bpdidwcxbnu magzus.org by Thomas Swift

MARCH / APRIL 2022 / EngineBuilderMag.com

DRAG AND DRIVE A LOOK INSIDE SICK WEEK IN THIS ISSUE ■ BUYERS GUIDE

■ OFF-ROAD RACING

■ RPM ACT UPDATE

■ UCC ‘22 PREVIEW

■ ROAD RACING

■ STOCK MUSCLE

ContentsMARCH / APRIL 2022

SICK WEEK 2022

DRAG AND DRIVE AT ITS BEST .......................................... 22

2022BUYER’S GUIDE ENGINE COMPONENTS ........................................38 EQUIPMENT PREPARATION .................................45 SUPPLIES & SERVICES........................................47

REVVED UP | GREG JONES .................. 4 SHOP SOLUTIONS ................................... 6 RPM ACT UPDATE ................................... 8 1-ON-1 WITH TOM BAILEY ................. 32 DIESEL OF THE MONTH ......................... 36 ENGINE OF THE MONTH ........................ 50 LAST SHOT .............................................. 72

2 ENGINEBUILDERmag.com | MARCH / APRIL 2022

ROAD RACE ENGINES ...........................................16 CHRIS GRAHAM | CONTRIBUTOR

Greg Jones Editor gjones@babcox.com

Randy Loeser Publisher rloeser@babcox.com

RJ Pooch Art Director rpooch@babcox.com

David Benson Multimedia Sales Manager dbenson@babcox.com

Evan Laux Associate Editor elaux@babcox.com

Christine Perry Print Ad Coordinator cperry@babcox.com

Eric Garbe Technical Editor egarbe@babcox.com

CREATIVE

Nichole Anderson Director of Corporate Design

ADVERTISING SERVICES

UCC ‘22 PREVIEW.................................................54 GREG JONES | EDITOR

OFF-ROAD RACE ENGINES .................................. XX BRUCE MCKILLOP | CONTRIBUTOR

Kelly McAleese Ad Services Director kmcaleese@babcox.com

DIGITAL

SUBSCRIPTION SERVICES Pat Robinson Audience Development and Production Manager probinson@babcox.com

AUDIENCE & DATA SERVICES

Michael Madej Executive Director of Digital Development & Sales

Brandi Gangel Vice President of Audience Data & Marketing bgangel@babcox.com

Alexa Pasquale Digital Ad Services Coordinator apasquale@babcox.com

Bruce Kratofil Audience Insights Manager bkratofil@babcox.com

Randy Loeser Executive Director, Video & Content Services rloeser@babcox.com

Melissa Kollar Social Media and Digital Audience Manager mkollar@babcox.com

BUSINESS LEADERSHIP

REGIONAL SALES MANAGERS

Bill Babcox CEO

Mike Maleski Executive Vice President

Bobbie Adams; Brian Ankney; David Benson; Don Hemming; Karen Kaim; Cathy Kulwicki; Sandy Murphy; Scott Schumacker

Sean Donohue Vice President of Sales

ACCOUNTING

Brandi Gangel Vice President of Audience Data & Marketing

Beth Scheetz Controller

Greg Cira President

Jim Merle Vice President/Group Publisher Dean Martin Vice President/Group Publisher

Kathy Bogdan Accounts Receivable kbogdan@babcox.com

IN MEMORIAM

PURE STOCK MUSCLE CAR DRAG RACING .....66 ERIC GARBE | TECHNICAL EDITOR

Edward S. Babcox Founder (1885-1970) 3550 Embassy Parkway Akron, OH 44333-8318 330.670.1234

Tom B. Babcox Chairman (1919-1995)

MARCH / APRIL 2022 | ENGINEBUILDERmag.com

REVVED UP Greg Jones | Editor

Passion Runs Deep

aving had the distinct opportunity to view this industry from my chair as editor of Engine Builder has certainly opened my eyes to a lot of great things this industry has going for it. However, my favorite thing about it – hands down – is the passion. Whether it’s passion for covering the industry (as we do), or passion for manufacturing components (as so many of our partners do), or passion for creating horsepower and engines (as all of our readers do) – there’s certainly no lack of passion here. That all said, where I’ve seen the most passion for what our industry is all about is on the track. That’s where the proverbial rubber meets the road, and where the manufacturing, the engines, the cars, and the people all come together to earn a longed-for result. In early February, I got a week of travel approved to join the drag-and-drive community attending Sick Week in Florida, where I got to see this passion on full display. Passion for the cars. Passion for the engines. Passion for the tracks. Passion for the performance. Most of all – passion for each other. Personally, I’m green to the drag-and-drive scene. That’s why I was so excited to see Sick Week firsthand. I tip my hat to Tom Bailey, Luke Nieuwhof and everyone at Sick The Mag for the job they did pulling off the first Seek Week drag-and-drive competition. From Bradenton to Orlando to Gainesville to South Georgia and back to Bradenton, no one in attendance was shorted anything. What you quickly realize as you watch these high-horsepower street cars tackle both the dragstrip and the highways and byways of Florida is, it’s not easy. Something can go wrong at any time for these competitors, and everyone knows it. Just getting to day 1 of an event like this is a thrash, and then you actually have to do the damn thing! Many people don’t realize how much of a toll a day of racing, plus driving 200 miles, really entails – let alone doing that on repeat for five days in a row! Whether something happens on the track or out on a drive, no competitor is excluded from potential carnage. However, when it does happen, you’re never alone in getting it fixed and back on your way. Of course, everyone has their limits, and calling it quits comes with zero shame, but the drag-anddrive community doesn’t give up easily! At the track, on the side of a road, at a gas station, in the hotel parking lot – anywhere and anytime – dragand-drivers will lend a hand to those who need it.

4 ENGINEBUILDERmag.com | MARCH / APRIL 2022

From that helping hand to imparting knowledge to lending tools or donating parts these competitors might need themselves later on, they’ll do these good deeds for the brotherhood of drag-anddrive. Countless people will tell you that a drag-anddrive event will forever change you. It’ll ruin you in the best way possible. It’s some of the toughest racing you can attempt, but it’s also some of the most fun. That fun factor is because of the instant friends you make due to the shared experience a drag-and-drive event creates, and we’re thankful to have had our eyes opened to it during Sick Week. Passion is so addictive, and we can’t wait to take in the next drag-and-drive event of 2022. Check out our recap of Sick Week on page 22, and make sure to flip through all of our great content in this issue, including our Buyer’s Guide pages beginning on page 38. EB

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ENGINE BUILDER SHOP SOLUTIONS

PRIMING PUMP You can make a GMmLS engine priming tool using just about any oil pump. I used a new, big block Chevy M77 pump that I already had. I tapped the inlet and outlet to NPT threads and installed fittings to adapt to rubber hoses. The pressure side needs to thread into the galley behind the LS oil pump. It is M16x1.5 thread. The suction hose side will need to sleeve down to a 1/4˝ tube, which will go down the dip stick tube. Run the pump with a 1/2˝ drill. Now you can prime without using pressurized canisters, refilling or the mess. Dave Sarno SCH Racing Heads Arvada, CO

USE THOSE HOLES Most people use just the outer two bolt holes when fastening a cylinder head to a mounting fixture. If there are additional holes in the plate that line up with the threads in the fixture, then consider using the extra threads for increased rigidity. Dave Matton D and D Auto Machine Bloomington, MN

is to use beer boxes to file them. They are available for free at any drive-thru beverage store or bar. We just paint the end of the box (silver spray paint works great), and then we write on it what’s in the box. Valvetrain, Heads, Air fuel, etc. This works great for us. Jim Wright Motorheads Garage Elyria, OH

TRAVEL DIAL CATALOG SIX-PACK I know catalogs are online, but most of us would rather use paper catalogs. Hang on to those old catalogs, because some companies are not printing them anymore. Our solution

For lathes without a DRO, a 2˝ travel dial indicator to measure carriage travel is handy. I quickly made this simple compact indicator mount clamp from two pieces of scrap aluminum. To eliminate the need for a wrench to tighten or loosen it when

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ENGINE BUILDER SHOP SOLUTIONS

re-positioning, I used a bicycle seat clamp “cam-action” lever-bolt and nut. The black zip-tie in the picture keeps the bottom clamp piece from twisting when sliding the indicator mount along the lathe bed. When I made this clamp three years ago, I was rushed for time, so I chose the zip-tie. Alternatively, the two pieces of the mount could be drilled for a small roll pin next to the clamping bolt. The indicator can be installed from the left or right, depending on which side of the carriage it’s located. In use, I snug the bottom knurled nut so the mount clamps to the lathe bed enough to resist the indicator’s spring force, but still loose enough it will slip if the carriage bottoms out the indicator. A long 3/8˝ dowel pin can be substituted for the indicator if the mount is to be used as a “hard” stop. When used as a “hard” stop, adjust the knurled nut so the cam-lever firmly locks the mount to the lathe bed and firmly tighten the slotted screw holding the dowel pin. Bicycle seat clamps can be found online for $3 or less. Tom Nichols Automotive Machine & Supply, Inc Joshua, TX

BACK TRACKING To save my old shoulders and back, I had to come up with a way to get the big diesel blocks in and out of the spray washer. This

track, with short pieces of angle iron welded on, catches on a brace. It lets me pry them in and out until the chain hoist can reach. It certainly is much better on my body and works well. Randy Torvinen Torvinen’s Machine Shop Menahga, MN

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.

MAGNETIC INDICATOR On my surfacer, I use a simple, popular, universal magnetic base with a dial indicator to tram my work piece or index fixture. This dials the actual head in dead on and works great for machines without an indicator rail. It also allows you to tram blocks and see how far they’re out of index end-to-end very easily. Ron Flood Cedar Machine North Branch, MN

To submit a Shop Solution simply mail your entry to Engine Builder Magazine, Shop Solutions, 3550 Embassy Parkway, Akron, OH 44333; or email to Shop Solutions@enginebuildermag.com. Shop Solutions may also be emailed to shopsolutions@enginepro.com.You must include your name, shop name, shop address and shop telephone number. Submitted Shop Solutions not published will be kept on file and reevaluated for publication with each month’s new entries. If you include your email address you will be emailed notification of publication if your Shop Solution is chosen.

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RECOGNIZING THE PROTECTION OF MOTORSPORTS

THE RPM ACT IS PRESERVING AN AMERICAN PASTIME EVAN LAUX | ASSOCIATE EDITOR Each year, U.S. motorsports events are estimated to have more than 15 million people in attendance. That’s a lot of people. In terms of the industry, the global market for motorsports was predicted to be worth $4.8 billion in 2021 and is expected to expand to $7.8 billion by 2026. Suffice to say, motorsports are big in the U.S., and they have been for some time.

“Racers and the motorsports parts industry recognize the threat, and all we’re asking for is clarity in federal law.” – Dr. Jamie Meyer 8 ENGINEBUILDERmag.com | MARCH / APRIL 2022

A small, but notable piece of the motorsports pie is the enthusiast racing scene, where amateurs and professionals alike race their souped-up vehicles to their heart’s content. While some might buy or build a purpose-built race car, a vast majority of individuals choose to upgrade and convert their street-legal vehicles into racing machines. This process of converting street-legal cars

and trucks into dedicated race vehicles is a decades-old American tradition – one that is maintained by an extremely passionate community. However, the future of street-totrack conversion is currently up in the air. In 2015, the Environmental Protection Agency (EPA) proposed a draft rulemaking of the Clean Air Act (CAA) of 1970. The original legislation sought further development of the

nation’s role in regulating and maintaining air pollution control by limiting emission from industrial sources and automotive sources; the EPA’s reinterpretation of the Act asserted that converting a vehicle that was designed for street use into a dedicated race car was in direct violation of the CAA. After a massive public outcry over the EPA’s assertion, the organization attempted to diffuse the situation by saying their intention was to prevent the sale of parts that deactivated a given vehicle’s emission system. Despite the EPA ditching efforts to make the policy a formal regulation, it still contends that the practice of modifying the emission system of a motor vehicle for the purpose of converting it for racing is illegal. In a legal proceeding last year, a representative from the EPA stated that “an EPA certified motor vehicle cannot become a non-road vehicle even if it is used exclusively for competition, because the definition of a motor vehicle hinges on the purpose of its design and not its use.” The wording in the EPA’s many statements can get muddy at times, but ultimately the motivation for the new policy making was to deter the tampering of emissions controls in vehicles that often need to be removed or altered for a vehicle to be upgraded to a racing standard. “When the Clean Air Act was written in the late 1960s, members of Congress never

intended for race cars to be subject to the law’s mandates,” says President of PRI, Dr. Jamie Meyer. “Unfortunately, lawmakers left enough ambiguity in the law for the EPA to assert that any vehicle produced after the CAA was enacted must remain emissions compliant for the life of the vehicle, even if it’s used solely for racing.” Obviously, this targeting leads to a much greater problem in the automotive aftermarket industry in the area of manufacturing. Countless automotive shops and garages at the amateur and professional level sold and installed “emissions delete” kits to the buyers for streetto-track conversions before the EPA began cracking down on the services. Although emissions-delete devices have always been illegal for street use, the EPA has ramped up reinforcement of them since the infamous Dieselgate scandal of 2015 when they determined Volkswagen had been intentionally programming its TDI diesel engines to activate emissions controls only during laboratory testing and not on the road. Since then, a handful of shops and manufacturers have been caught selling these delete devices. The EPA’s principal concern is with the manufacturers and not the actual racers, as they’ve pointed out many times how there’s no concrete method of tracking if a “for competition only” product is being used on the track and not on the highway. The EPA estimates that more than 500,000 diesel pickup

The EPA’s principal concern is with the manufacturers and not the actual racers, as they’ve pointed out many times how there’s no concrete method of tracking if a “for competition only” product is being used on the track and not on the highway.

MARCH / APRIL 2022 | ENGINEBUILDERmag.com

THE RPM ACT trucks have been “deleted” since 2009, most of them being daily-driver trucks and not race vehicles. Even if the EPA started its attack by focusing on delete devices, their rhetoric has again moved closer to focusing on motorsports and streetto-track conversion. One statement from the agency declared that any vehicle that has ever had a VIN (vehicle identification number) is not allowed to have any “off-road” parts installed on it. Again, the wording and details get more than a little confusing, especially to someone who isn’t keen on politics. Understandably, there are a lot of people in the community who fear being penalized for pursuing their passions and allowing for others to experience theirs. In such a huge industry, some are at risk for their livelihoods being legislated into non-existence. Luckily, this isn’t a one-sided fight.

10 ENGINEBUILDERmag.com | MARCH / APRIL 2022

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THE RPM ACT “Racers and the motorsports parts industry recognize the threat, and all we’re asking for is clarity in federal law,” Dr. Meyer says. Soon after the EPA’s initial rewriting of the Clean Air Act, the Recognizing the Protection of Motorsports (RPM) Act was drafted. Heavily backed by SEMA, the RPM Act has been presented to congress almost every year since its initial introduction in 2016. Essentially, the RPM Act is seeking to revise the EPA’s Clean Air Act in order to make it legal for street cars to be modified (via emissions delete devices) if, and only if, they are fully converted to off-road race vehicles committed exclusively to competition. The bill’s most recent reintroduction to the House and Senate in 2021 reads as follows: S.2736 – This bill authorizes the modification of a vehicle’s air emission controls for vehicles that are not legal for operation on a street or highway and are used solely for competition. In relation to the exemption of competition vehicles from anti-tampering provisions, the Environmental Protection Agency (EPA) is prohibited from creating or authorizing a database of vehicle registration information that is required to be consulted at the point of manufacture, sale, installation, or use of parts or components. Additionally, the EPA may not require the registration of a vehicle, or part or component of a vehicle, by the manufacturer, seller, purchaser, installer, or user of the vehicle. The regulation prescribed by the EPA regarding the exemption must include certain components, including a description of the reasonable conditions for the applicability of the exemption. H.R.3281 – Section 203(a) of the Clean Air Act (42 U.S.C. 7522(a)) is amended by adding at the end the following: “No action with respect to any device or element of design referred to in paragraph (3) shall be treated as a prohibited act under that paragraph if the action is for the purpose of modifying a motor vehicle into a vehicle that is not legal for operation on a street or highway and is to be used solely for competition.” The bi-partisan bill is currently backed by 140 co-sponsors from a variety of states in both the House and Senate. The diverse support of

12 ENGINEBUILDERmag.com | MARCH / APRIL 2022

The EPA estimates that more than 500,000 diesel pickup trucks have been “deleted” since 2009, most of them being daily-driver trucks and not race vehicles. the bill is good news, but it hasn’t been passed by either legislative body yet. Co-sponsors ultimately mean nothing in the actual process of making a bill become law, but bills with more co-sponsors are usually given a higher priority, which expedites the process. The fact that the RPM Act is being considered in both the U.S. House of Representatives and the U.S. Senate is also great news, putting it in a great position for passage. “With over 9,000 bills currently introduced in the 2021-2022 session of Congress, the RPM Act is in the top 1% of the most bipartisan bills under consideration by lawmakers in DC,” says Eric Snyder, SEMA’s Director of Congressional Affairs. “Over 150 total members of Congress have co-sponsored the RPM Act. Racing is enjoyed by both Republicans and Democrats, which is one of the reasons so many lawmakers from each party support the RPM Act. “This year is an election year, and we must continue to remind members of Congress that

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THE RPM ACT

SEMA and other motorsports bodies have been heavily encouraging their audiences to write letters to their elected officials to draw more attention and support for the RPM Act.

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the RPM Act is the most important issue to the racing community and is something that we will consider when we cast our ballot this fall.” SEMA and other motorsports bodies have been heavily encouraging their audiences to write letters to their elected officials to draw more attention and support for the bill. As of late last year, American’s had sent 1.5 million letters to their representatives urging them to support the bill. That number has undoubtedly grown in the months since. It’s important to note that the RPM Act is not intended to and will not interfere with the EPA’s authority to enforce against individuals who illegally install race parts on vehicles driven on public roads and highways and the companies that market such products. SEMA has made it clear that this is still a direct violation of the Clean Air Act. “Once the RPM Act is enacted into law, the EPA will be tasked with drafting regulations to implement the law,” Dr. Meyer says. “SEMA and PRI will play an integral role in working with the EPA to ensure that regulations offer a reasonable approach for businesses to demonstrate that the products they produce, sell and install are being used exclusively on the track.” The RPM Act is a protection for the amateur and professional motorsports lovers across the country, because even though the EPA is not currently targeting the actual owners for emission-deleted vehicles and only the manufacturers, their reinterpretation of the Clean Air Act could lead to further regulatory decisions in the future. Who’s to say that five or 10 years from now, the EPA won’t take offense from the actual drivers and start fining or seizing vehicles? The RPM Act will make sure nothing like that happens, and that one of America’s greatest pastimes will continue to live on. We encourage all of our readers to first and foremost spread the word about the RPM Act and continue talking about this topic, as well as contact their elected officials on this matter. Readers who would like to send a message can easily do this through sema.org. Protect your right to race! EB

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SPEC ENGINES AND ROAD RACING CHRIS GRAHAM | RACE ENGINEERING

The fastest way to make a small fortune in racing is to start with a large one! This is one of the thousands of sayings we all hear in racing. People in the pits, on the small screen, on the big screen, or even at family cookouts talking about anything car related. Man has been racing since the beginning of time and when we add engines, it just keeps getting faster. Whether it is a straight line, around an oval, stage, dirt, ice, pavement, or road course, racing has something out there for every gearhead or hot shoe on the planet. I’m going to cover road racing, then start to narrow my sights to club racing. When you start thinking of club road racing, we think of vintage or maybe GT car racing at marvelous tracks like Road Atlanta, Sebring, Laguna Seca, and Virginia International Raceway (VIR) just to name a few. In terms of the cars out there, of all the manufactures in the world during any given weekend, Mazda is able to boast over 51% of all SCCA race engine power on the track! That is a tall order. With that in mind, let us focus on cost and how to go racing without having to start with a huge

16 ENGINEBUILDERmag.com | MARCH / APRIL 2022

fortune. To set our eyes on the prize, what about SPEC racing? SPEC racing is very attractive. It gives us a uniform platform that lends itself to a driver’s market with more skillful driving and competition. Reasonable cost models and less R&D for the drivers and teams that want to go racing, should reduce cost and help promote seat time. Now, does this mean you can go cage a grocery getter, slap some go-fast parts on and win the championship? Well in short – NO! What this does mean is you can get a donor car and start a good race program with proven support from the platform like SPEC MX-5 or SPEC Miata. Mazda supports these SPEC classes and several others not mentioned in this article. There are also several sanctioning bodies that race across the country with these classes and have hundreds of events available. At Race Engineering, which is my engine shop, one discipline we practice is SPEC engines for several different series. Each SPEC series has its own guidelines and rule sets that have levels of tech or scrutineers. SPEC Miata within the SCCA (Sports Car Club of America) is set by the GCR, better known as the General Competition Rules. This publication governs everything from conduct of the driver to the limits and specifications of the cars allowed to race in each class, including SPEC Miata. You can use a 100% stock engine or a donor engine and race in the class, however, you will not have the most power or torque. Having a “PRO”

engine does not necessarily mean you will have the fastest either. What it will mean is that depending on who you chose to build your motor, it should meet the hundreds of rules and tolerances to make power to get the good drivers to the front of the field. For example, some of the rules are that you’re limited to factory pistons – both standard bore and first oversize – for the years of the SPEC Miata allowed to run in this class. That does not mean there aren’t several sizes and forged options available, it means Race Engineering is limited to a very finite selection and that selection cannot be modified. To keep innovation (also known in some circles as cheating) to a minimum, there is a catch all rule that says if there is no rule that says you CAN do it, then you CANNOT do it! Now “it” can be anything from adding weight in a certain location or weight reduction of a part or moving a pulley. In our line of work, it is affectionately called the God rule. When talking about the rules engine builders can work with, each and every component of the engine is addressed. From the oil pan to the valve cover and every bolt in between. Since current SPEC Miata years range from 1990-2005, we are working with parts and cars that are a minimum of 17 years old and as old as 32 years. Mazda has stepped up and gone above and beyond to provide new parts to the racers and shops at a significant discount, not to mention they are still working to innovate parts to make these race cars better every year with the competition parts they offer.

Mazda works directly with the sanctioning bodies to help develop rules and supply parts to make the market competitive and available to everyone in the sport. Isolating the engine from the rest of the program, Race Engineering can order everything needed, with only a few exceptions. The rule sets are not just limiting us to bore and stroke, we have the valvetrain to contend with and clearances throughout the engine that are spelled out within the rule set too. A typical SPEC Miata engine build consists of taking the core engine from the customer and disassembling the engine and inventorying the components. Pistons, oil pump, water pump, gaskets, and bearings are all scrapped. Then, Race Engineering starts the cleaning process with the head, block, rods, etc. Once we clean everything, the machining process gets started. The block has all its freeze plugs replaced so we can then bore to the desired capacity. Then, we

Of all the manufactures in the world during any given weekend, Mazda is able to boast over 51% of all SCCA race engine power on the track.

MARCH / APRIL 2022 | ENGINEBUILDERmag.com

ROAD RACING make sure the crank is ready. The rules do not allow turning the crank, so it has to be standard for the class. We verify the rods are perfect and matched up or they will need to be replaced. The block can be decked to meet factory compression ratio, but the head has a few more rules. A valve job on a SPEC Miata consists of three flat angles as they are not allowed any “radius” work. These angles also have limits – the seat must use a 45-degree angle with a width range of 0.030˝-0.050˝ and there must be a top angle and bottom angle. The head also has a minimum height, so there are limits there as well. Each and every one of these limitations can be policed on a tear down. Rules are updated monthly at the most, which keeps us and the rest of the racing program on our toes! This gives you an idea of

03EB_22LibertyMelling.qxp 3/14/22 8:57 AM Page 1

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how a SPEC class engine discipline is handled. While any good engine builder can accomplish this task, it is always better to contact someone with experience in the field. Does this mean the shade tree mechanic could not build a SPEC engine? Of course they can, but will it be as precise or will the tolerances be as close as you would want in order to compete in this market or class? Race Engineering builds engines for countless classes and as many as 10 SPEC classes, but SPEC Miata is by far the most popular SPEC, and Miata is the most popular platform for our street and race engines. Unlike some other classes and types of racing, engine builders are able to compete in this market not only by building these engines, but we are able to race these cars as well. Old school or new school styles all get to meet at the track and deliver a hell of a show. My father,

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18 ENGINEBUILDERmag.com | MARCH / APRIL 2022

ROAD RACING Frank Graham, raced Production in the ‘60s and ‘70s winning the South Eastern Championship during that time. His engines rivaled the best engine builders of the day. He would spend 100 hours working by hand on a single head. Here at Race Engineering, we take that history and current know-how with modern equipment to speed up that process and make a championship-level product for our clients. The amount of time from first to 10th in a SPEC Miata national race is sometimes less than 0.5 seconds! While they say road racing is a gentleman’s sport, the phrase ‘rubbin’ is racin’ isn’t only seen on a southern oval, but also in a 17-turn monster road course! SCCA has had fields this season as large as 79 cars and it is only February! You still cannot win a race in turn one or on lap one, but with the competition this tight, several drivers will try!

While there is no such thing as cheap racing, SPEC racing can be some of the most competitive, fun, family oriented, passionate racing, that can also be cost effective. Budget racing is relative, and each person or team talks about that term “budget” differently. Talking about that fortune, tires for a GT1 hot rod can cost more in one weekend than a PRO motor for SPEC Miata! You can find a well-sorted SPEC Miata to start in the $20,000 range and a national competitive build for about double that. Compared to a Porsche GT at $193,000 before a cage and prep, it takes a much smaller fortune to start at this SPEC level than other racing platforms. Our race shop exists to help clients navigate these waters. Race Engineering has done this for several years and can help as you grow your program. EB

Engineered To Be Modified From Stock To High Performance With Ease!

20 ENGINEBUILDERmag.com | MARCH / APRIL 2022

SICK WEEK 2022 THE HARDEST VACATION YOU’LL EVER TAKE GREG JONES | EDITOR

PHOTOGRAPHY | JENNA KUCZKOWSKI, GREG JONES & PATRICK ROBERTS

or us, it started with a big, bright orange windshield sticker that read, “Sick Week 2022.” We saw it plastered on several cars during the 2021 PRI show as we walked the floor of the Indiana Convention Center back in December. After about the third one, it left us asking ourselves, ‘What is Sick Week?’ It wasn’t until we stumbled upon Tom Bailey’s 1969 Camaro named Sick Seconds 1.0 with a Steve Morris Engines-built twin-turbo big block Chevy that we came to find out what Sick Week actually was. We were told by Tom Bailey himself that Sick Week was the newest drag-anddrive event to hit the scene, and it would be the premier racing event associated with Sick the Magazine’s debut – all of which Tom Bailey is responsible for as event promoter and publisher. He told us we should be there, and when he mentioned that the country’s fastest street cars would be racing and cruising across Florida in early February, we were sold on coming along for the ride. It obviously didn’t hurt that a few of us Ohioans could ditch the snow to soak up some much-needed sun. “This whole thing is not even a year old,” Tom Bailey told us of Sick the Magazine and Sick Week. “When the event went on sale, we had 350 spots and we thought it would be great if we could get 200 cars for the first one. Well, we sold 350 spots in three minutes. It literally sold out faster than any [drag-anddrive] event has ever sold out, and for an inaugural event, it’s kind of crazy. “One of the biggest things we tried to do with Sick Week was make the checkpoints and the route and everything fun. Don’t just make it about the gruel of racing.” While fun was meant to be had, the week-long drag-and-drive event was also billed as the ‘hardest vacation you’ll ever take,’ and if you ask most of the competitors, Sick Week delivered on that promise. You’d be hard pressed not to find a competitor who didn’t encounter some sort of car/engine issue during the week. However, it was also filled with tons of quality drag racing, tons of fun, camaraderie like you’ve never seen, and the joys of seeing the drag-and-drive community in action everywhere you turned. The event drew nearly 350 of America’s quickest street cars to Florida’s tropical playground to race at three of the state’s drag strips – Bradenton Motorsports Park, Orlando Speedworld and Gainesville Raceway – including a stop at Valdosta, GA’s South Georgia Motorsports Park. Sick Week raced these four different venues over five days (Bradenton twice), driving between each track on public roads where competitors needed to stop at checkpoints along the way and post photos of their cars as proof they followed the route. It was the ultimate test of a street car. Entrants couldn’t use transporters or support

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MARCH / APRIL 2022 | ENGINEBUILDERmag.com

SICK WEEK 2022 crews. Rather, they had to race with what they could tow in a small trailer. “With a drag-and-drive event, there’s no support vehicles,” Bailey reiterated. “You have to bring everything with you. You can pull a little trailer – a 4’x8’ trailer – behind your race car with everything you need in it. We race at the track. We pack up. We change to street mode. Then, we hit the road. Once we get to the next track, we do it all over again. It’s basically rinse and repeat.” In addition to the roughly 350 competitors, were another 150 participants and passengers joining the fun as part of the Sick Ward, a VIP experience for folks who wanted to share in the week’s events outside of actually racing down the track. The entire event was livestreamed for free on YouTube and paying spectators were welcomed at each of the tracks. “The Sick Ward is awesome because that’s the Power Tour version of Sick Week, and our VIP experience,” he says. “They get to do the whole event, just not go down the track. They get some other perks though.” Three of us from Engine Builder joined for the week as media members to capture the racing action, the hard work going on in the pits, to get event interviews, competitor interviews, and to experience this first-time event firsthand. In addition to promoting the event, Tom Bailey was also one of the week’s top overall contenders (He’s won Drag Week twice). Competitors were split into one of three groups (A, B and C) based on expected 1/4-mile ETs, and then split into one of 14 classes. Group A was for cars 8.49 and faster, Group B was for cars 8.50-9.99, and Group C was for cars 10.00 and slower. Classes included: Unlimited; Unlimited Iron; Modified; Pro Street; Stick Shift; Naturally Aspirated, Sick Week Freaks; Gassers vs. Hot Rods vs. Beetles; 235 Outlaw Street Race; 275 Street Race; Sick Street Race; Pro Dial Your Own (DYO); DYO; and Bulls Eye Challenge. Each group got one session each day, followed by an all-run session. However, competitors were allowed to make as many passes as possible on a first-come, first-served basis until lanes closed. “For each one of those classes, it’s an accumulative average at the end of the week,” Bailey says. “They turn in one time slip a day. They’ve got to turn that in to get the route to the next spot and get checked off. Then, at the end of the week, you score based on your average. The one with the best average wins.” Having three main groups and 14 different classes to compete within also meant Sick Week would give opportunities to a wide variety of cars, and we certainly saw that. “We have anything from a street legal Pro Mod to a Franklin that runs 30 seconds, because there’s classes for everybody,” he says. “That’s the great thing about it.” Each of the class winners, as well as the daily Bulls Eye Challenge winners, would receive custom-painted RaceQuip helmets as trophies. So, how did it all shake out?

DAY 1 (BRADENTON MOTORSPORTS PARK)

Folks got started bright and early on Monday, February 7, but the temperatures weren’t as quick to warm up. The day began around 50 degrees, warming to the mid-60s. All eyes were on the A group as they kicked off the action on the track. For a number of competitors, that first 1/4-mile pass was a solid one. A total of five A-group competitors recorded ETs in the 6s, including Stefan Gustafsson

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SICK WEEK 2022 and his C4 Corvette, Steve Morris and his 1993 wood-paneled wagon, Rick Prospero and his 1990 Mazda RX-7, Mikael Borggren and his 1987 Volvo 240 wagon, and Tom Bailey and his 1969 Camaro (Sick Seconds 2.0). In fact, Bailey had the fastest time of the day with a 6.26@236 mph. He has a successful track record of winning events like these and averaging strong ETs all week. His goal was to average in the 5s for Sick Week, but during the first drive of the event from Bradenton to Orlando, he dropped a valve, and by the end of day 1, it was clear Tom would have to bow out of the competition. “We were 70 miles into the drive and out of nowhere, just cruising along at 2,200 rpm and 60 mph, a tulip came off the valve,” Bailey says. “We’re not entirely sure what happened. These valves had 70 miles on them. I could have probably continued to run on seven valves, but I was worried about the rest of the valves because if I had that problem with one of them, then what’s going on with the rest of them.” Another notable day 1 dropout was fellow drag-and-drive veteran and 2021 Drag Week winner Dave Schroeder and his 2019 Corvette due to torched pistons. Day 1 certainly had some early casualties. However, the day largely saw a ton of strong passes. For the day 1 drive, competitors had to visit the California Zephyr railway carriage and the Old Town amusement park before winding up in Orlando. Sick Week was well underway!

DAY 2 (ORLANDO SPEEDWORLD)

That is, until Tuesday rolled around, promising a lot of rain throughout the day sweeping across the middle of Florida. Given the time of year, Sick Week would have been extremely lucky to avoid any weather all week. In response, event organizers made a timely decision to cancel racing in Orlando the night before, which was absolutely the right call. The competitors were required to still make a stop at Orlando Speedworld Tuesday morning to get a photo with either the tower or the staging lanes before they moved on to Gainesville Raceway. For some racers, this was merely a pit stop. For others, this additional “free time” was what the doctor ordered, allowing for repairs and diagnosis of mechanical issues from the first trip. The day 2 drive up to Gainesville included a tour along Daytona Beach with Atlantic Ocean views and a stop for ice cream at Hoot Owl Farm House, both of which were popular among the Sick Weekers.

DAY 3 (GAINESVILLE RACEWAY)

As competitors prepared for racing at Gainesville, the Florida weather again started cool, as well as foggy, delaying any racing for an extra hour on Wednesday. Once the weather warmed and it became a sunny, clear day by mid-morning, racing was set to begin. This time, Sick Week organizers called up the larger C group to hit the track first, followed by A and B groups. Gainesville Raceway is home to the NHRA Gatornationals, so track prep was on point for the Sick Week competitors. As such, day 3 saw some great passes and solid racing from all. Amongst the A-group competitors, the day saw four 6-second passes made – Stefan Gustafsson, Shawn Fink and his 1955 Chevy 210, Steve Morris, and Rick Prospero. However, that didn’t mean the racing and several street drives hadn’t taken their toll to this point. By the morning of day 4 in Valdosta, GA, a little more than 60 competitors had called it quits. The drive from Gainesville to

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SICK WEEK 2022 Valdosta included checkpoint stops at Ivey Memorial Park and the Farm House Restaurant.

DAY 4 (SOUTH GEORGIA MOTORSPORTS PARK)

If you ask most of the Sick Week faithful, day 4 was THE day. It offered up the best weather and solid track conditions. As you pulled into the grounds, it was obvious that South Georgia Motorsports Park was going to be lit. Now more than halfway through the week, racer attrition was a factor. The 280 racers still in it had certainly overcome the drama of a drag-and-drive, but it wasn’t done yet. Again, the day’s racing began with C group, followed by A and B groups. Several A group drivers recorded 6-second passes, including Stefan Gustafsson, Nicholas Taylor and his 1991 Chevy Camaro, Rick Prospero, and Mikael Borggren. Steve Morris, who was having himself a good week, ran into some transmission issues. He would remain in the competition, but his ET average took a plunge after recording an 11.771 on the day. One of the coolest things to happen on day 4 came from the Bulls Eye Challenge class. The day’s Bulls Eye was a .48, so class competitors had to get as close to that number as possible, regardless of how many seconds (9.48, 7.48, 11.48) it took. Of all five days, only Adam Malleck and his 1969 GMC C10 hit the number dead on with a 13.483 After racing concluded Thursday, Sick Week competitors got to choose their own routes down I-75 toward Don Garlits Museum of Drag Racing in Ocala, FL, where they had to take a photo with the museum billboard, and hang out with Don Garlits, of course!.

DAY 5 (BACK TO BRADENTON MOTORSPORTS PARK)

After traveling over 800 miles, the Sick Week competitors had been through the ringer – rain, repairs, long days, sleepless nights, rebuilds, and more. They now found themselves back at Bradenton Motorsports Park for the finish. For some, this was the night to go for broke and see what happens. For

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others, mere thousandths of a second still mattered. The majority, however, were just elated to have made it through the week. Events like Sick Week are not for the faint of heart. For example, our pal Stefan Rossi of ACE Racing Engines, can attest to that. He and his team experienced just about everything a drag-and-drive event can throw your way. During day 1 at Bradenton, we spoke with Rossi just a minute before his first pass, which resulted in his 1966 Chevy SS Nova going sideways at the top end of the dragstrip after the lower radiator hose blew off. Water got under the rear tires and Rossi contacted the wall. All things considered, Stefan was merely shaken up afterward (thankfully) and the car had minor cosmetic damage – nothing he deemed would keep him from finishing the week. However, it put Rossi well behind the eight ball. Most of us would have put the car in the trailer and called it quits, but his team continued. They also had issues during a drive or two and found ways to keep making the checkpoints and the next track. The week’s effort earned Rossi the “Sickest of the Sick” award. Admittedly, that honor wasn’t what he was after, but it was a more than worthy conciliation prize for enduring the week he had. He certainly wasn’t alone in suffering! Overall, 82 competitors didn’t finish the week. Tom’s own son Aydan, who was competing in a 1957 Chevy 210 named Shitbox, also ended his week leaving it all on the track. Unfortunately, that meant flipping his car on its roof as he attempted to run a 7-second pass on the final day. Aydan thankfully walked away uninjured. Of those who did finish, only three cracked off a final day 6-second pass – you guessed it, Stefan Gustafsson, Rick Prospero and Mikael Borggren. That meant Stefan Gustafsson and his 1989 C4 Corvette would take the overall Sick Week win with an average ET of 6.677@217.52 mph. Those results were thanks to his 118mm turbocharged big block Chevy engine capable of more than 2,000 hp! Rick Prospero and Mikael Borggren also finished with average ETs in the 6s to round out the Sick Week podium, which earned them custom guitars

MARCH / APRIL 2022 | ENGINEBUILDERmag.com

SICK WEEK 2022 courtesy of Gear Vendors. Prospero runs a twin-turbo 540 cid big block Chevy, while Borggren runs a 388 cid single 98mm turbo LS engine setup. Prospero’s average ET was 6.887@200.96 mph, which earned him top honors in the Modified class and 2nd overall, while Borggren turned in a 6.918@206.11 performance, which put him in 2nd behind Prospero in the Modified class and 3rd overall. For Bailey and his Sick the Mag team, Sick Week 2022 proved to be a big success. The caliber of the cars were excellent, the tracks were excellent, the sights and sounds were excellent, and the racing was amazing. What more could you ask for, except to do it all again next year! A Sick Week competitor explained the whole week best on Facebook, “I think a lot of us needed Sick Week. A lot of us love drag racing, and I’m sure a lot of us love it more than ever after spending a week burning up and down the highways and byways of Florida and Georgia experiencing virtually everything awesome that drag racing has to offer. Innovation. Ingenuity. Determination. Camaraderie. Talent. Teamwork. Independence. Passion. Performance. Speed. Perhaps more than anything else, Sick Week was freaking fun. “Everyone involved, even while beating their cars to death, trying to repair them on the side of the road or in parking lots, seemed to be having an absolute blast from start to finish. That’s what the drag-and-drive community is all about, and Sick Week encapsulated it. There was an air of adventure at this event. There was a festival vibe at the dragstrips. The scenic drives were just that. The checkpoints were off the beaten path. The brotherhood. The cars. It’s as cool of a deal as any I’ve experienced in drag racing.” EB

CLASS

DRIVER

Unlimited

FINAL RESULTS

VEHICLE

AVERAGE

Stefan Gustafsson

1989 Corvette

6.677@217.52 mph

Unlimited Iron

Shawn Fink

1955 Chevy 210

7.102@189.48 mph

Modified

Rick Prospero

1990 Mazda RX-7

6.887@200.96 mph

Pro Street

Glenn Hunter

1956 Chevy Bel Air

7.574@185.88 mph

Stick Shift

Richard Guido

1965 Pontiac GTO

8.978@159.06 mph

Naturally Aspirated

James McEntire

1968 Chevy Camaro

8.039@164.74 mph

Sick Week Freaks

Tony Niemczyk

1995 Eclipse

9.239@147.45 mph

Gas/Hot Rod/Beetle

Jarrad Scott

1965 Ford Ranchero

9.367@154.95 mph

235 Outlaw Street

Matthew Lamphier

1992 Mazda Miata

8.529@162.16 mph

275 Street Race

William Lujan

1990 Ford Mustang

8.541@161.01 mph

Street Race

Alex Corella

1993 Ford Mustang

8.526@163.06 mph

Pro DYO

William Spangler

1980 Ford Fairmount

ET Spread 0.023

DYO

Jackson DeVaughan

2005 Ram 2500

ET Spread 0.025

Bulls Eye Day 1

Robert Lebron-Frank

2014 Chevy Camaro

Goal .52 / ET 11.54

Bulls Eye Day 3

Randy Franklin

1965 Buick Skylark

Goal .24 / ET 16.28

Bulls Eye Day 4

Adam Malleck

1969 GMC C10

Goal .48 / ET 13.48

Bulls Eye Day 5

Jason Zeigler

1994 Honda Del Sol

Goal .66 / ET 12.67

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ONE-ON-ONE W

GREG JONES | EDITOR

uring this first-time event, Engine Builder was fortunate to grab some time with Sick Week founder and promoter Tom Bailey to discuss the week in Florida and his thoughts on the exploding drag-and-drive community. Q: How did Sick Week come about?

A: At Drag Week is when we started talking about having a signature event. We thought maybe we could do that in a year or two. During Drag Week we were talking to people and talking about the ideas we had and they all said we should do it now. I’ve been to lots of these events and figured they’re easy, so we said, “Okay, we’ll do it, and we’ll do it in February, in four months.” I didn’t realize what it takes to plan an event. Luckily, I’ve got a great team of people who have stepped in. A lot of the Drag Week staff that I’ve known for years has stepped in. Having Keith Turk has been huge, and having Jenny Turk as the event

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planner. I wouldn’t have been able to even try and race this event without her and I don’t even know if I could have pulled it off because there’s so many little things to take care of.

Q: Where did the Sick Week name come from? A: The name of everything stems from my car, which is Sick Seconds (now Sick Seconds 1.0 because Tom also has Sick Seconds 2.0). Sick Seconds was going to be the first 6-second street/strip car. When I got the car, I adopted the name. I carried it over to my new car, Sick Seconds 2.0, and everything ended up as Sick. We started a fundraiser that takes place in August called Sick Day, which has been going on for four years. The Epilepsy Foundation of

Michigan is what that is a fundraiser for. It was just natural that when we came up with the magazine, it was Sick the Mag and then the event had to be Sick Week. Who would’ve thought? Now, we’ve got a trademark on the word sick when it’s used in anything car related.

Q: For someone who doesn’t know racing, what is Sick Week? A: Sick Week is about having a bunch of like-minded people who enjoy getting tortured 24-hours a day for five days, because that’s what this stuff all ends up being. It’s really man and machine. It’s the most primitive form of racing. It goes back to the days of Snake and Mongoose doing grudge races traveling across the country in a truck with a trailer with their car on it. Sick Week took it a step further

WITH TOM BAILEY – we got rid of the truck. Therefore, all we have is our race car and a trailer and that’s what we’re surviving on. Basically, you’re trying to make something that’s not designed to live for five days, live for five days. That would probably be the best way to describe it. It’s about the challenge. I think for 95% of people, maybe 99.9% of people, it’s the challenge of trying to do something that shouldn’t be possible.

Q: Describe the journey of Sick Week. A: We’re covering four tracks in five days – Bradenton, Orlando, Gainesville, South Georgia, and Bradenton again. It’s over 800 miles on your street/strip car. A lot of torture. A lot of cool checkpoints. A lot of friends. That’s probably the best thing you see during a week like this. Almost no car passes you by that’s in the group. If you stop for anything, everybody’s got to give a thumbs up. If not, you’re going to have 30 cars parked on the side of the road behind you seeing if they have anything that can help. That’s probably the best thing about it is the camaraderie – everybody helping everybody. Two competitors could be neck and neck and you can be first and second in your class, but you’ll give that guy a part that you might need the next day, so he can keep going to the next track. That’s the coolest thing about it. It’s unlike anything else. I love all forms of drag racing and everybody’s in one big happy family, but this is next level as far as the help somebody will give someone else.

Q: What kind of cars compete? A: We’ve got everything. We’ve got a Sick Week Freak class, which basically are the oddballs. Those are the diesels and the six cylinders and the four cylinders and the front-wheel-drive cars. That’s what’s awesome. I wanted to make sure that we catered to those folks. Take the four cylinders for example. What they can do with those cars just impresses me. I mean they have 1/5th the cubic inches that we have and they’re running close to the same times, and I just think that’s awesome, so we did a lot to cater to them and get those guys because they’re a big segment of the market. Getting one of those to live on the road, I think might be harder than getting my car to live on the road, because they tear up parts like nobody’s business. You’ve got a 1.3L and you’re trying to run a 7-second pass with it. It’s crazy.

Q: Explain Sick Week’s quarantine area… A: The quarantine area is for the topthree fastest cars in each class that

MARCH / APRIL 2022 | ENGINEBUILDERmag.com

SICK WEEK 2022 run faster than 8.50. They end up in quarantine. The idea there is that they don’t get any outside help. They get themselves and their crew member is all who’s working on the car. That way, if there’s possibly a slow car, let’s say a 10.50 car that’s along with them as a pseudo support type vehicle, then it keeps them away from the car. It does two things. You get a quick line to the staging lane because quarantine gets their own lane to go up and run when they’re ready. It also gives them a little extra time to spin that car around.

Q: What has been a favorite aspect, moment, run? What was memorable? A: I don’t want to be biased or whatever, but Aydan, my boy, made his first 8-second pass this week. He did that in testing and then he went 8.60. His goal at the end of the week is to possibly run a 7-second pass. We’ll see. I don’t know if he’s got enough injector for it. (Unfortunately, Aydan ended his week by flipping his car on Day 5. Fortunately, he walked

away unscathed).

Q: What does it mean to you that Sick Week sold out in three minutes? A: When we came up with the event, we were trying to get a couple hundred people. If we could get a couple hundred people this would be cool. We can test it, see how it works. There’s probably that many people that might like to go to Florida. As everything started moving forward, there was a lot of interest in it. We weren’t even done with rules before we had to put the event on sale because these people have to plan vacations or “Sick Weeks.” We put it on sale without rules, without anything, just saying here’s what we’re

doing and here’s the dates. It sold out in three minutes. That just shows the crazy support that everybody has for it. It’s just mind blowing. Then, we created the Sick Ward for the VIP experience. That sold out in an hour. It’s just crazy. Then, add to the mix all of the fans we pulled in and the amount of people who watched the livestream, it’s very humbling to say the least.

Q: What would you change next year? A: I think as far as changes, we’ll do a recap on the whole thing and then just see what we can do to improve it and make it a better experience for everyone. I don’t know if I’ve been sheltered from it, but I’ve not heard a negative thing about anything so far. Our goal for this event was to bring the best track prep to the event that any of these guys had ever seen. Usually, with one of these events, the complaint is the track prep. I wanted to get that out the window.

Q: As you take time to reflect, what does the immediate future of Sick Week look like? A: The future’s unknown. It’s growing so quick and everything’s changing so fast. We do have shootouts coming up. We’re doing three shootouts with NMCA this year. The qualifier for those shootouts is the car has to have completed a drag-and-drive event – it could be Sick Week, Drag Week, Rocky Mountain Race Week, or Midwest Drags – it doesn’t matter. EB

34 ENGINEBUILDERmag.com | MARCH / APRIL 2022

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Diesel of the Month JeliBuilt Performance LLC

444 cid 7.3L Powerstroke Brian Jelich | North Carolina EVAN LAUX | ASSOCIATE EDITOR Brian Jelich is a prime example of someone who’s stayed consistent with his interests for years and proved his expertise in the craft. For 18 years, Jelich has been tooling on the same 2000 model year F-350 that he bought when he was just 18 years old, slowly upgrading and improving the truck. As we often see in the industry, man becomes attached to machine. “I don’t think I’ll ever sell this truck,” Brian Jelich says. “I’ve had it for half my life, so it’s definitely become extremely important to me.” Jelich got serious with the truck’s performance a few years after purchasing it in 2004. He started making a name for himself in 2010 when he began running mid-10s in the 1/4 mile and most notably, was the first 7.3L Powerstroke to break 1,000 horsepower on a chassis dyno. After more and more racing in the 5.90 index class and personal tuning, Jelich’s passion led him to start JeliBuilt Performance LLC in 2017. The small, two-man operation offers numerous services to its customer base – most

notably, reliable and quality tunes for Powerstroke trucks. Jelich has continued to enhance his F-350, and the uber-powerful 444 cid turbocharged 7.3L Powerstoke engine hiding underneath the hood. His truck currently holds the record as the fastest 1/8th-mile 4x4 7.3L Powerstoke in the world. What’s most interesting is that despite a different cam and heads installed on the engine in 2015, the 7.3L long block has essentially stayed the same since 2012, when Jelich first built the motor with a friend. The main caps are tied together by a main bearing girdle, which is secured with the crank by ARP main studs. The camshaft is a Gearhead Automotive Performance Stage 2, which works flawlessly with the ported and fire-ringed Crutchfield Machine heads hidden by polished-aluminum Moroso valve covers. For connecting rods, the engine features a billet prototype Tymar set, and the castaluminum pistons from Mahle are de-lipped.

On the fuel side, Jelich opted to install the largest injectors he could find from Unlimited Diesel Performance, a set of 455/400 hybrids. A Swamps Gen III high-pressure oil pump mounted over the stock Super Duty HPOP supports the injectors, which are capable of moving 455cc of fuel through 400% over nozzles. The entire system circulates around an Aeromotive A1000 fuel pump that has a regulated return and a -6 AN fuel line. At one point, Jelich sported a compound turbo setup, but has since ditched the dual turbos for a big single turbo to feed the 7.3L – a BorgWarner S480 from KC Turbos currently sits atop the engine and packs 70-psi of boost into the On3 Performance intercooler. The exhaust manifolds were fabricated by Paul’s Custom Fabrication and Machine, and they help drive the 80/96/1.32 charger. All in all, the truck belts out around 1,500 horsepower with Jelich anticipating an increase in power happening soon. “I think it’s probably got another 100 or so horsepower in there pretty easily,” he says. “I just need more time on the track to test things out.” It’s pretty safe to say that more time on the track will bring steady improvements for Jelich this year, as it has in the past. In fall 2021, Jelich smashed through his previous record of 5.76-seconds at 121 mph in the 1/8th-mile. Currently, his record pass is 5.46-seconds at 127 mph. EB Diesel of the Week is sponsored by AMSOIL. Have an engine to feature in this series? Email Editor Greg Jones at gjones@babcox.com.

36 ENGINEBUILDERmag.com | MARCH / APRIL 2022

ENGINECOMPONENTS BEARINGS (CAMSHAFT)

ACL Distribution Inc., DNJ Engine Components, FP Diesel/Federal-Mogul, Liberty Engine Parts, Motor State Distributing, Nickels Performance, PBM Performance Products, Sealed Power/ Federal-Mogul

Costex Tractor Parts, Crane Cams, Elgin Industries, Engine & Performance Warehouse, Engine Parts Group, Engine Parts Warehouse Inc., Erson Camshafts, Liberty Engine Parts, Lunati LLC, Melling Engine Parts, Motor State Distributing, Motovicity Distribution, Nickels Performance, PAI Industries Inc., PBM Performance Products, Race Engineering Inc, RCS Motorsports, Rebuilders Choice/Packard Industries, Sealed Power/Federal-Mogul, Tiffin Parts, Torque Power Source, TractoParts Center Inc., Wolverine/Blue Racer

BELT TENSIONER/IDLERS

CAMSHAFT SEALS

Federal-Mogul Motorparts, Surface Sciences

BEARINGS (ROD) ACL Distribution Inc., BRYCO by Carfel Inc., Calico Coatings, Creatures Of The Night Performance, DNJ Engine Components, Dura-Bond, Engine & Performance Warehouse, Engine Parts Group, Jesel Inc., King Engine Bearings Inc., Liberty Engine Parts, MAHLE Aftermarket Inc., Motor State Distributing, National Performance Warehouse (NPW), NDC Engine Bearing, Nickels Performance, PAI Industries Inc., PBM Performance Products, Rebuilders Choice/Packard Industries, Safety Auto Parts Corp., Sealed Power/FederalMogul, Tim’s Turbos

BEARINGS (ENGINE SLEEVE TYPE)

DNJ Engine Components, Engine & Performance Warehouse, Engine Parts Group, King Engine Bearings Inc., Liberty Engine Parts, MAHLE Aftermarket Inc., Motor State Distributing, National Performance Warehouse (NPW), NDC Engine Bearing, Nickels Performance, PAI Industries Inc., Safety Auto Parts Corp., Scat Enterprises Inc., Sealed Power/ Federal-Mogul, Worldwide Electric Corporation

BEARINGS (MAIN REAR MAIN)

ACL Distribution Inc., Calico Coatings, Callies Performance Products, Creatures Of The Night Performance, DNJ Engine Components, Egge Machine Company, Engine & Performance Warehouse, Engine Parts Group, FP Diesel/FederalMogul, King Engine Bearings Inc., Liberty Engine Parts, MAHLE Aftermarket Inc., Maxiforce Inc., Motor State Distributing, National Performance Warehouse (NPW), NDC Engine Bearing, Nickels Performance, PAI Industries Inc., PBM Performance Products, Race Engineering Inc, Rebuilders Choice/ Packard Industries, Safety Auto Parts Corp., Scat Enterprises Inc., Sealed Power/Federal-Mogul, Speed-Pro/

38 ENGINEBUILDERmag.com | MARCH / APRIL 2022

Avon Automotive/Progear, Cloyes Gear & Products Co., CRP Automotive, Elgin Industries, Engine & Performance Warehouse, Engine Parts Group, Goodson Tools & Supplies, Innovators West Inc, Liberty Engine Parts, Motor State Distributing, NAPA Belts/Hose, National Performance Warehouse (NPW), Nickels Performance, PAI Industries Inc., Safety Auto Parts Corp., Schaeffler Group, Sealed Power/Federal-Mogul

BUSHINGS

C. H. E. Precision Inc, Dura-Bond, Engine & Performance Warehouse, Engine Parts Group, FP Diesel/Federal-Mogul, Goodson Tools & Supplies, Liberty Engine Parts, National Performance Warehouse (NPW), NDC Engine Bearing, Nickels Performance, NRG Auto Systems Inc., PAI Industries Inc., Sealed Power/ Federal-Mogul, Speed-Pro/FederalMogul Motorparts, Worldwide Electric Corporation

CAM CAPS

Elringklinger Automotive Manufacturing, Engine Parts Group, Liberty Engine Parts, National Performance Warehouse (NPW), Nickels Performance, Sealed Power/Federal-Mogul

CAMSHAFT BELT DRIVES

CV Products Inc., Engine & Performance Warehouse, Liberty Engine Parts, Nickels Performance

CAMSHAFT KITS

Butler Performance, Camcraft Cams LLC, Camlogic Technologies, Comp Cams,

American Gasket Mfg. Co. Inc., Apex Automobile Parts Inc., C. H. E. Precision Inc, CRP Automotive, Elringklinger Automotive Manufacturing, Engine & Performance Warehouse, Engine Parts Group, Liberty Engine Parts, Motor State Distributing, Nickels Performance, Safety Auto Parts Corp., Sealed Power/ Federal-Mogul

CAMSHAFT THRUST PLATE AND PARTS BRYCO by Carfel Inc., Engine & Performance Warehouse, Engine Parts Group, EngineQuest, Goodson Tools & Supplies, Liberty Engine Parts, Melling Engine Parts, Motor State Distributing

CAMSHAFTS

Access Industries Co., Advanced Sleeve, American Cylinder Head Inc., ATI Performance Products, Bullet Racing Cams, Callies Performance Products, Cam Motion Inc., Camcraft Cams LLC, Camlogic Technologies, Comp Cams, Crane Cams, Creatures Of The Night Performance, Crower Cams & Eqpt Co, DNJ Engine Components, DPR Racing, Edelbrock Corp., Elgin Industries, Engine & Performance Warehouse, Engine Parts Group, Engine Parts Warehouse Inc., Enginetech Inc, Erson Camshafts, Howards Cams & Racing Components, Huggins Cams Inc, Hypermax Engineering, Isky Racing Cams, Jesel Inc., Liberty Engine Parts, Lunati LLC, MAHLE Aftermarket Inc., Melling Engine Parts, Motor State Distributing, National Performance Warehouse (NPW), Nickels Performance, Ohio Crankshaft Co., PAI Industries Inc.,

PBM Performance Products, Pittsburgh Crankshaft Service, Race Engineering Inc, RCS Motorsport, RCS Motorsports, Rebuilders Choice/Packard Industries, RPMS Inc., Safety Auto Parts Corp., Sealed Power/Federal-Mogul, Smith Brothers Pushrods, Survival Motorsports, Total Engine Airflow, Trick Flow Specialties, Wolverine/Blue Racer

CARBURETORS

Baker Carburetion, BLP Products Inc., Demon Carburetion, Engine & Performance Warehouse, Hedman Hedders, Liberty Engine Parts, National Performance Warehouse (NPW), Nickels Performance, Proform Parts, Quick Fuel Technology, Renegade Racing Fuels & Lubricants, Schwanke Engines LLC, Zepeda Carburetors

CHAIN KITS

Borg Warner Morse Tec, Cloyes Gear & Products Co., Elgin Industries, Engine & Performance Warehouse, Engine Parts Group, Liberty Engine Parts, Motor State Distributing, Nickels Performance, RCS Motorsports, Rebuilders Choice/ Packard Industries, Sealed Power/ Federal-Mogul, Tracto-Parts Center Inc.

CONNECTING RODS

Access Industries Co., Advanced Sleeve, Atomic Speedware, Bill Miller Engineering, BRC Performance, Butler Performance, Callies Performance Products, Camcraft Cams LLC, CAT Power Engine Parts, Competition Products, Costex Tractor Parts, CP-Carrillo, Creatures Of The Night Performance, Cunningham Rods, Diesel Head & Parts, DPR Racing, Eagle Specialty Products,

Engine & Performance Warehouse, Engine Parts Group, Falicon Crankshafts, G-Cor Automotive Corp., Grant Iron & Motors, GRP Connecting Rods, Hypermax Engineering, K1 Technologies, Liberty Engine Parts, Lunati LLC, Manley Performance, MGP Connecting Rods, Motor State Distributing, National Performance Warehouse (NPW), Nickels Performance, Oliver Racing Parts, R & R Racing Products, Race Engineering Inc, Racing Engine Valves (REV), RCS Motorsport, Rebuilders Choice/Packard Industries, Scat Enterprises Inc., Sonnys Racing Engines & Components, SPM Titanium Rods & Components, Standard Crankshaft Co.

CONNECTING RODS NUTS BOLTS

A1 Technologies, ARP Inc., Callies Performance Products, CP-Carrillo, Engine & Performance Warehouse, Engine Parts Group, Falicon Crankshafts, Liberty Engine Parts, MGP Connecting Rods, Motor State Distributing, Oliver Racing Parts, Scat Enterprises Inc., SPM Titanium Rods & Components

CRANKSHAFT CONVERSIONS

Engine & Performance Warehouse, Engine Parts Group, Motor State Distributing, Scat Enterprises Inc.

CRANKSHAFT KITS

Atomic Speedware, Crankshaft Rebuilders Inc., Eagle Specialty Products, Engine & Performance Warehouse, Engine Parts Group, Engine Parts Warehouse Inc., Falicon Crankshafts, K1 Technologies, Liberty Engine Parts, Lunati LLC, Manley Performance, Motor State Distributing, National Performance Warehouse (NPW), Nickels Performance, Ohio Crankshaft, PBM Performance Products, Race Engineering Inc, RCS Motorsports, Scat Enterprises Inc., Standard Crankshaft Co.

Group, Liberty Engine Parts, Motor State Distributing, Nickels Performance

CRANKSHAFT REPAIR SLEEVES

Engine & Performance Warehouse, Engine Parts Group, ESCO Industries Inc., Liberty Engine Parts, Los Angeles Sleeve Co. Inc., Michigan Engine Supplies, Inc., Motor State Distributing, Nickels Performance, PBM Performance Products

CRANKSHAFT SEALS

Apex Automobile Parts Inc., Dana Incorporated, Elringklinger Automotive Manufacturing, Engine & Performance Warehouse, Engine Parts Group, Freudenberg-NOK, Liberty Engine Parts, Motor State Distributing, Nickels Performance, Safety Auto Parts Corp.

CRANKSHAFTS

AA Midwest, Access Industries Co., Advanced Sleeve, Alfing Corporation, BRC Performance, Bullet Racing Cams, Callies Performance Products, CAT Power Engine Parts, Costex Tractor Parts, Crower Cams & Eqpt Co, Eagle Specialty Products, Engine & Performance Warehouse, Engine Parts Group, EngineQuest, Falicon Crankshafts, G-Cor Automotive Corp., Grant Iron & Motors, Hebei Jiayuan Auto Parts CO., LTD, High Performance World Inc., Howards Cams & Racing Components, Liberty Engine Parts, Manley Performance, Marine Crankshaft Inc., Motor State Distributing, Motovicity Distribution, Nickels Performance, Ohio Crankshaft, Ohio Crankshaft Co., PAI Industries Inc., PBM Performance Products, Pittsburgh Crankshaft Service, Probe Industries, Quality Power Products, Race Engineering Inc, Scat Enterprises Inc., Standard Crankshaft Co., Survival Motorsports

CYLINDER HEAD COMPONENTS

CRANKSHAFT PULLEY SLEEVES

Avon Automotive/Progear, Engine & Performance Warehouse, Engine Parts

AA Midwest, Access Industries Co.,

Advanced Sleeve, All Pro Cylinder Heads, Inc., American Cylinder Head Inc., Atech Motorsports, Baker Engineering Inc. Pro/Cam, Bill Mitchell Hardcore Racing Products, Brisk USA Racing & Performance Spark Plugs, Brodix Inc, Butler Performance, Chapman Racing Heads, CNC Cylinder Heads Inc, Corteco, Crane Cams, CRP Automotive, Diesel Head & Parts, DNJ Engine Components, Edelbrock Corp., Elgin Industries, Engine & Performance Warehouse, Engine Parts Group, Engine Parts Plus, Engine Parts Supply Co., Engine Parts Warehouse Inc., Fel-Pro Gaskets/Federal-Mogul Motorparts, FP Diesel/Federal-Mogul, Genuine GM Parts, Hebei Jiayuan Auto Parts CO., LTD, High Velocity Heads, Indy Cylinder Head, Katech Inc, Koffels Place, Liberty Engine Parts, M2 Race Systems, Motor State Distributing, Motovicity Distribution, Nickels Performance, PAI Industries Inc., PBM Performance Products, Precision Engine Parts, ProMaxx Performance, Qualcast LLC, Race Engineering Inc, Racing Engine Valves (REV), Rebuilders Choice/Packard Industries, RHS-Racing Head Service, Schwanke Engines LLC, Sealed Power/ Federal-Mogul, Silver Seal Products Co. Inc., Smith Brothers Pushrods, Sonnys Racing Engines & Components, Speed-Pro/Federal-Mogul Motorparts, Temel Gaskets, Total Engine Airflow, Total Flow Products, Tracto-Parts Center Inc., Tri-State Cylinder Head, Tucker Valve Seat Co., World Products

CYLINDER HEADS NEW: ALUMINUM BARE

AA Midwest, Access Industries Co., Air Flow Research, Alan Johnson Performance Engineering Inc., All Pro Cylinder Heads, Inc., American Gasket Mfg. Co. Inc., Avenger Cylinder Heads, Bill Mitchell Hardcore Racing Products, BluePrint Engines, CFE Racing Products Inc, Creatures Of The Night Performance, Dart Machinery Ltd, Edelbrock Corp., Engine & Performance Warehouse, Engine Parts Group, Engine Parts Warehouse Inc., EngineQuest,

Genuine GM Parts, Liberty Engine Parts, M2 Race Systems, Motor State Distributing, Nickels Performance, ProFiler Performance Products, ProMaxx Performance, Qualcast LLC, RHS-Racing Head Service, Weld Tech, World Products

CYLINDER HEADS NEW: ALUMINUM COMPLETE

Access Industries Co., Air Flow Research, All Pro Cylinder Heads, Inc., American Gasket Mfg. Co. Inc., Baker Engineering Inc. - Pro/Cam, Edelbrock Corp., Engine Parts Warehouse Inc., EngineQuest, Liberty Engine Parts, Motor State Distributing, Nickels Performance, RHS-Racing Head Service, Total Engine Airflow, Trick Flow Specialties, World Products

CYLINDER HEADS NEW: CAST IRON BARE

AA Midwest, Access Industries Co., Bill Mitchell Hardcore Racing Products, Brzezenski Racing Products, CIFIC Auto Inc., Dart Machinery Ltd, Engine & Performance Warehouse, Engine Parts Group, Engine Parts Warehouse Inc., EngineQuest, Genuine GM Parts, Hebei Jiayuan Auto Parts CO., LTD, Liberty Engine Parts, Motor State Distributing, National Performance Warehouse (NPW), Nickels Performance, ProMaxx Performance, Qualcast LLC, RHS-Racing Head Service, World Products

CYLINDER HEADS NEW: CAST IRON COMPLETE

AA Midwest, Access Industries Co., Bill Mitchell Hardcore Racing Products, Brzezenski Racing Products, Dart Machinery Ltd, Engine & Performance Warehouse, Engine Parts Group, Engine Parts Warehouse Inc., EngineQuest, Genuine GM Parts, Hebei Jiayuan Auto Parts CO., LTD, Liberty Engine Parts, Motor State Distributing, National Performance Warehouse (NPW), Nickels Performance, ProMaxx Performance, Quicksilver, RCS Motorsports, RHS-Racing Head Service, World Products

MARCH / APRIL 2022 | ENGINEBUILDERmag.com

ENGINECOMPONENTS

ENGINE KITS

CYLINDER HEADS REMAN: ALUMINUM BARE

Access Industries Co., American Gasket Mfg. Co. Inc., Area Diesel Service, Atech Motorsports, Brodix Inc, Butler Performance, Callies Performance Products, Camcraft Cams LLC, Costex Tractor Parts, Creatures Of The Night Performance, Crower Cams & Eqpt Co, Dart Machinery Ltd, Diesel Guard/MCI, Diesel Sales, Eagle Specialty Products, Engine & Performance Warehouse, Engine Parts Supply Co., Engine Parts Warehouse Inc., Fel-Pro Gaskets/ Federal-Mogul Motorparts, FP Diesel/ Federal-Mogul, Genuine GM Parts, Hedman Hedders, Howards Cams & Racing Components, IPD, KMP USA Ltd., Liberty Engine Parts, Los Angeles Sleeve Co. Inc., Lunati LLC, MAHLE Aftermarket Inc., Maxiforce Inc., Motor State Distributing, Motovicity Distribution, National Performance Warehouse (NPW), Nickels Performance, Ohio Crankshaft, Pacific Performance Products, PAI Industries Inc., PBM Performance Products, Pro Diesel, Probe Industries, Proform Parts, RCS Motorsports, Rebuilders Choice/ Packard Industries, Richland Ltd., Safety Auto Parts Corp., Sealed Power/ Federal-Mogul, Speed-Pro/FederalMogul Motorparts, Tiffin Parts, Torque Power Source, Totally Stainless, TractoParts Center Inc., VSI Performance Warehouse, World Products

American Cylinder Head Inc., CIFIC Auto Inc., Engine & Performance Warehouse, Engine Parts Group, Liberty Engine Parts, National Performance Warehouse (NPW), Nickels Performance

CYLINDER HEADS REMAN: ALUMINUM COMPLETE

American Cylinder Head Inc., ATK High Performance Engines, Engine & Performance Warehouse, Engine Parts Group, Liberty Engine Parts, Nickels Performance

CYLINDER HEADS REMAN: CAST IRON BARE

American Cylinder Head Inc., Engine & Performance Warehouse, Engine Parts Group, Hebei Jiayuan Auto Parts CO., LTD, Liberty Engine Parts, Nickels Performance

CYLINDER HEADS REMAN: CAST IRON COMPLETE American Cylinder Head Inc., ATK High Performance Engines, Engine & Performance Warehouse, Engine Parts Group, Hebei Jiayuan Auto Parts CO., LTD, Liberty Engine Parts, Nickels Performance, Pro Diesel, Quicksilver

CYLINDER LINERS (SLEEVES)

Advanced Sleeve, Block Pro, Condumex Inc., Darton Sleeves, Engine & Performance Warehouse, Engine Parts Group, ESCO Industries Inc., EZ-Slider Cylinder Liners, FP Diesel/Federal-Mogul, Interstate-McBee LLC, K-Line Ind. Inc., KMP USA Ltd., Kraus International Inc., Kubota Engine America Corp., Liberty Engine Parts, Los Angeles Sleeve Co. Inc., Melling Engine Parts, Motor State Distributing, Nickels Performance,

40 ENGINEBUILDERmag.com | MARCH / APRIL 2022

NPR of America Inc., PBM Performance Products, PowerBore Cylinder Sleeves, Race Engineering Inc, RHS-Racing Head Service, Richland Ltd., Sealed Power/ Federal-Mogul, Torque Power Source, Tracto-Parts Center Inc.

DIESEL INJECTORS

Alliant Power, Area Diesel Service, Diesel Sales, ESCO Industries Inc., Hypermax Engineering, Motovicity Distribution, Pro Diesel, TI Automotive, Tracto-Parts Center Inc.

DOWEL PINS

ARP Inc., Dura-Bond, Elgin Industries, Elringklinger Automotive Manufacturing, Engine & Performance Warehouse, EngineQuest, Liberty Engine Parts, Motor State Distributing, Nickels Performance

ENGINE BLOCKS

300 Below Inc., AA Midwest, Access Industries Co., Alan Johnson Performance Engineering Inc., American Gasket Mfg. Co. Inc., ATK High Performance Engines, Bill Mitchell Hardcore Racing Products, Block Pro, BluePrint Engines, Butler Performance, Callies Performance Products, CFE Racing Products Inc, Costex Tractor Parts, Dart Machinery Ltd, Engine & Performance Warehouse, Engine Parts Plus, Engine Parts Warehouse Inc., EngineQuest, G-Cor Automotive Corp., Grant Iron & Motors, High Performance World Inc., Hypermax Engineering, Indy Cylinder Head, Liberty Engine Parts, Los Angeles Sleeve Co. Inc., Motor State Distributing, Motovicity Distribution, Nickels Performance, PBM Performance Products, Quicksilver, Scat Enterprises Inc., World Products

ENGINE MANAGEMENT/ECUS

ACCEL, AEM Performance Electronics, Blower Drive Service, Genuine GM Parts, Motovicity Distribution, Nickels Performance

ENGINE MOUNTS

CRP Automotive, Engine & Performance Warehouse, Hedman Hedders, Liberty Engine Parts, Motor State Distributing, Nickels Performance, PRW Industries Inc., Rebuilders Choice/Packard Industries, Sealed Power/FederalMogul, Speed-Pro/Federal-Mogul Motorparts

EXHAUST COMPONENTS

American Gasket Mfg. Co. Inc., Canadian Fuel Catalyst, CRP Automotive, Design Engineering Inc., DynoMax Performance Exhaust, Genuine GM Parts, Motor State Distributing, Motovicity Distribution, Nickels Performance, Total Engine Airflow, UPSW Auto Parts

EXHAUST COMPONENTS: MANIFOLDS

Engine & Performance Warehouse, EngineQuest, Flowtech, Hedman Hedders, Hooker Headers, Liberty Engine Parts, Motovicity Distribution, Nickels Performance, Schoenfeld Headers, Silver Seal Products Co. Inc., Stainless Works, UPSW Auto Parts

FILTERS

Deatschwerks, Filter Solutions Technologies, Global Transmission Parts, Kubota Engine America Corp., Motor State Distributing, Nickels Performance, Quicksilver, Schenck Balancing & Diagnostic Systems.

FLYWHEEL (RING) GEARS

Avon Automotive/Progear, Engine & Performance Warehouse, Liberty Engine Parts, McLeod Automotive Co., PBM Performance Products, PRW Industries Inc., Venture Products International

FLYWHEEL ASSEMBLIES

Avon Automotive/Progear, Engine & Performance Warehouse, EngineQuest, Hebei Jiayuan Auto Parts CO., LTD, Liberty Engine Parts, McLeod Automotive Co., Midway Industries/Centerforce Clutch, Motor State Distributing, PAI Industries Inc., Pioneer Inc., PRW Industries Inc., Scat Enterprises Inc., Venture Products International

FUEL PUMPS

AEM Performance Electronics, Baker Engineering Inc. - Pro/Cam, BLP Products Inc., CV Products Inc., Deatschwerks, Engine & Performance Warehouse, Mr. Gasket, Nickels Performance, Nitrous Oxide Systems

FUEL SYSTEM COMPONENTS

AEM Performance Electronics, Aeromotive Inc., AMBAC International, Baker Engineering Inc. - Pro/Cam, BlueDevil Products, Canadian Fuel Catalyst, Diesel Sales, Edelbrock Corp., FAST, Fragola Performance Systems, Hilborn Fuel Injection, Holley Performance Products, Inglese Induction, Motor State Distributing, Motovicity Distribution, Nickels Performance, Pro Diesel, Professional Products, Quick Fuel Technology, Rebuilders Choice/Packard Industries, Renegade Racing Fuels & Lubricants, Scorpion Racing Products, Spectra Premium Industries, TI Automotive

GASKET CEMENT

Advanced Sleeve, American Gasket Mfg. Co. Inc., Brock Supply Company, Dana Incorporated, Elringklinger Automotive Manufacturing, Engine & Performance Warehouse, Goodson Tools & Supplies, Hylomar USA, Liberty Engine Parts, Motor State Distributing, Mr. Gasket

GASKETS

Engine Parts, Los Angeles Sleeve Co. Inc., MAHLE Aftermarket Inc., Midwest Motorsports, Motor State Distributing, Motovicity Distribution, Mr. Gasket, Nickels Performance, PAI Industries Inc., PBM Performance Products, Poeton Maxpower Inc, ProMaxx Performance, Rebuilders Choice/Packard Industries, ROL Gaskets, Safety Auto Parts Corp., SCE Gaskets, Schumann’s Sales & Service, Sealed Power/Federal-Mogul, Temel Gaskets, Total Engine Airflow, TractoParts Center Inc., United Gasket

Performance, Pro-Filer Performance Products, Professional Products, ProMaxx Performance, Sonnys Racing Engines & Components, Total Flow Products, Trick Flow Specialties, Weiand, World Products

Avon Automotive/Progear, Engine & Performance Warehouse, Milodon Inc, Nickels Performance

Elgin Industries, Engine & Performance Warehouse, Engine Parts Group, Liberty Engine Parts, Motor State Distributing, Nickels Performance, PBM Performance Products, Pro-Gram Engineering Corp., PRW Industries Inc., Race Engineering Inc

GEAR DRIVES

HARMONIC BALANCER REPAIR SLEEVES

Engine & Performance Warehouse, Engine Parts Group, Fluidampr / Vibratech TVD, Liberty Engine Parts, Michigan Engine Supplies, Inc., Motor State Distributing, Nickels Performance

HARMONIC BALANCERS/DAMPERS Fluidampr / Vibratech TVD, Innovators West Inc, Nickels Performance

HYDRAULIC LASH ADJUSTERS AA Midwest, Access Industries Co., ACL Distribution Inc., Advanced Sleeve, American Gasket Mfg. Co. Inc., Amorim Industrial Solutions, Apex Automobile Parts Inc., Area Diesel Service, Best Gasket Inc., Butler Performance, Clark Copper Head Gaskets, Cometic Gasket, Corteco, Costex Tractor Parts, Creatures Of The Night Performance, CRP Automotive, Dana Incorporated, Diesel Guard/MCI, DNJ Engine Components, Eberhard Manufacturing Company, Edelbrock Corp., Egge Machine Company, ElringKlinger Automotive Manufacturing, Engine & Performance Warehouse, Engine Parts Supply Co., ESCO Industries Inc., Fel-Pro Gaskets/Federal-Mogul Motorparts, FP Diesel/Federal-Mogul, Freudenberg-NOK, Hedman Hedders, Innovative Machine & Supply, Interface Solutions Inc., Internal Engine Parts Group, Interstate-McBee LLC, ITM Engine Components Inc., KMP USA Ltd., Kubota Engine America Corp., Liberty

Engine & Performance Warehouse, Engine Parts Group, Liberty Engine Parts, Qualcast LLC, Safety Auto Parts Corp., Schaeffler Group

IGNITION COMPONENTS

ACCEL, AEM Performance Electronics, CVR Inc., Engine & Performance Warehouse, FAST, Genuine GM Parts, MSD, Nickels Performance

INTAKE MANIFOLDS

AA Midwest, Air Flow Research, All Pro Cylinder Heads, Inc., American Gasket Mfg. Co. Inc., Automotive Specialists Inc, Bill Mitchell Hardcore Racing Products, Brock Supply Company, Brodix Inc, Brzezenski Racing Products, CFE Racing Products Inc, Chapman Racing Heads, Dart Machinery Ltd, Engine & Performance Warehouse, Engine Parts Group, Extrude Hone Corporation, FAST, Genuine GM Parts, High Velocity Heads, Inglese Induction, Liberty Engine Parts, Motor State Distributing, Nickels

LOCKWASHERS

Controlled Thermal Processing Inc, Engine & Performance Warehouse, Liberty Engine Parts, Motor State Distributing, Totally Stainless

MAIN CAPS (4-BOLT)

MANIFOLD STUDS

A1 Technologies, ARP Inc., Engine & Performance Warehouse, Engine Parts Group, Liberty Engine Parts, Motor State Distributing, Nickels Performance, Totally Stainless

NITROUS VALVES AND PLATES

Engine & Performance Warehouse, Motovicity Distribution, Nickels Performance, Nitrous Oxide Systems, NitrousSupply.com, ZEX Nitrous

NUTS AND BOLTS

A1 Technologies, ARP Inc., Dura-Bond, Elringklinger Automotive Manufacturing, Engine Parts Group, Fel-Pro Gaskets/ Federal-Mogul Motorparts, Liberty Engine Parts, Motor State Distributing, Mr. Gasket, National Performance Warehouse (NPW), Nickels Performance, PAI Industries Inc., PRW Industries Inc., Sealed Power/Federal-Mogul, Skybolt Aeromotive Corp, Specialty Fasteners, SPS Technologies, Stage 8 Locking Fasteners, Total Engine Airflow, Totally Stainless

OIL COOLERS

Access Industries Co., Baker Engineering Inc. - Pro/Cam, Canton Racing Products, Earl’s Performance Plumbing, Engine & Performance Warehouse, Motor State Distributing, Motovicity Distribution, Nickels Performance, PAI Industries Inc.

OIL FILTER ADAPTERS

AA Midwest, Aviaid Competition Oil Systems, Canton Racing Products, Engine & Performance Warehouse, EngineQuest, Liberty Engine Parts, Melling Engine Parts, Moroso Performance Products, Motor State Distributing

OIL PANS

AA Midwest, ARE Racing Engine Systems, Aviaid Competition Oil Systems, Baker Engineering Inc. - Pro/Cam, Billet Fabrication Inc., Canton Racing Products, Elgin Industries, Engine & Performance Warehouse, Engine Parts Group, EngineQuest, Hedman Hedders, Liberty Engine Parts, Milodon Inc, Moroso Performance Products, Motor State Distributing, Nickels Performance, PBM Performance Products, Quicksilver, Spectra Premium Industries

OIL PRESSURE SPRINGS

Baker Engineering Inc. - Pro/Cam, Canton Racing Products, Engine & Performance Warehouse, Engine Parts Group, Motor State Distributing, PAI Industries Inc.

OIL PUMP KITS

AA Midwest, Baker Engineering Inc. - Pro/Cam, Elgin Industries, Engine & Performance Warehouse, Engine Parts Group, Liberty Engine Parts, Melling Engine Parts, Motor State Distributing, Nickels Performance, PBM Performance Products, Rebuilders Choice/Packard Industries, Schumann’s Sales & Service

MARCH / APRIL 2022 | ENGINEBUILDERmag.com

ENGINECOMPONENTS OIL PUMP SCREENS

Baker Engineering Inc. - Pro/ Cam, Canton Racing Products, Elgin Industries, Engine & Performance Warehouse, Engine Parts Group, Liberty Engine Parts, Melling Engine Parts, Motor State Distributing, Rebuilders Choice/ Packard Industries, Schumann’s Sales & Service

OIL PUMP SHAFTS

OIL PUMP TIMING COVERS

AA Midwest, Baker Engineering Inc. - Pro/Cam, Canton Racing Products, Engine & Performance Warehouse, Engine Parts Group, Liberty Engine Parts, Melling Engine Parts, Motor State Distributing, PAI Industries Inc., RPMS Inc., Schumann’s Sales & Service

OIL PUMPS

ACL Distribution Inc., ARE Racing Engine Systems, Area Diesel Service, Baker Engineering Inc. - Pro/Cam, C. H. E. Precision Inc, Canton Racing Products, Costex Tractor Parts, CV Products Inc., CVR Inc., Diesel Head & Parts, DNJ Engine Components, Elgin Industries, Engine & Performance Warehouse, Engine Parts Group, Internal Engine Parts Group, Liberty Engine Parts, Melling Engine Parts, Milodon Inc, Moroso Performance Products, Motor State Distributing, Nickels Performance, PAI Industries Inc., PBM Performance Products, Pro Diesel, R & R Racing Products, Rebuilders Choice/ Packard Industries, Safety Auto Parts Corp., Schumann’s Sales & Service, Sealed Power/Federal-Mogul, Topline Automotive

PISTON PIN BUSHINGS

AA Midwest, BRC Performance, CP-

42 ENGINEBUILDERmag.com | MARCH / APRIL 2022

Carrillo, Diamond Racing Products, Engine & Performance Warehouse, Engine Parts Group, EngineQuest, Liberty Engine Parts, Los Angeles Sleeve Co. Inc., Motor State Distributing, NDC Engine Bearing, Rebuilders Choice/Packard Industries, Ross Racing Pistons, Safety Auto Parts Corp., Scat Enterprises Inc.

PISTON PIN LOCK RINGS

Arias Pistons, BRC Performance, CP-Carrillo, Diamond Racing Products, Engine & Performance Warehouse, Engine Parts Group, KB Performance Pistons, KB V-Twin Motorcycle Pistons, Liberty Engine Parts, Los Angeles Sleeve Co. Inc., Motor State Distributing, Race Engineering Inc, Rebuilders Choice/ Packard Industries, Ross Racing Pistons, Scat Enterprises Inc., Silvolite Pistons, United Engine & Machine

Diamond Racing Products, DNJ Engine Components, Engine & Performance Warehouse, Engine Parts Group, ESCO Industries Inc., FP Diesel/FederalMogul, Grant Piston Rings, Hastings Manufacturing Co., ICON Performance Pistons, Interstate-McBee LLC, JE Pistons, KB Performance Pistons, KB V-Twin Motorcycle Pistons, Liberty Engine Parts, Los Angeles Sleeve Co. Inc., MAHLE Aftermarket Inc., MAHLE Motorsports, Motor State Distributing, NDC Engine Bearing, Nickels Performance, NPR of America Inc., PAI Industries Inc., PBM Performance Products, Pro Diesel, Race Engineering Inc, Racing Engine Valves (REV), Rebuilders Choice/Packard Industries, Ross Racing Pistons, Safety Auto Parts Corp., Scat Enterprises Inc., Sealed Power/Federal-Mogul, SpeedPro/Federal-Mogul Motorparts, Surface Sciences, Total Seal Piston Rings, United Engine & Machine, Wiseco Piston Co. Inc.

PISTONS

PISTON PINS

Arias Pistons, Bill Miller Engineering, BRC Performance, CP-Carrillo, Diamond Racing Products, Elgin Industries, Engine & Performance Warehouse, Engine Parts Group, ESCO Industries Inc., FP Diesel/ Federal-Mogul, ICON Performance Pistons, JE Pistons, KB Performance Pistons, KB V-Twin Motorcycle Pistons, Liberty Engine Parts, Manley Performance, Motor State Distributing, Nickels Performance, PAI Industries Inc., PBM Performance Products, Precision Products Performance Ctr, Race Engineering Inc, Rebuilders Choice/ Packard Industries, Ross Racing Pistons, Scat Enterprises Inc., Sealed Power/ Federal-Mogul, Silvolite Pistons, SpeedPro/Federal-Mogul Motorparts, Trend Performance, United Engine & Machine, Wiseco Piston Co. Inc.

PISTON RINGS

Advanced Sleeve, Arias Pistons, BRC Performance, Condumex Inc., CP-Carrillo, Deves Piston Rings,

Motorsport, Rebuilders Choice/Packard Industries, Richland Ltd., Ross Racing Pistons, Safety Auto Parts Corp., Scat Enterprises Inc., Sealed Power/FederalMogul, Silvolite Pistons, Speed-Pro/ Federal-Mogul Motorparts, Supertech Performance, Survival Motorsports, Topline Automotive, United Engine & Machine, Wiseco Piston Co. Inc.

PLUGS

Brisk USA Racing, Canton Racing Products, Dura-Bond, Elgin Industries, Engine & Performance Warehouse, Engine Parts Group, Engine Rebuilders Service Co. Inc. (ERSCO), Liberty Engine Parts, Melling Engine Parts, Motor State Distributing, Nickels Performance, Qualcast LLC, Sealed Power/FederalMogul, U.S. Tool & Mfg.

PROTECTIVE COVERS/CONTAINERS

AERA (Engine Builders Association), Brock Supply Company, Compak Webcor, Endural LLC, Goodson Tools & Supplies, Motor State Distributing, Sardello Inc., Zerust Products

PUSHRODS

Advanced Sleeve, Arias Pistons, Atomic Speedware, Axtell Sales Co., Bill Miller Engineering, Camcraft Cams LLC, CP-Carrillo, Creatures Of The Night Performance, Diamond Racing Products, DNJ Engine Components, Egge Machine Company, Engine & Performance Warehouse, Engine Parts Group, Enginetech Inc, ESCO Industries Inc., FP Diesel/Federal-Mogul, ICON Performance Pistons, Internal Engine Parts Group, ITM Engine Components Inc., JE Pistons, KB Performance Pistons, KB V-Twin Motorcycle Pistons, Liberty Engine Parts, Los Angeles Sleeve Co. Inc., MAHLE Motorsports, Manley Performance, Maxiforce Inc., Midwest Motorsports, Motor State Distributing, National Performance Warehouse (NPW), Nickels Performance, NPR of America Inc., PAI Industries Inc., PBM Performance Products, Poeton Maxpower Inc, Pro Diesel, Probe Industries, Race Engineering Inc, RCS

Elgin Industries, Engine Parts Group, Jesel Inc., Liberty Engine Parts, Manley Performance, Manton Pushrods, Motor State Distributing, Nickels Performance, PAI Industries Inc., PBM Performance Products, ProMaxx Performance, PRW Industries Inc., Qualcast LLC, Rebuilders Choice/Packard Industries, Scorpion Racing Products, Sealed Power/ Federal-Mogul, Smith Brothers Pushrods, Trend Performance

RADIATOR/OIL FANS

Engine & Performance Warehouse, Motor State Distributing, Nickels Performance, SPAL Advanced Technologies, Spectra Premium Industries

RESTORATION ENGINE PARTS

Best Gasket Inc., Cloyes Gear & Products Co., Comp Cams, Crane Cams, DNJ Engine Components, Dura-Bond, Earl’s Performance Plumbing, Edelbrock Corp., Elgin Industries, Engine Parts Group, Engine Parts Warehouse Inc., EngineQuest, Fel-Pro Gaskets/FederalMogul Motorparts, Holley Performance Products, Liberty Engine Parts, Melling Engine Parts, Motor State Distributing, Nickels Performance, Rebuilders Choice/ Packard Industries, Sealed Power/ Federal-Mogul, Weiand

ROCKER ASSEMBLIES AND KITS

State Distributing, Nickels Performance, PAI Industries Inc., ROL Gaskets, Safety Auto Parts Corp., Sealed Power/FederalMogul, Speed-Pro/Federal-Mogul Motorparts, Temel Gaskets

SERPENTINE BELTS

CRP Automotive, Engine Parts Group, Motor State Distributing, NAPA Belts/ Hose, Nickels Performance, PAI Industries Inc.

SHIMS

Alan C Blood Co., CRP Automotive, Dura-Bond, Engine Parts Group, Fel-Pro Gaskets/Federal-Mogul Motorparts, Goodson Tools & Supplies, Innovative Machine & Supply, Liberty Engine Parts, Motor State Distributing, Nickels Performance, Sealed Power/FederalMogul

SHORT BLOCKS AA Midwest, All Pro Cylinder Heads, Inc., C. H. E. Precision Inc, Comp Cams, DNJ Engine Components, Elgin Industries, Engine & Performance Warehouse, Engine Parts Group, Engine Parts Warehouse Inc., Erson Camshafts, Harland Sharp/Custom Speed Parts, Jesel Inc., Liberty Engine Parts, Motor State Distributing, Nickels Performance, PRW Industries Inc., Qualcast LLC, Rebuilders Choice/Packard Industries, Scorpion Racing Products, Sealed Power/Federal-Mogul, T & D Machine Products, Wolverine/Blue Racer

ROCKER STUD GIRDLES

Engine & Performance Warehouse, Engine Parts Group, Harland Sharp/ Custom Speed Parts, Liberty Engine Parts, Miller Engineering Inc, Motor State Distributing, Nickels Performance, PRW Industries Inc.

SEALS

All Pro Cylinder Heads, Inc., Apex Automobile Parts Inc., Cometic Gasket, Costex Tractor Parts, CRP Automotive, Engine & Performance Warehouse, Engine Parts Group, ESCO Industries Inc., Fel-Pro Gaskets/Federal-Mogul Motorparts, Freudenberg-NOK, Goodson Tools & Supplies, Interface Solutions Inc., LC Products, Liberty Engine Parts, Motor

AA Midwest, ATK High Performance Engines, Dart Machinery Ltd, Diesel Guard/MCI, Engine Parts Group, G-Cor Automotive Corp., Grant Iron & Motors, Jasper Engines & Transmissions, Los Angeles Sleeve Co. Inc., Motor State Distributing, Motovicity Distribution, Nickels Performance

SPARK PLUGS

ACCEL, Brisk USA Racing & Performance Spark Plugs, Champion Spark Plugs/ Federal-Mogul Motorparts, Liberty Engine Parts, Motor State Distributing, Motovicity Distribution, NGK Spark Plugs USA, Nickels Performance, Quicksilver, ZEX Nitrous

SPRINGS

All Pro Cylinder Heads, Inc., Comp Cams, Engine & Performance Warehouse, Engine Parts Group, Goodson Tools & Supplies, Liberty Engine Parts, Motor State Distributing, Nickels Performance, PAI Industries Inc., PBM Performance Products, ProMaxx Performance, Rebuilders Choice/Packard Industries, Sealed Power/Federal-Mogul

SUPERCHARGERS, COMPONENTS

Blower Drive Service, Liberty Engine Parts, Nickels Performance, Roadrunner Engineering

SWITCHES

Engine & Performance Warehouse, Liberty Engine Parts, Motor State Distributing, NRG Auto Systems Inc., PAI Industries Inc., Worldwide Electric Corporation

TAPPETS

Elgin Industries, Engine & Performance Warehouse, Engine Parts Group, Erson Camshafts, Jesel Inc., Liberty Engine Parts, Motor State Distributing, PBM Performance Products, Rebuilders Choice/Packard Industries, Schaeffler Group, Scorpion Racing Products, Sealed Power/Federal-Mogul

THREAD REPAIR

Engine & Performance Warehouse, Engine Rebuilders Service Co. Inc. (ERSCO), Liberty Engine Parts, Motor State Distributing, Nickels Performance

THRUST WASHERS

ACL Distribution Inc., Engine & Performance Warehouse, Engine Parts Group, Liberty Engine Parts, Motor State Distributing, NDC Engine Bearing, Safety Auto Parts Corp., Sealed Power/FederalMogul

TIMING BELT/CHAIN TENSIONER

Avon Automotive/Progear, Borg Warner Morse Tec, DNJ Engine Components, Innovators West Inc, Liberty Engine Parts, Nickels Performance

TIMING BELTS/CHAINS

Avon Automotive/Progear, Borg Warner Morse Tec, DNJ Engine Components, Innovators West Inc, Liberty Engine Parts, Nickels Performance

TIMING CHAINS, GEARS, SPROCKETS Avon Automotive/Progear, Borg Warner Morse Tec, DNJ Engine Components, Innovators West Inc, Liberty Engine Parts, Nickels Performance

TIMING COMPONENTS

Atech Motorsports, Avon Automotive/ Progear, Baker Engineering Inc. - Pro/ Cam, Borg Warner Morse Tec, Cloyes Gear & Products Co., Crane Cams, CRP Automotive, DNJ Engine Components, Elgin Industries, Engine Parts Group, Engine Parts Warehouse Inc., Erson Camshafts, ESCO Industries Inc., Extrude Hone Corporation, Genuine GM Parts, Goodson Tools & Supplies, Innovators West Inc, Liberty Engine Parts, Motor State Distributing, Motovicity Distribution, National Performance Warehouse (NPW), Nickels Performance, PBM Performance Products, Rebuilders Choice/Packard Industries, Schaeffler Group, Sealed Power/Federal-Mogul, Speed-Pro/Federal-Mogul Motorparts, Tracto-Parts Center Inc.

TIMING COVERS

AA Midwest, Avon Automotive/Progear, Baker Engineering Inc. - Pro/Cam, Borg Warner Morse Tec, Canton Racing Products, Elgin Industries, Elringklinger Automotive Manufacturing, Engine & Performance Warehouse, Engine Parts Group, EngineQuest, Hedman Hedders, Liberty Engine Parts, Motor State Distributing, Nickels Performance, PAI Industries Inc., PBM Performance Products, Proform Parts

VALVE COVERS

AA Midwest, All Pro Cylinder Heads, Inc., Apex Automobile Parts Inc., ARE Racing Engine Systems, Billet Fabrication Inc., Canton Racing Products, Comp Cams, Edelbrock Corp., Elgin Industries, Elringklinger Automotive Manufacturing, Engine & Performance Warehouse, Engine Parts Group, Engine Parts Warehouse Inc., EngineQuest, Katech Inc, Liberty Engine Parts, Motor State Distributing, Nickels Performance, Proform Parts, PRW Industries Inc., Quicksilver, World Products

MARCH / APRIL 2022 | ENGINEBUILDERmag.com

ENGINECOMPONENTS VALVE GUIDE LINERS

Engine & Performance Warehouse, Engine Parts Group, Engine Parts Warehouse Inc., Goodson Tools & Supplies, K-Line Ind. Inc., Liberty Engine Parts, Michigan Engine Supplies, Inc., Parts Manufacturing Co Ltd, Precision Engine Parts, S.B. International Inc, Tracto-Parts Center Inc.

VALVE GUIDES

C. H. E. Precision Inc, Dakota Parts Warehouse, Elgin Industries, Engine & Performance Warehouse, Engine Parts Group, Engine Parts Warehouse Inc., Ferrea Racing Components, Goodson Tools & Supplies, Hebei Jiayuan Auto Parts CO., LTD, Kraus International Inc., Liberty Engine Parts, Nickels Performance, ProMaxx Performance, Qualcast LLC, Rebuilders Choice/Packard Industries, S.B. International Inc, Safety Auto Parts Corp., Sealed Power/FederalMogul, SI Valves Inc., Stealth Engineering & Technologies, Tracto-Parts Center Inc.

VALVE LIFTERS

Camcraft Cams LLC, Crane Cams, Dakota Parts Warehouse, Eaton Performance, Elgin Industries, Engine & Performance Warehouse, Engine Parts Group, Engine Parts Warehouse Inc., Erson Camshafts, INCAST Inc, Isky Racing Cams, Liberty Engine Parts, Motor State Distributing, Nickels Performance, PAI Industries Inc., Qualcast LLC, Rebuilders Choice/Packard Industries, Schaeffler Group, Scoggin-Dickey Parts Center, Sealed Power/Federal-Mogul, Topline Automotive

44 ENGINEBUILDERmag.com | MARCH / APRIL 2022

VALVE LOCKS AND SEALS

Elgin Industries, Elringklinger Automotive Manufacturing, Engine & Performance Warehouse, Engine Parts Group, Engine Parts Warehouse Inc., Engine Rebuilders Service Co. Inc. (ERSCO), Erson Camshafts, Liberty Engine Parts, Michigan Engine Supplies, Inc., Motor State Distributing, Precision Products Performance Ctr, Qualcast LLC, Rebuilders Choice/Packard Industries, Sealed Power/Federal-Mogul, SI Valves Inc., Stealth Engineering & Technologies

VALVE SEAT INSERTS

C. H. E. Precision Inc, Dura-Bond, Elgin Industries, Engine & Performance Warehouse, Engine Parts Group, Kraus International Inc., Liberty Engine Parts, Motor State Distributing, Qualcast LLC, S.B. International Inc, Sealed Power/ Federal-Mogul, SI Valves Inc., Stealth Engineering & Technologies, Tucker Valve Seat Co.

VALVE SPRING INSERTS

Dura-Bond, Elgin Industries, Engine & Performance Warehouse, Engine Parts Group, Engine Parts Warehouse Inc., Liberty Engine Parts, Motor State Distributing, Qualcast LLC, Sealed Power/ Federal-Mogul, SI Valves Inc., TractoParts Center Inc.

VALVE SPRING RETAINERS

Elgin Industries, Endura-Tech, Engine & Performance Warehouse, Engine Parts Group, Engine Parts Warehouse Inc., Erson Camshafts, Ferrea Racing Components, Liberty Engine Parts, Manley Performance, Motor State Distributing, Qualcast LLC, Sealed Power/FederalMogul, SI Valves Inc., Stealth Engineering & Technologies, Tracto-Parts Center Inc.

VALVE SPRINGS

Competition Products, Elgin Industries, Endura-Tech, Engine & Performance Warehouse, Engine Parts Warehouse Inc., Erson Camshafts, Hebei Jiayuan Auto Parts CO., LTD, Isky Racing Cams, Kibblewhite Precision Machining Inc, Liberty Engine Parts, Manley Performance, Motor State Distributing, Nickels Performance, PAC Racing Springs, PBM Performance Products, Pioneer Inc., Qualcast LLC, Race Engineering Inc, Rebuilders Choice/Packard Industries, Scorpion Racing Products, Sealed Power/Federal-Mogul, SI Valves Inc., Speed-Pro/Federal-Mogul Motorparts, Supertech Performance, Tracto-Parts Center Inc.

VALVE STEM OIL SEALS

Cometic Gasket, Dana Incorporated, Elgin Industries, Engine & Performance Warehouse, Engine Parts Group, Fel-Pro Gaskets/Federal-Mogul Motorparts, Goodson Tools & Supplies, K-Line Ind. Inc., Liberty Engine Parts, Motor State Distributing, Qualcast LLC, Sealed Power/ Federal-Mogul, SI Valves Inc., Temel Gaskets, Tracto-Parts Center Inc.

VALVETRAIN PARTS

Advanced Sleeve, All Pro Cylinder Heads, Inc., Atech Motorsports, Bullet Racing Cams, Cal Valves, Chapman Racing Heads, Comp Cams, Crane Cams, Dakota Parts Warehouse, DNJ Engine Components, DPR Racing, Eaton Performance, Edelbrock Corp., Elgin Industries, Engine & Performance Warehouse, Engine Parts Group, Engine Parts Plus, Engine Parts Warehouse Inc., Erson Camshafts, ESCO Industries Inc., FP Diesel/Federal-Mogul, Genuine GM Parts, Goodson Tools & Supplies, Harland Sharp/Custom Speed Parts, Holley Performance Products, Huggins Cams Inc, IPD, Jesel Inc., Kibblewhite Precision Machining Inc, Liberty Engine Parts, Lunati LLC, Manley Performance, Melling Engine Parts, Michigan Engine Supplies, Inc., Motor State Distributing, Motovicity Distribution, National Performance Warehouse (NPW), Nickels Performance, PBM Performance Products, Precision Products Performance Ctr, PRW Industries Inc., Qualcast LLC, Rebuilders

Choice/Packard Industries, Safety Auto Parts Corp., Schumann’s Sales & Service, Scorpion Racing Products, Sealed Power/Federal-Mogul, SI Valves Inc., Silver Seal Products Co. Inc., Speed-Pro/Federal-Mogul Motorparts, Total Engine Airflow, Tracto-Parts Center Inc., Trend Performance, Tri-State Cylinder Head, Victory 1 Performance, Inc., VSI Performance Warehouse, World Products, Xceldyne Engineering Inc.

VALVES

All Pro Cylinder Heads, Inc., Commercial Industrial Supply, Comp Cams, Dakota Parts Warehouse, Eaton Performance, Elgin Industries, Engine & Performance Warehouse, Engine Parts Group, Erson Camshafts, Ferrea Racing Components, FP Diesel/Federal-Mogul, INCAST Inc, Kibblewhite Precision Machining Inc, Liberty Engine Parts, Manley Performance, Melling Engine Parts, Motor State Distributing, Nickels Performance, PAI Industries Inc., Parker Fluid Control Division, PBM Performance Products, Precision Engine Parts, ProMaxx Performance, Qualcast LLC, Race Engineering Inc, Rebuilders Choice/ Packard Industries, S.B. International Inc, Safety Auto Parts Corp., Scorpion Racing Products, Sealed Power/ Federal-Mogul, SI Valves Inc., Speed-Pro/ Federal-Mogul Motorparts, Stealth Engineering & Technologies, Supertech Performance, Tracto-Parts Center Inc., Victory 1 Performance, Inc., Worldwide Electric Corporation, Xceldyne Engineering Inc.

WATER PUMPS

Alliant Power, Costex Tractor Parts, CVR Inc., DNJ Engine Components, Elgin Industries, Engine & Performance Warehouse, Engine Parts Group, Engine Parts Warehouse Inc., Evans Cooling Systems Inc., High Performance World Inc., LC Products, Liberty Engine Parts, Motor State Distributing, Nickels Performance, PAI Industries Inc., PRW Industries Inc., Rebuilders Choice/ Packard Industries, Safety Auto Parts Corp., Tracto-Parts Center Inc., Weiand

AIR FLOW BENCHES

Audie Technology, Jamison Equipment Inc., Performance Trends, SuperFlow Corp., SystemOne Technologies

BALANCING ACCESSORIES

ABS Products, CWT Industries, G & H Balancer Service, Goodson Tools & Supplies, Nickels Performance, Proform Parts, T & S Machines and Tools Inc., Turner Technology

BALANCING EQUIPMENT

CWT Industries, Fentech Co., Inc., G & H Balancer Service, Hines Industries Inc., Pro-Bal Industrial Balancers Inc., Schenck Balancing & Diagnostic Systems, T & S Machines and Tools Inc., Turner Technology

BLOCK PRESSURE TESTING EQUIPMENT

Delta Custom Tools, Goodson Tools & Supplies, Powerhouse Products, Quality Power Products

Rebuilding Equipment Inc., Rottler Manufacturing LLC, T & S Machines and Tools Inc.

CAD/CAM SOFTWARE

Measurement Supply Company Inc., Open Mind Technologies USA Inc., Rockwell Automation, Inc., Siemens Process Industries and Drives

Automation, Millsite Engineering Co. Inc., RMC Engine Rebuilding Equipment Inc., Rottler Manufacturing LLC, Siemens Process Industries and Drives, T & S Machines and Tools Inc.

CAM BEARING INSTALLATION TOOL

CNC RETROFIT KITS

Dura-Bond, Engine & Performance Warehouse, Goodson Tools & Supplies, Motor State Distributing, Peterson Machine Tool Inc., Powerhouse Products

Centroid CNC, Open Mind Technologies USA Inc., Rockwell Automation, Inc., Rottler Manufacturing LLC, T & S Machines and Tools Inc.

CAMSHAFT DEGREE WHEEL (DIGITAL)

CONNECTING ROD GAUGES

Altronics Inc., Engine & Performance Warehouse, Performance Trends

CAP & ROD GRINDER

Delta Custom Tools, RMC Engine Rebuilding Equipment Inc., Rottler Manufacturing LLC

CBN INSERTS - NEW

Dianamic Abrasive Products Inc., Rottler Manufacturing LLC, Shape Master Tool Co.

Dianamic Abrasive Products Inc., Goodson Tools & Supplies, Quality Cutter Grinding, Rottler Manufacturing LLC, Shape Master Tool Co.

BORING BAR TOOL BITS

CBN INSERTS - RESURFACED

BORING BAR INSERTS

Dianamic Abrasive Products Inc., Engine & Performance Warehouse, Lindy Tool Co, Rottler Manufacturing LLC, Van Norman

BORING MACHINES/CONNECTING ROD

Millsite Engineering Co. Inc., RMC Engine Rebuilding Equipment Inc., Rottler Manufacturing LLC

BORING MACHINES/CYLINDER

Block Pro, Gehring LP, Joe Baker Equipment Sales, Millsite Engineering Co. Inc., Peterson Machine Tool Inc., RMC Engine Rebuilding Equipment Inc., Rottler Manufacturing LLC, T & S Machines and Tools Inc., Winona Van Norman

BORING MACHINES/LINE

Millsite Engineering Co. Inc., RMC Engine

EQUIPMENTPREPARATION

Dianamic Abrasive Products Inc., Quality Cutter Grinding, Shape Master Tool Co.

CLEANING SPECIALIZED ENGINE

Aerolyte Systems, Anchor Atlantic Group LLC, ARMEX, Blackstone-NEY Ultrasonics, Blast-It-All, Clemco Industries Corp., Harris Intl Labs/Evapo-Rust, Keteca USA Inc., Kolene Corporation, LS Industries, Mart Corporation, Master Tool Equipment, Miraclean, Omegasonics, Pro Ultrasonics, Renegade Parts Washers and Detergents, Sardello Inc., Supersonic Spray Technologies, SystemOne Technologies, The ArmaKleen Company, UltraSonic LLC, Wet Technologies, Wetblasting.com, Zero Blast Cabinets

CNC MACHINING CENTERS

Block Pro, Centroid CNC, Gosiger, Haas

Engine & Performance Warehouse, Goodson Tools & Supplies, Motor State Distributing, RMC Engine Rebuilding Equipment Inc., Rottler Manufacturing LLC

CRACK REPAIR EQUIPMENT

Goodson Tools & Supplies, Irontite Products Inc., Lock-N-Stitch Inc., Supersonic Spray Technologies

CRANKSHAFT BALANCE WEIGHTS

ABS Products, CWT Industries, Fame Supply Co., Schenck Balancing & Diagnostic Systems

CRANKSHAFT GRINDERS

Jamison Equipment Inc., Joe Baker Equipment Sales, RMC Engine Rebuilding Equipment Inc., RT Sales, Storm Vulcan Mattoni

CRANKSHAFT POLISHER

ABS Products, Jamison Equipment Inc., Master Tool Equipment, QPAC Micropolishing Equipment, RMC Engine Rebuilding Equipment Inc., Storm Vulcan Mattoni

CRANKSHAFT STRAIGHTENER

Gleason Engineering Industries Inc, RMC Engine Rebuilding Equipment Inc., Storm Vulcan Mattoni

CYLINDER HEAD ASSEMBLY/ DISASSEMBLY EQUIP.

Crane Cams, Engine & Performance Warehouse, Goodson Tools & Supplies, Jamison Equipment Inc., Powerhouse Products, RHS-Racing Head Service,

Rottler Manufacturing LLC, Sure Products Inc., Tri-State Cylinder Head

CYLINDER HEAD HOLDERS

Cal Valves, Engine & Performance Warehouse, Goodson Tools & Supplies, Motor State Distributing, Newen Inc, Powerhouse Products, Rottler Manufacturing LLC, Sure Products Inc.

CYLINDER HEAD POLISHING

Avenger Cylinder Heads, CNC Cylinder Heads Inc, M2 Race Systems, Motor State Distributing, Powerhouse Products, Total Engine Airflow, Weld Tech

CYLINDER HEAD PORTING

Extrude Hone Corporation, Millsite Engineering Co. Inc., Motor State Distributing, RHS-Racing Head Service, RMC Engine Rebuilding Equipment Inc., Rottler Manufacturing LLC, Total Engine Airflow

CYLINDER HEAD PRESSURE TESTER Axe Equipment, Delta Custom Tools, Master Tool Equipment, Powerhouse Products, Quality Power Products

CYLINDER PORTING TOOLS

Cylinder Head Abrasives, Extrude Hone Corporation, Powerhouse Products, RMC Engine Rebuilding Equipment Inc., Rottler Manufacturing LLC

DYNAMOMETERS

DEPAC Dyno Systems, Dynamic Test Systems Inc., DYNOmite Dynamometer, Froude / Go Power Systems, J-TEC Associates, Jamison Equipment Inc., Land & Sea Inc., MTS Powertrain, Mustang Dynamometer, PCE Instruments UK Ltd, Performance Trends, Plymovent Corp., Rodmotion, Sakor Technologies, Soundmaster Noise Control, Stuska Dynamometer, SuperFlow Corp., Taylor Dynamometer

ENGINE ADAPTOR PLATES

Fel-Pro Gaskets/Federal-Mogul Motorparts, RMC Engine Rebuilding Equipment Inc.

MARCH / APRIL 2022 | ENGINEBUILDERmag.com

EQUIPMENTPREPARATION FLEXIBLE HONING TOOLS/BRUSH HONES

Brush Research Mfg. Co. Inc., Cylinder Head Abrasives, Engine & Performance Warehouse, Goodson Tools & Supplies, Osborn International, Sunnen Products Company

GRINDING COOLANTS

Goodson Tools & Supplies, Interchem, Liberty Engine Parts, Lubegard by International Lubricants Inc., RMC Engine Rebuilding Equipment Inc.

GRINDING WHEELS

Dianamic Abrasive Products Inc., Engine & Performance Warehouse, Goodson Tools & Supplies, Radiac Abrasives, Van Norman

HARDNESS TESTERS

Goodson Tools & Supplies, PCE Instruments UK Ltd, Rockwell Automation, Inc.

Gehring LP, Jamison Equipment Inc., RMC Engine Rebuilding Equipment Inc., Rottler Manufacturing LLC, RT Sales, Sunnen Products Company, Superior Honing Equipment Inc., Winona Van Norman

HONING PLATES

BHJ Product Inc., Goodson Tools & Supplies, Motor State Distributing, Rottler Manufacturing LLC, Sunnen Products Company

HONING STONES

Brush Research Mfg. Co. Inc., Dianamic Abrasive Products Inc., Engine & Performance Warehouse, Goodson Tools & Supplies, Rottler Manufacturing LLC, Sardello Inc., Sunnen Products Company, Superior Honing Equipment Inc.

INSPECTION GAUGES

HEAD/BLOCK CRACK REPAIR KITS

Goodson Tools & Supplies, Lock-N-Stitch Inc., Motor State Distributing, SealLock International

HEAD/BLOCK RESURFACING

LEAK DOWN TESTER

HEAT TABS TEMPERATURE STICKS

Brock Supply Company, Engine & Performance Warehouse, Goodson Tools & Supplies

HOLDING FIXTURES

Engine & Performance Warehouse, Motor State Distributing, RMC Engine Rebuilding Equipment Inc., Rottler Manufacturing LLC

HONING JIGS

Rottler Manufacturing LLC, Sunnen Products Company, Superior Honing Equipment Inc.

46 ENGINEBUILDERmag.com | MARCH / APRIL 2022

VACUUM TESTER

Engine & Performance Warehouse, Goodson Tools & Supplies, Proform Parts, Total Seal Piston Rings

VALVE GUIDE & SEAT MACHINE

HONING MACHINES

Engine & Performance Warehouse, Goodson Tools & Supplies, Lindy Tool Co, Measurement Supply Company Inc., NDT Systems Inc., PCE Instruments UK Ltd, Performance Trends, Powerhouse Products, Rockwell Automation, Inc., Rottler Manufacturing LLC

Block Pro, DCM Tech Corp., Jamison Equipment Inc., Joe Baker Equipment Sales, RMC Engine Rebuilding Equipment Inc., Rottler Manufacturing LLC, Shape Master Tool Co., T & S Machines and Tools Inc.

PISTON RING COMPRESSORS

Buxton Engineering, Inc., Goodson Tools & Supplies, Motor State Distributing, Newen Inc, Performance Trends, Powerhouse Products

OIL LEAK DETECTION

Goodson Tools & Supplies, Lubegard by International Lubricants Inc., Motor State Distributing, PCE Instruments UK Ltd

PCD INSERTS - NEW

Dianamic Abrasive Products Inc., Engine Parts Group, Quality Cutter Grinding, Rottler Manufacturing LLC, Shape Master Tool Co.

ROD VISES

Engine & Performance Warehouse, Goodson Tools & Supplies, LSM Racing Products, Motor State Distributing, Proform Parts

STANDS

Easy Run Engine Test Stands, Engine & Performance Warehouse, Goodson Tools & Supplies, Morse Performance Parts, Motor State Distributing, PRW Industries Inc., RHS-Racing Head Service

ABS Products, Goodson Tools & Supplies, Hall Toledo Inc., Krautkramer Inc, Motor State Distributing, Newen Inc DCM Tech Corp., Jamison Equipment Inc., Newen Inc, Rottler Manufacturing LLC, Serdi Corp., Winona Van Norman

VALVE GUIDE TOOL

Engine & Performance Warehouse, Goodson Tools & Supplies, Motor State Distributing, Parts Manufacturing Co Ltd, Powerhouse Products, Rottler Manufacturing LLC

VALVE REFACER (GRINDER)

Jamison Equipment Inc., Rottler Manufacturing LLC, Serdi Corp., Van Norman

STUD PULLERS

VALVE REFACER WHEELS

TEST EQUIPMENT

VALVE SEAT CUTTERS

Engine & Performance Warehouse, Goodson Tools & Supplies, Motor State Distributing, Newen Inc, Proform Parts Audie Technology, Easy Run Engine Test Stands, Froude / Go Power Systems, Goodson Tools & Supplies, J-TEC Associates, Measurement Supply Company Inc., Motor State Distributing, MTS Powertrain, Nickels Performance, PCE Instruments UK Ltd, Performance Trends, Powerhouse Products, R & J Manufacturing Co., Rockwell Automation, Inc., Rottler Manufacturing LLC, Sakor Technologies, Siemens Process Industries and Drives, Soundmaster Noise Control, SpinTron, Sure Products Inc., Taylor Dynamometer, Tracer Products

THICKNESS GAUGE

Measurement Supply Company Inc., Motor State Distributing, NDT Systems Inc., Olympus, PCE Instruments UK Ltd, Rottler Manufacturing LLC

TORQUE PLATES

Fel-Pro Gaskets/Federal-Mogul Motorparts, Motor State Distributing, Rottler Manufacturing LLC

Dianamic Abrasive Products Inc., Radiac Abrasives, Rottler Manufacturing LLC, Van Norman DCM Tech Corp., Engine & Performance Warehouse, Goodson Tools & Supplies, Neway Manufacturing, Newen Inc, Rottler Manufacturing LLC, Serdi Corp., Shape Master Tool Co.

VALVE SEAT WHEELS

Dianamic Abrasive Products Inc., Engine & Performance Warehouse, Goodson Tools & Supplies, Hall Toledo Inc., Krautkramer Inc

VALVE SPRING COMPRESSOR

Buxton Engineering, Inc., Engine & Performance Warehouse, Goodson Tools & Supplies, LSM Racing Products, Motor State Distributing, Proform Parts, T & D Machine Products

VALVE SPRING TESTERS

Buxton Engineering, Inc., Dynamic Test Systems Inc., Engine & Performance Warehouse, Goodson Tools & Supplies, Larson Systems Inc., LSM Racing Products, Motor State Distributing, Performance Trends, Power Technology, Proform Parts

ADHESIVES

SUPPLIESSERVICE

CHEMICALS & SOLVENTS

American Gasket Mfg. Co. Inc., Arkema Inc., Brock Supply Company, Cyclo Industries, Elringklinger Automotive Manufacturing, Engine & Performance Warehouse, Engine Parts Group, Henkel Corp., Hexion Inc., Hylomar USA, Liberty Engine Parts, Lubegard by International Lubricants Inc., Momentive Performance Materials Inc., Motor State Distributing, Mr. Gasket, Nickels Performance, Permatex Inc., Rapp Industrial Sales, Valco Cincinnati CP Inc.

ENGINE ADDITIVES

Clean 2000 Inc., The Casite Company AMSOIL INC., Comp Cams, Crane Cams, Cyclo Industries, E-Z Oil, Liberty Engine Parts, Lubegard by International Lubricants Inc., Motor State Distributing, Nickels Performance, Power Clean 2000 Inc., Spacetek Oil, The Casite Company

ENGINE ASSEMBLY FLUID/PRELUBE

ALUMINUM CLEANERS

E-Z Oil, Liberty Engine Parts, Motor State Distributing, Nickels Performance, Permatex Inc.

CLEANERS GENERAL USE

Better Engineering Mfg. Inc., BlackstoneNEY Ultrasonics, Cyclo Industries, E-Z Oil, Goodson Tools & Supplies, Insta-Clean Cleaning Equipment, Liberty Engine Parts, Mirachem Corp., Miraclean, Motor State Distributing, Nickels Performance, Renegade Parts Washers and Detergents, Safety-Kleen Corp, Sardello Inc., Simple Green, Soda Blast Systems, Workshop Hero

COMPONENT PART COATINGS

H.M. Elliott Inc., Industrial Hard Carbon LLC, Ionbond, Keco Engineered Coatings, Motor State Distributing, Oerlikon Balzers Coating USA Inc., Polydyn Performance Coatings, Swain Tech Coatings

DEGREASERS

E-Z Oil, KleerFlo Company, Liberty Engine Parts, Mirachem Corp., Motor State Distributing, Orison Marketing/EvapoRust, Renegade Parts Washers and Detergents, Sardello Inc., Seymour of Sycamore, Simple Green

Alan C Blood Co., Comp Cams, Driven Racing Oil, Goodson Tools & Supplies, Lubegard by International Lubricants Inc., Lubriplate Lubricants Company, Motor State Distributing, Nickels Performance, Spectro Oils of America, The Casite Company

ENGINE COOLANT

Bardahl Manufacturing Corporation, BlueDevil Products, Design Engineering Inc., Evans Cooling Systems Inc., Lubegard by International Lubricants Inc., Maxima Racing Oils, Motor State Distributing, Motovicity Distribution, Nickels Performance, Spectro Oils of America, The Casite Company

FLUSH SOLVENT

Lubegard by International Lubricants Inc., Motor State Distributing, Power

PENETRATING OIL

Federal Process Corp./Free All, Liberty Engine Parts, Lubegard by International Lubricants Inc., Lubriplate Lubricants Company, Motor State Distributing, Spectro Oils of America

RUST INHIBITORS

Federal Process Corp./Free All, H.M. Elliott Inc., Industrial Hard Carbon LLC, Lubegard by International Lubricants Inc., Miraclean, Motor State Distributing, Orison Marketing/Evapo-Rust, Renegade Parts Washers and Detergents, Seymour of Sycamore, The Casite Company, Workshop Hero

RUST REMOVER

Liberty Engine Parts, Lubegard by International Lubricants Inc., Motor State Distributing, Orison Marketing/ Evapo-Rust, Workshop Hero

SPRAY PAINTS

C & M Topline, Liberty Engine Parts, Motor State Distributing, Nickels Performance, Seymour of Sycamore

ULTRASONIC CLEANING CHEMICALS

Accelerated Surface Finishing, Blackstone-NEY Ultrasonics, Miraclean, Omegasonics, SystemOne Technologies, The ArmaKleen Company, UltraSonic LLC, Ultrasonic Power Corp.

CORE CLEANING & PROCESSING ABRASIVE BLAST GUNS

Aerolyte Systems, Blast-It-All, Clemco Industries Corp., Dee Blast Industries, Empire Abrasive Equip Co., Goodson Tools & Supplies, Wetblasting.com, Zero Blast Cabinets

AGITATING DEGREASER

Anchor Atlantic Group LLC, Goodson Tools & Supplies, JRI Industries, KleerFlo Company

BLASTING CABINETS

Aerolyte Systems, Blast-It-All, Clemco Industries Corp., Dee Blast Industries, Econoline Abrasive Products, Empire Abrasive Equip Co., Goff Inc., Guspro Inc., Guyson Corp., LS Industries, Soda Blast Systems, SystemOne Technologies, Wenesco Inc., Wet Technologies, Wetblasting.com, Zero Blast Cabinets

PARTS CLEANING BRUSHES

Anchor Atlantic Group LLC, Goodson Tools & Supplies, Motor State Distributing, Osborn International

PARTS WASHER BASKETS

Anchor Atlantic Group LLC, Goodson Tools & Supplies, Miraclean, Renegade Parts Washers and Detergents

PRESSURE WASHERS

Alkota Cleaning Systems, Campbell Hausfeld, Graymills Corp., Guspro Inc., Hydro Tek-Cleaning Equipment Mfg., Landa Water Cleaning Systems, Mart Corporation, Proceco Ltd., Renegade Parts Washers and Detergents

SHOT PEENING EQUIPMENT

Aerolyte Systems, Clemco Industries Corp., Guyson Corp., Viking Blast & Wash Systems, WPC Treatment Co. Inc., Zero Blast Cabinets

ULTRASONIC CLEANING EQUIPMENT

Blackstone-NEY Ultrasonics, Guspro Inc., Kaijo Shibuya America Inc., Proceco Ltd., UltraSonic LLC

VIBRATORY FINISHING EQUIPMENT A.R.E. Industries, C & M Topline, Washington Mills Ceramics Corp.

ENGINE DOLLIES

Brock Supply Company, Easy Run Engine Test Stands, Engine & Performance Warehouse, Morse Performance Parts, Motor State Distributing

ENGINE STANDS

Axe Equipment, Brock Supply Company, Goodson Tools & Supplies, Motor State Distributing

MARCH / APRIL 2022 | ENGINEBUILDERmag.com

SUPPLIESSERVICE LUBRICANTS

HAND TOOLS ASSEMBLY TOOLS

Comp Cams, Ernst Mfg., Goodson Tools & Supplies, Manton Pushrods, Motor State Distributing, Nickels Performance, R & J Manufacturing Co., Steck Manufacturing, Thread Kits Co. div. of KATO Fastening Systems, Inc.

DIAGNOSTIC TOOLS

Audie Technology, Camlogic Technologies, Emi-Tech Inc., Goodson Tools & Supplies, Lubegard by International Lubricants Inc., Motor State Distributing, Tracer Products

DIAL BORE GAUGES

Engine & Performance Warehouse, Goodson Tools & Supplies, Measurement Supply Company Inc., Proform Parts, Sunnen Products Company

DIAL INDICATORS

Crane Cams, Goodson Tools & Supplies, LSM Racing Products, Motor State Distributing, Proform Parts

DRILLS

Goodson Tools & Supplies, Motor State Distributing, Thread Kits Co. div. of KATO Fastening Systems, Inc.

GAUGES

Dakota Ultrasonics, Emi-Tech Inc., Goodson Tools & Supplies, Motor State Distributing

HAND CLEANERS

E-Z Oil, Gloves In A Bottle, GOJO Industries Inc., Motor State Distributing, Simple Green

MECHANICS TOOLS

BRYCO by Carfel Inc., Dakota Ultrasonics, LSM Racing Products, Motor State Distributing, Nickels Performance, Steck Manufacturing, Thread Kits Co. div. of KATO Fastening Systems, Inc., Valco Cincinnati CP Inc.

MICROMETERS

Goodson Tools & Supplies, Motor State Distributing, Proform Parts

REAMERS AND SPECIAL TOOLS

Cal Valves, Engine & Performance Warehouse, Goodson Tools & Supplies, Lindy Tool Co, Motor State Distributing, Newen Inc

RING TOOLS

GASKET SCRAPERS

Engine & Performance Warehouse, FelPro Gaskets/Federal-Mogul Motorparts, Goodson Tools & Supplies, Motor State Distributing

Engine & Performance Warehouse, Motor State Distributing, Proform Parts, Total Seal Piston Rings

ALL WEATHER LUBRICANT SPRAY

Champion Oil, Liberty Engine Parts, Lubegard by International Lubricants Inc., Motor State Distributing, Nickels Performance

ALUMINUM CUTTING/TAPPING OIL

GREASE

Goodson Tools & Supplies, Liberty Engine Parts, Lubegard by International Lubricants Inc., Motor State Distributing

BREAK-IN OIL

AMSOIL INC., Champion Oil, Liberty Engine Parts, Maxima Racing Oils, Motor State Distributing, Nickels Performance, Royal Purple LLC

ENGINE OIL

Alan C Blood Co., AMSOIL INC., Champion Oil, Liberty Engine Parts, Lubegard by International Lubricants Inc., Lubriplate Lubricants Company, Maxima Racing Oils, Motor State Distributing, Nickels Performance, PennGrade Motor Oil, Royal Purple LLC, Spectro Oils of America

HONING OIL

Liberty Engine Parts, RMC Engine Rebuilding Equipment Inc., Rottler Manufacturing LLC

MOLY PASTE AMSOIL INC., Callies Performance Products, Champion Oil, Comp Cams, Driven Racing Oil, Liberty Engine Parts, Lubegard by International Lubricants Inc., Lubriplate Lubricants Company, Maxima Racing Oils, Motor State Distributing, Nickels Performance, PennGrade Motor Oil, Royal Purple LLC, Spacetek Oil, Spectro Oils of America

ENGINE OIL (RACING)

AMSOIL INC., Champion Oil, Driven Racing Oil, Liberty Engine Parts, Maxima Racing Oils, Motor State Distributing, Nickels Performance, Royal Purple LLC, Spacetek Oil, Spectro Oils of America

ENGINE PRE-LUBRICANT

Champion Oil, Comp Cams, Crane Cams, Liberty Engine Parts, Lubegard by International Lubricants Inc., Maxima

48 ENGINEBUILDERmag.com | MARCH / APRIL 2022

Racing Oils, Motor State Distributing, Nickels Performance, Royal Purple LLC, Spectro Oils of America, The Casite Company, Valco Cincinnati CP Inc.

Liberty Engine Parts, Lubegard by International Lubricants Inc., Maxima Racing Oils, Motor State Distributing

OIL SPRAY

Liberty Engine Parts, Lubegard by International Lubricants Inc., Lubriplate Lubricants Company, Motor State Distributing, Royal Purple LLC, Spectro Oils of America

SILICONE SPRAY AMSOIL INC., Liberty Engine Parts, Maxima Racing Oils, Motor State Distributing, The Casite Company

ZINC OIL ADDITIVES

BlueDevil Products, Cam-Shield Lubricants/Mr. Race Oil, Comp Cams, Crane Cams, Driven Racing Oil, Engine & Performance Warehouse, Les Frickshun Products Inc., Liberty Engine Parts, Maxima Racing Oils, Motor State Distributing, Nickels Performance, PennGrade Motor Oil, Spectro Oils of America

Engine of the MonthWillis Performance Enterprises

ProCharged Ford Godzilla 7.3L Brian Wolfe | Willis, MI

Ever since Ford announced its 7.3L “Godzilla” engine, the automotive aftermarket has been figuring out new ways to utilize the platform and improve upon its performance characteristics. Few engine shops have been more successful at that than Willis Performance Enterprises in Willis, MI, which specializes in small block Ford drag racing engines, and more recently, performance parts for the 7.3L Ford Godzilla engine. That success is in huge part thanks to Brian Wolfe, who operates Willis Performance Enterprises (WPE), and

50 ENGINEBUILDERmag.com | MARCH / APRIL 2022

is the former director of global engine engineering at Ford Motor Company. Brian’s background has allowed him to experiment with a variety of 7.3L Godzilla combinations from mildly modified to fully built and boosted. We came across WPE’s latest, and arguably most impressive, Godzilla engine build during the 2021 PRI show – a 1,500+ horsepower, ProCharged Godzilla engine. What’s super impressive about the build is it still utilizes the Ford Godzilla’s stock block, crank and cylinder head castings to achieve those high-

horsepower levels. With a 7.3L displacement and 445 cubic inches, many might jump to the conclusion that the Godzilla engine is a big block Ford. However, because bore spacing dictates what is a big block or small block configuration, the Godzilla’s 4.53˝ bore spacing makes it more a small block setup than big block. And, that’s just some of what makes Godzilla’s design and architecture magical. The 7.3L also has a sturdy iron block with a 6-bolt main journal configuration and a stock forged-

steel crankshaft. The aluminum heads feature larger-sized valves and can flow 300 cfm stock. However, with a good port job, upwards of 400 cfm can be achieved. Other stock features include a 60mm cam bore, a chaindriven variable-volume oil pump and variable cam timing. All of this is to say 7.3L Godzilla engines are capable of big horsepower outputs both naturally aspirated and utilizing boost. That’s exactly what Brian Wolfe was banking on when he began building up this Godzilla engine to be put in his 1993 Fox Body Mustang for the

BRIAN WOLFE RUNS A 1993 FOX BODY MUSTANG, WHICH WILL SHOWCASE THIS PROCHARGED 7.3L GODZILLA ENGINE THIS YEAR.

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Engine of the MonthWillis Performance Enterprises 2022 race season. Starting with the block, which again Wolfe kept stock, except for it being hard blocked for added strength, the rest of the engine’s bottom end got help from a number of key companies. The stock crank was destroked to 3.93˝ from 3.98˝. WPE used Wiseco 13:1 compression pistons with a stock bore of 4.220˝. The rotating assembly was finished out with a set of aluminum connecting rods, King rod bearings, Mahle main bearings, and a WPE main bolt kit. Additional components in the bottom end included a 417 Motorsports oil pan to fit into the Fox Body with a Team Z Motorsports cross member, a 60mm mechanical roller

camshaft from Charlie Wescott at Militia Motorsports, and Jesel keyed lifters. For the top end of the Godzilla build, WPE turned to Visner Engine Development to help with the cylinder heads. The stock castings got Stage 3 CNC work done to them and the chambers were also worked over. WPE added Jesel shaft-mount rocker arms with a Visner Engine Development pedestal system, 2.25˝ Manley titanium intake valves and 1.70˝ titanium exhaust valves, Trend 1/2-inch pushrods, and PAC springs. Lastly, the engine’s induction setup features a Visner Engine Development billet intake manifold and throttle body, as well as a Team

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Z Motorsports custom induction tube. But, what really turns up the heat on this Godzilla 7.3L engine is the ProCharger crank drive system and the ProCharger F-1A-94 supercharger with a ProRace blowoff valve. All of this equates to a Godzilla build capable of 1,500+ horsepower! According to Wolfe, he’s never been more excited for a race season to start than he is right now, and we can’t blame him one bit for that! EB Engine of the Week is sponsored by PennGrade1, SCAT Crankshafts, Elring – Das Original and NPW Companies/ EWPI. If you have an engine, email Editor Greg Jones at gjones@babcox.com.

WE CAME ACROSS WPE’S LATEST, AND ARGUABLY MOST IMPRESSIVE, GODZILLA ENGINE BUILD DURING THE 2021 PRI SHOW.

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DIAL IT IN & LET IT RIP! THE DIESEL WORLD PREPS FOR UCC 2022 GREG JONES | EDITOR

If you’ve been paying any attention to the competition diesel scene, then I don’t have to tell you that these shops and individuals are changing the game right before our eyes. It was once nearly impossible to think of a diesel engine as having similar performance characteristics of a gas engine, but that’s exactly where the diesel segment finds itself today. The diesel guys are closing that gap on gas, and it’s awesome to watch. One of the best events to see this performance on display is the Ultimate Callout Challenge. If you’re unfamiliar with the event, which has been showcasing the country’s best overall diesel trucks since 2016, go check out our feature on it in the May 2021 issue, or search our website. For a quick overview, the UCC pits roughly 30 competitors against one another across three disciplines – drag racing, a dyno competition and a sled pull. Winners are named for each event, and the one with the most

54 ENGINEBUILDERmag.com | MARCH / APRIL 2022

points at the end, captures the crown – that is, if they survive the grueling competition, which takes place at Lucas Oil Raceway in Brownsburg, IN. For this year’s event, much of the same can be expected, with two major changes – a new date and a new rule. For 2022, the Ultimate Callout Challenge will take place from June 3-5, rather than the back half of May, and competitors can now bring two trucks instead of only one. We caught up with Chris Searle, UCC’s marketing event coordinator, to hear more about these changes and what it means for the ultimate diesel showcase that is the UCC. “We’ve always wanted to move the date of the event a little bit because being in the Midwest, that’s planting season,” says Chris Searle. “When we originally moved the event out to the Midwest we were in April, which was in the middle of planting season for that area. We moved it to May and

we couldn’t move it back any further because you run into Mother’s Day and then the Indianapolis 500, which we didn’t want to compete with. “We’ve teamed up with Firepunk on their ODSS (Outlaw Diesel Super Series) event and merged them together. The first weekend in June used to be the weekend that Firepunk did their event – Outlaw Diesel Revenge. That’s why we never moved it any further is because, once again, trying to grow the industry, we try really hard not to take away from other events that happen through the summer. We want every event to be successful, including ours, because that’s the way the industry grows.” When the ODSS event joined the UCC weekend, it freed up those dates in early June, so the move was made for 2022, which Searle says should make the event easier to attend for competitors and fans. “In the Midwest, if it’s a rainy spring and they have late planting, all

the planting should be done by then so we can get more fans out for the competitors and make it easier on the fans,” he says. “We’re hoping the first week of June still gives us warmer weather and less rain, but it still hasn’t hit the really hot summer days and the humidity – that’s our hope.” Another change the fans should enjoy, and one that increases the strategy for competitors, is a rule change to allow for a second truck per team. This isn’t a mandatory rule, but an optional one, and Searle suspects it’ll add a lot to the competition. “We’ve now allowed the UCC competitors the choice to bring two trucks to the event rather than just one,” Searle says. “It is up to them how they want to utilize the truck. The only limitation that we’ve placed on it is we now set a weight class in the sled pull. We didn’t want to take out allowing the drivers to have six cut tires if they wanted for the sled pull. “The new rule for the sled pull is it has to be a stock frame that can be slightly modified, so it can’t be a rail, but it can be slightly modified, or it has to be the same truck they

drag race in. That still allows the competitors who do bring one truck geared more toward drag racing, to be able to sled pull still. They have the option. They can do the ironman with one truck or they can bring two trucks. Which competition they choose to put the trucks in is completely up to them.” Searle told us the reason the UCC went ahead and made this decision was for the innovation and growth of the diesel industry. In 2016, when the UCC started, it was exciting to see Firepunk do a quarter-mile, 9-second pass. Now, diesel fans can witness 3-second passes in the eighth mile. “It’s very difficult for people to build a truck that can go that fast, but then maintain the weight and the ability to sled pull,” Searle says. “We just felt that the UCC had hit a point where we didn’t want it to hinder the growth of the diesel drag racing, because we’ve seen such growth over the last couple years, especially in that arena. We wanted to make sure that growth continued. We wanted to come up with a way that we could support this. “Our hope is by making this

move, we see a lot of the competitors continue to focus on drag racing with their trucks and then teaming up with a sled puller to join their team or to bring a sled pulling truck with them.” According to Searle, this rule change has been received fairly well. For a competition that made its name based on the ironman, one-truck triathlon, some backlash might have been expected. That hasn’t been the case. “The competition level is so much higher than it was six or seven years ago with times and pulls and even the dyno numbers,” he says. “This just allows us to really push those limits. This also balances out the three events for us. Because drag racing was so competitive, a lot of the points were really tipping to that one event, which kind of made the other events not as critical with the points, and by doing this, it really evens out those points because you have to think of the whole event now. “Now, it’s a matter of doing great in drag racing, being up there on the numbers for the dyno, but now that we have actual pullers or people who could bring pull trucks, competitors

MARCH / APRIL 2022 | ENGINEBUILDERmag.com

ULTIMATECALLOUT CHALLENGE

In the 2021 UCC competition, Justin Zeigler of Zeigler Diesel Performance recorded a 2nd-place 1/8th-mile drag run of 5.3s, a 1st-place dyno pull of 2,443 hp & 3,282 ft-lbs. of torque, and a 290-ft. sled pull on his way to a 50-point overall victory.

56 ENGINEBUILDERmag.com | MARCH / APRIL 2022

have to make sure they’re doing at least a full pull, if not further.” The rule change and its acceptance by competitors makes the 2022 UCC event a much more strategic one. You could see a competitor come out with a truck he plans on drag racing and sled pulling with, and another truck he’s built just to wreck the numbers on the dyno. Or, you could see a competitor with a drag truck and a sled pull truck and have to choose one of those two for the dyno competition. Searle says the competitors are keeping their intention to bring one or two trucks close to the chest, so not to give away their hand early. “A lot of the people bringing a second truck are keeping that second truck super top secret,” he says. “I know that because I’ve been trying to get information for our program and the competitors won’t tell me. I’ve had to keep the info very general and vague because the ones that want to bring a second truck or are thinking of it are really kind of keeping that as their ace in the hole to really mix up the competition. That’ll be great for fans to see everybody unveiling what they’re planning to do for that weekend. That’s when you’re going to see competitors need to change their plan a little bit once they look at the pit next to them and see what they’ve got going on.”

As mentioned, competitors will have a couple options. They can still compete with just one truck, but if they come with two, they could implement that truck in a few different ways. “If I was a betting man, I would say the commonality would be to make a drag truck and make a sled truck,” Searle says. “One is lightweight, quick and fast, while the other is heavy and robust. Then, pick between one of those two for the dyno. You do run the risk if you’re putting your sled pull truck on the dyno that something will break, because the sled pull competition is the next day. “That being said, you have a lot of great teams out there that have great, fast trucks. Take the Dirty Hooker team for example. They’ve got a great, fast truck that also does amazing on the sled pull. They have multiple options though, because they’ve also got Last Minute Hooker, which is really fast, but then they’ve got Tony’s Dirty Hooker sled pull truck. They could go different routes with it. “It’ll make for a tricky competition. This move adds a new element to the competition that I think will take this year for the fans to really understand, but a lot of the competitors have really embraced it.” Since this rule change leaves less wiggle room for competitors to take it easier on a certain event than others, it should provide the fans with a better overall experience. “Every competitor who shows up for the UCC is going for the title,” Searle says. “No one’s just showing up because it’s an event. They’re going there to compete. They’re going out there to be the best, if not in the top three. They put a lot of time and effort into getting ready.” The UCC is known for the punishment it can dish out, so this new rule also gives a team another option should a truck break down. This allows them to maybe compete further along in the competition, which is ultimately better for the fans and competitors. “We’ve traditionally started with 30 trucks, and after drag racing, we maybe lose five or six of those competitors before the dyno,” he says. “Now you’re down closer to 20 and then they get on the dyno and have a catastrophic thing happen. By the time the sled pull rolls around,

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we may only have 12-13 trucks that are still able to pull for the win. We’re really hoping that this will increase those numbers so we’re able to keep closer to the 30 competitors in all three events. That gives more for the fans to see.” And speaking of more for the fans to see, that’s something the UCC has gotten very good at. Bringing in the ODSS and Firepunk’s Outlaw Diesel Revenge series of racing provides extra excitement, as does the DPI Expo featuring more than 100 vendors, the AMSOIL Show N Shine, and the Northwest Dyno Circuit dyno available to attendees. As for UCC competitors, the 2022 edition will once again see the pinnacle of diesel performance on display. Searle expects there to be eighth-mile runs of 4-5 seconds, and maybe some in the 3s. On the dyno, the 3,000-horsepower mark is the new goal, and the sled pull competition will see several entrants exceed 300 feet. “The level of competition on each event is going to step up a notch,” Searle says. “Not so much that we’re going to see bigger pull numbers or dyno numbers, because 3,000 horsepower is a huge number, but I think we’re going to see more competitors hitting those numbers than in years past where it might be we got four guys who pull over 300, now maybe we have 10-13 doing that, and we have X number hitting over 2,500 horsepower and now maybe we have double or triple that amount. Same thing with the drag racing. We’re hoping to see that level of competition in each event step up.” We’re ready to witness that next notch of performance too! If you’re interested in attending the 2022 UCC event, you can pick up tickets, enter the ODSS race, the AMSOIL Show N Shine, and the Northwest Dyno Circuit dyno by visiting ultimatecalloutchallenge.com. EB

THE WORLD OF

OFF-ROAD RACE ENGINES A COMPLEX FORMULA FOR SUCCESS BRUCE MCKILLOP | CBM MOTORSPORTS

As an engine shop today, it helps to be diverse, and at CBM Motorsports, we continue to do just that. We continue to grow the marketplace with every aspect of the automotive world. Starting out in 2006, we primarily did engines for sandrails. Fast forward 16 years, we now do engines for drift cars, movie cars, street legal cars, Baja, Ultra4, sandrails, quarter-mile cars, track cars, classic cars, and more. Every build is an adventure to get the customers’ needs met.

Boosted cars require the best parts and the engine is put through its paces, so crankshafts need to upgraded, rods need to be stronger, valves need to be better, and cylinder flow needs to be looked at carefully to make sure everything matches.

60 ENGINEBUILDER ENGINEBUILDERmag.com mag.com | MARCH / APRIL 2022

How do we meet those needs? We do an interview as to the usage, the budget, the conditions, and the expectation the customer has for their engine and vehicle. The world of off-road race engines is a particularly tricky one in which every component choice has a large impact. However, we use these steps ahead of every build, regardless of application. Let’s start with Ultra4, which races on some of the roughest terrain there is and these guys can flat out drive. For that reason, we really need to know how the driver drives (high rpm, low rpm, foot to floor, or ease in to it) as it helps us with our set ups. One of the first things we figure out is the correct ring gap we are going to use,

knowing that a stock engine with forged pistons is around .019˝ to a high compression engine and lager cubic inch being .021˝-.023˝. When you get to the boosted motors, we start at .026˝ and go all the way up to .032˝. Oil pressures and oiling systems are another crucial thing to look at. We use a lot of dry sump systems to try to maintain even pressures because these trucks go up very steep hills and, if they were to use a stock oil pan, they risk running the engine out of oil. We utilize baffling systems to slow down the oil in the pans as well. When it comes to bearing quality, we tend to run the Clevite brand as they seem to be very close in tolerance batch after batch, and because we set up our tolerances on the crank for every motor, it’s good to know they are consistent. Clevite has a standard bearing and a race bearing, as well as undersized and oversized options, so when setting up crank and rod tolerances you need all this information because we are only allowing .001-.002 per inch for clearance. Another important aspect of these builds is valve seat pressure because this can vary greatly closed and open. A stock spring may only make 120-lbs. of closed pressure and 280-300-lbs. open. When you get into a dual spring, you could have up to 140-lbs. closed and 250-300-lbs. open. Some of

the big aftermarket heads take a larger diameter spring, and if we use a solid lifter, the pressures will be up in the 250-300-lbs. closed range and up to 700-lbs. open. The size of the camshaft is also a multiple task process, which includes determining how much lift you need (how open you want the valve), how much duration (how long you want it open), ramp rates (how fast you want it to open and close), and what lobe separation (the overlap between intake and exhaust). After all that hard work comes the easy part, compression ratio and cubic inches. Cubic inches are a matter of what the owner wants or feels he needs and the budget he has. Once we get all of our answers, then we can start the build and put together what we hope is the

perfect engine for the customer’s requirements. When we get to the sandrail world, it again is different. Most sandrail owners know whether they want straight race gas or they want to stay on pump gas. If you are building a pump gas engine, we can tighten up the ring gaps and maybe drop a little more manageable camshaft in it for better mid-range duning. Customers have to keep in mind the range of a cams optimum performance. If you want really good power at 2,500 rpms, it will probably become less efficient around 5,500 rpms. If you want a cam to be efficient at 7,000 rpms, you will lose some efficiency down at 2,500 rpms, and probably be way better at 4,000 rpms. Throttle bodies are another thing that is misunderstood – just because you can buy a

…a lot has to do with building an engine where everything matches and works together, not just opening a parts book and ordering parts because they cost more or you like a particular brand.

MARCH / APRIL 2022 | ENGINEBUILDERmag.com

OFFROAD ENGINES

These big engines need air, so it’s important to put the air filter somewhere least exposed to dirt, or you need to oversize the filters if you have no choice but to leave them exposed.

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bigger one doesn’t make it more efficient to your particular engine. If the throttle body isn’t asking for more air, you stand the possibility of causing drivability problems. A 76mm throttle body can handle efficiently up to about 500 hp. You may pick up a few horsepower (8-10 hp) from a 90-95mm throttle body if you are up around the 500-hp range. However, if you are around 400 hp, it might not increase any, but may cause a flat spot on acceleration or make it harder to tune to get it right. Boosted cars require the best parts and the engine is put through its paces, so crankshafts need to upgraded, rods need to be stronger, valves need to be better, and cylinder flow needs to be looked at carefully to make sure everything matches. We recommend a billet crankshaft for big horsepower and forged steel connecting rods. There are many quality manufacturers out there for these upgraded components.

We hear stories all the time about how my friend’s buggy made 800 hp and mine is only 600 hp, but I beat him every time and we weigh about the same. A lot may be the driver, tire size or ratios, but a lot has to do with building an engine where everything matches and works together, not just opening a parts book and ordering parts because they cost more or you like a particular brand. In the Baja world, we do quite a few 6100 spec trucks that require stock crate engines because that keeps it even for all the racers and it becomes a driver’s sport. Typically, we always improve the stock oil pump with a higher volume pump as these trucks have large capacities, oil coolers and remote filters, and we need to make sure the oil travels well. Most customers choose to upgrade balancers at the same time before we get the engine sealed for the race. These are about the only things that

OFFROAD ENGINES

The world of off-road race engines is a particularly tricky one in which every component choice has a large impact. It’s the first step towards having success.

are allowed in the rule books for 6100 spec – no performance modifications are allowed. Trophy Truck racing goes along similar lines of Ultra4. These trucks take a beating and most, if not all, run race fuel, high compression and big cubic inch engines. We have a few running upwards of 800 hp with 8 stacks, MoTec computers and MoTec dashes, which is a pretty big ticket. One thing these big engines need is air, so it is very important to put the air filter someplace where it gets the least exposure to dirt or you need to oversize the filters if you have no choice but to leave them exposed. As in Ultra4 and Baja, the main accomplishment is to finish, but it’s always nice to win. Having the right engine matched with the right components (and a sturdy vehicle) is the key to having success offroad. EB

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PURE STOCK MUSCL KEEPING ALIVE A LEGACY ERIC GARBE | TECHNICAL EDITOR We may never know if the chicken or the egg came first, but we do know the car was here before the drag race, though not by much. It didn’t take long before early cars were lining up, side-by-side, and drag racing became a thing. Ford’s flathead V8 came next, and the decade of the hot rod began. Drag racing went wild. The NHRA was formed, and that’s right about the time things started stirring in Detroit. The potential was clear, and they wanted a piece of the action. Enter the decade of the muscle car. The now-classic cars that originated the term were more than just muscle. They were beauty, passion and power, and they represented the freedom of the automobile in a style that has never been duplicated. By the early ‘70s, performance began to slip, and in the emissions decades that followed, we

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stumbled around in the dark trying to figure out how to appease the EPA, yet still make a respectable street machine. The performance wasn’t there comparatively, but the passion still was, and style kept the muscle car alive through the ‘70s. Finally, after struggling through a couple decades of crash-me cars, loaded with ABS, airbags, and just about everything except good looks and decent performance, we rounded the corner into a new century, where GM’s LS, Ford’s Coyote, and Mopar’s Gen III Hemi engines brought back performance and ignited

LE CAR DRAG RACING

the muscle car war all over again. The battle for bragging rights on the drag strip is stronger than ever with these new engine platforms and engine builders are pushing horsepower to limits never thought of in the past, with events such as Drag Week, Rocky Mountain Race Week, LS Fest, and Sick Week providing a stage for engine builders to pull out all the stops. Back in the early ‘90s, Dan Jensen and Bob Boden decided to put together a drag racing event like none other. Their goal was to keep alive the legacy of original muscle cars in an event that was serious competition, but serious fun too. What they started was the Pure Stock Muscle Car Drag Race (PSMCDR,) held every year at the Mid-Michigan Motorplex. This year will mark the 28th event, and today it is organized and ran by Dan Jensen and Lyndon Hughes, along with Dan’s brother

Dennis. The idea behind the race proved successful, and the PSMCDR is truly an event like no other. Above all, the passion for these classics (it’s only for cars produced between 1955 and 1979) is more prevalent than any other sentiment at the track. The goal is to have fun drag racing your muscle car, see old friends, make new ones, and experience what it would be like if time-travel actually existed. To compete in the event, the cars must have been originally equipped with four-barrel carburetion, dual exhaust and some other type of factory installed equipment that indicates the performance intention or image of the car. They must have originally had the minimum of a 12-month, 12,000-mile warranty, meaning these cars were intended for the mainstream. If you’re thinking slow, make no mistake, these cars will run. Sure, we’re all aware of the dip in performance throughout the ‘70s, but

If you’re thinking slow, make no mistake, these cars will run. Sure, we’re all aware of the dip in performance throughout the ‘70s, but there’s plenty of Detroit muscle that can lay down the law the way it rolled off the assembly line.

MARCH / APRIL 2022 | ENGINEBUILDERmag.com

PURE STOCK MUSCLE CAR DRAG RACING there’s plenty of Detroit muscle that can lay down the law the way it rolled off the assembly line. For example, in last year’s race, a 1969 Chevrolet ZL-1 427/430 Camaro tripped an 11.71 at 119.74 mph. And, reproduction original or radial tires are all that’s allowed. No soft compounds, traction compounds, or softening chemicals are permitted. If there’s any suspicion, watch out for the durometer. The rules are clear and from front-toback, these cars must retain their all-original appearance and function. From body panels and ride height to paint colors, interior, and accessories like the radio, wipers, and heater, it all must be there and function properly – no gutted radios or heater boxes! Here’s where it gets serious, building the engines. The rules are strict, and they put a whole different spin on the process. To start with, the engine must be factory correct for the

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year, model and advertised horsepower rating. Cylinder head, exhaust and intake manifold casting numbers must be correct for the year and horsepower rating. You are not allowed to perform any cylinder head modifications, including porting, bowl cutting, gasket matching, or oversized valves. Cylinder heads may be milled however, to achieve the allowed compression over advertised – one of the rules that has a variance from true stock. All engines are allowed 1.5 points over the advertised compression ratio. This might seem unusual at first, but there’s a reason behind it. When the PSMCDR was originally founded, it was a small event, but as it grew, it became necessary to put rules in place. To set the stage for what it was intended to be, the original rules prohibited headers, aftermarket intakes or carbs, different wheels, tires or paint jobs. Many of the cars that came to race were old NHRA stockers put back to street form, and in order to build the event, they didn’t want to turn away cars. The former NHRA stockers fit the bill nicely, so they specified across the board that every engine could meet, but not exceed, the engine blueprint specifications for the NHRA stock class. Over time, the NHRA loosened its grip on the teardown rules to check piston dome height, which opened the door for many builders to achieve much higher compression than allowed in the blueprint specifications. This created the argument that since all engines allowed in the PSMCDR could be built to NHRA blueprint specs and the NHRA wasn’t looking at dome height, that it was fair game to change. But, this went against the idea of the Pure Stock Drags and to make sure it wasn’t being lost and that competition was fair, Jensen researched the stock advertised compression on every engine for every car that could enter the event. After documenting all the advertised compression ratios, Jensen documented the NHRA blueprint specs for each engine. He then averaged them both. The average of the advertised compression ratios was about 10:1, and the average compression ratio of NHRA blueprint specs was 11.5:1, so he decided to allow 1.5 points over stock.

This is an important aspect of the engine builds, because the NHRA blueprint specs have been subject to question over the years. These specs, which indicate the how the engine was originally built, were provided to the NHRA from the vehicle manufacturers, but there are noticeable discrepancies, primarily in the compression category. “Some engines do not benefit from NHRA blueprinting,” says Jensen, “because the specs that were fed to NHRA from the manufacturer gave some cars an advantage back in the day.” Jensen also pointed out that if a car owner decides to run a bigger dome than stock, which is allowed to achieve the maximum allowable compression ratio, they risk the negative affects that it may have on combustion chamber efficiency, so this is an important decision that must be balanced when building a pure stock muscle car engine. Here are the rest of the rules affecting compression ratio:

When the PSMCDR was originally founded, it was a small event, but as it grew, it became necessary to put rules in place. To set the stage for what it was intended to be, the original rules prohibited headers, aftermarket intakes or carbs, different wheels, tires or paint jobs.

1. Engines with factory dished pistons are allowed to run either a smaller dish, a flat-top piston, or a small domed piston to achieve the maximum allowed compression ratio. 2. Engines with factory flat-top pistons are allowed to run a domed piston to achieve the maximum allowed compression ratio. 3. Engines with factory domed pistons must run a dome of equal or greater dome volume than stock to achieve the maximum allowed

MARCH / APRIL 2022 | ENGINEBUILDERmag.com

PURE STOCK MUSCLE CAR DRAG RACING compression ratio.

Building an engine for the PSMCDR might seem like holding back what you know and what you have learned in the quest for horsepower. But, it also just might be a more interesting challenge, and one that leads to fun.

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If there’s any question of the advertised compression, make sure to contact the PSMCDR to make sure they agree, and when you’re selecting pistons, aftermarket pistons are allowed, but the rings can be no thinner than 1/16”, 1/16”, and 3/16” for the top, second and oil rings. Gas porting of the pistons is also not allowed, nor are metric or pressure-back type (Dykes or headland) rings. The engine block itself does not have to be “numbers matching,” but it does have to be the correct displacement for the year and model, and you are allowed up to .070˝ overbore. Only stock cranks are allowed; stroker kits, lightweight cranks and connecting rods, aluminum rods and smaller-than-stock rod journals are prohibited. There’s always a P&G gauge on hand for those who think they might get away with some trickery. Careful camshaft selection is as important as every other aspect of building a pure stock muscle car engine. It must be correct for the year, model and horsepower claimed for the type of lifter. Duration at .050 lift must be within 1% of the factory specs; lift at the rocker arm must be within 2% of the factory specs. Solid lifter cams are checked at zero lash and roller cams are not allowed. The engines must be able to produce at least 16 inches of vacuum at 1,200 rpm, however, there were some factory produced

engines that could not produce that much as new, and they will be given a variance to the rule. Roller cams are not allowed. As you can probably guess by now, the valvetrain must be factory stock for the year, make and horsepower claimed. Rocker arm ratio must be correct, no aftermarket rockers of any type are allowed, and you must stick with the factory stamped steel or cast-iron rocker arms. Valve covers must be factory correct, but you are allowed to use poly-lock adjustable nuts, crimp nuts, and adjustable pushrods. Lifters can only be the OEM style of replacement lifter. Shimmed hydraulic lifters or ceramic lifters are not allowed. The maximum allowed valve spring seat pressure is 130 lbs. If your car had a higher seat pressure, you must provide factory documentation of it. The factory valve spring configuration (single or dual) must be retained, and beehive springs, aluminum or titanium valve spring retainers are not allowed. The ignition system must be stock including distributor cap, coil and wires, but you may replace the points with an electronic conversion, as long as it fits under the distributor cap. Rev limiters are allowed, but they can only be a rev limiter and nothing else. Replacement coils must be the correct shape, size and color and must be mounted in the correct location with the correct brackets. Carburetors must be correct for the year, make, and horsepower, and the choke assembly must be in place and functional. Jetting and metering changes are permitted, but mechanical secondary carbs cannot be used if vacuum secondary carbs were original. The factory fuel pump must be retained, along with factory fuel lines of the correct size. The factory fuel tank must be the source of the go-juice, because no fuel cells are allowed. Only factory air cleaners and air induction are allowed, and they must be in place. The air cleaner lid can be raised to a maximum of 1/2 inch. Building an engine for the PSMCDR might seem like holding back what you know and what you have learned in the quest for horsepower. But, it also just might be a more interesting challenge, and one that leads to fun. To sum it up, Lyndon Hughes said, “You would have a ball!” EB

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ENGINE BUILDER (ISSN 1535-041X) (March 2022, Volume 59, Number 2): Published bimonthly 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, PO Box 68, Skokie, IL 60076-0068. A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, to speak to a subscription services representative or FAX us at 847-291-4816. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89 for one year. Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/ via air mail: $129 for one year. Payable in advance in U.S. funds. Mail payment to ENGINE BUILDER, P.O. Box 68 Skokie, IL 60076-0068. VISA, MasterCard or American Express accepted. Publisher reserves the right to reject any subscription that does not conform to his standards or buying power coverage. Advertising which is below standard is refused. Opinions in signed articles and advertisements are not necessarily those of this magazine or its publisher. Diligent effort is made to ensure the integrity of every statement. Unsolicited manuscripts must be accompanied by return postage.

MARCH / APRIL 2022 | ENGINEBUILDERmag.com

LAST SHOT

BIG ENGINES, LITTLE CARS | 1964 TRIUMPH SPITFIRE & 1995 GEO TRACKER During Sick Week, there were many cars that forced your head to turn – you just had to go take a closer look. Two particular vehicles that dropped our jaws were Timothy Blythe's 1964 Triumph Spitfire with a turbocharged 5.3L LS engine literally hanging out of it, and Vinnie and Lexx Barbone's 'Project Samsquanch,' a 1995 Geo Tracker outfitted with a blown 454 Chevy small block that's almost as big as the car itself. Blythe competed in the Dial Your Own (DYO) class and finished Sick Week with an 11.193 average ET @ 114.88 mph, while the Barbones competed in the Bulls Eye Challenge and were forced to drop out on the final day, but ran a best 10.586 @ 124.46 mph. Maybe we'll dive into additional details of each of these two builds in future Engine of the Week features?

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