Engine Builder, September 2014

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Special Report: Ford's Power Stroke Powerplants SERVING ENGINE BUILDERS & REBUILDERS SINCE 1964 2014 SEPTEMBER

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Contents 09.14

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Features

ON THE COVER

Head Surfacing and Straightening Clean, smooth and flat have always been requirements for proper head sealing whether you are building a stock engine or a monster motor for a ProStock drag car. Head gaskets can only accommodate so much distortion and roughness across the face of the cylinder head and deck.

Find out how to make gaskets fit best.

32 Ford Power Stroke Powerplants

The 6.0L Power stroke, introduced in 2003, never lived up to the reputation of its forefather, the 7.3L Power Stroke. The big question among engine builders is, “Why did Ford replace the 7.3L with the 6.0L?” There are good reasons as to why the 7.3L Power Stroke had to be removed from service and these reasons brought about many changes in the Power Stroke platform.

British Invasion: All the King’s Horsepower

Interest in British sports cars grew in the U.S. after World War II, when soldiers returning from England brought MG TCs home with them. Known as “America’s First Sports Car,” the rather archaic TC model was great fun to drive on winding country roads and in rallies and races. Soon, other cars from “across the pond” started catching on like wildfire.

Today, there has been a British sports car resurgence.

16 Columns

Diesel Dialogue ............................54

37

By Robert McDonald Find out what “Coal Rolling” is and how it came into existence

Memory Lane ..............................74

By Randy Rundle The Sweeney Automobile and Tractor School

Shop Tools and Equipment

You can't do quality work in an automotive machine shop if you don't have the right tools and measuring equipment.

"Must have" tools and equipment include those that are necessary for engine disassembly, for inspecting and measuring engine components, and for engine assembly. We take a look at those tools that are shop essentials for any serious engine builder.

62 COVER DESIGN BY NICHOLE ANDERSON

DEPARTMENTS Industry News/Events ..........................................6 Shop Solutions ....................................................12 2014 Supplier Spotlight ........................................84 Cores/Classifieds/Ad Index ..................................86

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

ENGINE BUILDER (ISSN 1535-041X) (September 2014, Volume 50, Number 09): Published monthly by Babcox Media Inc., 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874. Periodical postage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Send address changes to ENGINE BUILDER, 3550 Embassy Parkway, Akron, OH 44333.

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Industry News

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PRI Trade Show Looks to Build on Indy Success in 2014 After seeing success in its return to Indianapolis last year, PRI show producers are preparing an even better event for the 27th Annual Performance Racing Industry Trade Show, to be held at the Indiana Convention Center in Indianapolis from December 11–13, 2014.

The PRI Trade Show returned to Indianapolis last year for the first time since

2004 after the show’s owner, the Specialty Equipment Market Association (SEMA), acquired the International Motorsports Industry Show (IMIS), consolidating it with the PRI Trade Show under the PRI brand.

PRI officials said a decision was made for this year’s event to open more space in the exhibit halls to accommodate additional racing parts manufacturers as exhibitors by not allowing trailers inside.

This year’s PRI Trade Show is expected to play host to exhibits from more than 1,100 racing companies occupying 3,000 booths, and attract tens of thousands of racing professionals from across the U.S. and 70 countries around the globe.

Accompanying the show will be a Race Industry Week activities consisting of more than 35 conferences, seminars and other special events that will provide discussion and share insight on the latest technologies and how to apply them throughout the racing world.

For additional information: www.pri2014.com.

GM's New 8-Speed Automatic Transmission

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General Motors has announced that its latest transmission, titled the 8L90, will be available in the 2015 Corvette Stingray and eventually availed in the Camaro and a host of Cadillac models.

The new transmission is an eight speed automatic with paddle sifters, intended to rival the semi-automatic transmission technologies being employed by European manufacturers. The steering wheel paddles afford the driver the full control of a manual transmission.

This is coupled with the smoothness and fluidity of an automatic transmission with a torque converter.

The 8L90's transmission controller is capable of analyzing the transmission system and executing commands in excess of 160 times per second. With this level of responsiveness, the transmission can upshift faster than Porsche's PDK dual-clutch transmission found in the 911 model line.

The 8L90 has four gearsets and

five clutches, yet is packaged in a space-saving manner which allows it to fit in the same space as its six speed predecessor. GM has made much more extensive use of lightweight metals, such as aluminum and magnesium,which has allowed the 8L90 to weigh in eight pounds lighter than GM's six speed automatic. The new transmission will make its debut on the 2015 Corvette Stingray, but will soon permeate the rest of GM's model line. An entry into the Camaro line is expected in the near future, and certain Cadillac vehicles will also get the 8L90, among them the Escalade. This will give the Camaro a leg up over its competition, as it will just about be the only sports car in its

Industry Events October 6-12 SCCA National Championships Runoffs Monterey, CA www.scca.com

October 28-30 Engine Expo Novi, MI www.engine-expo.com

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

November 4-7 2014 SEMA Show Las Vegas www.semashow.com

For more industry events, visit our website at

www.enginebuildermag.com or subscribe to

www.aftermarketnews.com.

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class to offer an eight speed automatic transmission, with rivals such as the Mustang only offering six speeds.

It is also speculated that Ford and GM are in the early stages of jointly developing a 10-speed automatic transmission for a host of applications.

throughout all of the NASCAR Series races. His latest win was in June 2014 at the NASCAR Nationwide Series Gardner Denver 200 race.

For more information visit www.herkules.us.

Herkules to Host NASCAR Driver Brendan Gaughan at SEMA

Engine & Performance Warehouse (EPWI) has named its 2013 "Vendor Of The Year" and "Representative Of The Year" at the Awards Dinner during EPWI’s annual summer conference in Vail, CO on Thursday, August 7, 2014.

EPWI named Topline Automotive as its 2013 Vendor of the Year. Chet Staron, CEO/President of Topline Automotive was present to accept the award.

The annual Vendor of the Year award is presented to the supplier or manufacturer based on performance scores during the prior year in seven categories. Categories include distribution/sales policies, pricing policies, inventory, returns, labor claims, office support and shipping/ packaging.

Engine & Performance Warehouse named Jesse Waddell of Mahle as the EPWI 2013 Representative of the Year. Jesse Waddell, Account Manager for the western region was present to accept the award. This award is selected annually, on a rotating basis by region, using combined votes based on performance scores during the prior year in three categories: sales support, distribution philosophies, and timely and accurate follow-through.

Engine & Performance Warehouse is a fullservice warehouse distributor specializing in engine kits & parts, high performance parts, related components and shop supplies.

Herkules Equipment Corporation will be hosting NASCAR Driver, Brendan Gaughan at the 2014 SEMA Show, being held in Las Vegas in early November.

Gaughan will be signing autographs and chatting with fans on Tuesday and Wednesday, November 4 and 5, from 1 pm to 3 pm, in the Herkules booth #11139.

Brendan Gaughan has been a NASCAR Driver since 1997 with his debut in the Camping World Truck Series, and winning this race in 2000. A Georgetown University graduate and a family man, he holds 17 career wins and 83 top-five finishes

EPWI Presents Business Awards

Camaro Wins Champion Spark Plug Contest

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A gleaming, customgreen 1967 Chevrolet Camaro, used as a daily driver by a Jacksonville, FL, enthusiast, is the grand-prize winner

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Industry News of the Champion Spark Plug brand’s “King of the Road” contest.

Tim Kowalchick’s Championpowered Camaro led the voting in the final round of the 10-week contest, which encouraged consumers to enter and select their favorite rides at www.AlwaysaChampion.com.

Champion spark plugs are distributed by Federal-Mogul Motorparts, a division of FederalMogul Holdings Corporation.

Kowalchick, the owner of a specialty automotive service business, received the $5,000 King of the Road grand prize as well as $500 for winning one of the contest’s 10 weekly rounds.

The 2014 King of the Road program garnered more than 550 entries and over 90,000 votes from among the Web-connected Champion community of “Performance Driven” enthusiasts.

“This is the coolest honor and a great reward for all of the hours I spent restoring my car in the driveway,” Kowalchick said. “We’ve won trophies at car shows, but to be selected by Champion and its thousands of fans is something I’ll never forget. I never would have won this if it weren’t for the encouragement of my family and the many friends I have met at car cruises, so I thank all of them.”

For a list of the weekly winners, visit www.AlwaysaChampion.com.

“The best part of this contest was the variety of entries we received, from beautifully restored 60-year-old hot rods to late-model vehicles that have been enhanced with custom paint, wheels and Champion plugs. In each case, the owner obviously invested tremendous time, effort and pride in the project, and Champion is proud to shine a spotlight on their achievements,” said Jessica Wynn, global digital marketing manager, Federal-Mogul Motorparts.

Napa Earthquake Knocks Engine Shop Out of Balance While much of the damage attention from the South Napa Earthquake centered around Napa’s wineries and related business, the racing and performance industry did not escape unscathed.

According to news reports, the 6.0 earthquake in the early morning hours of August 24 caused about 200 injuries, knocked out power to tens of thousands of customers and caused heavy damage to at least 100 buildings.

One of those businesses suffering damage was TEM Performance Machine Shop located in the city of Napa.

TEM Performance Machine Shop, owned by Rich Oliver, was a runner up in the 2013 Performance Engine Builder of the Year award.

While the shop suffered structural damage, its staff were unhurt.

TEM, which specializes in head porting, flow bench, cylinder head research and development, has been in operation since 1997.

"We are down. But we are not out," Oliver said, adding that TEM has set up a temporary office at his wife's Coldwell Banker office nearby.

"They have been extremely supportive of our family over all of the years she has been affiliated with them, so I am able to get some paperwork and such to customers,"

Oliver said.

Oliver said following the quake, the building was recognized by city officials to be extremely dangerous.

"The city fire marshal barricaded the door for safety reasons about two hours after the earthquake. Since then the building has not only been red tagged, it has been condemned," he said.

Oliver said at this time, he does not have an official tally on the damage costs. "Thankfully, we do not own the building. However, as commercial tenants with an existing lease, I just don't have an estimate on the damage right now. But I assume it’s in the multi millions due to the building being a total loss," he said.

Oliver said TEM continues to focus on its customers. "We have a small operation up and running thanks to our business neighbors and do what we have to do to keep our customers going as much as possible," he said. "Now we are in search of a light industrial commercial spot here in Napa. It's a major challenge – but we won't give up."

"Unfortunately, the city we live in does not fancy industrial blue-collar shops. Tourist and wine boutiques are more up their alley. If we find a place, I am anticipating we will be back up and running in about two months," he said.

Not only was the quake's force disastrous, its timing was, too. "We are in the middle of race season and we were working on 42 long block jobs in the shop, as well as some R & D on several prototype heads," Oliver

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explained, adding the shop also had the every day valve jobs for street racers, shops and dealers on their work schedule.

"Unfortunately all these will be on hold or returned in various states until we find a new building."

Oliver, who has been in the rebuilding industry for more than 20 years, will now be in the process of rebuilding his business. "Just know that we are not out of the game. We will be back even stronger, he said, adding the best place for updates it to follow TEM on Facebook. "That's the easiest way we have found to keep everyone up to speed."

Oliver said he also would like to thank the hundreds of people that stepped forward to help him and his family with food, shelter and other needs. "We had 40-plus people show up in a 45-minute notice with trailers, hand trucks and boxes," he said. "These racers and customer did some amazing amount of work in a time their families were scared and needed these dads and husbands at home. I can't even express my gratitude in words."

And while no one can forecast an earthquake, Oliver cast out a positive prediction of his own. "I will tell you, we are going to have one BIG re-opening party at the new location," he said.

Bosch Starts Scholarship Program with UTI Foundation Robert Bosch LLC has established an education scholarship and employment grant program through the Universal Technical Institute (UTI) Foundation with a gift of $50,000. Scholarships will assist students by funding a portion of their technical education at the Universal Technical Institute (UTI), Lisle, IL, campus. Multiple $1,000 scholarships and employment grants will be awarded.

To be eligible for the Bosch Scholarship, students must meet all UTI admissions requirements, plus the specific Bosch Scholarship requirements that can be found at utifoundation.net/scholarships-and-grants. Not all applicants may be selected to receive a scholarship.

For more information visit the UTI Foundation website: www.utifoundation.net. â–

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Remove The Web We have noticed through the years that many previously bored blocks come into our shop that have not had the web at the bottom of the cylinders relieved even with the bottom of the cylinders. Depending upon the bore's oversize, this can be a potential problem point for a quality build. When the web hangs below the bore two problems may occur.

First, the web will bear against the hone head and push it to the side, leaving a bend or small hook in the bottom of the bore, away from the web, and a low spot at the TOP of where the stone stops at the bottom on the web side.

The second problem is that this will usually chip the bottom of the stones. The chipped stones results in this cylinder and the later honed cylinders having a smaller bore/hone size at the bottom of the cylinder. We check every block before honing to catch this potential problem area. We have found that the easiest way to remove the web is to use an extended/long die grinder with two or three 3" cut-off wheels mounted on an arbor to grind the web away. How to see down in the bore easier? The same place that you bought the cheap extended die grinder also gives you a free small LED flashlight with your purchase, so just tape it to the lower end of the die grinder and you have a very cheap, effective, and well lit web removing tool.

Timm Jurincie Auburn Auto Machine Auburn, WA

How To Prevent Re-Ringing No, I’m not talking about re-ringing a V8. Like most EB readers, I’ve worked around cars and loud noises most of my life. I never gave a second thought to the high-pitched whine of an air ratchet wrench, the sound of a milling machine, or a dragster burnout.

Like many readers, and 40 million Americans, I have Tinnitus or ringing in my ears. Noise-induced 12 September2014 | EngineBuilder

hearing loss is one of the most common occupational illnesses.

It is often overlooked because it develops over a long period of time and there are usually no painful effects. Most of us guys are too proud (or dumb) to wear hearing protection, but it’s not too late to start as continued loud noise will make your hearing loss worse.

And young builders should get in the habit of wearing ear protection now. Be sure to enforce a company policy that requires employees to wear hearing protection. If you are not convinced, read OSHA directive CPL 02-02-035. Hearing protection in a machine shop environment is required by law.

Steve Rich Sterling Bearing Inc. Kansas City, MO

Hydraulic Roller Valve Lifter Priming Notice (From G.M. tech bulletin) Notice: Ensure each valve lifter is filled with clean engine oil and the valve lifter does not tip over (plunger down) before the installation of the valve lifters.

The loss of oil in the valve lifter lower pressure chamber or the dry stroking/cycling of the valve lifter plunger will allow air to travel into the high pressure chamber of the valve lifter. Air in the high-pressure chamber of the valve lifter may not be purged causing extensive engine component damage.

Chris Straub Straub Technologies Piney Flats, TN

Inexpensive And Effective Rod Heater This cheap rod heater is one I've used for over 30 years. I've bought and

sold a few traditional rod heaters, but I like this better. It can be used anywhere in the shop. Replacement bottles are available from the hardware store, camp supply or large discounter.

Randy Torvinen Torvinen's Machine Menahga, MN

Bearing Crush And Vertical Clearance One of the most important factors in engine bearing design is a proper fit between the bearing and housing.

Except for thrust washers, nearly all bearings are an interference fit.

This means the bearing is slightly larger than the hole it fits into. In bushings, we refer to this as “Press Fit.” In half shell bearings it’s called “Crush.” The bearing ends extend slightly beyond the split line of the housing.

The bearings are compressed or crushed down into the housing as the bolts are tightened. This creates a radial contact pressure that holds the bearings tight. Bushings are held by a similar radial pressure as a result of being “pressed” into their housing.

We said crush produces a radial contact pressure between the bearing and housing which holds the bearing in place. This radial contact pressure pushes out against the housing and actually causes the housing to become slightly larger. We call this growth “housing bore displacement.” When the housing displaces there is a corresponding increase in clearance.

Typically, connecting rod bore displacement due to crush is about .0005”; main and cam bearing bore displacements are about .0003”.

To determine a bearing’s vertical clearance, (clearance along rod or block centerline) start with housing diameter and subtract bearing centerline wall thicknesses (remember there are two shells) then subtract shaft diameter.

What is left is “theoretical vertical clearance.”

If the rod bearing clearance range shown in the catalog is .0007/.0033”, it is .0005” more than the theoretical

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value calculated. The values shown in the catalog represent the actual assembled vertical clearance range which will occur when the parts are installed.

The locating lug on a half shell bearing registers with a mating slot in the housing to locate the bearing shell. The lug is not intended to prevent bearing rotation.

Crush holds the bearings in place and prevents spinning, just as press fit holds bushings in place which have no locating lugs. Lugs can be positioned differently on upper and lower halves or varied in width to prevent misassembly. A number of late-model engines have even eliminated the location lug completely.

Regardless of lug or no lug, proper positioning of a crankshaft bearing is essential to ensure oil hole alignment with the housing and to prevent interference between the edge of the bearing and the crankshaft fillet radius.

Engine Pro Technical Committee with thanks to Mahle Aftermarket Inc.

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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Shop Talk

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BRITISH INVASION

All the King’s Horsepower!

CONTRIBUTING EDITOR John Gunnel jgunnell@enginebuildermag.com

W

hen Humpty-Dumpty fell off the wall, all the King’s horses and all the King’s men couldn’t put him back together again. However, if Humpty Dumpy drove an MG, Triumph, Jaguar or Austin-Healey, he’d be able to get help putting his broken engine together. In fact, even engine parts for rare British cars like Sunbeam Tigers, Daimlers and Jensens can be found, because these cars shared parts with either other British makes or with American cars.

Interest in British sports cars grew in the U.S. after World War II, when soldiers returning from England brought MG TCs home with them. Known as “America’s First Sports Car,” the rather archaic TC model was great fun to drive on winding country roads and in rallies and races. Soon, other cars from “across the pond” started catching on like wildfire. The sports car races held from coast to coast wore out little cars and created a need for hard-to-get imported parts in the U.S. It wasn’t long before suppliers popped up in the United States.

TOP: Second generation Austin-Healey Sprites and the 1960s MG Midgets shared this four-cylinder engine with dual S.U. carburetors.

BOTTOM: This 1933 MG J3’s is one of 22 made. Its engine blew in a 1949 race at the Goodwood course in England. The pretty little J4 engine was fitted in 2006.

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Shop Talk

The Daimler Dart sports car used this 2.5-liter hemi V-8 that looks like a Mopar mill. Chrysler owned the “Dart” name so the car became the SP250 later.

British Invasion Al Moss was an early British parts retailer. His love of MG TCs drove his automotive interests. Moss had a side job repairing MGs. He rented a shop in Southern California that became a gathering place for sports car enthusiasts. Moss got involved in sports car racing, but had an accident and quit. Together with his friend Howard Goldman, he started focusing on parts and service.

Moss Motors was a service business, but as parts got harder to find, Moss began buying obsolete parts inventories and then started making some parts. By the ‘60s, the T Series MG had become a popular collector car and demand for restoration parts grew. Moss published his first parts catalog in 1962. He had an MG TD made into a truck and delivered parts directly to drivers at racing courses.

With growth in the ‘60s and ‘70s came new parts and catalogs for MGAs, MGBs, Austin-Healeys and Jaguar XK120-140-150s. In 1977, Moss purchased 48 tons of obsolete Triumph inventory from Standard Triumph in England.

Goldman eventually bought

the company. Moss became a large company and today has modern facilities in both California and Virginia.

The market for British car parts in general and engine parts in particular is larger than most people think and Moss Motors is far from the only source of parts. Over 30 years ago, a Kansas City area engineer named Leo Long, who had a passion for British made Sunbeam cars, started Long Motor Co. Today, the company employs over 400 people and warehouses over 40,000 parts in its large Lenexa, KS, facility. LMC sells parts for British cars, Japanese cars and American trucks. The British parts arm of the company is called Victoria British and specializes in supplying parts for the most popular British sports cars.

About 45 people work in the Victoria British business and they handle around 10,000 parts for MG, Sunbeam, Triumph and Austin-Healey models. Other British parts suppliers largely tend to focus on one type of car. Abington Spares specializes in T Series MGs, Scarborough Faire focuses on MGA models, the Roadster Factory is a Triumph specialist, Four in Tune is EngineBuilderMag.com 19

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Shop Talk

ABOVE: British car clubs are big in the hobby. Here members of the Fox Cities British Car Club (www.foxbrits.com) hold a tech session on rebuilding an engine.

LEFT: Even small parts like these rocker arm pedestal shims are readily available from Moss Motors Ltd. and other British car parts suppliers.

known for its Austin-Healey expertise and Spit Bits specializes in Triumph Spitfires. There are dozens of such niche players and most belong to a group known as the British Motor Trade Association (BMTA) that was formed in 2002.

The BMTA website (www.britcar.org) lists contact information for 115 companies in the British car niche.

The interest in these cars boomed during the ‘50s and ‘60s, but started dropping by the early 1970s. Part of the reason was that the British manufacturers had difficulty making their products (which changed little over the years) conform to new U.S. emissions laws.

Sporty AMXs, Camaros, Challengers, Cougars, ‘Cudas, Firebirds and Mustangs made in America arrived in the mid-1960s also stole away additional sales. By the early 1980s, all of the popular mass-market British sports cars were gone. Remaining were high20 September 2014 | EngineBuilder

end Aston-Martins and Jaguars that only wealthy car buyers could afford.

Most British sports cars were small and cute and had small, high-stressed engines that put out much less horsepower than American muscle cars, but plenty of ponies for their size. Driving one is a noisy, wind-inyour-face experience that adds up to excitement on the road. An MG TD has around 52 hp and probably a top speed of 65, if that. However, when you’re driving one that fast, you feel like you’re going 100 mph. It is what “motoring” is all about.

Thanks to their cute looks and appeal, British sports cars often got saved as they aged. MG Midgets and Triumph Spitfires didn’t take up much room and even many “Big Healeys” became third wheels in two-car garages. By the time the last cars made in 1980 turned 20, interest in collecting British sports cars was well along. This second wave of enthusiasm for the high-revving little cars was accompanied by a

growing need for repair shops and replacement parts.

Fortunately, an infrastructure already existed in both areas. British cars had never been easy to fix.

Corner garage mechanics often made them run worse than when they came in. British shop manuals seemed to be written in a foreign language. No wonder foreign car specialty shops popped up everywhere. In the ‘70s-‘80s, they became restoration shops.

Both Moss Motors and Victoria British Ltd. have a widespread dealer network built up by shops, dealers, car club members and even very active hobbyists. These sellers do not have set territories and many use club newsletters, websites, eBay and Craigslist to market the parts they purchase at a discount and sell for a profit. Engine parts sales account for a lot of business that

Pistons are available, too. It’s good to check word of mouth or Internet postings to find the best parts because quality varies.

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Shop Talk

The Triumph TR6 uses an overhead-valve inline six that has lots of power, but is also known for thrust washer wear that causes crankshaft movement.

these dealers see. Many of the early British sports car motors actually evolved from tractor engines and they tend to get rebuilt over and over again.

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British sports car have a reputation for being tight-fitting, eccentric cars with “old school” engineering. There is a joke among enthusiasts that if you own a British sports car, you also need a cell phone to call for help and several good, car-savvy friends, so you don’t call on one friend for too much help. Actually, the early ‘50s models were fairly reliable because of their simplicity. Things became a little more problematic in the late‘60s and ‘70s when the British automakers scrambled to meet the new American smog rules. This led to carburetor switches and all types of weird engine “plumbing” systems.

Today, many fixes have been worked out for the issues the cars were affected by years ago and talented engine builders are turning certain upgrades into profit centers.

For instance, the original thrust bearings on Triumph TR6 engines – a popular six-cylinder model – have a history of wearing and causing crankshaft movement. In some cases, the wear will be so bad, you might find parts that fell into the block. In this case, a shop may have to weld the crank and the rear main cap. Then the machinist swings a full circle and fits thrust washers to the top and bottom on the rear face of the main cap. The thrust washers will be held in place with 1/8-inch tension pins. This will allow reducing the end float from the factory workshop manual’s limit of 0.010 inch to about 0.002-0.003 inches.

The fact that British cars have a reputation for needing lots of engine work isn’t exactly a bad thing for people who fix British car engines or sell parts for them. Enthusiasts seem to accept that repair and maintenance is part of the ownership experience – hence the jokes about needing cell phones and lots of friends. Enthusiasts actually enjoy having their cars torn apart and fixed or improved upon. This mentality among their ranks keeps those specialty repair shops humming and mail order parts requests coming in.

Oil leaks are another common problem that British engines have a reputation for.

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The exhaust manifold is held on as shown in photo and this arrangement works really well for getting a good tight seal against the gasket and block.

Another humorous observation we’ve heard is that the reason the Brits made cars instead of computers is that they could not make computers leak oil! The cars — particularly the early postwar models — have ancient oil sealing setups using wood seals, rope seals or even no seals except a tight fir of metal parts. Companies such as Moss have worked out aftermarket kits promoted as a fix for this problem. Other repair shops push their own cures. British car owners view stopping oil leaks as a contest.

Many are anxious to try the next possibility.

John Twist, who operates University Motors in Ada, MI, told Engine Builder that the British car business is strong today. “These are no longer the rusty, clapped out, poorly maintained British cars reminiscent of our college days in the ‘50s,” he explained. “Many of the British cars you see now are maintained at a high state of restoration and their engines are better than new.”

Twist, who followed his passion

to England years ago and worked for the famed University Motors there, supplements his restorations with wintertime technical seminars.

Thousands of British sports car buffs have taken his courses and hands-on workshops.

He also does a daily telephone Technical Hour from 1-2 pm EST during which he answers questions from British car restorers. He tells his students and callers, “If you want to go fast, buy a Corvette; if you want reliability, buy a Miata; if you want a sports car with a soul, buy a MG!”

Clubs Abound In The British Car Hobby The Old Cars Weekly Auto Club Directory (www.oldcarsweekly.com/clubdirectory) lists over 35 national British car clubs, as well as local and regional chapters and international clubs.

The major clubs for popular brands of cars like Austin-Healey, Jaguar, MG and Triumph each have thousands of members. There are Austin-Healey 1200-4 utilized an OHV four with twin S.U. carburetors.

Similar looking Austin-Healey 3000s went to inline six with three SU carburetors.

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Shop Talk also clubs like the Fox Cities British Car Club (www.foxbrits.com), which has its own clubhouse complete with two car lifts, several workshops, tools and equipment, a winter car storage service, an English pub, a meeting room and a reference library. No wonder 150-member families with more than 200 British cars belong to FCBCC. The growth of vintage racing is another trend that smiles on British engine parts suppliers and repair shops. Although these venues are planned as just-forfun events, there is still a competitive spirit involved. It pushes enthusiasts who race their cars to drive them to their limits. This in itself increases the need for spare parts and mechanical overhauls of cars that are raced.

On top of all this, there are parts like superchargers available to enhance performance and shops that

TOP: Due to shape of bottom end of con rods, the MG TD’s XPAG engine needs to be laid sideways to install rings in the manner shown.

ABOVE: The MG TD XPAG engine started as a Morris tractor motor. In some years a finned oil pan was fitted and in others this smooth oil pan was used.

Set up for vintage racing, this MG TF XPEG four-cylinder engine blew up during a vintage race. It was later replaced with a Ford V8-60 flathead.

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Vintage racing accounts for a lot of engine builds both for repair and for performance upgrades.

This Triumph TR6 races at Road America in Wisconsin.

Shop Talk

specialize in race tuning, speed modifications and chassis strengthening.

Dick Lunney – executive editor of an MG magazine, sees the general British car hobby moving away from original restorations and towards sales of performance upgrades outside vintage racing. He told us, “The most significant recent change is the level of interest in “restifications” whereby classic British cars increasingly are fitted with upgraded or modern engines. This trend would have been frowned upon just a few years ago, but with younger people appreciating British cars – the need to stay factory original has declined.”

It’s hard to quantify exactly how big the British car hobby is. Companies like Moss and LMC will not talk about sales numbers or market trends. Unlike SEMA, the BMTA does not provide survey results or market research or other statistical information about the niche.

Logic suggests the niche is larger than most experts think and is very active. As cars like the modern Mini build a huge following, and as classic Brit cars become resto-mods, we expect The supercharger is stock to see more and more British car equipment on this prewar MG, engines getting both stock rebuilds and but fitting superchargers to later model cars is a great profit upgrades. ■ center for many engine shops.

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Making Headway Head Surfacing and Straightening

C

lean, smooth and flat have always been requirements for proper head sealing whether you are building a stock engine or a monster motor for a ProStock drag car. Head gaskets can only accommodate so much distortion and roughness across the face of the cylinder head and deck.

Soft faced composition gaskets can obviously tolerate more imperfections than a Multi-Layer Steel (MLS) head gasket, but they have limits, too. A surface that is too rough may have too many scratches and deep crevices to prevent a leak-free seal. A surface that is too smooth may not grip and support a composition gasket adequately. And if the surface is not flat enough, the gasket won't be loaded evenly, which can lead to leaks and premature gasket failure.

Resurfacing the desk surface on a cylinder head and/or engine block should restore flatness and achieve the required smoothness provided the procedure is done correctly (not too fast, not too deep of a cut in one pass, and making

32 September 2014 | EngineBuilder

sure the tool bits are sharp and mounted correctly in the milling head).

With late-model production engines that have relatively thin deck surfaces, you are often limited as to how much metal you can safety remove before you weaken the casting or increase compression too much. With overhead cam engines, milling a head or block alters camshaft timing so again you are limited as to how much metal can be safely removed. If you have to go beyond the factory limits, you can compensate by installing a thicker aftermarket head gasket or even using a copper or steel head gasket shim to restore head height back to its original dimensions.

Aftermarket cylinder head and block castings typically have thicker deck surfaces than stock counterparts, so you have more metal to work with if surfacing is needed to achieve a certain deck height or compression ratio. A thicker deck surface also provides additional strength and rigidity for the casting, which is a plus in high

BY LARRY CARLEY, TECHNICAL EDITOR

horsepower applications.

If you are rebuilding a late model OHC engine with an aluminum head, it's not unusual to find a lot of distortion in the head.

Overheating tends to bow the cylinder head up in the middle because heat concentrates in the center of the casting. This, in turn, may bind or even bend the camshaft(s), cause increased cam bearing wear and cam bearing misalignment in the head. If an OHC cam has seized or is broken, it's a sure bet the head is warped and will need to be machined or straightened to restore flatness as well as cam bore alignment.

Straightening Head straightening is often the preferred technique for correcting an OHC head that is out-of-flat or has misaligned cam bores. If you can straighten the head first, and then machine it, it will minimize or possibly eliminate the amount of milling that you will have to do to restore flatness on the deck surface.

The maximum acceptable limit

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Shop Feature for out-of-flat on the deck surface of a cylinder head or engine block will vary with the application and type of gasket.

For a pushrod engine with cast iron heads, out-of-flat should generally be .003 in. (0.076 mm) or less for a V6 head, .004 in. (0.102 mm) or less for a V8 or four cylinder head, and no more than .006 in.

(0.152 mm) in a straight six cylinder head. Aluminum heads and performance applications should be even flatter – no more than .002 in. (.05 mm) out-of-flat in any direction and less than .001 inches out-of-flat across a three-inch span in any direction. If you want it to seal, it has to be as flat as you can get it.

Distortion and wear in the cam bores of heads with overhead cams is critical, so bore alignment must be checked with either a straight edge and feeler gauge or dial indicator. If the bores are off by more than .003 to .005 inches, line boring or head straightening will be required to restore proper cam bore alignment.

One of the tricks to successfully straightening a warped OHC aluminum head is to straighten the cam bores first. Once the cam bores have been realigned, chances are most of the distortion on the deck surface will also have been eliminated.

Straightening requires measuring (to determine how much the cam bores are misaligned and/or the deck surface is out-of-flat), then counter shimming and bolting the head to a heavy steel plate to offset the distortion, then using heat to stress relieve the head so when it is unbolted from the steel plate it will hopefully be much straighter and flatter than before. The shims under either end of the head should equal half the total warping.

Bringing the Heat Once a head has been shimmed and bolted to a heavy steel plate (oneand-a half-inches thick or thicker for rigidity), the head and fixture can be placed in an oven and heated to 450

to 500 degrees Fahrenheit for four hours.

Don't go any hotter or you run the risk of annealing (softening) the casting. Once the oven cycle is complete, allow the head to slow cool back to room temperature. Slow cooling is best because it reduces the risk of stress cracking.

How much cam bore misalignment or out-of-flat can you correct using a thermal straightening process? You can usually correct as much as .030 to .040 inches of misalignment or out-of-flat with a single treatment.

We've heard of some machinists correcting as much as .090 inches of warping by using multiple treatments to gradually straighten a head.

We've also seen people use a rose bud torch to spot heat a cylinder head to correct cam bore misalignment and warping. This technique is more of an art and requires a fair amount of experience to do successfully. That's why the

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shimming method is usually preferred.

Surface Finish The surface finish that's required will depend on the type of head gasket.

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.

To measure Ra or Rz, you need a profilometer. If you don't have one, you are shooting in the dark and assuming the surface finish you're getting is in the ballpark. Maybe it is and maybe it isn't.

The only way to know for sure is to actually measure it. Most dry milling machines with the proper CBN or PCD cutting bits can achieve an extremely smooth surface finish.

If you are building a street

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

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 in.) 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 micro inches, but some

Shop feature continues on page 82.

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BROUGHT TO YOU BY:

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BY BOB MCDONALD, CONTRIBUTING WRITER

T

Power Stroke Powerplants

Power Stroke Feature

FORD’S

BY BOB MCDONALD

6.0L Power Stroke vs. the 7.3L Power Stroke

he 6.0L Power Stroke (shown above) has had a terrible reputation since its birth in 2003.

I am sure that if you follow the diesel community, you will know that the 6.0L engines have suffered from quite a few plagues that have troubled them since their existence. The extent of the repairs become overwhelming and owners tend to cut their losses and send them on down the road.

On the top of the list of repairs would be the head gaskets and EGR coolers followed by stuck veins in the turbochargers, sticking injectors, high pressure oiling system leaks, faulty high pressure oil pumps, FICM (Fuel Injection Control Module) failure, oil coolers, and various sensors and actuators.

Because of these enormous failures, which can be quite costly, the 6.0L never lived up to the reputation of its forefather the 7.3L Power Stroke. The biggest question that I hear from customers is, “Why did Ford replace the 7.3L with the 6.0L?” There are good reasons as to why the 7.3L Power Stroke had to be removed from service and these reasons brought about many changes in the Power Stroke platform.

In order to appreciate the Power Stroke, think about what was taking place in the early 1990s with the “Big

Three’s” diesel programs. You have to remember, the Cummins in the Dodge truck was taking the market share in diesel power, so Ford needed something that was going to be able to compete with Dodge. GM’s division, Detroit Diesel, also had been offering a diesel engine for the Chevrolet truck, which had been in existence since 1982, known as the 6.2L, which ran in production until 1993. GM never did introduce the 6.2L as a powerhouse,

but more for fuel efficiency. Trust me; this engine was no threat to the performance market.

To keep up with the Cummins, in 1993 GM produced another engine known as the 6.5L, which was turbocharged. This engine was introduced using the Stanadyne DB-2 mechanical pump. From 1994 until 2000, GM used the Stanadyne DS-4 electronic mechanical pump. The DS-4 electronic pump became a nightmare

In 1993, to increase power, International incorporated the use of a turbocharger for the 7.3L IDI engine. The gain was approximately 10 horsepower and 50 ft. lbs of torque.

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Power Stroke Feature for GM. The pump had a fuel driver module mounted on the side of the pump known as the PMD (Pump Mounted Driver), which had massive failures and became very unreliable.

So, GM owners were becoming Dodge and Ford owners because of reliability issues with the 6.5L engines. This malfunctioning electronic mechanical injection pump ended up costing GM a lot of money due to the loss of truck sales for approximately eight years until the release of the Duramax.

Something to point out here is Ford did not create the Power Stroke or it’s predecessor the 6.9L and 7.3L

IDI (In-direct Injection) diesel engines. These engines were produced by International. The 6.9L was offered in the 3/4- and 1-ton Ford trucks from 1983 to 1987. The 7.3L followed from 1988 to 1993.

In 1993, the 7.3L was offered with a turbocharger to try to keep up with the Cummins. But, you have to remember, these IDI diesel engines were offered as a fuel efficiency alternative for the gasoline engines, not for high power output. Of course with Cummins leading the way, competition among the manufacturers was the name of the game. In 1994,

Ford offered the 7.3L DIT (DirectInjection Turbo) Power Stroke diesel engine. This engine hit the ground running and immediately started gaining everyone’s attention and trust. This engine was a totally new platform from the previous 7.3L. Contrary to what others may tell you, the only thing that these two engines had in common were bores and strokes. Everything else was totally different and would not interchange.

Take a look at the tables below to get an idea of how the “Big Three” manufactures stacked up with diesel power in the early years.

Domestic Diesel Engines ENGINE Manufacturer Production Displacement Bore Stroke Compression Ratio Horsepower Torque

6.0 LITER POWER STROKE International 2003-2007 365 cubic inches 3.74" 4.134" 18.0:1 325 @ 3300 rpm 560 ft lb @ 2000 rpm 2003-2004 MY 570 ft lb @ 2000 rpm 2005-2007 MY

ENGINE Manufacturer Production Displacement Bore Stroke Compression Ratio Horsepower Torque

GM 6.2 LITER Detroit Diesel 1982-1993 379 cu. In. 3.98" 3.80" 21.5:1 130 @ 3600 rpm 240 lb ft @ 2000 rpm

ENGINE Manufacturer Production Displacement Bore Stroke Compression ratio Horsepower Torque

5.9 LITER 12 VALVE Cummins 1989-1997 359 cu. In. 4.020" 4.72" 17.0:1 160 @ 2500 rpm (for 1989) 400 lb ft @ 1600 rpm (for 1989)

ENGINE Manufacturer Production Displacement Bore Stroke Compression Ratio Horsepower

7.3 LITER IDI International 1988-1993 444 cu.in.

4.11" 4.18" 21.5:1 185 @ 3000 rpm Turbocharged version in 1993 had 190 @ 3000 rpm 338 lb ft @ 1400 rpm Turbocharged version in 1993 had 388 lb ft @ 1400 rpm

Torque

ENGINE Manufacturer Production Displacement Bore Stroke Compression Ratio Horsepower Torque

GM 6.5 LITER Detroit Diesel 1992-2000 397 cu. in.

4.060" 3.82" 21.3:1 215 @ 3200 rpm 440 lb ft @ 1800 rpm

ENGINE Manufacturer Production Displacement Bore Stroke Compression Ratio Horsepower Torque

6.9 LITER IDI International 1983-1987 420 cu.in.

4.00" 4.18" 20.7:1 170 @ 3300 rpm 338 ib ft @ 1400 rpm

40 September 2014 | EngineBuilder

ENGINE Manufacturer Production Displacement Bore Stroke Compression Ratio Horsepower Torque

7.3 DIT POWERSTROKE International 1994-2003 444 cu. In. 4.11" 4.18" 17.5:1 210 @ 3000 rpm in 1994 275 @ 2800 rpm by 2003 425 lb ft @ 2000 in 1994 525 lb ft @ 1600 rpm by 2003

These charts provide insight on how the “Big Three” manufactures stacked up with diesel power in the early years.

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Power Stroke Feature

Customer Demands Because there were greater demands for more fuel economy, power and lower emissions in the 90s, International created the Power Stroke to meet these demands. By 1994 all diesel engines would be required to meet emissions demands by lowering the NOx (Nitrogen Oxide) gas coming from the tailpipe.

The 7.3L Power stroke would incorporate one device known as a DOC (Diesel Oxidation Catalyst) also referred to as a catalytic converter.

With the engine being electronically controlled and a DOC, emissions demands along with power and economy could be met.

Here is how the Power stroke engine is designed and the functions that make it so unique. The Power stroke engine is also known as a HEUI (Hydraulically Actuated Electronically Controlled Unit Injection) design. This is where highpressure oil and electronics are used to control fuel injection timing and fuel pressure, which is very critical on a diesel engine. This way, the control of fuel timing would not be dependent on engine speed as in the case with mechanical injection pumps of IDI engines. Also, higher injection pressures are available throughout the entire operating range, from idle as well as higher RPM. The HEUI system consists of five major components in order for the engine to operate properly. These are the PCM (Powertrain Control Module), IDM (Injector Driver Module), high-pressure oil pump, IPR (Injection Pressure Regulator), and the injectors.

The PCM monitors eight sensors from the engine and controls the operation of the fuel system. Each sensor generates a signal voltage from a specific engine function, which is relayed back to the PCM through the wiring harness.

The eight sensors are: APPS – Accelerator Pedal Position Sensor There is no throttle cable on this engine, this system is also known as “fly-by-wire.”

The APPS is attached to the accelerator pedal inside the cab. As the accelerator pedal is moved, the APPS will send signals to the PCM with the

driver’s demand for power. The PCM translates these signals to deliver the desired fuel quantity, injector timing and injection control pressure.

Attached to the accelerator pedal is what is known as an IVS (Idle Validation Switch). When the accelerator pedal is in the relaxed position, the IVS will send a signal to the PCM, which indicates that the driver foot is off the accelerator pedal and the engine will idle.

One safety feature to mention: If there is ever a controversial signal received by the PCM, meaning that the APPS is out of correlation, a fault will set and the engine will not accelerate, it will only idle.

CMP – Camshaft Position Sensor The CMP is a hall effect type sensor which is located in the front cover. On the front of the cam gear is a mounted target wheel slotted with windows.

As the windows in the target wheel pass the CMP, a frequency is generated through the magnetic field of the CMP and received by the PCM.

determine the amount of high-pressure oil that is being supplied by the highpressure oil pump to the injectors.

MAP – Manifold Absolute Pressure The MAP sensor is a variable capacitance pressure-sensing disc that is mounted on the cowl near the right side hood hinge. It has a rubber hose coming from the sensor that is connected to the intake manifold.

When the turbo starts to boost and pressurizes the intake, the pressure pushes on the disc inside the MAP sensor to tell the PCM that more fuel quantity is needed.

EOT – Engine Oil Temperature The EOT sensor is a thermistor that uses resistance to determine oil temperature. The PCM will read the resistance as in when the oil temperature increases, the resistance decreases.

This resistance provides temperature of the oil to the PCM so the PCM can tailor the fuel quantity, Camshaft reference for the cam sensor is done by a target wheel with “windows” that is mounted to the camshaft gear. Notice the wider “window” on the target wheel and how this is referenced by the marks on the cam and crank gears to align cylinder #1 at TDC.

The frequency of the windows passing by the sensor along with the width of the window tells the PCM cylinder position along with engine speed. If the CMP is inactive, the engine will not fire.

ICP – Injection Control Pressure The ICP sensor gives feedback to the PCM about the high-pressure oiling system. The ICP on the 7.3L is found installed in the high-pressure oil galley of the driver’s side cylinder head. The ICP is known as the “eyeballs” on the high-pressure oiling system. The signals sent to the PCM by the ICP

injection timing, glow plug operation, and exhaust back pressure. When oil temperature is below 122F, low idle is increased to 900 RPM for faster warm-up.

IAT – Intake Air Temperature Mounted in the intake air cleaner and used to measure incoming air temperature through a thermistor to provide signals to the PCM. The PCM uses the IAT to enable the exhaust back-pressure control for faster warmup.

BARO – Barometric Pressure This sensor is located under the dash of the vehicle to measure atmospheric pressure, which the PCM uses to EngineBuilderMag.com 41

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Power Stroke Feature determine altitude. The PCM will use signals from the BARO to determine “glow-plug on time,” along with injection timing and control.

EBP – Exhaust Back Pressure The EBP sensor is mounted next to the high-pressure oil pump reservoir on the front of the engine and is connected by a metal tube to the right side exhaust manifold. The exhaust pressure enters the tube and is measured by the sensor. The sensor will send signals to the PCM about the pressure in the exhaust system.

The pressure in the exhaust is controlled by the exhaust backpressure actuator used for warm-up purposes in cold weather. This sensor is the “eyeballs” for the PCM to control the exhaust back-pressure actuator.

Using these eight sensors, the PCM will control the engine’s performance with two actuators. The actuators receive electrical signals from the PCM, which in turn will move the actuator causing a change in controlled function.

The two actuators are: IPR – Injection Pressure Regulator The IPR is an electronically controlled pressure control valve. The IPR is mounted in the back of the highpressure oil pump. In order for the engine to run, the high-pressure oil pump has to produce anywhere from 450 to 3000 psi of oil pressure.

Depending upon the load of the engine, the IPR will be actuated to open and close which will increase or decrease the output of the highpressure oil pump. The IPR is also known as the “hands” of the highpressure oiling system. The PCM will use the “eyeballs” of the highpressure oiling system, which is the ICP sensor to determine if the highpressure oil requirements are being met for load conditions based on input from other sensors.

EBPR – Exhaust Back Pressure Regulator The EBPR controls the actuation of the Exhaust Back Pressure Valve. On the exhaust side of the turbo there is flap 42 September 2014 | EngineBuilder

hood against the driver’s side fender well. For the 1999 to 2003 models, because of the body design change, the IDM was mounted up underneath the driver’s side inner fender well next to the driver’s side door.

The injection cycle is very unique in the way that the fuel is directly injected and how the higher injection pressure is obtained. The injectors are placed in the cylinder heads so as the A flap was placed in the exhaust side of the nozzle’s tip is near the middle of turbo for warm up purposes. When the engine is the combustion chamber in cold, the PCM will command an actuator to close between the intake and exhaust the flap which will increase back pressure on the valves. engine restricting the exhaust to aid in warm up.

Near the top of the cylinder head is a high-pressure oil galley mounted in a housing that can block and at the bottom of the cylinder head exhaust gas from entering the tail is a fuel galley. The injector has two pipe. This flap will close off the chambers. The chamber at the top is for exhaust gas and increase back high-pressure oil to enter and the pressure on the engine to help aid in chamber at the bottom is for fuel to engine warm up in cold weather. enter. When the engine is running, fuel The EBPR is mounted in the turbo has entered the lower chamber and is mount housing and uses lube oil that waiting to be compressed. The IDM is directed to the turbocharger to energizes the injector solenoid, which control the movement of the exhaust back pressure valve. The PCM In this cutaway view of the cylinder will open and close the exhaust back head, you can see the water passages that surround the injector cup to cool pressure valve by actuating the EBPR from information provided by the injector along with the oil barrel passage at the upper left and fuel the EBPS. supply passage in the center.

Injection Issues As the PCM receives signals from the eight sensors and determines that the injector should be fired, the PCM sends a fuel delivery control signal to the IDM (Injector Driver Module). The IDM is basically a transformer box that sends a current pulse to energize the injector solenoid. The timing and duration of the IDM pulse is controlled by the PCM. When the IDM pulses the injector solenoid, the energy of the pulse is equal to 100 volts and 7 amps. On 1994 to 1997 models, the IDM is mounted under the

An inside look of the injectors bore of the cylinder head, you can see the high pressure oil passage that feeds the injector at the top and the fuel passage at the bottom along with the removable injector cup.

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Power Stroke Feature opens the path for high-pressure oil that is surrounding the injector to enter the injector body. Inside the injector is what is known as an intensifier piston.

Pressure builds on the intensifier piston, which pushes down on a plunger.

The downward movement of the plunger pressurizes the fuel beneath it in the injector, which causes the nozzle to open. Then fuel is sprayed into the cylinder. Something important to note about the injection cycle, the intensifier piston has a surface area that is seven times greater than the plunger.

When the engine is at idle, highpressure oil pressure is around 500 psi.

At wide open throttle, high-pressure oil pressures can reach 3000 psi.

So the injection pressure at idle that is being distributed at the nozzle would be: 500 x 7 = 3500 psi. At wide open throttle, the injection pressure out of the nozzle would be 3000 x 7 = 21,000 psi.

This is what made the HEUI design more efficient than a rotary mechanical pump because of the fact that higher injection pressures could be reached and sprayed directly into the port.

takes in low-pressure lube oil from the engine’s oil pump and “charges” it up to produce high-pressure oil. The HPOP is basically a hydraulic pump that then distributes this high-pressure oil to the cylinder heads by highpressure hydraulic hoses.

High-pressure oil is now being distributed to the cylinder heads waiting to enter into the injectors. The HPOP pressure is controlled by the PCM using the ICP to see what pressure is in the cylinder head and the IPR to increase or decrease this pressure depending on the demands being placed on the engine from the eight sensors sending information to the PCM.

Expiration Dates

Oil Outputs The high-pressure oiling system that feeds the injectors gets its oil supply from the engine’s lube oil system. The engine’s lube oil system is broken down into two parts: a low pressure and high pressure system.

The low-pressure system consists of the engine’s lube oil pump, which is mounted on the front cover of the engine and driven by the crankshaft.

As the crankshaft turns the gerotor style oil pump spins, which pulls oil from the oil pan through the pump and into the front cover.

Oil is then pressurized and sent through the engine’s oil cooler where it enters the oil filter. As oil exits the filter, it enters the oil galleries of the engine block to feed the main bearings, cam bearings, lifters, rocker arms, and turbo. There is an oil galley inside the block at the front of the engine that splits off from the path that joins the galley where oil enters the oil cooler. This galley is the passage that delivers pressurized lube oil to the high-pressure oil pump (HPOP).

The HPOP is mounted in the valley in the top of the engine between the cylinder heads below the fuel filter 44 September 2014 | EngineBuilder

TOP: The engines oil pump is gerotor style. When removed from the front cover, the internal components are simple in design and very reliable.

CENTER: When mounted to the front cover, the gerotor pump brings oil in from the oil pan through the pick up tube and pressurizes the oil through passages in the block. Above the oil pump to the left is the camshaft position sensor.

BOTTOM: With the front cover removed from the engine, you can see the passageway cast into the front cover to carry pressurized oil to the block. If you look closely, you will see there is a small hole in the passageway that feeds the block to deliver oil to the HPOP.

basket. The HPOP is a pump that has a gear that is turned directly by the camshaft gear. As the HPOP turns it

Now that there has been a crash course on how the 7.3L Power Stroke engine functions, we can examine why it became extinct. The race among the manufacturers was in full swing to bring their diesel engines up to compliance by the year 2004. Even though the 7.3L did landmark the Ford truck, the engine would fail to be emissions compliant for 2004.

NOx gas being emitted from midsize diesel engines was still the target. A second tier of emissions regulations were going into effect and efficiency would also become a factor. The easiest solution at this time to lower NOx gas was the use of the EGR (Exhaust Gas Recirculation) valve.

Under normal operating conditions when exhaust gas is re-introduced into the engine, NOx gas is reduced. The problem is exhaust gas lowers the efficiency. When the engine is running, oxygen is entering the turbo and compressed into the engine’s cylinders.

The diesel fuel is injected and the flame front produces a tremendous amount of heat. If the EGR valve is open, the exhaust gas has displaced the oxygen entering the cylinders and lower combustion temperatures occur. This effect may lower NOx, but the trade off is incredible.

Not only do you get a cooler burn so the efficiency drops, but soot becomes a problem. Lower combustion temperatures produce soot, which tends to clog everything up. Even though there has never been any statistics released on the engine’s efficiency drop from EGR, some

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Circle 45 on Reader Service Card for more information

37-52 Ford Powerstroke 9/16/14 2:51 PM Page 46

Power Stroke Feature research has proved that there can be as much as a 3% power decrease.

All though the 7.3L was a reliable engine, it was not all together efficient.

Introducing exhaust gas back into the 7.3L would prove to be disastrous in trying to overcome emissions regulations. In order to meet these demands, International took a whole new approach and invented the 6.0L Power stroke.

ABOVE In order to reduce NOx emissions, the 6.0 liter incorporated an EGR valve. The valve was placed on top in the front of the intake manifold next to the oil filter.

RIGHT: Depending on operating conditions, the EGR valve would open allowing exhaust gas to enter the engine to be re-burned.

Now for the 6.0L, the cylinder head would have four valves per cylinder.

There are two intake valves each measuring 1.33” and two exhaust valves each measuring 1.10”. But, the valves were placed in the cylinder head in a “twisted” fashion with two separate intake runners per cylinder.

The reason for the “twisted” position was to help introduce swirl into the combustion chamber.

Remember, the combustion chamber is part of the piston bowl. The higher the port swirl is in the combustion chamber, the more efficiently diesel fuel will ignite. This also helps reduce the “knocking” sound that older diesel engines produced when the fuel was ignited.

With swirl being increased, the piston bowl was changed so that it was centered in the top of the piston. The 7.3L piston bowl was offset because there were only two valves per cylinder positioned in the lower part of the cylinder head.

Engine Engineering New Kid on ‘The Block’ Unique would be a good way to describe it, because now the engine was smaller.

The stroke was increased and the bore decreased from that of the 7.3L. Not only was the engine smaller with 365 cubic inches, but the engine was totally revamped. Changes included different engine gear train, cylinder heads, turbo, injectors, HPOP oiling system, more sensors and actuators, and an EGR cooler and EGR valve.

For most applications, improvements for any engine come from cylinder head modifications.

The high-pressure oiling system was also changed. For the 7.3L, the HPOP was in the center of the engine

ABOVE: “Soot” becomes an issue when utilizing an EGR valve. The exhaust gas displaces the oxygen which in turn creates a cooler ignition burn. BELOW: The cooler burn creates soot which as you can see has collected on the EGR valve and inside the intake manifold.

Circle 46 for more information 46 September 2014 | EngineBuilder

The combustion chamber in the piston bowl also changed. The 7.3L (left) is farther down and more offset with the valve position in the head. Whereas the 6.0L combustion chamber in the pistons bowl (right) is more centered for valve placement and swirl. Notice the differences in bore size.

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Power Stroke Feature

ABOVE: For 2003 MY engines, the highpressure oil rails were log-style that sat on top of the injectors.

BELOW: Later year models had redesigned high-pressure oil rails which were a “bladder” style which were more efficient in supplying high pressure oil.

The photos ABOVE should give an idea of the difference in size of the engines of the 6.0L and 7.3L engines.

The cylinder heads changed as far a number of valves along with valve placement in the cylinder head and injector location.

underneath the fuel filter basket and gear driven by the camshaft gear in the front of the engine which was driven by the crankshaft gear. The HPOP had high-pressure lines that feed “barrel” passages in the cylinder heads.

For the 6.0L, there are no “barrel” passages in the cylinder heads. The

ABOVE (three photos): The engines oiling system for the 6.0L is very similar to that of the 7.3L. The gerotor style pump is mounted to the front cover and the front cover distributes the oil to the engine. The biggest change is that when the front cover is removed, there are no gears behind the cover.

high-pressure oiling system is totally contained in the engine.

The problem seen in some instances with the 7.3L was the high-pressure lines coming from the HPOP would crack or break. When this happened, high-pressure oil would spray the entire engine compartment and quickly empty 15 quarts of oil from the crankcase.

LEFT, TOP: The high pressure oiling system for the 6.0L was moved to the rear of the engine.

LEFT, BOTTOM: The HPOP is placed under a cover at the rear of the engine and driven by the gear-train.

This could also be a fire hazard if the engine was under heavy acceleration where the exhaust system can get extremely hot. In the 6.0L, the

HPOP is driven by the camshaft, which in turn is driven by the crankshaft. This gear train is now in the rear of the engine. The HPOP is positioned in a compartment in the top of the engine at the rear of the block.

Hydraulic steel lines run in the block from the pump to fittings in the lifter valley. These steel lines are also known as “branch tubes.” From fittings in the lifter valley there are standpipes that carry the high-pressure oil to the cylinder heads. The standpipes connect to an oil rail or bladder that sits in the top of the injectors.

The fuel passages in the head are similar to that of the 7.3L where it is delivered through a galley in the cylinder head where it feeds the lower portion of the injectors.

The injectors for the 6.0L are very different from that of the 7.3L. The 6.0L injector is still a HEUI design, but in a very compact way.

On the 7.3L, when the solenoid was energized, this opened a passage that allowed high-pressure oil in to act on the intensifier piston. The internals of this injector where spring loaded so after the injection cycle started and completed, the springs being compressed would return the working mechanisms inside the injector to a closed position to get ready for the next EngineBuilderMag.com 47

Sideb Pisto

By L As d so do th subsequ gine. On stroke d ton con 1992 to turbo p 7.3L tur larger d strength turbo p chambe other di pistons mated t On the the sma the pist vide gre rods are caps.

One 1994-’97 cylinde taminat didn’t s unfilter gine. Th adequa Larger c are avai should cylinde found.

End

37-52 Ford Powerstroke 9/16/14 2:51 PM Page 48

Power Stroke Feature cycle. The 6.0L has two working coils per injector that operate at 48 volts each. One is to open the spool and one is to close the spool.

The spool, when energized, has to move .015” within a matter of milliseconds to allow high-pressure oil into the intensifier piston. When the “open” solenoid is energized the spool will move to allow high-pressure oil in.

The PCM controls how long to hold the “open” solenoid energized and then actuates the “close” solenoid to return the spool to the closed position.

By using two solenoids, the injector’s body could be made smaller.

Since the cylinder heads have four valves per cylinder, the small bodied injector could be placed in between the four valves in the center of the cylinder.

The internal mechanisms of this injector are also spring loaded, which will return their internals to a closed position for the next injection cycle.

Something to note here is that under full throttle, the coils on the injectors can actuate 27 times a second. The voltage to actuate the injectors on the 6.0L comes from the FICM (Fuel Injection Control Module).

The FICM is controlled by the PCM based on inputs from the engine’s

ABOVE: The injector for the 6.0L was much smaller in design, so placement could be in the middle of the combustion chamber between the valves (BELOW). It also has two solenoids placed on either side for open and close.

BELOW: The FICM is bolted to a bracket on top of the drivers side valve cover. The FICM produces the 48 volts that when commanded by the PCM, will open and close the injectors.

sensors. The FICM is located on a bracket that is fastened to the top of the driver’s side valve cover.

Adding Sensors

ABOVE: The injector for the 7.3L had a large body and was positioned above the valves with a solenoid on top for actuation (BELOW).

Now for the 6.0L engine, there are more sensors and actuators that are used by the PCM than that of the 7.3L. The reason for the increase in the electronics is for more control of the engine.

Demands for more specific fuel calibration become a factor when the object is to lower emissions.

Additional sensors and actuators provide more feedback and the ability for more precise control of engine functions. In addition to the eight sensors found on the 7.3L, the 6.0L has four additional. Also, there are three more actuators controlled by the PCM.

The four additional sensors are: ECT – Engine Coolant Temperature This is a thermistor type sensor used by the PCM to read the temperature of 48 September 2014 | EngineBuilder

ABOVE: The PCM for the 6.0 liter is a part of this module which is located in the drivers side fender well behind the battery. The center harness connection of the module is for the engine, the other two connections are for the transmission and body.

the coolant. The PCM uses the resistance changes of the sensor as the coolant is cold and then heated to operating temperature to tailor fuel calibration. The PCM also monitors the ECT for coolant fan clutch operation. The 6.0L has an EVFC (Electronic Viscous Fan Clutch) which is a part of the coolant fan assembly.

With the use of the EVFC, the fan can free wheel when coolant temperatures are cold so less air can be pulled into the radiator.

When coolant temperatures increase or the A/C is turned on, the PCM can pulse the EVFC, which will engage the clutch to spin the fan.

CKP – Crankshaft Position Sensor The CKP is a hall-effect type sensor that is used to read a target wheel that is mounted on the crankshaft. The target wheel is also known as a 60 minus 2.

The target wheel has 58 teeth

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Circle 49 on Reader Service Card for more information

37-52 Ford Powerstroke 9/16/14 2:51 PM Page 50

Power Stroke Feature mounted on a steel disc that is bolted to the crankshaft. There is a gap in the target wheel that is where two of the teeth are missing. As the target wheel passes the CKP there is a break in the magnetic field, which relates crank speed and position relative to TDC to the PCM. The CKP also is in sync to the CMP for proper cylinder firing and detection for a cylinder misfire.

EGRVP – Exhaust Gas Recirculation Valve Position This sensor is a potentiometer that is a part of the EGR valve. The EGRVP relays information to the PCM concerning how far the EGR valve is open. This way the PCM can monitor proper EGR function.

MAF-Mass Air Flow

PCM the amount of air that is being taken in by the engine. This sensor also helps in more precise fuel calibration of the engine. Inside the module of the MAF is also another sensor known as IAT#1 (Intake Air Temperature #1).

Same as the 7.3L, where incoming ambient air temperature is measured for the PCM.

IAT (2) – Intake Air Temperature Sensor #2 This is also a thermistor type sensor mounted in the intake manifold. The sensor will change resistance with air temperature changes. This sensor is used by the PCM to determine if the compressed air inside the intake manifold is satisfactory for the operating conditions at the specific time. Also used by the PCM for more precise fuel calibration.

The three other additional actuators are: EGR – Exhaust Recirculation Valve

An electronic viscous fan clutch is controlled by the PCM of the 6.0L to control engine temperature. The valves in the clutch fan will open or close from commands from the PCM which will increase or decrease the fan speed.

The MAF is mounted in the air intake tract between the air filter and the turbo inlet. The body of the MAF consists of a module that houses a heated wire. As air passes across the heated wire, it cools the wire. The wire is heated to approximately 392F above ambient temperature and the PCM monitors the voltage needed to keep the wire heated to this temperature.

This voltage measurement tells the

In order to lower emissions, the EGR valve opens and allows exhaust gas to enter the engine to be re-burned. When conditions are optimum for EGR valve operation, the PCM will command the valve to open at a specific rate. The PCM uses the EBP and the EGRVP to

The EGR cooler which cools the exhaust gas before it enters the intake is mounted on top of the engine on the passenger side underneath the intake manifold.

control how far the valve needs to open for the current operating conditions. Before exhaust gas can enter the intake manifold on a diesel engine, it must be cooled.

Exhaust temperatures for a diesel engine can be in the range of 1200F or more under load. In order to cool the exhaust gas entering the intake, it must pass through an EGR cooler.

This is basically a small radiator that is mounted between the exhaust pipe and intake that has flues and fins that engine coolant is circulated through to cool the incoming exhaust gas.

VGTCV – Variable Geometric Turbo Control Valve The turbo on the 6.0L has a series of veins in the exhaust housing. The veins are mounted to a unison ring that will rotate a small degree in either direction.

When the unison ring moves, depending on which direction, the veins will either open or close.

The veins will direct exhaust gas flow inside the turbine housing to push upon the exducer wheel of the turbo.

How fast the turbo can spool is dependent on where the exhaust gas pushes on the exducer controls .

This allows lower RPM turbo operation for quick response and also top end acceleration at higher engine speeds. The purpose of the Variable Geometric Turbo Control Valve is to move the unison ring in order to move the veins.

The VGTCV is mounted in front of the turbo and uses the engines oil pressure that is used to lubricate the turbo to move the unison ring. It is basically a hydraulic valve where it takes oil pressure and turns it into a working fluid for turbo actuation.

GPCM – Glow Plug Control Module The GPCM is a solid state type relay that is mounted at the front of the passenger’s side valve cover. The

DID YOU KNOW...

As diesel engines continue to evolve, so do the piston designs that are used in subsequent generations of the same engine. On Ford 6.9L and 7.3L Power Stroke diesel engines, four different piston configurations have been used from 1992 to 2004.

These include the 6.9L non-turbo piston, a 7.3L non-turbo piston, a 7.3L turbo piston with a significantly larger diameter wrist pin for added strength, and a 7.3L direct injection turbo piston with a recessed combustion chamber in the top of the piston. Another difference is that the non-turbo pistons in the 1994-’98.5 7.3L engines were mated to conventional forged steel rods. On the newer 1998.5-2004 7.3L engines, the small end of the connecting rods and the piston pin bosses are tapered to provide greater support for wrist pin. The rods are also powder metal with cracked caps.

50 September 2014 | EngineBuilder

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Power Stroke Feature

To utilize boost for engine performance throughout the entire rpm range, the 6.0L used a Garrett variable geometric turbo. The position of the veins, controlled by the PCM, would direct flow of exhaust gas to the exducer wheel of the turbo, which would change boost characteristics supplied to the engine.

repairs such as blown head gaskets, sticking injectors, and stuck veins in the turbo, failing FICM, and leaking EGR coolers.

After a few run ins with some of the above mentioned repairs, owners often end up selling the vehicle before they get in too deep.

I can’t say that I blame them. The 6.0L can become a money pit.

Although they made more power and torque versus their size and cubic inch, they could not live up to the reliability of the 7.3L. Over the course of its four years in existence, the 6.0L underwent quite a few changes to help improve reliability.

Here are some examples of the changes for the 2004 and 2005 model year.

• A “scoop” was added to the exhaust up pipe to smooth out exhaust gas flow to the EGR cooler.

• The EGR throttle blade was eliminated. For previous years, a throttle blade was placed in the intake which would close when the EGR valve was open.

The blade was placed in the intake to help siphon in exhaust gas in under EGR valve actuation. It was later determined that the blade was of little help.

Wrapping Up Something to mention here is that the 6.0L Power Stroke diesels are often associated with premature head gasket failure.

Head gasket failures often result in

2004

glow plugs are needed in cold weather conditions to warm the incoming air in the combustion chamber. The warm air makes for easier starting and less smoke in cold weather start up.

The GPCM is used by the PCM to supply voltage to the glow plugs when they are needed and monitor how long they are engaged. The GPCM also sends feedback to the PCM when one or more of the glow plugs become shortened and no longer functions.

Even though the 6.0L does have more sensors and actuators that give the PCM more control over the engine’s functions, the engine is more efficient. With the different bore and stroke along different design of cylinder heads and injectors, the engine is still an effective HEUI design.

But, the 6.0L leads the trail on engine repair costs among diesel engines from 2003 to 2007. These engines have been plagued with

• New piston bowl design to improve emissions • Glow Plugs were shortened by 1.2 mm to accommodate the new pistons • New camshaft design • Water pump impeller was increased from 90mm to 100mm • New FICM bracket with upgraded isolators to help in vibration • New high-pressure oil rail design to reduce engine noise and improve fuel economy by reducing pressure drop to injectors • Revised HPOP to meet the demands of the new high pressure oil rails • ICP sensor relocated to the front of the passenger side head • Cross-over section on the back of the intake manifold was eliminated • EGR throttle blade eliminated • Square EGR cooler to replace the round design • Three fins were added to the turbo compressor wheel

2005 • Peak torque changed from 560 lb.ft. to 570 lb.ft.

• Turbocharger bearing size increased •Revised HPOP • New high pressure oil rails for the cylinder heads. The ball tubes that sit in the injectors from the high pressure rails were made 2mm longer. These are not interchangeable with earlier 2004 version • EGR valve was improved

Federal-Mogul recently introduced a head gasket to address sealing concerns on the 6.0L Power Stroke.

engine damage due to leakage of combustion gasses into the engines cooling system. Some engines have seen combustion leakage as early as 50,000 miles. Most of these engines see heavy loads and severe service life in which the original multi-layer steel gaskets tend to fail.

Federal-Mogul has introduced a head gasket that has been engineered for the 6.0L Power Stroke to address the sealing concerns with OE gaskets.

These gaskets are multi-layer steel construction with an advanced embossment design that creates increased spring force and more robust sealing contact under extreme loads.

Also, these gaskets address premature push rod wear leading to oil contamination associated with OE gaskets by making the pushrod holes in the gasket over-sized and coating the guide holes with a non-abrasive material. ■ EngineBuilderMag.com 51

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Circle 52 on Reader Service Card for more information

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Circle 53 on Reader Service Card for more information

Diesel Dialogue

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The Origin of “Coal Rolling” How It Came into Existence

I

t’s funny when I think about the generation change as it relates to cars. When I was in high school, it was all about performance and there was nobody who wanted to be seen driving to school in a four-door automobile. It was all about high performance in a two-door car that could pound the ground, never be too loud, not emissions compliant, and gas mileage was not a problem.

Being “king of the hill” among your classmates was all about who had the baddest (yes, that is a word) and fastest car. I guess it is still the same today, just in a different way.

Today, the younger generation

prides itself in the awe of a diesel truck. Who would have ever thought it?

But, it is a great thing and in essence a beauty. The diesel truck has come a long way and is something to be proud of. I feel as though it opens up a learning opportunity for the younger generation on the changes that have taken place in diesel design that allows them to enjoy the earthshattering torque that they feel in the seat of their pants. But, there is one matter of importance that needs to be clarified when taking in the appreciation of the modern day diesel engine. What I am referring to is the history of Diesel's original 1897 engine on display at the Deutsches the diesel engine and how it Museum in Munich, Germany. came into existence.

When I really love something, I want to know everything about it. If it is an engine, I want to know the history and why it came into existence along with the internals such as bore, stroke, compression ratio, rod length, journal sizes and torque specifications, etc.

But, when I see young kids with their diesel trucks, all I hear is “more black smoke” or “coal rolling.”

The sad part is no one seems to know why all that black smoke is considered “coal rolling.”

Every once in a while, I have the opportunity to mentor students who are upcoming seniors in high school. They are at a crossroads in life and are trying to decide on a career path.

The students I mentor are basically job shadowing me,

54 September 2014 | EngineBuilder

CONTRIBUTING EDITOR Robert McDonald rmcdonald@enginebuildermag.com

and the life of a diesel mechanic, to see if this is something that they may want to pursue. Often, they own a diesel truck or are just intrigued in the fundamentals of the diesel engine. The very first question that I ask is, “Where did the diesel engine come from?”

The answer is often a shrug of the shoulders and no one knows the answer.

Diesel’s Evolution We’ll, let me give you the answer; the forefather of the internal combustion engine that “rolls coal” was none other than Rudolf Diesel, and I want to tell his story. We will cover the coal rolling in a little bit.

Rudolf Diesel was born in Paris on March 18, 1858. His parents were Bavarian immigrants who had moved to France in search of a better life.

In 1870, at the age of 12, Rudolf and his family, which consisted of his father Theodore, mom Elise and his brother and sister, were forced to leave France because of the FrancoPrussian War. His mother chose to send Rudolf to Augsburg, Germany to live with his aunt and uncle to become fluent in Germany and to attend a trade school.

Rudolf enjoyed school and at the age of 14, he wrote a letter to his parents informing them of his passion to become an engineer. This letter upset his parents because they were in hopes of him wanting to join the labor force and get a job. At the age of 15, he finished his basic education at the top of his class and enrolled at the Industrial School of Augsburg. When Rudolf turned 17, he was granted a scholarship to attend the Royal Bavarian Polytechnic of Munich.

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Circle 55 on Reader Service Card for more information

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Diesel Dialogue

In the Diesel’s engine design, the intake air is so highly compressed that it heats up ignites the fuel.

This is one of the largest and most notable institutes in Germany, that in fact is still in business today.

In 1879 at the age of 21, Rudolf was

getting ready to graduate from the Royal Bavarian Polytechnic and take his final exams. But, before he could take his final exams, he became ill with Typhoid. Typhoid is a bacteria disease that was transmitted by the ingestion of food or water

Circle 56 for more information 56 September 2014 | EngineBuilder

contaminated with the feces of another infected person. The “fever” lasts for approximately three to four weeks until the symptoms subside.

During Rudolf’s time being sick with Typhoid, he missed his exams at the Polytechnic.

While having to wait for another year for a reexamination date, Rudolf went to Switzerland and worked at Sulzer Brothers machine works.

Sulzer Brothers primary focus was machining solutions used in the locomotive industry. While working at Sulzer Brothers, Rudolf used these experiences to further his engineering degree.

In 1880, Rudolf returned to Germany, took his final exams at the Polytechnic and graduated. He then returned to Paris and went to work for Carl Von Linde. Rudolf knew Von Linde because he was one of Rudolf’s professors at the Polytechnic. Carl Von Linde was a designer of refrigeration units and had made for himself quite a reputation. Linde was the founder of

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Circle 57 on Reader Service Card for more information

54-61 Diesel D. 9/16/14 1:53 PM Page 58

Diesel Dialogue what is known as the Linde Group, which is a supply chain of industrial gases today.

Linde’s research with oxygen and his investigation of its role in chemical reactions changed the science of chemistry.

In 1877, Linde invented the first reliable and efficient compressed ammonia refrigerator. This invention

quickly spread, replacing dry ice refrigeration units for food purposes and also in industrial applications. In 1881, Rudolf assisted Linde in his refrigeration business and became director of the plant.

Something to mention here is that Linde, though he was successful at the refrigeration business, went on to work with industrial gases. In 1895, he

Circle 58 for more information 58 September 2014 | EngineBuilder

succeeded in liquefying air by first compressing it and then letting it expand rapidly, which cooled it. He obtained oxygen and nitrogen from the air by slowly warming it. The biggest use for his gas was the oxyacetylene torch, which revolutionized the steel industry for its cutting abilities. Later on, oxygen became more widely used in industry along with other places such as hospitals. Also, oxygen was experimented with and used as rocket fuel.

In 1883, while Rudolf was working for Linde, he got married and gained numerous patents on his designs both in Germany and France. From 1881 all the way until 1890, Rudolf worked on his idea of an expansion engine that would use ammonia vapor just as the refrigeration units of Linde’s did. So, he constructed a steam engine that would produce ignition using ammonia vapor.

During his testing, the engine exploded and nearly killed him. After many months in the hospital and series health and eyesight problems, he began designing his own diesel engine that would replace the steam engine. Rudolf understood thermal dynamics and in 1893, published a paper on his work called “Theory and Construction of a Rational Heat Engine to Replace the Steam Engine.”

Rudolf realized that the steam engine wasted 90% of its energy, and he was driven to produce an engine with more efficiency. So, Rudolf experimented with the “Carnot Cycle” – which was utilized in the refrigeration business. The “Carnot Cycle” is a thermal dynamic cycle that accepts heat energy from a high temperature source and converts a portion of that energy into mechanical energy or work.

After the heat energy has transferred as much energy into mechanical energy, the remainder of the heat energy is transferred into a low temperature “sink” or collection to be cooled.

The greater the temperature differences between the source and “sink”, the greater the efficiency of the engine. Rudolf realized that air could be used as the working media as one of the elements for his engine design.

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Circle 59 on Reader Service Card for more information

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Diesel Dialogue

HOBBY OR POLITICAL PROTEST? Coal Blast Rudolf’s research indicated that air compressed in a cylinder would rise in temperature. Fuel could then be injected into that hot air to ignite the burn. Combustion would then occur, causing the expansion of the hot gases to drive the piston.

This was relative to the “Carnot Cycle” in which there would be a conversion of heat transformed into work. Rudolf decided to patent his invention in 1892. The design of this style of engine would be the thesis for his paper that he published which was mentioned earlier.

With the help of Rudolf’s friend and Professor Von Linde, (who brought in two of his colleges to help finance the project), Rudolf went to Augsburg, Germany to perfect his invention from 1893 to 1897. At the time, there were mountains of useless coal dust pilled up in the Ruhr Valley in Germany, which was a coal mining town at the time.

Many diesel enthusiasts who tinker with their vehicle’s emissions say it’s more a hobby than political protest.

And while many of these “rollers” acknowledge they are breaking the law, the vehicles usually are able to pass emissions inspections because the modifications are mainly internal and the amount of smoke from their exhausts can be controlled by dashboard computers.

Health officials, on the other hand, report that even a small number of diesel vehicles on the road with dismantled particulate filters can have a significant health impact of more heart attacks and asthma attacks across the country.

Some aftermarket parts suppliers that used to stock shelves with exhaust systems that lack filters and handheld programming devices that make it easy to switch off emissions controls, have reduced inventories because of government pressure. Now, those parts and components are mainly sold to those who modify their trucks for competition and pulls.

On the prototype engine, Rudolf started off with high-pressure air to blast the coal dust into the combustion chamber. In trying to use the coal dust theory, the prototype engine blew the cylinder head off during one of the experiments. Four years later, Rudolf

Circle 60 for more information 60 September 2014 | EngineBuilder

developed his engine and in 1898, displayed his diesel engine at the Munich Exhibition.

The “Diesel” engine performed remarkably and ran on a heavier fuel oil compared to gasoline fuel. The engine also proved to be very efficient.

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Diesel Dialogue The “Diesel” engine was a huge success. Interest in the design was sought after worldwide. In 1899, a new company was established in Augsburg, Germany to produce the engine, but its creation had taken its toll on Rudolf. Illness and other physical impairments from overworking in the development stage had crippled Rudolf. With the lack of Rudolf’s participation, the development plant in Germany turned into a failure. Progress of the “Diesel” engine kept on going in other areas around the world and Rudolf, when able, would tour and give lectures on his design. However, his involvement with the engine slowly declined.

for a wake up call for 6:00 am the next morning, but was never seen alive again. At 6:00 am the next morning, it was discovered that his cabin was empty and his bed was never slept in.

Also, his night shirt was neatly laid out along with his watch beside the bed. His hat and overcoat were found neatly folded beneath the afterdeck railing.

Mysterious Disappearance

Ten days later, a body was discovered by a ship floating in the ocean near Norway. The body was too decomposed to bring aboard the ship so articles such as wallet, knife, eyeglass case, etc., were retrieved and the body returned to sea. On October

On the evening of September 29, 1913, Rudolf boarded the post office steamer ship named Dresden headed for a meeting in London. Aboard the ship, Rudolf had dinner and returned to his cabin around 10 p.m. He asked

13, 1913, these articles were identified

by Rudolf’s son to be his father’s.

Rudolf’s death today is still a mystery and there have been many speculations as to whether it was homicide or suicide.

Some say that Rudolf was deeply in debt, while others say that his invention of the “Diesel” engine had become an interest in neighboring countries for the war effort.

Even though Rudolf was dead, the “Diesel” engine continued to emerge and develop. The diesel engine replaced steam engines that were being used in locomotives and ships.

Because the diesel engine was so heavy, it was never an option for an aircraft. The diesel engine also became widely known for its use in submarines, stationary power plants, and trucks.

In the last 100 years, the diesel engine is credited as the modern day workhorse, as there is an abundance of high torque at low RPM. ■

Circle 61 for more information EngineBuilderMag.com 61

Tools & Equipment

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"MUST HAVE" Shop Tools & Measuring Equipment

BY LARRY CARLEY, TECHNICAL EDITOR

Y

ou can't do quality work in an automotive machine shop if you don't have the right tools and measuring equipment. "Must have" tools and equipment include those that are necessary for engine disassembly, for inspecting and measuring engine components, and for engine assembly.

While this should not be considered the only tools a shop needs, it does provide a good overview of equipment needed to handle today’s engine builds. And, it also is a useful list for shop owners looking to upgrade their tool needs for the upcoming racing season, or to take on additional niche projects.

Let's start with basic engine disassembly tools. For starters, you need a good selection of SAE and Metric hand tools including open end and box end wrenches as well as standard depth and deep well sockets. Twelve-point sockets are more maneuverable and faster in tight quarters, but six-point sockets are usually stronger and less apt to round off stubborn fasteners. For faster disassembly, you also need a set of impact sockets (SAE and Metric) and a pneumatic, corded or even cordless impact driver (3/8 and/or 1/2-inch drive). Some of the newest professional grade cordless impact drivers pack as much punch if not more than many pneumatic

62 September 2014 | EngineBuilder

Keeping tools and measuring equipment in cabinets and storage units can help protect your precision rebuilding tools from damage.

Photo courtesy Moduline Cabinets

and corded impact drivers, and with state-of-the-art lithium ion battery packs they can run a long time on a single charge. The cordless tools are gaining in popularity compared to traditional pneumatic and corded electric tools because there's no hose or cord to get in the way or trip over, and many are lighter weight than their traditional counterparts (which reduces fatigue).

Specialty tools may also be needed for removing pulleys and harmonic balancers (various types of gear pullers), for extracting camshafts from overhead cam cylinder heads (OHC valve spring compressors and head fixtures), for removing or changing valve springs (a power or manual valve spring compressor), for driving valve guides in and out of cylinder heads and for replacing valve seats.

Although engines can be torn apart almost anywhere, it's faster and easier to have the engine mounted on an engine stand or portable dolly.

To lift the engine onto the stand or dolly, you'll need an engine hoist or crane to save your back.

As the engine is coming apart, it's a good idea to have a basket where all the fasteners can be stored for later cleaning and inspection.

Fasteners that are reusable should be cleaned up with a thread chaser and wire brush. A tap and die set can also

be used to clean and/or repair the threads in the engine too.

A stud removal tool is usually necessary to remove studs, and for broken fasteners you'll need some drill bits and extractor bits to back out what's left of the fastener. A thread repair kit with inserts may also be needed to repair damaged threads in heads, blocks and manifolds.

When old gaskets don't come off cleanly, a sharp gasket scraper comes in handy and is faster than aerosol chemical gasket remover (although either can be used with equal success). A grinder/polisher with an abrasive disk can also be used to whiz off old gasket residue (if used carefully so the surface isn't damaged).

For removing and installing wrist pins, you'll need a hydraulic press and various drivers, which also come in handy for U-joint work if you repair drive shafts or replace wheel bearings.

Inspection And Measuring Once you've disassembled the engine into its individual components, everything needs to be cleaned, inspected and measured to determine wear and whether or not certain parts needs to be reconditioned or replaced.

Measuring is what separates the

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Tools & Equipment

A camshaft stand and analyzer software can verify and document cam specs before the cam goes into an engine.

men from the boys. Real men measure everything – at least twice to doublecheck their work, and maybe even a third time just to make sure. Latemodel engines and performance

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engines allow almost no margin for error. If you want to do it right the first time, you measure, measure, measure.

You can't determine how much a crankshaft journal is worn or tapered or misshapen unless you measure it with a micrometer or calipers. Digital micrometers and calipers have become "must have" tools because they are faster and easier to read, and reduce the risk of making mistakes.

The same goes for digital bore gauges for checking cylinder bores, main bores, cam bores and rod bore openings. If you don't measure the size of a hole accurately, you can't determine if it is round or the proper bearing or ring clearances.

Many parts also have to be measured to determine relationships.

This includes checking deck height, piston height, rod length, bearing clearances, camshaft and crankshaft end play, installed valve heights, piston-to-bore clearance, ring end gaps, compression ratio (CC the heads), valve guide clearances, even pushrod length. The "must have" tools here include a dial indicator, depth

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Tools & Equipment and height gauges, feeler gauges and a valve spring tester.

A valve spring test stand will tell you a lot about valve springs. You can eyeball or measure a set of springs to see if any are shorter (weaker) than the others, but unless you actually test each spring to see how much pressure each spring exerts you can't be sure if the springs meet specifications or not.

For ProStock drag racing applications, you'll need a valve spring tester that can check pressures up to 2000 lbs. or higher. Useful test information includes such variables as open and seated spring pressure, spring rates at various heights, and spring bind height and clearance.

Another "must have" tool for serious performance work would be some type of camshaft analysis software, camshaft stand and electronic probe. This type of equipment and software can be used to check cam straightness, base circle run out, lobe positions, opening and

closing points, lobe area, valve acceleration, duration and lift. The software can allow you to document every aspect of camshaft performance for customer reports or later reference.

Never assume a cam is correct out of the box, even with a stock engine rebuild. Mistakes sometimes happen, so it is better to catch a defective cam on the workbench than after the cam has been installed. Software that allows you to log critical dimensional measurements and list all of the parts you are putting into an engine is another "must have" tool for performance work. Some software allows you to build a virtual engine to check compression ratios, valve-topiston clearances and more, so any mistakes can be caught before the parts are actually assembled.

Engine simulator software takes the process a step further to predict the outcome of various performance modifications. Simulations include things like predicted horsepower and

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torque, fuel flow, airflow, piston and valve clearances based on the information you input into the program.

For checking straightness across head and block deck surfaces as well as cam and main bore alignment, you need a straight edge ruler – one that is actually straight and true. The accuracy of your straight edge should be checked periodically by placing it on a flat surface and checking any gaps with a feeler gauge, then flipping it over to see if you get the same readings. If the readings don't match, it isn’t straight.

Measuring is also critical when surfacing, boring, honing and grinding to monitor how much metal is being removed and where. Most machines will have some type of gauging to monitor what you are doing. But how accurate is the gauging and when was the last time you checked it? Machine tools and fixturing must also be leveled and adjusted properly

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Tools & Equipment

BEFORE you start machining any metal. Mistakes here can be very costly.

For high end performance work, you should invest in a profilometer to check cylinder bore and surface finish perimeters such as roughness average (RA), average peak height (Rpk), average valley depth (RvK), and Rz, which is Tooling Starter Kits (like this 3-D Fast Cut kit from Goodson) is a great way to build tooling inventory and add pieces later for different jobs.

the average difference between the peak height (Rpk) and valley depth (Rvk). RA can have a wide variance across a given surface profile, so Rz gives a more accurate indication of the actual texture across the surface. Most gasket manufacturers now specify surface finish requirements in Rz because it is more accurate than Ra. Many shops assume that the boring or surfacing procedure and equipment they are using is delivering the desired results. But have you ever checked it? You may be surprised to discover that the finishes you thought you were achieving are not as good as they should be.

Crack detection equipment is also a "must have" for every shop. This requires magnetic particle inspection equipment for checking iron parts, and penetrating dye and UV light for checking aluminum castings. Porosity leaks in aluminum blocks and heads can be hard to see and require a pressure tester and/or water tank to reveal the leaks.

Ultrasonic testers are also available for finding hidden flaws and defects inside many parts.

An ultrasonic tester sends sound waves into a part, then listens for return pings that would indicate a problem hidden below the surface. Ultrasonic equipment can also be used to measure wall thickness in castings, which is important if you are boring out a block and are uncertain how far you can safely go.

Valve and seat work requires an assortment of valve

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Tools & Equipment guide and seat tools including valve guide reamers, pullers and drivers, seat cutters and even a die grinder if you are doing any hand porting or blending work. Seat concentricity needs to be checked with a dial gauge.

Installed valve height is another dimension that also needs to be measured with a height gauge or valve spring height micrometer. A valve spring height micrometer is substituted for a valve spring, expanded until it takes up all the slack between the spring seat and valve retainer and fully seats the valve. The reading on the micrometer then shows you the actual height of the spring.

You can then determine if the springs need to be shimmed to achieve the desired close seat pressure.

Engine Assembly Clearances have to be measured prior to and during engine assembly. You don't want to end up with a bearing that is too tight or too loose, or too much end play in the crankshaft or

camshaft, or too much or too little gap between the ends of the piston rings, or too much or too little clearance between the pistons and cylinder walls, or too little clearance between the pistons and heads or valves.

Everything has to fit together perfectly, and the only way to know that everything is fitting perfectly is to measure all critical dimensions and check clearances while you are assembling the engine.

Again, never assume a reground crankshaft journal is accurate, or the bearings are the correct size. Mistakes sometimes happen and parts may be mismarked or put into the wrong boxes.

For rotating the crankshaft during engine assembly, a "must have" tool is a crankshaft turning socket that fits on the crank snout.

If you are modifying pistons (grinding or smoothing valve recesses and/or lightening webbing under the piston), don't use an ordinary vice to hold the piston. Use a piston vice that

supports the piston via its wrist pin holes and holds the side of the piston so it doesn't rock.

For adjusting the spacing of the piston ring end gaps, a manual or motorized piston ring filer is much faster and easier than trying to hand file or grind the ends of the rings.

For installing piston rings, a "must have" tool is a ring expander. Twisting rings into the grooves can deform the rings and cause sealing problems. You will also need a ring compressor to install the piston and ring assemblies into their respective bores. A tapered ring compressor is faster and easier to use than a clamp type ring compressor, and reduces the risk of ring breakage by allowing the rings to gradually compress as the pistons are pushed down into the bores. You will also need different sizes of tapered ring compressors for different bore diameters. Rod bolt protectors are also a good idea to prevent nicking the crankshaft journals during rod installation. A soft-faced piston

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Feature installation tool for pushing the pistons into the cylinders is also a better choice than pounding them in with a hammer and block of wood.

Installing a stock cam in a pushrod Courtesy Goodson Tools and Supplies engine is fairly simple and requires no special tools, but an installation handle that connects to the front of the cam makes it easier to maneuver through the cam bores. For performance work, however, a "must have" tool is a degree wheel and dial indicator for checking and adjusting cam timing. An adjustable pushrod may also be needed to determine the correct pushrod length for a modified engine with altered valve train geometry.

For overhead cam engines, you may also need special tools to position and hold the camshafts while the timing chains are installed and aligned. A cylinder head holding fixture can make assembly faster and easier, especially with multi-valve heads.

Valve lash adjustments on engines with solid lifter cams will require a feeler gauge, and certain roller lifters will require a valve lash adjuster tool to make the job go faster.

Absolutely essential for engine assembly work is an accurate torque wrench. An inexpensive beam style torque wrench is adequate for a do-it-yourselfer, but a professional engine builder should be using a click Manual spring benches allow engine builders to easily remove and install valve springs on heads with recessed springs in a short amount of time.

Circle 70 for more information 70 September 2014 | EngineBuilder

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Corporate/Product

Profile

So Advanced, It's Simple Rottler innovation has brought new innovation to the honing arena. The new H70A Series Honing Centers are designed to bring manual operation into the digital age. Simple Touch Screen controls move standard manual operations up to an intuitive and easy to use touch screen. Long learning curves are eliminated increasing output from day one.

Rottler Automatic Hole to Hole and Roll Over Systems allows an Inline or V Block to be honed unattended. The power of the combined innovations allows operators to set up a V block and walk away substantially increasing productivity with 50-70% labor savings over any manual honing machine. Imagine a cylinder honing machine running unattended while the operator performs other jobs! Simple automation allows you to run lights out for the ultimate in efficiency.

CNC Servo Controlled High Pitch Ball Screw and Hardened Steel Linear Slideway Systems allow precision vertical stroking and fully automated operation, creating a true constant cross hatch pattern throughout the entire length of the bore increasing oil retention while reducing oil consumption extending engine life and reliability.

Monitored Variable Load Control is a must for cylinder honing! ‘Load’ is used to describe the pressure that the honing stones experience against the cylinder wall during the honing operation. Roughing cycles require higher loads for faster stock removal and finishing cycles requires lower loads to reduce distortion. The H70 is programmed with roughing and finishing loads automatically controlling the stone pressure while honing cylinder bores producing the desired geometry and surface finish in every cylinder. Honing time is substantially reduced for maximum productivity and repeatability.

An aggressive roughing mode allows for quick stock removal. The H70 automatically transitions to finishing mode by reducing honing stone pressure resulting in precision bore geometry created within the software produced by the combined experience of the Rottler engineering team.

Three LED lights in the cabinet and two LED lights under the work head illuminate the complete work area allowing the operator to clearly see all aspects of the honing operation. The Quick Change Spindle System allows hone heads to be changed nearly instantly with the Rottler Automatic Tool Locking System. Wrenches are eliminated further enhancing productivity. Lost wrenches are a thing of the past.

Many Engine Blocks have interference in the lower area of the bores that can damage honing stones and holders. Every time the H70 starts honing a cylinder, the machine will check bores for issues avoiding potential damage to honing stones, holders and expensive blocks. Rottler H70 Controls verify lower bore interference prior to rotation start and stroking motion.

A variety of honing fixtures are available to set up shops for a wide variety of honing projects. The innovative features built into the Rottler H70 Honing Machines create the ultimate in accuracy and productivity.

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Feature adjustable, dial gauge or digital electronic torque wrench. Adjustable torque wrenches must be calibrated periodically to make sure they are reading accurately. Adjustable torque wrenches that are used frequently should be recalibrated every six months. Dial gauges and electronic torque wrenches also need to be recalibrated, but typically provide more accurate readings (plus or minus 0.5 percent versus plus or minus 3 percent for a click style torque wrench).

Since many late model engines use torque-to-yield head bolts and rod bolts, an easy-to-read angle gauge is also required when tightening fasteners with a torque wrench. Using Never assume valve springs are okay without testing them. Comparing spring heights is better than nothing, but no match for what a valve spring tester can provide.

Photo courtesy Performance Trends Inc.

Circle 72 for more information 72 September 2014 | EngineBuilder

the proper thread lubricant is also important to achieve the specified load on a fastener. Ordinary motor oil is often specified for head bolts, but moly-based thread lubricant will usually give more consistent loading.

Once an engine has been assembled, other tools can come in handy for checking your work. This includes a leak down tester or vacuum tester to check ring and valve sealing.

A pressurized engine pre-oiler is another "must have" tool if you are going to fire up and break-in engines on a test stand. The last thing you want is a dry start that could damage the bearings, rings, cam or lifters in a newly assembled engine.

Controlling the engine break-in process yourself can eliminate comebacks and warranty issues that sometimes happen when a customer breaks-in an engine and doesn't do it right. â–

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Memory Lane

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The Sweeney Automobile and Tractor School CONTRIBUTING EDITOR Randy Rundle

E

mory Sweeney founded the Sweeney Automobile and Tractor School, in May of 1908 in Kansas City, MO with just five students enrolled. Started on a shoestring, the enrollment fees collected from the first five students were used to rent a building and buy teaching supplies for a month.

Emory himself had learned the automotive repair trade by working in an automobile garage for a year. After that year he decided he had garnered enough experience that he could teach others the trade. So he ran an advertisement in the Kansas City Star newspaper offering to teach, “Impressionable young men the trade of automobile, repair…”

Enrollment increased rapidly during World War I, which created a demand for more space. With a bright future ahead Emory designed and had built a 10-story high-rise building constructed directly across from the railroad’s Union Station on Pershing Road in Kansas City.

This is the inside pages of a brochure Emory sent out to new students telling them how to get to the school after arriving on the train.

74 September 2014 | EngineBuilder

ABOVE: The front cover of the 1920 edition of the Sweeney Catalog. I was lucky enough to buy a copy of the 1920 Sweeney Automotive and Tractor School catalog many years ago. Not many collectables are in existence today from the Sweeney School, which is a little surprising in light of the number of students that attended the school.

Emory advertised the new “million dollar” school as large enough to house and teach 800 students. Indeed it was big, with 12 acres of floor space, and an Olympic size swimming pool in the basement. The building was completely self-sufficient having its own electrical generation station, heating and cooling systems in the basement.

The building was advertised as having the largest dining room and kitchen in the world. Emory bragged that you could park a full

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Corporate/Product

Profile

Engine and Transmission Reman Solutions for Cleaning, Remachining and Reassembly As a global leader in surface treatment, adhesive, sealant and metalworking lubricant technologies, Henkel Corporation offers products and engineering services that make companies more competitive in the demanding business of engine and transmission remanufacturing. Our scientists and engineers have perfected a wide range of products for every step of the remanufacturing cycle, including market-leading solutions for: CLEANING: Henkel supplies state-of-the-art surface treatment and functional coating technologies for steel, iron, light metals and plastics. Henkel sets high standards for cleaning, corrosion protection, paint adhesion and environmental safety. Henkel products are used to remove residual paint, rust, dirt, grease, oil, carbon buildup, coking and other contaminants. Technologies include: Alkaline & neutral cleaners, acid pickles, alkaline & non-alkaline paint strippers, alkaline & neutral de-rusters, rust preventatives, maintenance cleaners, spray wand cleaners & coaters, cleaner & treatment wipes,,Prep-N-Cote® cleaner coaters and nanoceramic pretreatments.

REMACHINING: Henkel offers a full line of metalworking lubricants and coolants designed to extend tool life, reduce waste, improve quality and increase throughput. From straight oils to synthetics, our products, designed for metal forming, metal removal and rust prevention, contain the necessary additives that meet the needs of light- to heavy-duty remachining applications.

REASSEMBLY: Henkel‘s Loctite® brand products represent the most complete line of high performance adhesives, sealants and dispensing/curing systems available anywhere from a single supplier. Many Loctite® products are already specified for production by the world’s leading original equipment manufacturers in every industry and region around the world. Products include threadlockers, thread sealants, retaining compounds, liquid gaskets, lubricants and primers.

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Memory Lane

size car in each of the three freezers in the kitchen area. There was also a bank and a post office on site.

The most impressive part of the building and the part that became a Kansas City landmark was the lighted sign on top of the building. The sign towered 80 feet above the top of the already towering 10-story building and contained 5,000 electric lamps.

By 1917, the year the 10-story building was dedicated, enrollment at the school was 3,674 students. By 1919 enrollment was up to 7,197 students.

Cost of Enrollment

This is a certificate of competition from a 1920 edition of a Sweeney Automotive and Tractor catalog.

To take the eight-week class in 1920 would cost a student $150.00. There were no books to buy; you learned everything hands-on with instructors there to guide you. That was the “Sweeney Method” of teaching. In addition the cost of room and board was eight dollars a week if you stayed at the school, and it was suggested that you also bring two dollars a week for personal entertainment expenses. No alcohol was allowed on the premises.

The school was open every day, year around, 24 hours a day. Students could work in the school garage working on customer’s cars for extra credit and experience under an instructor’s guidance.

Just when you think a guy like Emory had enough irons in the fire there is more. He also wrote a 72-page catalog every year that showed all of the classes available and what a student could expect to learn during his time at the Sweeney School. Everything was covered including testimonials from past students (updated annually) who had become successful after attending the Sweeney School. Oh…And Emory and his wife also had

In the center pages of the Sweeney Automotive and Tractor catalog it shows the progression of school locations that lead up to the ten-story “Million Dollar School” Circle 76 for more information 76 September 2014 | EngineBuilder

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Memory Lane

nine children together during these years.

Right: This is a picture inside of the state of the art machine shop in the Sweeney School.

A Radio Station Also established at the Sweeney building was Kansas City’s first radio station, “WHB”, which is still on the air today.

The radio station was for local programming including time each day, when Emory talked about his million-dollar school and presented interviews with past students who had become successful after graduating from the Sweeney School.

Sweeney School of Right: A view of the school in 1918 taken from the top of Union Station.

Aviation In the 1920’s, Emory added an aviation school where a student could learn to fly and learn to repair airplanes, both private and commercial.

The airport and the land where the Sweeney Aviation School was located is still an airport today, now known as the Fairfax Airport.

Sweeney Tractor School Like in the automotive school, a student enrolled in the tractor school learned to drive a tractor and the proper farming practices along, with how to service, maintain and rebuild all of the different brands of tractors sold.

Government Contracts The Sweeney School was the first school in the United States to secure a government contract to teach enlisted men mechanical skills.

The school literally taught thousands of enlisted men who took much of the same classes as the civilian students.

Bad Luck Arrives…

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Memory Lane

Sweeney School contracted the disease. Fifteen students died. A quarantine was ordered by the state of Missouri Department of Health which eventually proved successful in combating the disease, but enrollment suffered greatly for the next few years.

More Bad Luck!

Then, the Stock Market Crash of 1929 and the resulting lack of enrollment and other financial setbacks resulted in Emory being over a million dollars in debt by the fall of 1930. That resulted in the closing of the school, and the assets of the school being liquidated.

Emory later recovered from his financial setbacks and eventually opened another automotive school, but one that was much smaller and not nearly as grand as the original. He also made some welltimed real estate investments that proved profitable in later years.

He spent much of his retirement years with his nine grown children.

Emory Sweeney died in 1953. It is said that more than 85,000 men graduated from the Sweeney Automotive School.

The Sweeney building still stands in Kansas City today, (minus the big lighted sign) at its original location across from the Union Station, and was recently placed on the National Register of Historic Buildings. The Union Station located next door, originally built in 1914, is also on the national register Emory Sweeney Founder of and has been completely restored. the Sweeney Automotive and The legacy lives on. â– Tractor School.

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Shop Feature Continued from page 36. resurfacing several identical heads in a row, the actual milling time may only be a couple of minutes. It all depends on the speed of the cutter head, the number of tool bits, the feed rate and how smooth you want the surface finish to be.

Most of today's high-speed surfacers are designed to use CBN or PCD inserts in the cutter heads. CBN works best on cast iron, and PCD is best for aluminum.

Aluminum tends to stick to CBN, which can smear the surface of the head or block you are milling. Even so, many shops use CBN on both cast iron and aluminum successfully by using a light oil (such as olive oil or even furniture polish) to prevent the aluminum chips from sticking when milling with CBN. This also eliminates the need to change your tooling if you are resurfacing both cast iron and aluminum heads on the same machine.

Carbide can also be used for resurfacing cast iron or aluminum, and costs less initially than PCD or CBN. But its shorter tool life means you have to replace the tooling more often, which actually increases your costs over the long run.

CBN inserts in a milling machine will typically cut up to 50 times as many heads as carbide inserts before they have to be changed. The increased longevity of CBN improves consistency from one job to the next and reduces down time for tooling changes.

Because CBN and PCD are designed for Whether your are resurfacing cylinder high-speed milling, replacing the carbide heads or blocks, it is critical to make inserts in an older surfacing machine won't sure the workpiece is properly mounted necessary achieve all the benefits that these and aligned in the fixturing before you super abrasives are capable of delivering – start cutting any metal. specify a smoother finish of 30 especially if an existing surfacing machine to 50 Ra. Smoother is always lacks the horsepower, rigidity or better, and if you can get the finish down to the low teens adjustability to operate at higher spindle speeds. Rigidity or even single digits, great! But for most applications, a becomes a factor as operating speeds increase. A machine surface finish in the 20 to 30 RA range (120 to 180 Rz) is that lacks the required rigidity can't deliver ultra smooth more than smooth enough for a performance MLS finishes at high speed because there's too much gasket. movement between the work piece, table and cutter head.

Waviness across the surface is also important. The less For example, a converted grinder may be able to mill waviness the better: no more than .0004 inches with MLS heads and blocks. But the spindles and table drives in head gaskets. Trouble is, you can't measure waviness many of these older machines cannot hold close enough with a profilometer. It takes special (expensive) lab tolerances to achieve a really smooth, flat finish. You are equipment. Waviness problems can be caused by better off investing in new, high-speed milling vibrations and a lack of rigidity in milling equipment. equipment that has been designed from a clean sheet of Dry milling is pretty much the only acceptable way to paper for PCD and CBN tooling. resurface late model cylinder heads and blocks and Regardless of what type of resurfacing machine you castings for racing applications. A belt sander, broach or use, make sure the fixturing is level and true to the grinder may have been good enough for resurfacing cutting head, and that the cylinder head or block is stock Chevy 350 heads years ago, but not for today's mounted squarely in the fixturing before you start engines or for performance applications. You can't get the cutting metal. If the work piece is not correctly aligned in precision and smoothness that today's engines require the fixturing, you obviously won't get a straight cut. with outdated equipment and tooling. Productivity also Automated resurfacing equipment with CNC controls suffers when you are using older, slower machines that can save time, improve accuracy and consistency, and can't compete with today's high-speed re-surfacing reduce mistakes. Single insert cutting heads are perfectly equipment. adequate for most resurfacing work, but cutting heads Some surfacing equipment can be set up and mill a with multiple inserts can handle higher speeds and feed head in five minutes or less. What's more, if you are rates. â– 82 September 2014 | EngineBuilder

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Product Spotlights

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

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

S.B. International Circle 102 Circle 101

Phone:1-800-THE-SEAT

www.sbintl.com Circle 103

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 105

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Product Spotlights

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Classified/Cores

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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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