viable and appealing option for many consumers,” Simko says. “The key is to keep the industry strong by investing in products and programs that support the business needs of engine rebuilders, and making the industry more attractive to younger professionals.” ■

manifold in the high performance aftermarket industry.

We began in a niche “big motor” drag racing market since those were the engines we were involved with at the time. After seeing the improvements and horsepower gains over OEM parts of the same size, we saw the opportunity to expand the line to meet needs in various motor markets. Needless to say it has been an exciting 12 years.

Engine Parts Warehouse Paula Flowers’ parents owned and operated a machine shop and parts store in Louisville, Ky. Growing up she spent a lot of time at the shop and eventually worked there. It wasn’t long before Flowers realized a need for a warehouse distributor with a focus on internal engine parts. From that idea, Engine Parts Warehouse was born with the help of three partners, Paula Flowers, Mark Flowers and Zorado Shelton. It was difficult at first as the company’s potential customers were also its competitors.

However, the company’s persistence was rewarded by the confidence in other engine builders in the area that needed inventory. Engine Parts Warehouse later expanded into performance parts with PBM Performance Products and Erson Cams. ■

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Celebrating Our 43rd Year as America’s Engine Parts Source!

EPWI is an outgrowth of the original business, Heads by Paul, a performance machine shop established in 1972 by EPWI’s owner and President, Paul Van Woensel. HBP specialized in high performance cylinder head work. EPWI grew out of a void in engine parts supply chain, and has grown to become one of the largest engine parts specialty distribution companies in the United States.

“We’re one of the largest engine parts distributors in the country. And our job at EPWI is to supply the products and services our customers need -- at the right time, at the right place”, said Paul Van Woensel, President of Engine & Performance Warehouse. “We have the widest brand selection, and over 125,000 part numbers onhand at any given time. We stock over 110 replacement and performance product lines and maintain an exceptional 96% daily fill rate to our customers. We continually add to our product offerings, and expand our inventories with the products our customers need and want. And our EPWI Engine Kit catalog is the best in the business with over 640 pages of application coverage & information. Over the years, EPWI’s product sales include well over 1.3 million engine kits! We also produce and stock the broadest coverage of remanufactured crankshafts & crank kits available anywhere. EPWI truly provides its customers “one-stop shopping”, every day.

EPWI has grown over the years from its original warehouse in Denver to 12 strategically located warehouses in the central and western United States. They are ideally located to provide superior service in 21 states with free next-day ground for most shipments in the markets they serve. Dallas, Houston & Portland have recently moved to new & larger facilities, and several other warehouses have expanded their shelving space to better serve customers with expanded inventories & product lines.

EPWI is committed to superior customer service and expert support. Their machine shop and jobber customers are served by 14 field sales representatives, and 35 qualified engine parts customer service representatives that have a collective engine parts experience that is unparalleled in the business. Customer support programs include their robust B-to-B website, Specials Catalog, targeted pricing programs, special “pallet” programs, web-based “street pricing” guides, and the Engine Pro national Parts Finder program. They have an unwavering commitment to help their machine shop, engine builder and jobber customers compete and grow.

EPWI is driven by their passion for the automotive aftermarket and the industry they serve. They continue to contribute significant time and effort to further the industry and its goals, and are active supporters in industry trade organizations.

For more information, visit us at www.epwi.net, email us at info@epwi.net or call 800-888-8970.

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Diesel Crankshafts and Rods

Diesel Dialogue

Internal Affairs

BY ENGINE BUILDER STAFF

D

espite having similar appearances, a diesel crankshaft has some primary differences from its gasoline counterparts. A gasoline engine uses a spark to ignite the fuel. A diesel engine, operating at a much higher compression ratio, uses the heat produced by compression to ignite the fuel. Diesel engines typically have a longer stroke than the bore diameter, so to handle this load, diesel crankshafts are much larger physically.

Diesel crankshafts can be found in a variety of materials.

From strongest to (relatively speaking) weakest, you’ll find billet steel, steel forgings, cast steel, nodular iron, malleable steel and (in some cases) cast iron. Heavy-duty diesel cranks have hardened bearing surfaces (case hardened) with the most common form of hardening being the induction process, according to industry experts.

Strengthening or Replacing Induction surface hardening is a well-known and widely used process in the global diesel engine manufacturing industry. It was originally used primarily to harden bearing journals,improving their wear resistance, but it is also recognized as a viable technology for improving the fatigue resistance of highly-stressed diesel crankshafts.

Induction hardening and induction tempering are rapidly becoming the processes of choice for manufacturing crankshafts for diesel engines of all sizes. In addition to the physical requirements of dealing with diesel crankshafts, industry experts caution that availability of replacement bearings will have a direct impact on whether you should – or can – service these behemoths.

Unlike bearings in the automotive aftermarket, diesel bearings may not be available in convenient oversizes so it’s a good idea with out-of-the ordinary shafts not to grind them until you have the bearings in hand.

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Diesel Dialogue But whether you repair or replace a crank ultimately comes down to how badly it was damaged. If it was broken, more than likely replacement is your only option (but remember that in most cases, a broken crankshaft is the result of some other issue).

Additional common causes of damage to diesel crankshafts include spun bearings, resulting in a loss of journal hardness; viscous dampeners wearing out, resulting in a broken crank; failure of the balance box assembly, resulting in a broken crank; and cracks in the journals.

Breakdown on the Diesel Market And, while there are differences between the diesel and gasoline material components, there even tends to be two sides of the mid-size diesel spectrum: on one side there is

All-out racing diesel engine builders typically get more involved in custom made internal engine components in order to withstand the stress from the huge amount of torque they produce.

street performance and on the other there is all-out diesel race parts.

Street performance diesels deal mainly with engine parts that are primarily for bolt-on applications and can make great power gains without sacrificing the integrity of the vehicle as a daily driver.

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All-out racing diesel engine builders typically get more involved in custom made internal engine components in order to withstand the stress from the huge amount of torque they produce. In a typical mid-size diesel engine, for example, replacement parts such as

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Diesel Dialogue pistons are pretty easily obtainable.

But this is not the case with diesel cranks and rods, for the most part.

Crankshafts As for all-out performance, whether for drag racing or tractor pulling, the aftermarket has stepped up.

There are several crankshaft

manufacturers that offer custom crankshafts for Power Stroke, Duramax and Cummins engines.

Due to the high torque loads and cylinder pressures these engines can generate, a lot of engineering and work goes into making a custom crankshaft for these applications.

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A stock diesel crankshaft is typically forged, a process in which a chunk of steel, usually made of 4340 or 1020 alloy, is heated to a certain temperature and pounded into shape with a forging die. This is why forged cranks have such wide parting lines due to the material that oozes out during the process.

Forging offers strength compared to casting. A “cast” component, on the other hand, is made when the material is melted and poured into a mold. But it could leave areas where the material is thicker or thinner and is prone to stress cracks.

A custom crankshaft for diesel engines is made from a solid chunk of billet steel that is literally carved into shape. The steel is usually 4340 alloy, which is the most common for crankshafts due to the fact that it offers high tensile strength (the maximum stress that a material can withstand before failing). Also, 4340 responds well to heat-treating, which is performed after machining and increases the tensile strength further. During the heat treatment process the crankshaft is subject to extreme heat in order to control the behavior of the material often referred to as its “grain.” This process offers core hardness, and the crankshaft is hardened all the way through, increasing the stiffness of the material.

Some crankshafts are “nitrided,” a process during which nitrogen is diffused into the surface of the metal to create case-hardening. This is used to increase bearing life and durability.

What are some things you need to consider when purchasing a diesel crankshaft?

First, what do you want it to weigh? The rule of thumb is if you wish to lighten the crank, you can safely reduce the weight by 5 percent, but no more than 10 percent. The more you lighten the crankshaft, the less durable it will be.

But a lighter crankshaft has less rotating mass, so the engine will rev up quicker. But lighter cranks also have less inertia and will drop revs fast as well.

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Diesel Dialogue

Counterweight Considerations The counterweights of the crankshaft are also something to consider.

Some shops do what is known as knife-edging. This is where the counterweights of the crankshaft are machined to look like a knife blade

rather than just being square cut from the factory.

The theory behind this is to help the crankshaft “cut” through the oil as the counterweight rotates in the oil pan.

This is used to gain better oil control and create less windage.

The method now has shifted from

Reconditioning Services Can Include: • Visual inspection; • Straightness and alignment; • Magnaflux for cracks; • Bushing replacement; • Hone big and small ends; • Resize big and small end; • Check bolts and change if needed; • Shotpeen; and • Balance if necessary. knife-edging to more sophisticated, aerodynamically engineered counterweights. Some counterweights now resemble raindrops, which create less oil splash and deflection.

Custom crankshafts are also offered with what is known as micropolishing. This is performed usually two different ways.

One is with chemical etching and the other is with some sort of media. When finished, the entire crankshaft literally looks like a mirror.

The primary reason for this process is to allow the crankshaft to shed oil. This, in turn, creates less aeration of the oil and helps lower oil temperature.

Connecting Rods Engine builders who want to make big diesel power, will also need to consider the integrity of their connecting rods. Most mid-size diesel engines up until the late ’90s to early 2000s were forged. Then, manufacturers started using powered metal material for their connecting rods.

Powered metal was fine for stock applications, but as simple bolt-ons were added to increase performance, these parts began to fail. This is Circle 70 for more information 70 October 2014 | EngineBuilder

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Diesel Dialogue

Cummins 6.7L Turbo Diesel is First to Meet 2015 Emissions Regulations Cummins Inc. announced that it has received certification for its 6.7L Turbo Diesel from the California Air Resources Board (CARB), meeting the Low-Emission Vehicle III (LEV III) standards.

This new standard applies to all vehicles under 14,000 lb. GVWR. The Cummins 6.7L Turbo Diesel powers the Ram Heavy-Duty lineup, and is the first medium-duty diesel engine in the 8,501-14,000 lb.

GVWR segment to be certified to the new 2015 LEV III standards.

“At Cummins, we demand that everything we do leads to a cleaner, healthier and safer environment,” said Jeff Caldwell, General Manager – Pickup Business. “Being the first in this segment to certify to these new standards

demonstrates our continued commitment to the environment, and meeting more stringent requirements without hardware changes allows us to maintain the proven capability and reliability that our customers have grown to expect.”

Under LEV III, the nitrogen oxide (NOx) and non-methane organic gas (NMOG) standards are combined into a single NOx+NMOG standard, along with extension of emissionsuseful life to 150,000 miles for emissions control systems.

LEV III standards also introduce more stringent NOx+NMOG fleet average requirements, which phase in from MY 20152022 for all medium-duty vehicles. These new standards were adopted by the Air Resources Board (ARB) in January 2012.

This comes as Cummins implements its most comprehensive environmental sustainability plan ever. The plan, announced in early 2014, builds on past successes to address the company’s biggest opportunities to make a positive environmental impact – from the materials it buys to its products in use. The plan also includes specific goals for Cummins to reduce its environmental footprint.

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Diesel Dialogue something to consider when looking for power gains out of newer diesel engines.

Connecting rods in a diesel engine can see a lot of stress because of the higher compression ratios. Just as with crankshafts, aftermarket companies have answered the call for producing performance connecting rods.

Some companies are offering stock lengths and bearing sizes, while others are offering custom sizes for specific applications.

Most aftermarket stock replacement rods are made of forged material such as 4340 with an addition of chrome, nickel, moly and vanadium. This improves grain flow, strength and durability.

When purchasing a set of aftermarket forged rods, manufacturers often offer reconditioning services when engines are in need of freshening.

Forged aftermarket rods are tough

and can take some serious abuse.

Connecting rods of this caliber should offer a lifetime of use and can be reconditioned at a fraction of the cost.

Custom Applications For more serious power, certain manufacturers now offer fully machined billet for custom applications.

These billet rods are offered in an “H” or “I” beam design with a choice of a straight cap or slanted cap and your choice of fasteners.

Slant cap designs are often used for cam clearance or small bore applications.

Most custom billet rods are fitted with bushings on the small end for the wrist pins but can be machined for press-fit wrist pins if the they are coated with diamond-like coating.

When using billet connecting rods, typical factory bearing clearances work well unless you’re

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using a higher viscosity oil.

Clearances may need to be increased depending on application.

For some diesel applications, aluminum connecting rods are also being manufactured and used with great success.

Whether you’re in need of a custom crankshaft or connecting rod, or just want to upgrade your existing package, aftermarket manufacturers are tailoring their products for your needs.

And many aftermarket manufacturers are using quality materials made here in the USA, machined to exact tolerances and specifications to meet the demands of your performance diesel package. ■ For a complete list of diesel crankshaft and rod suppliers, visit our online buyers guide at www.EngineBuilderMag.com/Buyers Guide.

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Tech Tips

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TECH TIP:

When to Upgrade to a Performance Head Gasket A

rule of thumb for performance engine building is that if you are doubling an engine’s power output, or are going much over 550 to 600 hp, you should upgrade to some type of aftermarket performance gaskets. Upgrades usually require no additional modifications. You just swap a performance MLS gasket for the stock head gasket.

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

Performance MLS gaskets often feature special embossments, higher temperature coatings and other design innovations for specific engine applications that help them handle higher temperatures and loads. Some of these MLS gaskets use a more gradual radius on their embossments to reduce stress and improve conformability so the gasket will evenly distribute load across the contact area.

Some MLS gaskets destined for performance applications may also undergo a special stress relieving treatment to improve their durability and ability to retain torque.

Most aftermarket gasket suppliers offer some type of MLS head gasket for popular performance applications such as SB/BB Chevy, SB/BB Ford, SB/BB

74 October 2014 | EngineBuilder

Chrysler, and even some sport compact engines. MLS gaskets have become the “go to” gaskets for racing and street performance engines because they can handle just about anything.

The only exception today is Top Fuel and Blown Alcohol dragsters and funny cars which are still running copper shims and O-rings.

But who knows, MLS gaskets may even find a niche here someday.

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

Performance Finish MLS head gaskets are made of several layers of embossed stainless steel (most are 3 or 4 layers thick, but some have more). A thin coating (.001” to .0015”) of nitrile rubber or Viton is used on the

external surfaces as well as between the layers to provide maximum sealing.

Most aftermarket MLS gaskets can handle surface finishes as rough as 60 to 70 Ra microinches, but some specify a smoother finish of 30 to 50 Ra. Smoother is always better, and if you can get the finish down to the low teens or even single digit, great! But for most applications, a surface finish in the 20 to 30 Ra range is more than smooth enough for a performance MLS gasket.

If you are building a street performance engine that has a cast iron block and aluminum heads, and are using conventional steel/fiber composite head gaskets or expanded graphite head gaskets, the surface finish should ideally be 60 to 80 Ra (360 to 480 Rz).

Don’t go smoother than 40 Ra (240 Rz) or rougher than 100 Ra (600 Rz) with a composition gasket.

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

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

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Tech Tips

Most performance engines are running a relatively high compression ratio compared to a stock engine, and boosted engines create even more pressure in the cylinders.

Consequently, if the fuel octane isn’t high enough or the fuel mixture goes lean, the engine can go into detonation/pre-ignition and selfdestruct rather quickly. Usually the engine will burn a piston before it blows a head gasket, but mild detonation over time can crack the combustion armor on a head gasket.

Rougher surfaces limit gasket conformance, while smoother surfaces increase the tendency for gaskets to flow, reducing the gaskets blow out resistance.

If you are using a stock MLS head gasket, the surface finish should be 30 Ra (180 Rz) or less unless the MLS gasket has a thicker coating that can seal a rougher surface.

Note: Never apply any kind of sealer to a MLS gasket! It may react with the coating and cause a problem.

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

Waviness across the surface is also important. The less waviness the better: no more than .0004” with MLS head gaskets. Trouble is, you can’t measure waviness with a profilometer. It takes special (expensive) lab equipment. Waviness problems can be caused by vibrations and a lack of rigidity in

■ HEAT STROKE Heat is the enemy, so the hotter the engine runs the greater the crushing loads on the head gasket. It’s not unusual for a NASCAR engine to run as hot as 260 to 270 degrees F or higher during a race. Partially covering the grille opening with duct tape is a common trick pit crews use for improving aerodynamics, but the trade-off is less airflow to the radiator and higher engine temperatures.

milling equipment.

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

For a V8 engine, the maximum allowable out-of-flat specification for stock cylinder head and block deck surfaces is .004” lengthwise and .002” sideways. Aim for .002” if you’re building a performance engine. For a V6, the recommendation for a stock engine is less than .003” out-of-flat lengthwise and .002” sideways. Again, shoot for half that with a performance build.

As for an in-line six cylinder engine, the stock recommendation is no more than .006” lengthwise and .002” sideways out of flat. If you have .003” or less out-of-flat lengthwise and .001” sideways, you should be in good shape to seal up the head gasket. ■

Speedville.com Speedville.com is the new address for performance.

Whether you’re into drag racing, circle track, road racing or street performance, Speedville.com has you covered! Speedville features all of the quality technical content that Babcox Media can provide and that readers have come to expect from its top-notch trade publications. Be sure to stop by and sign up for the Pit Crew to earn miles towards gear in the Speedville Mall and a chance to win prizes!

Speedville.com 330-670-1234

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Tales from the WD

BY CONTRIBUTING EDITOR Dave Sutton

M

ost of us in the automotive aftermarket have been bitten by the “racing bug” from time to time.

Whether it’s as a racer or a spectator, I think most of us have participated to some extent. And we should.

Racing is the sexy and exciting expression of the automotive industry.

It represents a large portion of the parts sold and labor performed. And if we’re lucky, we’ve experienced multiple forms of racing.

On the Job Performance I deal with some form of racing engines every day, day-in and dayout. Be it drag racing, road racing or dirt circle track, machine shops are building and maintaining race engines of all forms and manufacture, and engine parts guys are finding and supplying parts to help them complete the jobs.

Although I’ve never been a participant of any form of “sanctioned” auto racing, I’ve enjoyed going as a spectator or even as part of a crew since I was 12.

But this year was supposed to be something special. This year an opportunity came to go to a gathering of speed freaks drawn together from around the world. An event that I’ve 78 October 2014 | EngineBuilder

now learned is on most “Motorhead’s” bucket lists, and was put forth as the background for a great movie that hit limited screens in 2005 and is recorded on DVD in many of our video libraries. The movie was “The World’s Fastest Indian,” and the event is simply called “Bonneville.”

100 Years of Salt Flat Racing In 1914 the Moross Amusement Company engaged racer Teddy Tetzlaff to drive a 300 HP Benz, named “Blitzen Benz 2.” Racing across the Bonneville Salt Flats, Tetzlaff broke the world land speed record mark by running 142.8 MPH. A century later, 2014 was to be a very special Speed Week as it is the 100th anniversary year. This year there was also news that Danny Thompson, son of the famous racer, builder and entrepreneur Mickey Thompson had brought Challenger II out of retirement, repowered her and had his eyes set on a 500 MPH target.

This would be a first and a major jump on the current record for a wheeldriven car.

(Spoiler Alert: See the Industry News beginning on page 6.)

Bonneville or Bust My story starts out with an email from a good friend in California. I grew up

in California and this is also where all of my non-sanctioned racing took place. It’s also where I went to school and where, in 1972, I took my first auto shop class.

George Lucas once asked, “Where were you in ’72?” Well I was growing up and twisting wrenches in Cupertino, CA. This is also the current home of a then non-conceived Apple Computer and just another small city in Northern California, not all that far from Lucas’s Modesto.

Lucas Pictures had not yet released “American Graffiti,” but my friends and I were living our own version in our school and on those streets of California. And now two of those friends and our instructor from the aforementioned auto shop were planning a trip to the salt this upcoming summer and they needed a fourth member to round things out.

So, what else could I do but email back in the affirmative. It seems that over the past few years we’d all seen “The World’s Fastest Indian.” And somehow we all had similar bucket lists.

While the trip seemed so far off at first, it was upon me in no time.

Still I had time to research, and if you’re interested you can start with the SCTA website, www.scta-bni.org.

The web is full of info, pictures and

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Tales From the WD

Lake Bonneville. Stay to the starboard side of the cone.

You know you’re in a historic place when you see this sign.

A classic Bonneville Studebaker.

Anyone seen the racetrack?

A cool little pit runner.

Record holding 260ci SB Chev with turbo and aircraft carburetor.

The Royal Purple streamliner looks like it's going 400 mph even standing still.

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The level of engineering in some of these cars was outstanding.

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Tales From the WD LS powered Firebird takes advantage of it's aerodynamic shape.

Low budget hauler, but a max effort racer.

Electronic injected “Flattie� in the Belly Tank.

Turbocharged small block hiding in there somewhere.

This Belly Tank Lakester was a very deceiving new build.

What a great use for your old Cup car.

The motors, transaxles and brakes are very compact on the Venturi Buckeye Bullet III. The batteries? Not so much.

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Tales From the WD videos, but I’ll warn you now, you too will have a bucket list. And yes, I did watch the movie again, for about the 20th time.

I arrived in California Wednesday night. Thursday morning, the guys and I met up just off Hwy 80 at the foot of the Sierra’s. Once we were loaded, we were on our way.

It had been some time for me, but I learned my friends and our instructor had been socializing since we graduated back in ’74. I had seen him a few times since then, but it still seemed like a 40-year anniversary to me.

Our trip was pretty uneventful and the motor home pulled the hill and got us over Donner Pass without incident, unless of course you call being passed by the Oscar Mayer Wienermobile an incident.

It did produce several related jokes and speculation on just what kind of record it might qualify for. After a stop for lunch and a trip to the grocery store we had food and spirits for the long weekend and the balance of the day was spent motoring into Wells, NV.

We were up early and on our way to the Salt Flats Friday morning. It took about an hour to get from the RV park to our off ramp. And this is when things started to change.

This is where we started to see cars, all kinds of hot rods mostly, but also several trailers and car haulers.

We followed the road north until we came to the famous “Bend in the Road.” We were greeted by a ranger who crushed our hopes of seeing 400-500 mph cars speeding down the salt. We were told we could continue to the end of the causeway, but would have to turn around before we could go out on to the salt.

And indeed we did. It does rain here throughout the year and it’s the rain that prep’s the salt so perfectly for the speed runs. It had rained just a day or so before we arrived. It seemed this rain had not evaporated at all and what we found looked like a lake that stretched out over the flats for hundreds of square miles.

Hopes were high that enough water would evaporate from some of the

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tracks, which are actually on a higher ground than where we stood, but to me it didn’t look good. Watching the trucks driving back in from the starting line and pit area was very depressing. It gave evidence to just how deep the water was as they plowed through with water cascading from their bumpers.

Building Anticipation This story was supposed to be about what it’s like to see a car speed by at hundreds of miles an hour. About the excitement of a race event that is almost totally open to the spectators.

Granted, you can’t be out on the race course itself, but the pit area and even right up to the starting line is totally accessible.

The stories of the friendliness and openness of the competitors sounds nothing like any other racing event.

And we found this to be true when we made our way back to the town of Wendover. The parking lots of the hotels and casinos of Wendover quickly began to fill up with car

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Tales From the WD trailers and haulers.

At this point most were thinking this would be a day or two delay as the track dried. Cars were rolled out and hauler doors opened. We found friends and their car and crew in the lower parking lot of the Nugget, and this soon became camp. It was suggested that the air museum a few blocks down had some interesting displays and we might burn up some time while more cars pull in.

If you ever get the chance to pursue your new bucket list entry, you will want to visit Wendover and the museum. It’s not large, but is a great piece of history from WWII. This was also one of the most interesting parts of our quest for speed. The museum is a large airbase and someday, when the funds are available, this will be a great destination to visit, on its own.

Today, there is only one building of displays, but we were told there’s another building that had a little to see, but we failed to get good directions. In our search, we discovered several cars parked outside a hanger a little ways

The Bonneville Bucket List The Bonneville Salt Flats is a densely packed salt pan in Tooele County in northwestern Utah. The area is a remnant of the Pleistocene Lake Bonneville and is the largest of many salt flats located west of the Great Salt Lake. The property is public land managed by the Bureau of Land Management and is known for land speed records at the “Bonneville Speedway.”

There are five major land speed events that take place at the Bonneville Salt Flats. Bonneville “Speed Week” takes place midAugust followed by “World of Speed” in September and the “World Finals” take place early-October.

These three events welcome cars, trucks and motorcycles. The “Bub Motorcycle Speed Trials” are for motorcycles only. The Southern California Timing Association and the Utah Salt Flats Racing Association organizes and plans the multi-vehicle events, but all event promoters contribute to prepping and maintaining the salt. down from the main building. And it had an open door.

Buckeye Bullet Upon poking my head in the door, I was very surprised to find a bodiless streamliner and a flurry of activity going on. When we asked if we might look around we were greeted by a group of very friendly and informative

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students from Ohio State University.

Their car, The Venturi Buckeye Bullet III (VBB3) was probably the most fascinating vehicle seen on this trip.

The Buckeye Bullet is the name of a series of student-built, alternative-fuel racecars created by Ohio State University students. Their first electric car effort went 307 MPH in 2010.

This car, the VBB3, is powered by

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Tales From the WD lithium ion batteries supplying 2 mega-watts of power (enough to power 2000 homes), has a total output of 3000 horsepower, weighs about 31/2 tons and has a drag coefficient of only 0.13. The student engineers believe this should be good for over 430 MPH. It has two custom-built transaxles with an extra output shaft to attach brakes from a 747 airliner.

Just as impressive as the car, were the students who built her. They gave us over an hour of their time and interrupted their luncheon to give us a very detailed introduction to what may very well be the future. And we all agreed, these guys are certainly writing their own ticket to a very exciting future for themselves and the automotive industry. You can check them out at: www.buckeyebullet.com www.buckeyebullet.com/BB3.html

Grand Prix someday. The engineering in a vehicle from any of these events would capture me for hours.

And with any luck, I’d find someone willing to talk and reveal some of the inner workings and secrets of success in that form of racing.

Because this is where it happens, on the racetracks across America and around the world. A drive to be quicker, better and faster leads to engineering and invention that one

day makes it’s own way into the more grass roots forms of racing or even into production vehicles, then into our lives.

And don’t forget to take a kid to a race or car show. We need the interest of the next generation. And if they’re anything like what I saw come out of Ohio, the future could be very exciting.

I hope to see you on the salt soon.

■

Rain Delay The balance of our day was spent investigating the cars and motorcycles in the parking lots around Wendover and with the annual hot rod show out front at the Nugget.

That night while we enjoyed the local collection of hot rods and classic cars, it started to rain. At that point we all knew what tomorrow would bring. Saturday morning the SCTA posted on their website that the event had been cancelled due to the accumulation of water on the track.

Needless to say, I was very disappointed to have traveled all this way and to hear this news. Now I know I’m not the first guy to have his race day rained out. This happens in racing all the time.

I guess I am lucky in that even without the timed speed trials, I still was able to experience some of the cars and people that make this such a wondrous event.

I will get back to Bonneville, and I hope I can share stories of speed, feats of engineering and interesting characters.

Today, I hope you’ll start your bucket list, or add to it a visit to at least one, and maybe all of our great racing events.

If not Bonneville, maybe Daytona or Indy would be of more interest to you. I’d like to see the Monte Carlo Circle 85 for more information EngineBuilderMag.com 85

Building History

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Killer Bees!

Modified Ford Model Bs on the Race Track

BY BILL HOLDER PHOTOS BY PHIL KUNZ AND AUTHOR

I

t was known as the Model B engine and was produced for only four years beginning in 1932, hence the ‘Deuce’ for that number in its model year.

Sporting only four cylinders, it was basically an upgrade of the earlier Model A powerplant.

The “B” engine sported an impressive 200 cubic inches of displacement. Its compression ratio was a super-low 4.9-1.

The paltry 50 horses it produced came at about 2,200 RPMs. Its main components included an ignition system, which included a coil and a

centrifugal distributor.

The engine certainly didn’t appear likely to be a candidate for upgrading, but that wouldn’t be the case.

Shortly after its introduction, there was a wave of professional upgrades that evolved making every stock Deuce a potential race engine.

And, single-car garage engine builders would find many different ways of devising methods to triple, and sometimes more, its horsepower This RAMAR conversion features a steel head, a dry sump soiling system, and 1.25 inch Winfield Carburetors.

In addition to its carburetors, Winfield also produced a B Block compatible head, shown here.

with a multitude of aftermarket and homemade performance parts.

It was a favorite of two types of motorsports fans.

First, there was the type that looked at it for performance street.

But the performance improvements that were possible also made it an excellent candidate for oval track racing with the sprint car (then called big cars).

There was one common component in a majority of the conversions, that being a pair of twobarrel carbs, usually Winfields.

All these conversions could run on either alcohol or high-test (then called ethyl) fuels, but for alcohol, it was necessary to open up the jets for more flow. The compression ratios were also higher for alcohol use.

Established B Block Aftermarket Conversions: HAL B Block Conversion The HAL conversion was a popular racing conversion for the Deuce. This conversion lasted into the 1950s where it was still competitive. On some occasions, the block was bored out to about 220 cid.

Besides the HAL cylinder head, there was also a balanced crank, and either a single or double overhead 86 October 2014 | EngineBuilder

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Building History

This high performance head was licensed by Chrysler for use by Ford. On the head was the warning to use highperformance spark plugs.

Note that the Stromberg 97 carbs on this 1934 sprint car are located on a side log outside the constraints of the hood.

cam. The latter was the preferred system if the pocketbook would allow it.

It also used a pair of single-barrel carburetors. It’s compression ratio was about 7-1. It was reported that some of these set-ups were capable of producing one horsepower per cubic inch of displacement, which was a pretty heady accomplishment for the time period.

In addition, the very early HAL engines had carburetors

sitting on top of the engine instead of the normal side-draft position. Hal B Block conversions have been noted with different displacements, some bored out to 220 cubic inches and sporting a balanced crank.

One restored 1934 HAL sprinter had an illustrious history and carried Flynn carburetors along with magneto ignition.

It burned alcohol. During its racing days, it won the NARA Northeast series and was reportedly driven by Indy 500 driver, Bill Holland.

The ancient B conversions are even used today in land speed racing. Note this engine arrangement with the carbs again outside the body for better airflow into the carbs.

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Dreyer B Block Conversion

Pop Dreyer was one of the best-known engine builders of the period.

His cast iron heads connected to the B Block provided one of the best sprint car powerplants during the 1930s. The engine also sported twin

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Building History

The Indianapolis hometown of Floyde “Pop� Dreyer is carried on the exterior of the engine.

Winfield carbs, aluminum intake manifold and a SOHC cam set-up. It was reported that these engines could produce over 200 horsepower.

He later would build a block of his own which would incorporate a double overhead cam and five main bearings instead of the three on the standard B Block.

RAMAR B Block Conversion The RAMAR conversion consisted mainly of the RAMAR highcompression cast iron head. The set-up was a perfect match for the early B Blocks. The cast iron head was connected to a pair of one and onequarter inch Winfield Carbs. Also included in the package was a dry

Both the Miller and Schofield names are contained on the valve cover of this engine.

sump oiling system and magneto ignition. The horsepower was reported at about 150.

Miller-Schofield B Block Conversion This conversion was a joint effort with racecar builder Harry Miller. The effort was financed by a group headed by

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Building History

George Schofield. The main component that evolved was the so-called Miller High-Speed Head, which was carried on the valve cover.

Again, the Winfield carb would be a player with this conversion. One of the big players in this operation was Leo Goosen who made the head design drawings.

This vintage sprint car is pouring on the coal with Cragar power under the hood.

Crager B-Block Conversion This conversion could really be included as a part of the previous paragraph, but for clarity purposes, it is presented separately. This conversion was born following the failure There was certainly no mistaking the Riley conversion with its carburetor positioning.

The Cragar conversion was basically the same as the MillerSchofield.

of Miller-Schofield to continue in business. Cragar decided to scoop off the pieces and modified the Hi-Speed Head to its liking and carrying the new name.

A Cragar conversion was seen with a bored 213 B Block with the Cragar head, a pair of Winfield carbs, a drilled crank, and a pressure oil system.

Riley Four-Port Model B Conversions This interesting conversion was somewhat different from the others of the period. It featured, for example, a Riley four-port OHV head, a pair of Stromberg 97 carbs and Mallory Ignition.

The configuration featured intakes inside the head with exhausts in the block. It should be noted that replicas of the Riley head are currently being fabricated by the Scalded Dog Speed Parts in Batavia, Ohio (513-724-0700) to precise detail of the original. â– (Note) The author would like to thank Charlie Yapp for his assistance in this article.

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Building History

This is the double overhead cam version of the HAL conversion, which put out considerable more power than the single cam version.

Here is an example of that power in action in this vintage sprinter.

Here’s a look at the stock Ford B Block.

A view of the HAL conversion sprint car that was driven by Indy racer Bill Holland.

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Profitable Performance

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CONTRIBUTING EDITOR Dave Sutton dsutton@enginebuildermag.com

“Parts Happen” Bearings and studs installed.

Ready to check our clearances.

I

f you've been following our Magnum Charity build, then you know it's all about the “Dare.”

What started life as an article some years past on the concept of “Love the one you're with,” has become a “put your money (and time) where your mouth is.”

We chose to expand on the idea of taking the engine under the hood of your customer’s car, and modifying it rather than searching out a more desirable muscle car engine. Now, with the money you’d save by not having to purchase another expensive desirable core motor, invest that money into a stroker crankshaft and a set of matching pistons to build a bigger cubic inch engine that would have more power than the old factory muscle car engine and greater dependability from the new upgraded parts.

We chose an old Chrysler 318.

There were literally millions produced and I guarantee you no one associates big horsepower and 318. No one.

But with a little homework, we discovered someone has thought about this and pistons are available from ICON, the forged piston division of United Engine & Machine Co., more commonly called Silv-O-Lite. They catalog a piston that when matched with a 4” stroke crankshaft that would more often be used in a 340 Mopar it produces a 392 c.i. stroker, when your block is bored .040” oversize.

Things get even sweeter when you consider this package uses stock length connecting rods. This is a 74-

92 October 2014 | EngineBuilder

cubic inch increase and should really wake things up under the hood of any 318-powered Chrysler product.

And, you can keep those old 318 emblems or stickers in place for the ultimate sleeper.

Since we don't have an older Chrysler product to put our 392 Magnum in, we thought we might “Dare” to get our readers and visitors to the up coming PRI Show involved by raffling off our finished project and putting whatever funds we can raise to a very good cause – the Independence Fund – www.independecefund.org – which raises money to purchase motorized wheelchairs for our returning wounded veterans.

So, to get the ball/engine build rolling, a shopping list was created and prioritized and many a phone call and email were placed. We now have a storage room of parts that exceeds my imagination of what this could be.

And, I must state right here that our desire to produce an interesting and valuable finished product does exceed the initial concept. You would not have to purchase parts to the extent of what we have to build with, to do a project like this.

The pistons would be the only fixed part of this build. A less expensive cast steel crank could easily be used along with stock connecting rods. We were lucky enough to have SCAT Industries donate one of its forged 4340 crankshafts and a set of I-beam connecting rods. We are using a set of EngineQuest Magnum cylinder heads fitted with a set of Ferrea 6000

competition series valves for a GM LS-type motor.

In the next issue, you will see all the great bolt-ons donated by Edelbrock, Milodon and ACCEL, to name but a few gracious contributors. Again, generous donations that will enhance the capabilities and dependability of our engine, but may exceed the budget of your customer and chase off the job. This would be the opposite of our intent, so plan your project realistically and within the budget constraints of your customer.

Making Adjustments Our project is not so quickly coming together, but the end is in sight. In the August issue, we showed you highlights of building our cylinder heads. Deadlines and conflicting schedules of the various volunteers made it difficult to report everything, so I have a little to add on building a performance Magnum head, before we move onto the shortblock.

We shared the specs of our Lunati cam kit and the increased rocker arm ration of the Magnum style heads and valve train over the older LA style 318. Our exhaust valve lift, at the valve, calculates out to .569”. To get an installed height that would except the valve spring we needed took more work than initially reported.

Once I was able to track down the info I needed from EngineQuest on how much we could remove from our spring pads, we still came up short. They suggested that the heads could be cut as much as .080”

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Profitable Performance deeper. This still left us short from the All our bearings were treated to .100” we needed. We were very close to a coat of Driven assembly lube. an even 1.600” installed height with our EQ heads, Ferrea stock length LS valves and Comp Cams retainer combination. We needed to get to 1.700” We choose to stay on the safe side and cut the spring pads .050” and used a set of .050” offset valve locks to get us to a perfect 1.700” valve spring installed height.

This month, you can checkout the progress we've made on the shortblock. Cam bearings are installed and the cam fit perfect. No surprises as we mic’d the cam bores before we attempted to install the bearings. That would have been the time to correct a housing bore, not after destroying a bearing or two.

We installed the new distributor tower bushing that was included in the DuraBond finish kit. These kits are really the way to go. It's nice to have all the new hardware right to fit a 318, we now understand there is another set there in one place as you do your assembly. You will note available. that there are no freeze plugs installed. This parts guy ran We are hoping these will give us some additional length into a parts problem. Somewhere along the line it seems a so that the SCAT crank and rods will clear the windage wrong plug kit was ordered. Talk about your irony. We tray. needed a couple 19/32” plugs for the front oil galleys and Did I say something about this parts guy and irony? I on this fine Saturday afternoon, there were none in the have to thank my volunteer engine builder, Joe, for being house. So a kit will be sent down and installed, but they so understanding. Though I was quite miffed and a little missed the photo session. angry with myself for not catching things sooner, he took We also ran into a problem with the stud kit that was things in his stride. More than once he reminded me that ordered along with the Milodon oil pan and windage tray. this is Automotive 101, “Parts Happen.”

They are short and though the package is correctly marked

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Pistons were hung on the SCAT rods with a few drops of HVL and the spiral locks installed.

The “Balance” of the Assembly From the pictures here, you'll see we did not stop and whine or blame anyone else. Joe told me this was standard operating procedure for a performance build of this magnitude and he really expected worse.

Nothing here stopped us from completing the shortblock.

The crank is lying in the block on a set of extra clearance bearing from Clevite. The combination of the now perfect align-bore and crank mains that are on the high side left us a little too tight. But, we came out a perfect .0025” clearance by using the “X” or extra clearance bearing set. Yes, the parts guy got it right this time by securing both std and X bearings before the day of the build.

Our crank spends perfectly on a coat of Driven assembly grease. The main and rod bolts were treated to a coating of ARP assembly lube on the threads and a dab under the head of each bolt.

The same treatment was used on the connecting rods and bearings. A coat of clean motor was used in the bores and the sides of the ICON pistons and EPG rings. The full floating pins were treated to a coat of Driven's HVL and the spiral locks installed to retain them. Clevite Hseries rod bearings were used to give us .002” clearance at the rods.

The Lunati cam spins freely in the block and it too was coated with the Driven assembly lube. Engine Parts Group donated the billet 9-keyway timing set and it was installed with

Donators for the Engine Donation Some of these parts will be necessary, and came from vendors you trust to build your engines with everyday. Melling oil pumps, Fel-Pro gaskets, Clevite bearings, DuraBond cam bearings and finish kit, several parts from the Engine Parts Group (EPG), the rocker arm and pushrod kit from Comp Cams will be necessary with our choice of the Magnum-style cylinder heads and the camshaft kit from Lunati. The entire list of vendors who are really responsible for making this build a reality can be found at http://bit.ly/1vACAQO. While you're there you can find all the previous parts of our build, my original article with many unusual stroker ideas from March of 2010, and much more.

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Product Spotlights

High Volume Oil Pumps Orbit performance oil pumps are designed with high output and volume capabilities required for high RPM engines. The gerotors are precision machined from steelcopper alloy (FCO205), an exceptionally durable metal that assures dependability and durability. Tight housing and gerotor tolerances provide optimum pressure and flow requirements. Housings are die cast DC-12 aluminum and are anodized to prevent corrosion. All pumps are individually inspected and tested. Passenger car pumps are equivalent to OEM design, engineering and metallurgy to meet or exceed original equipment specifications.

Present applications include nine applications (three performance and six passenger car); new applications will be added.

ACL Distribution Phone: 800-847-5521

www.orbitoilpumps.com Circle 110

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Motor State Distributing Filters/Airflow AIRAID Filter Company offers a complete line of premium performance filters, cold air intake systems, modular intake tubes computer designed for maximum air flow producing additional horsepower, torque and improved performance. The complete AIRAID product line is available at Motor State Distributing for immediate shipment.

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www.motorstate.com 800-772-2678 Circle Number 114

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Product Spotlights

Ergonomic Blast Cabinets ZERO blast cabinets are now available in an ergonomic body style, which allows the operator to sit while working. The cabinet configuration provides comfortable knee-room for the operator without interfering with the free flow of media for reclamation and re-use. Standard cabinet features include: large, quick-change window, reverse-pulse cartridge-style dust collector, suction-blast or pressure-blast models. HEPA filtration as an option. Cabinets can work with glass bead, aluminum oxide and other recyclable media. Applications: cleaning, de-burring, peening, and finishing.

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Phone: 800-788-0599

www.clemcoindustries.com Circle 116

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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

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MAHLE Original supplies 14 different turbochargers for the Ford Power Stroke® family of engines plus mounting kits, service kits, inlet gaskets and a mounting pedestal where applicable. Find specific information on your application using our eCatalog at www.mahle-aftermarket.com.

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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

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S.B. International

www.mahle-aftermarket.com

Phone:1-800-THE-SEAT

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Product Spotlights

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98 October 2014 | EngineBuilder

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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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Profitable Performance Joe made a priming tool and tower bushing install tool from an old big block oil pump drive shaft by turning off the teeth of the drive gear.

parts from the DuraBond finish kit. Our cam was degreed and number one intake was found to be in at 107 degrees.

The cam card says this cam lobe center was 106 degrees.

We advanced the cam 2-degrees at the crank gear. After a little running time and chain stretch, we should fall right in at 106.

The balance of the assembly should be pretty straightforward once the correct parts get there. We’ll report in the next article on anything that comes up in our valve train assembly, but we expect the Comp Cams adjustable rocker kit will workout perfectly and things will look much

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different with our fully dressed out engine. We’ll also report on our dyno session and just see what kind of power an old overlooked dog can make with a few new tricks.

And some very tricky parts.

Please checkout the Independence Fund. Please plan on seeing us at the PRI show. Please participate in the raffle.

(Note: More info on that proceeder will be coming in our next installment of this build.)

The funds we raise could not go to a better cause. Please continue to follow along and see if “The parts guy” missed anything else. Please dare to think outside the box. If we all just follow the rules, build “belly-button” engines, we'll loose this race for engine individuality and creativity.

Lately, we’re seeing more crate motors and dealership crate motor programs cut heavily into the performance market from all reports. This is absolutely a trend and its my belief that we, collectively – machinists, distributors and manufactures – must curtail this trend if we want a more profitable future.

Performance has always been the excitement in the industry. Sure, there are more lucrative portions of the industry, and you should profit from these as well.

Still, performance engine building and racing have brought many durability and power upgrades, not only to engine rebuilding, but also to the OEM and the stock engines that perform like no one ever dreamed, and out last the vehicles they’re installed in. ■

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