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SERVING ENGINE BUILDERS & REBUILDERS SINCE 1964 2012 NOVEMBER
BUILDING A
TOP CLASS 565 ENGINE Get The Recipe for Building a Versatile Big Block Chevy Sportsman Drag Race Engine
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Contents 11.12
Features
ON THE COVER
Building a 565 Motor
Custom vs. Catalog Cams
What does it take to put a top-notch Sportsman drag racing engine in the winner’s bracket? Obviously, parts selection, assembly expertise and a talented driver are key. Contributor Alan Rebescher talks to Trick Flow about building a 565 cid that was developed to be a prize package and presents the “recipe” to you ......23
When it comes to racing, enthusiasts sometimes are convinced that only custom-designed parts are good enough for a winning team. The question is, of course, do off-the-shelf components automatically have an inherent performance handicap? Doug Kaufman talks to some leading suppliers and grinders of performance cam stats to get to the bottom of the 'Custom Grinds vs Catalog Specs' debate ..........................32
32 Dry Sump Oiling Systems Dry sump oil systems are used on all kinds of racing applications from NASCAR, circle track, road course and Formula One racing to ProStock drag racing. One of the main reasons why dry sump oil systems are used in these applications is to reduce the risk of oil starvation or aeration. Our Technical Editor Larry Carley investigates these oiling system’s advantages and disadvantages for various applications ........................42
23 Columns
Performance Notes ......................18 By Bill Holder, Contributor This month we focus on some students and the engines they have chosen to build in Sinclair Community College's High Performance Program.
Tech Talk ......................................19
42 Engine Blueprinting Engine blueprinting is a standard procedure used by engine builders to obtain maximum power and to ensure the longest possible engine life and reliability. It also requires that engine builders be more disciplined. Senior Executive Editor Brendan Baker takes a look at some of the checks and measurements that are required to decrease the chance of an engine failure due to improper clearances or assembly error....................52
By Brendan Baker, Senior Executive Editor The new for 2014 Corvette LT1 engine represents the most significant redesign in the Small Block Chevy’s nearly 60-year history.
DEPARTMENTS Industry News......................................................6 Events ..................................................................4 Shop Solutions ....................................................12 2012 Supplier Spotlights ......................................61 Cores/Classifieds/Ad Index ..................................66 On The Web..........................................................68
52 COVER DESIGN BY NICHOLE ANDERSON; PHOTO COURTESY OF TRICK FLOW
ENGINE BUILDER founded Oct. 1964 Copyright 2012 Babcox Media INC.
ENGINE BUILDER (ISSN 1535-041X) (November 2012, Volume 48, Number 11): Published monthly by Babcox Media Inc., 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874. Periodical postage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Send address changes to ENGINE BUILDER, 3550 Embassy Parkway, Akron, OH 44333. A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, Ext. 275, to speak to a subscription services representative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89 for one year. Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via air mail: $129 for one year. Payable in advance in U.S. funds. Mail payment to ENGINE BUILDER, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted. Publisher reserves the right to reject any subscription that does not conform to his standards or buying power coverage. Advertising which is below standard is refused. Opinions in signed articles and advertisements are not necessarily those of this magazine or its publisher. Diligent effort is made to ensure the integrity of every statement. Unsolicited manuscripts must be accompanied by return postage.
2 November 2012 | EngineBuilder
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Events
Industry Events November 26-28 AETC Orlando, FL www.aetconline.com or 866-893-2382
November 29- December 1 PRI Show Orlando, FL www.performanceracing.com or 949-499-5413
December 6-8 IMIS Indianapolis, IN www.imis-indy.com or 317-429-1004
January 21-23 2013 Heavy Duty Aftermarket Week Las Vegas, NV www.hdaw.org or 708-226-1300
February 2-3 V-Twin Expo Cincinnati, OH www.vtwin-expo.com or 877-889-4697
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February 22-24 Race and Performance Expo St. Charles, IL www.raceperformanceexpo.com or 630-584-6300
March 6-8 The Work Truck Show Indianapolis, IN www.ntea.com/worktruckshow or 800-441-6832
March 14-16 Hot Rod and Restoration Show Indianapolis, IN www.hotrodshow.com or 800-576-8788
March 21-23 Mid-America Trucking Show Louisville, KY www.truckingshow.com
For more industry events, visit our website at
www.enginebuildermag.com or subscribe to
www.aftermarketnews.com.
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Former Engine Builder Publisher Becky Babcox Passes Away Mary Rebecca “Becky” Babcox, longtime publisher of Engine Builder magazine, died peacefully on October 15, in Akron, OH, after a long battle with Multiple System Atrophy (MSA). She was 60 years old. For many years, Becky was coowner of Babcox Media (publisher of Engine Builder and other business-to-business magazines), along with her brother, Bill Babcox. Together, they were the third generation of the Babcox family to run the company founded by their grandfather, Edward S. Babcox, in 1920. Becky retired from the company in 2006, after nearly 30 years in the business. She was named “Woman of the Year” by the Car Care Council Women's Board that same year. In addition to serving as corporate secretary of Babcox, Becky was publisher of Automotive Rebuilder
magazine, known today as Engine Builder magazine. She was an active participant in the rebuilding industry, serving as a board member of the Production Engine Remanufacturers Association (PERA) and numerous other aftermarket associations, including the Engine Builders Association (AERA), the Automotive Parts Remanufacturers Association (APRA) and the Car Care Council Women’s Board. “Becky was well-known and respected for her contributions to the industry and made many friends among aftermarket professionals during her years of service. With her warm and friendly nature, Becky couldn’t walk down the aisles at trade shows without receiving abundant hellos from admiring industry peers,” the company said in a statement. “All those who knew her would say her generosity was unmatched. She lived life with a positive attitude and even in the end stages of life
never relinquished her characteristic grace and humility.” In addition to her significant career accomplishments, Becky served her beloved Akron community by giving time and energy to Goodwill Industries, Planned Parenthood, Junior League of Akron, the Akron Garden Club, Old Trail School, and many others. Becky was a graduate of Emory University and received her MBA from The Ohio State University. She is survived by her son, Rob. In lieu of flowers, memorial contributions may be made to Goodwill Industries of Akron, 570 E. Waterloo Rd., Akron, OH 44319, or to the charity of your choice.
ARMEX® Baking Soda Blast Media — Discover the Difference Case Study:
Engine Parts Cleaning Application Overview: Clean aluminum cylinder heads without leaving particles behind in critical passageways risking engine failure and increasing warranty issues. Process: ARMEX Maintenance Formula XL at 50-60 psi in contained cabinet system. ARMEX Turbine Formula at 45 psi for heavily burned in carbon. Followed by a water rinse. Results: Achieved a higher level of clean, lowered process time and energy consumption. Reduced labor, no post process detailing required. Eliminated warranty issues due to media lodging. “We’re saving money, time and cutting hazardous waste.”
APPLICATIONS USE ON: Engine parts, aluminum components, composite materials, and chrome REMOVE: Paint, grease oil, burned in carbon, and corrosion.
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For further case studies and more information go to
ARMEX.com or call 800-332-5424 ARMEX® and ARM & HAMMER® are registered trademarks of Church & Dwight Company. ISO9002 6 November 2012 | EngineBuilder
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Federal-Mogul Introduces Interactive Local Market Tech Support Platform Federal-Mogul unveiled an extensive new in-market product, brand and technical support platform for vehicle service providers during the recent Automotive Aftermarket Products Expo (AAPEX) in Las Vegas. The new platform features a team of ASE-certified specialists and sophisticated technical support vehicles that will be deployed throughout North America with the capability to reach thousands of service professionals each year. “Automotive service professionals face new diagnostic, repair and customer service challenges every day. We believe it’s our responsibility as a leading manufacturer to offer a comprehensive two-way communication platform that provides valuable daily support of these professionals on a one-to-one basis,” said Jay Burkhart, senior vice president, global markets, Vehicle Component Solutions, Fed-
Federal-Mogul announced a new in-market technical and product support platform during the 2012 Automotive Aftermarket Products Expo (AAPEX) in Las Vegas. The new platform features a team of ASE-certified specialists and sophisticated technical support vehicles that will be deployed throughout North America with the capability to reach thousands of automotive service professionals each year. Photo credit: Federal-Mogul
eral-Mogul. “This platform will serve as hands-on, in-market interface with the thousands of professionals who specify and install our products on the job.” The interactive local market plat-
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form is the latest in a series of investments by Federal-Mogul in new programs and tools designed to help service dealers and other customers leverage the value of the company’s industry leading technologies. Fed-
THIS ISSUE:
PG 23 >> Drag Racing
eral-Mogul also offers a real-time electronic information system, www.fme360.com, that enables service professionals to access the latest news regarding the company’s products and programs as well as an extensive virtual library of technical resources and other business-critical tools. The fleet of vans complements the indepth technical training programs and materials available via FederalMogul’s award-winning Technical Education Center in St. Louis. The Federal-Mogul in-market teams will be positioned in major markets across the U.S. and Canada, with the flexibility to deploy multiple vehicles to specific areas in conjunction with special training initiatives and regionally targeted programs. On-board technology will include multi-media instructional tools, product and system displays and an innovative, selfcontained interactive product training module. The Federal-Mogul technical product specialists will be able to access and print the company’s Web-
PG 42 >> Oil Pumps
PG 61 >> Product Spotlights
based training materials, including product and repair bulletins, in response to customer requests and/or to supplement their on-site presentations. For additional information contact your Federal-Mogul sales representative. The latest Federal-Mogul product and program news is available 24/7 at www.fme360.com.
Engine Parts Warehouse Acquires World Products Aftermarket Business Engine Parts Warehouse of Louisville, KY has acquired the World Products automotive aftermarket business as of October 17, 2012. “We at World are very excited because with five Engine Parts Warehouse locations across the country they stock virtually every brand of performance engine parts, including their own PBM Performance Parts and Erson Cams,” the company said in a statement. “And with more than 30 expert engine parts phone sales peo-
Industry News
ple available to assist you, they have resources beyond anything World Products could offer.” The company said that the new acquisition will benefit engine builders, allowing for a one stop shopping experience for everything from blocks, heads, cranks, rods and pistons down to every nut, bolt and gasket. In addition, World Products said it will continue to service the OEM and Industrial markets and will offer any support needed by World Performance to assure success of the venture. For more information about World Products and Engine Parts Warehouse, visit www.worldcastings.com or call 877-630-6651.
Evernham to Give Keynote Address at IMIS Safety & Technical Conference Ray Evernham, who won three NASCAR Sprint Cup Series titles as crew chief for Jeff Gordon, will give the keynote address at the fourth annual International Motorsports Indus-
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try Show (IMIS) Safety & Technical Conference Dec. 5-6 in Indianapolis. The IMIS Safety & Technical Conference helps kick off the fourth annual IMIS. “I’m honored to give the keynote address at the IMIS Safety and Technical Conference,” Evernham said. “It doesn’t matter if you’re racing in NASCAR or Formula 1 every weekend or just racing a street stock at your local track – you’re always looking to make your car faster and safer. And that’s what the IMIS Safety & Technical Conference is all about, providing information and advice from the best minds in the world so racers can find more speed and always be on the cutting edge of safety innovations.” A list of presenters and presentation topics is routinely updated at www.imis-indy.com as they are added. Attendees who register before Nov. 6 will save $55 on a two-day ticket or $45 on a one-day ticket. To register, visit www.imis-indy.com and
click on Conference under the IMIS Events tab. The two-day conference ticket is $250 at the door, or $195 before Nov. 6.
Engine Builder Magazine To Host Free ‘Race Engine Roundtable’ at IMIS Engine Builder magazine will host a free seminar titled “Race Engine Roundtable: Real World Tips to Take the Checkered Flag” on Friday, December 7, 2012, during the International Motorsports Industry Show in Indianapolis. The two-hour seminar will be held at the Convention Center and will be moderated by Lake Speed, Jr., of Driven Racing Oil. Scheduled to participate are champion engine builders including Tony Bischoff, BES Racing Engines; Matt Dickmeyer, Dickmeyer Automotive Engineering; Jim Feurer, Animal Jim Racing; David McLain, McLain’s Automotive Machine; Jeff Taylor, Jeff Taylor Performance; and
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DeWaine McGunegill, McGunegill Engine Performance. Raffle drawings will be held, prizes will be awarded and seminar attendees will receive literature and giveaways from seminar sponsors, including Driven Racing Oil, Wiseco Pistons and Goodson Tools and Equipment. All IMIS Seminars are free to show attendees. For information about attending or exhibiting at the IMIS Show, visit www.imis-indy.com. For information about participating in the Race Engine Roundtable as a sponsor, call Doug Kaufman, Engine Builder Associate Publisher/Editor at 330-670-1234 x 262 or dkaufman@babcox.com. ■
More Industry News & Info At Our Website enginebuildermag.com or aftermarketnews.com Submit your news and events to: dkaufman@babcox.com
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To celebrate the 5th anniversary of Shop Solutions, we have teamed up with Engine Pro for the "Top 5 of the Past 5" awards. To thank our readers for their generous contributions over the last five years, we're awarding both the Shop Solution authors and our readers who help us choose the winners with cash prizes. We've narrowed the field to the top 20, and now we need your help selecting the Top 5. All you need to do is read the submissions listed below, pick you favorite and visit http://bit.ly/RMZYVE (or send email to shopsolutions@enginebuildermag.com) to vote. It's that simple! By voting, you get a chance to win one of these cash prizes: First Place Author and Voter: $1,000; Second Place Author and Voter: $250; Third Place Author and Voter: $100; Fourth Place Author and Voter: $100; Fifth Place Author and Voter: $100. Voting is open through Dec. 31, 2012 and voter prizes will be drawn at random.
Piston-to-Valve Clearance Someday you could find yourself at the track, out in the field, or at home in your garage needing to check piston-to-valve clearance after a cam swap or cylinder head change and there is no clay available. No problem, go buy yourself a Tootsie Roll, and after it sits in your pocket for 20 minutes or so it should be soft enough to use. John Allen Advanced Engine Machine Bakersfield, CA
Checking Piston Ring Gap Here is an easy way I have found to square piston rings in cylinders for checking ring gap. I use various size old flat-top pistons according to the bore size being checked. These must be flat-top pistons with no taper on the edges. You will also need two matching wrist pins. Note: A standard diameter piston will still work with a .030˝ overbore. First, place a correct size wrist pin boss of piston to use as a tool from each side. Then place the ring to be squared in the cylinder. Be sure not to push the ring down too low. Now, with the piston upside down, push the ring with the top of the piston until the wrist pin stops at the block. To verify ring is squared in the cylinder check with a simple depth gauge. I have found this method to be simple, quick and accurate. 12 November 2012 | EngineBuilder
Next, verify ring seal. While keeping the feeler gauge snug in the ring gap take a flexible light with the flex part bent in a u-shape and shine the light right under the piston ring to cylinder area. Move around the whole cylinder and look at your gap. Needless to say no light should appear between the ring and cylinder, or the gap. If it shows light through try a ring from a cylinder that does not leak. This will determine if the leaking light is coming from the ring or the cylinder wall. James Feurer Animal Jim Racing, Animal Engines Lacon, IL
RE: Debunking the ‘10X10’ Crankshaft Myth for Customers As a retired crank shop owner, I really enjoyed the March, 2008 article and was glad to see someone tackle the subject to clear up the myth. You are 100 percent correct that grinding a crank undersize only reduces strength a small amount. Additionally, I think I can clear up some of the origin of this myth. First of all, in normal use or even high performance use, a used crankshaft will not “clean up” to standard specifications and will usually have to be ground to .010˝ undersize. The crankshaft has then remained 98+ percent as strong as new. The problem arises when “spinning” or “hammering” (knocking) a bearing. The crank will not clean up at .010˝ and must be ground down to .020˝ or more. A spun or hammered journal causes a crack in the majority of cases, even though it might not appear to be badly damaged. In order to detect a crack, the crank
must be crack checked or “magnafluxed.” Some crank rebuilders do not crack check their product and depend upon the “law of averages.” The backyard mechanic/racer was right when he found that crankshafts ground past .010˝ would have a tendency to break, assuming it was because of the reduction in strength and not aware that it was cracked already when it came from the crank repair shop. Like any other machine in an engine shop, a wet system crank checking setup is only as good as its operator and only works if it is turned on. Many thanks, Fred Geisel Ocala, FL
Proper Fastener Preparation In order to obtain proper torque (or torque to yield) values, it is absolutely imperative that threaded fasteners are clean and in good condition. All threads should be inspected and cleaned, especially fasteners and threaded castings or housings that will be reused. The best way to insure that threads are in optimum condition is by utilizing thread restoring tools. These tools are designed to clean and restore existing threads, not to cut new ones. Most typical tap and die sets are designed to cut new threads and their ability to remove material is detrimental to used threads. Male and female threads found throughout the automotive industry have approximately 75% contact between the threads and using a tap and die set will very likely reduce this contact percentage further by removing necessary material from the fastener and/or the threaded receiver. This reduction in mass will affect torque values and ultimately the ability of the fastener to maintain proper
holding properties. Thread restoring sets can be obtained from most, if not all, of the major automotive tool suppliers and are a valuable addition to any tool collection. Finally, all blind holes most be free of residue and all threads and contact surfaces should be lubricated sparingly with clean oil or assembly lube. Bill Riordan Riordan Engineering Twin Lake, MI
Grumpy Jenkins’ Technique for Braided Line Cutting Twenty years ago I was lucky enough to have Grumpy Jenkins show me a great way to cut steel braided lines. He used a sharp wide chisel. This works great and leaves no frayed ends. Just put the hose on an aluminum block, use your sharp chisel and hit it like you mean it! Jeff “Beezer” Beseth BeezerBuilt Inc. Newton Square, PA
Shop Solutions – The Power of Knowledge Engine Builder and Engine Pro present Shop Solutions in each issue of Engine Builder Magazine and at enginebuildermag.com. The feature is intended to provide machine shop owners and engine technicians the opportunity to share their knowledge to benefit the entire industry and their own shops. Those who submit Shop Solutions that are published are awarded a free one year membership to the Engine Rebuilders Council and a prepaid $100 Visa gift card.
Engine Pro is a nationwide network of distributors that warehouse a full line of internal engine components for domestic and import passenger car, light truck, heavy duty, industrial, marine, agricultural and performance applications. They also produce engine parts under the Engine Pro name that offer premium features at an affordable price.
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Performance Notes
High Octane Educations Students in Community College Performance Program say they’re prepared for racing, careers
I
n October, you learned about the teachers at Sinclair Community College in Dayton, OH, involved in the school’s High Performance program. This one-year certification program provides hands-on, certified automotive training for skilled entrylevel positions in automotive dealerships, independent garages and motorsports and other auto-related industries. Its auto department is recognized as a leader in training and provides a substantial advantage to its graduates in seeking employment, as well as the independent shops hiring them. Last month we talked about the instructors – program developer Professor Mike Garblic, teaching Profession Blaine Heeter and his assistants Kevin Smith and Jim Butts – this month we’ll focus on some students and the engines they have chosen to build.
Engine Buildup #1 Kasey King, from Coshocton, OH, started the course when he was only 19. He came with experience though, having two years of automotive vocational training in high school. Since his interest was performance engines, King took the opportunity of using a technical school to hone his skills. The starting point of his effort was a trashed 454 engine from a ’73 GMC pickup. The plan was to bore and stoke the block to 489 cubic inches with a capability of 500 horsepower. It took awhile, but the mission was accomplished – actually 528 horses and 500 ft.-lbs. of torque on the dyno. After tuning and refinement, he figures that 600 hp is possible. 14 November 2012 | EngineBuilder
That 454 GMC block was the main component used in the build-up, with most of the remainder being aftermarket parts and pieces. King explained that he line-honed, de-burred, square-decked and did a 0.030˝ overbore, which added about 35 cubic inches. Finally, he balanced it at 850 rpm on a Sunnen crankshaft balancer. The heads selected were 454 LS-6 versions, which also required work. “I did some porting to take off some rough edges from the casting, which helped the air flow,” King said. “I also port-matched the gaskets between the intake manifold and head.” The compression ratio achieved was 10.5-1. Also, the valves needed attention and King cleaned up the facings. The gas-fuel mixture is provided by a monster 1100 cfm Demon fourbarrel. The cam was initially planned to be a moderate flat-tappet, but he later decided on a more-aggressive mechanical roller type. The crank is aftermarket Eagle. Coming from a drag racing family, it’s not surprising the planned purpose of this engine isn’t a shock. “I have a 1991 rail dragster that I run on a 1/8-mile strip,” King said. “I’m hoping I can get into the mid-fives with this engine powering it.”
Engine Build-Up #2 At 42 years of age, Dave Lemke of Dayton, OH, describes himself as an “old school” mechanic. Lemke, who owns an auto repair and towing business in Michigan, said his new quest is to concentrate on his hobby and establish himself as a high-performance
CONTRIBUTING EDITOR Bill Holder PHOTOGRAPHY BY Phil Kunz
Student Kasey King performs exhaust port grinding to his GMC 454 engine.
builder. “With this build-up, I wanted to learn about upgrading the Chevy LS engines.” To that end, he started with a used 140,000-mile 5.3L LS-1. The goal was to increase the horsepower to about 500 at the wheels. The engine’s final resting point will be in a 1981 Buick Regal. The block received the initial attention when it was shot-peened and measured. Next, it was punched out 0.125”, plus the addition of an aftermarket stroker cam provided an additional 61 cubic inches of displacement. That produced a 396 cid engine. Lemke also wanted better engine oiling and cut channel on both the front and back of the block to open up a galley. The next procedure was to balance
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Performance Notes
Automotive student Jim Rose is looking to transform a rusty 440 Mopar block into into a performance powerplant.
hours of machining on each of them. “I ground off everything that would hurt the flow. I then tested the heads on a Super Flow 1020 Bench and it recorded 278 cfm,” he said. After the headwork was completed, the engine showed a huge increase in compresThe heads on Dave Lemke’s sion ratio from ini5.3L LS1 got huge attention, tially at 9.5-to-1 to an says the builder. The good the rotating mass of impressive 12.2-1. news? The hard work paid off. the engine that inThe injection syscluded the pistons, tem was acquired rods, pins and clips. Aftermarket parts from an 8.1L Chevy Vortec engine, were used internally with ADP Perwhich produced an injection pressure formance rods and moly pistons. Also, of 42 lbs. compared to the 5.3’s 29 lbs. a GM LS7 cam was installed. of pressure. The stock intake was retained although it was ported and polished and Engine Build-up #3 was custom fabricated into a tunnelFor 65-year-old Jim Rose, his engine ram configuration. build project started at the lowest of The heads received huge attention starting points with a rusty 1967 440 as Lemke figures he spent about 200
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block that had been sitting in a field for a long time. He also had an ultimate location for the engine on completion — the engine compartment of a ’69 Dodge A-12 replica drag car and providing about 600 hp, which was accomplished.
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Performance Notes Jim’s motivation for the build-up came from his longtime fascination of big block Mopars. During the process, he found that there was a lot more to do than he had expected. But he found help through Sinclair Community College. “The Sinclair instructors were always right there keeping me going in
the right direction,” he said. In all, there was about $6,000 invested and “a whole bunch of hours of work.” The first goal was to increase the displacement to 496, which was done with an overbore. And there was also a lot of precision work required including line honing and decking. Jim decided that Edelbrock alu-
minum heads would be required to achieve the 600-horse figure he desired. “I wanted them to be the best, so I carefully smoothed the intake and exhaust passages,” he explained. “I also used larger 2.20˝ valves.” Other upgrades included increasing the oil pan volume to contain eight quarts of 20-weight oil. The fuel is 115 octane Turbo Blue with the final compression ratio about 15-1.
Engine Build-up #4
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Fifty-three-year-old Al Christian, retired from the Air Force, had the strong desire to build up a 421 Stoker engine to serve as a street car engine with about 500 hp and 550 lb.-ft. of torque. It was a long journey as he started with a bare Bowtie racing block. The increased displacement was accomplished by a significant boring to 4.155”. The block was honed and the deck was squared. All the galleries were chamfered and the valleys smoothed. To produce the power he required, he installed a potent rotating mass consisting of SRP aluminum pistons and Eagle rods. Next, AFP aluminum heads were selected. Due to the fact that the valve springs were gauged for racing, it was necessary substitute softer units for street driving. “I had received good comments from builders who had used these heads and they sure worked for me,” Al said. Other engine parts that were selected were a Comp Cams roller cam and an aluminum Edelbrock intake. The carb selected was an 850 cfm Demon. Finally, the exhaust was expelled by 1-7/8” full-length Hooker Headers Al got a 10.5-1 compression ratio, which was what he had been hoping for. What he also got that he desired was excellent dyno readings of 503 horses and 565 lb.-ft. of torque. All of these examples are simply that – examples of people who are actively involved in this industry and a positive sign that despite the fear of technician shortages good, trained help is out there. Investigate with your local community college or university about students they have graduated from a machinist or engine building program. Your next great employee may be waiting. ■
Tech Talk
SENIOR EXECUTIVE EDITOR BRENDAN BAKER bbaker@babcox.com
Chevy’s Newest Small Block V8 GM Unveils Technologically Advanced 450 hp Gen 5 LT1 V8 for 2014 Corvette
hen the all-new 2014 Advanced Combustion Chevrolet Corvette arrives System Optimized with late next year, it will be 6 Million Hours of Analysis The Corvette LT1 represents the most powered by a technologically adsignificant redesign in the Small Block vanced 6.2L V8 that delivers an estiChevy’s nearly 60-year history. The mated 450 horsepower and runs 0-60 LT1 has been optimized to produce a mph in less than four seconds. broader power band. Below 4,000 The new Corvette LT1 engine, the rpm, the torque of the Corvette LT1 is first of the Gen 5 family of Small comparable to that of the 7.0L LS7 out Block engines, combines several adof the current Corvette Z06, according vanced technologies, including direct injection, active fuel management and to GM officials. Increased power and efficiency continuously variable valve timing to were made possible by hours upon support an advanced combustion hours of data analysis, including system. computational fluid dynamics, to opOutput, performance and fuel timize the combustion system, the dieconomy numbers will not be finalized until early next year, but the new rect injection fuel system, active fuel management and variable valve timLT1 engine is expected to deliver: ing systems that support it. GM says • The most powerful standard it poured in more than 10 million Corvette ever, with preliminary outhours of computational analysis on put of 450 horsepower and 450 lb.-ft. the program, including 6 million of torque; hours (CPU time) dedicated to the ad• The quickest standard Corvette vanced combustion system. ever, with estimated 0-60 performance of less than four seconds; • The most fuel-efficient Corvette ever, exceeding the 2013 EPA-estimated 26 miles per gallon on the highway. “The Holy Grail for developing a performance car is delivering greater performance and more power with greater fuel economy and that’s what we’ve achieved,” said Tadge Juechter, Corvette chief engineer. “By leveraging technology, we are able to get more out of every drop of gasoline and because of that we expect the new Corvette will be the The 2014 Corvette will be most fuel-efficient 450 treated to a new mill in the horsepower car on the marGen 5 that is almost as powket.”
W
Direct injection is all-new to the engine architecture and is a primary contributor to its greater combustion efficiency by ensuring a more complete burn of the fuel in the air-fuel mixture. This is achieved by precisely controlling the mixture motion and fuel injection spray pattern. Direct injection also keeps the combustion chamber cooler, which allows for a higher compression ratio. Emissions are also reduced, particularly coldstart hydrocarbon emissions, which are cut by about 25 percent. Active fuel management (AFM) – a first-ever application on Corvette – helps save fuel by imperceptibly shutting down half of the engine’s cylinders in light-load driving. Continuously variable valve timing, which GM pioneered for OHV engines, is refined to support the LT1 AFM and direct injection systems to further optimize performance, efficiency and emissions.
erful as the current LS7.
EngineBuilderMag.com 19
The LT1 features a new seamless cylinder deactivation system through its AFM.
spray for a more complete combustion. The contours of the piston heads are machined to ensure dimensional accuracy – essential for precise control of mixture motion and the compression ratio. The new LT1 is the third engine in the Corvette’s history to be so-named, with previous versions introduced in 1970 (Gen 1) and 1992 (Gen 2). All iterations of the LT1 – and all Small Block engines – have shared a compact design philosophy that allows greater packaging flexibility in sleek vehicles such as the Corvette.
Features and Highlights These technologies support the all-new, advanced combustion system, which incorporates a new cylinder-head design and a new, sculpted piston design that is an integral contributor to the high-compression, mixture motion parameters enabled by direct injection. The LT1 head features smaller combustion chambers designed to complement the volume of the unique topography of the pistons’ heads. The smaller chamber size and sculpted pistons produce an 11.5:1 compression ratio, while the head features large, straight and rectangular intake ports with a slight twist to enhance mixture motion. This is complemented by a reversal of the intake and exhaust valve positions, as compared to the previous engine design. Also, the spark plug angle and depth have been revised to protrude farther into the chamber, placing the electrode closer to the center of the combustion to support optimal combustion. The pistons feature unique sculpted topography that was optimized via extensive analysis to precisely direct the fuel
All-aluminum block and oil pan: The Gen 5 block was developed with math-based tools and data acquired in GM’s racing programs, providing a light, rigid foundation. Its deep-skirt design helps maximize strength and minimize vibration. As with the Gen 3 and Gen 4 Small Blocks, the bulkheads accommodate six-bolt, cross-bolted main-bearing caps that limit crank flex and stiffen the engine’s structure. A structural aluminum oil pan further stiffens the powertrain. The block features nodular iron main bearing caps, which represent a significant upgrade over more conventional powdered metal bearing caps. They are stronger and can better absorb vibrations and other harmonics to help produce smoother, quieter performance. Compared to the Gen 4 engine, the Gen 5’s cylinder block casting is all-new, but based on the same basic architecture. It was refined and modified to accommodate the mounting of the engine-driven direct injection high-pressure fuel pump. It also incorporates new engine mount attachments,
Circle 20 for more information 20 November 2012 | EngineBuilder
THIS ISSUE:
PG 23 >> Drag Racing
new knock sensor locations, improved sealing and oil-spray piston cooling. Advanced oiling system, with available dry-sump system: The LT1 oiling system – including oil-spray piston cooling – was also optimized for improved performance. It is driven by a new, variable-displacement oil pump that enables more efficient oil delivery, per the engine’s operating conditions. Its dual-pressure control enables operation at a very efficient oil pressure at lower rpm coordinated with AFM and delivers higher pressure at higher engine speeds to provide a more robust lube system for aggressive engine operation. Standard oil-spray piston cooling sprays the underside of each piston and the surrounding cylinder wall with an extra layer of cooling oil, via small jets located at the bottom of the cylinders. For optimal efficiency, the oil jets are used only when they are needed the most: at start-up, giving the cylinders extra lubrication that reduces noise, and at higher engine speeds,
PG 32 >> Cams
PG 52 >> Blueprinting
when the engine load demands, for extra cooling and greater durability. New, tri-lobe camshaft: Compared to the Gen 4 Small Block, the camshaft remains in the same position relative to the crankshaft and is used with a new rear cam bearing, but it features an all-
Tech Talk
GM engineers leveraged the latest technologies to come up with production engine that hits all the numbers.
new “trilobe” designed lobe which exclusively drives the engine-mounted direct injection high-pressure fuel pump, which powers the direct-injection combustion system. The cam’s specifications in-
Circle 21 for more information EngineBuilderMag.com 21
Tech Talk
clude .551˝/.524˝ intake/exhaust lift, 200/207-crank angle degrees intake/exhaust duration at .050˝ lift and a 116.5-degree cam angle lobe separation. New, cam-driven fuel pump: The direct injection system features a very-high- pressure fuel pump, which delivers up to 150 bar. The high-pressure, engine-driven fuel pump is fed by a conventional fuel-tank-mounted pump. The direct injection pump is mounted in the “valley” between cylinder
Circle 22 for more information
Circle 52 for more information 22 November 2012 | EngineBuilder
Direct injection is another advanced system used on the LT1
heads – beneath the intake manifold – and is driven by the camshaft at the rear of the engine. This location ensures any noise generated by the pump is muffled by the intake manifold and other insulation in the valley. PCV-integrated rocker covers: One of the most distinctive features of the new engine is its domed rocker covers, which house the, patent-pending, integrated positive crankcase ventilation (PCV) system that enhances oil economy and oil life, while reducing oil consumption and contributing to low emissions. The rocker covers also hold the direct-mount ignition coils for the coil-near-plug ignition system. Between the individual coil packs, the domed sections of the covers contain baffles that separate oil and air from the crankcase gases – about three times the oil/air separation capability of previous engines. Intake manifold and throttle body assembly: The LT1’s intake manifold features a “runners in a box” design, wherein individual runners inside the manifold feed a plenum box that allows for excellent, high-efficiency airflow packaged beneath the car’s low hood line. Acoustic foam is sandwiched between the outside top of the intake manifold and an additional acoustic shell to reduce radiated engine noise, as well as fuel pump noise. The manifold is paired with an electronically controlled throttle with an 87mm bore diameter and a “contactless” throttle position sensor design that is more durable and has greater control. Additional features and technologies of the Gen 5 are: • 58X ignition system with individual ignition coil modules and iridium-tip spark plugs; • All-new “E92” engine controller. General Motors says its investment in the Gen 5 Small Block will create or retain more than 1,600 jobs in five North American plants, including Tonawanda, NY, which recently received upgrades to support its production. We know it’ll likely be a while before you start seeing these engines in your shop, but it is always important to understand what technologies are being developed. And in the case of the Gen 5, much of the technology has been around a few years, although not as refined and all in the same engine package until now. ■
TOP CLASS 565 ENGINE
Feature
BUILDING A
Get The Recipe for Building a Versatile Big Block Chevy Sportsman Race Engine
CONTRIBUTOR ALAN REBESCHER arebescher@enginebuildermag.com
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hat does it take to put a top-notch Sportsman drag racing engine in the winner’s bracket? Obviously, parts selection, assembly expertise and a talented driver are key. Over the years, Engine Builder has been an advocate of mastering the first two – the last one is always a gamble. But in some cases for that driver, winning begets winning. The 2012 IHRA Summit Racing SuperSeries Top Class champion, Tim Butler of Sarasota, FL, received as part of his prize package, a brand new American Racing Cars dragster with a 565 cid Big Block Chevy engine build by Trick Flow Specialties. While Trick Flow may be best known for developing cylinder heads for high performance street and racing applications, the company also knows a thing or two about building engines. Over the years they have put together hundreds of engines, ranging from docile small block Chevys to blown LS motors, torque monster big block Fords and Chevys, and everything in between. Simply put, they know how to build solid, reliable horspower when it counts. The complete package we outline here was developed to be a prize package – so we’re happy to present the “recipe” to you. Follow the plan to the letter or make adjustments to parts and components to see how your results differ.
Why a 565? According to Trick Flow manager Mike Downs, with a large 4.600˝ bore, 4.250˝stroke, and a 6.535˝ rod, the 565 can make large amounts of horsepower and torque, yet uses readily available parts and requires minimal machine work. Better, yet, the 565 is adaptable to many IHRA sportsman and bracket classes.
The Parts Here are the building blocks for the engine: Engine Block: The Dart Big M is one of the strongest blocks available for big Chevys. The cast iron
block has race-ready features like scalloped outer water jacket walls to improve coolant flow around the cylinder barrels, four-bolt billet steel main caps with splayed outer bolts, a true priority main oil system, a stepped main oil gallery to increase oil flow to the crank at high rpm, and lifter valley head stud bosses to prevent blown head gaskets. Crankshaft: Callies forged Magnum crankshaft, manufactured from 4340 steel, is given multiple heat treatments for unsurpassed wear and strength characteristics. The 4.250˝ stroke crank has gundrilled mains and fully profiled
The 565 cid engine is ready for its carburetor, ignition system and accessories before heading to the dyno. The engine was given to the winner of this year’s Summit Racing SuperSeries Top Class Champion. Lucky guy.
EngineBuilderMag.com 23
The foundation for the 565 is a Dart Big M block. It features 4.600˝ cylinder bores, 9.800˝ (standard) deck height, priority main oiling (the main bearings get oil first), scalloped water jackets for improved water flow around the cylinder jackets, and nodular iron four-bolt main bearing caps. Dart also enlarged the cam tunnels for roller bearings and bushed the lifter bores for .904˝ lifters. The wet sump block was finished machined (honed cylinder bores, decked for MLS head gaskets) at R&R Engine (Akron, OH). Special thanks to Al Roth for getting the block done so quickly.
counterweights. Pistons and Rings: JE forged pistons have a 46cc dome with two valve reliefs, vertical gas ports, and an oil rail support. The ring pack consists of .043˝ plasma-moly coated ductile iron top rings, .043˝ phosphate-coated iron secondary rings, and a lowtension 3mm oil ring. Connecting Rods: Manley 6.535˝ H-beam rods are made from forged 4340 steel alloy and are fully machined, stress relieved, and magnafluxed. Each rod set is weight-
matched to within 2 grams and come with ARP cap screw rod bolts. Main and Rod Bearings: The Clevite main bearings have an exclusive TriArmor coating that offers extraordinary protection and lubricity. The bearings have enlarged chamfers at the sides for greater crank-fillet clearance and are made without flash plating for better seating. Cam Bearings: The Dart roller bearings can handle large amounts of spring pressure, decrease power-robbing
With clearances checked, bearings lubricated, and piston/rod sets assembled, it’s time for assembly. First up is the Callies Magnum crankshaft; forged from 4340 steel, the 4.250˝ stroke crank has gun drilled mains and fully profiled counterweights. Those counterweights are strategically placed to reduce imbalance forces over the entire length of the crank to improve bearing life and reduce wear. Circle 24 for more information
Circle 25 on Reader Service Card for more information
Drag Racing
To properly feed the 565 big block the air it needs, Trick Flow enlisted the help of current NHRA Pro Stock champ Jason Line to get the most out of Trick Flow’s PowerPort 360 cylinder heads. On the left are out-of-the-box PowerPort 360s; the modified head is at right. It takes a close look at both to tell the difference visually—the changes are subtle, but effective.
friction, and hold closer oil tolerances. The bearings are steel jacketed and encapsulated for ease of installation. Camshaft: The COMP Cams roller cam, ground specifically for this engine, has 283°/296° duration @ .050˝ and .824/.785 inches of lift with a 1.7 ratio rocker arm. Timing System: The two-piece Jesel Belt Drive system reduces the amount of harmonics being transferred to the camshaft. That means rock-solid cam timing compared to a timing chain or gear drive. It also has an external cam timing adjustment feature that allows you to accurately set cam timing.
Circle 26 for more information 26 November 2012 | EngineBuilder
Assembly There are no special tricks or double-secret procedures to building a reliable race engine. It’s all about taking your time, keeping things clean and well lubricated, and most importantly, measuring everything – twice, if you have to. The steps followed by Trick Flow’s engine builder and tuner Todd Hodges are probably the same as you would follow when assembling an engine...or should be.
Cylinder Heads and Valvetrain Setup With a large 4.600˝ bore, 4.250˝ stroke, and a 6.535˝ rod, the 565 can make large amounts of horsepower and torque, yet uses readily available parts and requires minimal machine work. Better, yet, the 565 is adaptable to many IHRA sportsman and bracket classes. Trick Flow’s Downs says the cylinder heads used for this engine are pretty special. Considering the
Accurate cam timing is critical on any race engine, but doubly so on a large cubic inch, high-rpm big block. Unlike timing chains and gear drives, a Jesel belt drive does not transfer the crankshaft (torsional) harmonics to the cam that can cause cam timing to jump around. Here, Todd Hodges checks camshaft endplay with a dial indicator.
horsepower and rpm goals of the 565, the cylinder heads are, in fact, critical. Downs says Trick Flow’s best offering for big block Chevy is the PowerPort 360 cylinder head. The PowerPort 360 features: • Heart-shaped 122cc combustion chambers with 2.300/1.880 inch valves; • 360cc intake/137cc exhaust Fast As Cast runners – near CNC-ported performance in an as-cast design; • Exhaust ports raised .300˝ from stock; and • CNC-bowl blended valve seat transitions and 24 degree valve angles. Downs said that the PowerPort 360 head needed some enhancements to feed 565 cubic inches of race engine, so they turned to someone who knows his way around cylinder heads – current NHRA Pro Stock Champion Jason Line. Active in KB Racing’s engine development and tuning programs, Line can’t resist the challenge of making something run faster, flow better, or make more power. He made some revisions to the intake ports and did a bit of work on the combustion chambers to help give the incoming air and fuel a more direct shot at the valves – no trickery or fancy port work involved.
The Last of the Bolt-Ons Along with the installation of the Trick Flow PowerPort 360 cylinder heads, which had been massaged by drag racer and diehard engine guy Jason Line, we also bolted on the Trick Flow R-Series intake manifold for photo purposes; it was removed for a trip to the porting and polishing room for some airflow enhancements. The rest of the bolt-ons included the following: • Holley Ultra Dominator carburetor, 1,250 cfm; • MSD Pro-Billet crank trigger distributor and crank trigger kit; Circle 27 for more information EngineBuilderMag.com 27
Drag Racing
• Moroso electric water pump; • Moroso vacuum pump; and • Moroso valve covers.
Dyno Results After assembling the cylinder head and valvetrain assembly for the 565, it became time to find out what this conglomeration of parts was worth on the dyno. Without giving up the results in the first paragraph, let’s just say those parts are worth a lot of horsepower. With the engine all buttoned up, it was rolled into Trick Flow’s Superflow dyno room for some power pulls. Engine builder and dyno operator Todd Hodges added a set of Hedman Husler 2-3/8˝ to 2-1/2˝ stepped headers and hooked the distributor to the dyno’s MSD 6AL ignition system. After making the break-in pull, Todd and Trick Flow’s resident tuning expert Cory Roth made a several power pulls on VP C-12 racing fuel, making incremental timing and carburetor jetting changes. Todd also tried a power pull with Q16, a 116 octane fuel that is highly oxygenated, allowing more aggressive tuning. With no other changes, the Q16 was worth an extra 13 horsepower.
Unfortunately, Todd and Cory ran out of Q16 before he could make tuning changes to take advantage of the fuel’s power potential. They switched back to C-12, reduced carburetor jetting from 106 to 102, added a carburetor spacer, and increased engine vacuum in a final attempt to break the 1,000 horsepower mark. The changes worked, netting 1,013 peak horsepower at 7,400 rpm and 770 lbs.-ft.
Circle 28 for more information 28 November 2012 | EngineBuilder
The finished product on Trick Flow’s Superflow engine dyno. The carburetor is a 1,250 cfm Holley Ultra Dominator. The headers are Hedman Huslers used for dyno testing (2 3/8˝ inch to 2 1/2˝ stepped primaries). The MSD Pro-Billet distributor is directly connected to the dyno’s MSD 6AL ignition controller.
Circle 23 for more information
Circle 29 on Reader Service Card for more information
Drag Racing
The longer (6.050 inch) ARP head studs required a “bullnose” end on the threaded portion that goes into the block. The Dart block has blind holes for the head studs, and the longer ones have a little more thread engagement compared to the other studs in the ARP kit.
peak torque at 6,100 rpm. The 565 is proof positive of what kind of power you can make with the proper selection of parts and some well-thought-out airflow enhancements. For more information, visit www.trickflow.com. ■
30 November 2012 | EngineBuilder
After switching back to C-12 fuel, Todd and Cory added a one inch carburetor spacer and increased engine vacuum. The 565 rewarded them with the big number – 1,013 peak horsepower to be exact. Torque production was impressive too, going from 650 lbs.-ft. at 4,000 rpm up to a peak of 770 lbs.-ft. at 6,200 rpm, never falling below 700 at a lofty 7,500 rpm. Think you can win some races with that kind of power?
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Circle 31 on Reader Service Card for more information
Feature
Camshaft Selection
Is an off the shelf cam better than a custom grind?
EDITOR DOUG KAUFMAN DKAUFMAN@BABCOX.COM
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hen it comes to racing, sometimes the belief is that only custom-designed parts are good enough for a winning team. The question here is, do offthe-shelf components automatically have a performance handicap? In order to get to the bottom of the “Custom Grinds vs Catalog Specs” debate Engine Builder magazine reached out to experts at the leading camshaft suppliers in the country. Some of them are legendary suppliers of performance camshafts from the earliest days of hot rodding, while some are relatively new names in the market. All of them have expertise that has come from in-house testing and real world field experience. In order to allow them to speak candidly about the products they recommend, we offered them anonymity – they could speak freely about products and performance without revealing trade secrets. No names will be used in this article, but a listing of camshaft suppliers and contact information will be provided at the end of this article (contact information is compiled from the 2012 Engine Builder Buyers Guide, also available online at www.enginebuildermag.com). If you’re building an engine for a typical racer, the initial question may be “how much power will these parts produce?” For the customer focused on muscle, it may seem counterintuitive but when it comes to camshaft selection, the more appropriate consideration may actually be to look at the brains versus the brawn. 32 November 2012 | EngineBuilder
Compared to other engine components, how vital is camshaft selection to a winning performance engine? “How important is the human brain?” asks one expert. “The camshaft is the engine’s equivalent to the brain. A well thought-out cam is based on the following: the engine displacement, the potential of the induction system, the potential of the exhaust system, and given rpm range where power is needed. Based on these four key elements ‘lobe area’ can be calculated and the camshaft can be designed to reach the goals of the engine. If these four factors are not used, then get yourself a dart board – it’s a crap shoot.” In some cases, the biggest isn’t always best. “The camshaft is probably one of the most critical parts in building a competitive race engine,” says another camshaft expert. “It can affect peak torque and peak horsepower, and where these two very important events occur it can also determine how the engine will accelerate. In engines were drivability is important the camshaft can be a powerful tuning tool. This is where you have to look at track times and listen to the driver and chassis tuner. In some instances the camshaft that performs the best on the track is not the camshaft that makes the most peak torque or horsepower.” Of course, camshaft selection is also dependent on other factors. “The camshaft is only as good as the parts around it. There is no miracle camshaft that can make a winner out of poorly chosen components, so it’s important that we’re looking at an overall package that includes not
only the engine, but also the vehicle, and the application that it’s used for,” explains another leader in the industry. “All of the parts are important and should be considered when ‘specing’ the parts for an engine,” admits another. “Providing the parts are selected properly and the engine is built correctly, the maximum power is not necessarily the determining factor. The torque range and level will determine how the engine performs for the racer. Having said this, the cam package is vital to the airflow of the engine and therefore vital in determining the torque range of the engine. So, a really good engine with a really good cam that is really not the correct cam will not perform for the racer and the racer will not be happy. Good engine, good cam, not matched cam = unhappy customer. Good engine, good cam, matched cam = happy customer.” Do racers typically understand what’s right for their engine’s needs? More importantly, specifically regarding cam selection, do engine builders? “Some of the really experienced engine builders who build lots of engines that are relatively the same develop specific packages that work well for their combination. They know from experience and hard knocks what works for them. Most engine builders, even the most experienced ones, work with a tech guy from their preferred cam company when they veer away from their combination at all,” says one supplier with key involvement with
Circle 33 on Reader Service Card for more information
NASCAR Sprint Cup teams. He says partnering with a supplier can be a great way to move your engine designs to the next level. Develop a relationship with someone at the cam company to discuss how to cam a particular engine. “Taking a little time to do this is almost never wrong. Not discussing it is frequently wrong,” he warns. “Most engine builders depend on dyno results to determine if a camshaft is optimal for the engine they are building,” says one of our experts. “This is not necessarily a bad thing but you need to know what to look for in the dyno results. Peak Good engine builders should be torque and peak horseaware of what’s needed to propower are not always the duce a winning package and most important results.” check with your cam company This, he explains, is for any new advancements where some engine being made. builders struggle to understand what camshaft best fits the race engine they are building and why an engine builder with experience in building a certain type of engine really has an advantage over someone who is building his first engine to compete in a certain race application. Many engine builders have a good handle on what is needed in the camshaft department, agree all our experts. Very often this is due to personal experience, says one veteran who cautions that, while this is valuable information, it is often difficult to relate 20 or 25 year old cam lobe designs to
Circle 34 for more information
modern lobe designs. Modern lobe designs often need to be much shorter duration. “Good engine builders should be aware of what’s needed to produce a winning package, explains one representative. “They may not be fully aware of new developments that his cam company has recently introduced, so for a serious competition application, it can’t hurt to check with the camshaft manufacturer for any advancements and improvements that have been made.” The key may be to occasionally put aside what you think you know. “True engine builders understand what’s needed, parts assemblers may not,” says one
THIS ISSUE:
PG 42 >> Dry Sumps
with regular freshening.” Of course, if the race series you’re building for requires it, an off-theshelf item may be your only option. And that, say experts, isn’t usually a problem. “You can certainly build a competitive engine using shelf parts,” acknowledges one supplier. “There are a number of racing series that have engine restrictions that are designed around readily available components. We have folks winning major championships using camshafts right out of our catalog, so that is definitely a viable choice.” Of course, this being an industry built on innovators, modified parts to make cars go faster are a natural development, admit even the catalog suppliers. Tweaking or “out of the box” ideas give racers advantages and progress our industry. “In addition,” explains one supplier, “most two-barrel classes perform significantly better with custom cams, a fact even more true of classes that require mufflers. They
PG 52 >> Blueprinting
PG 61 >> Product Spotlights
also require specially prepared carburetors as ‘box’ carbs tend to go very rich at high rpm. This makes a stock two-barrel carb impossible to jet properly.” But does a custom-grind inherently offer a performance advantage? “Inherently, no,” says one expert. “Potentially, yes. Once again, the more an engine is built using standard ‘off the shelf’ parts the less advantage there will be for a custom grind. For instance, if an engine builder is using a standard set of CNC heads, a certain manifold, compression, etc., chances are there is a part numbered ‘off the shelf’ cam for that combination. When the engine builder begins to ‘tweak’ the heads, manifold, etc. the cam should be ‘tweaked’ as well and a custom grind will likely work better.” Could be and will be are far apart on the scale, experts agree. “A custom grind could certainly be of benefit. However, the reason we offer many catalog grinds is that they
Circle 35 for more information
Cams
have been successful in competition applications,” comments one supplier. “We don’t put grinds in the catalog just to make it thicker.” He points out that having a custom grind is not an assurance that it will be head and shoulders above a shelf grind. “This gets back to the overall package that surrounds it. Yes, there may be new items that have been developed since the catalogs are published that may provide a competitive edge, but we’re now looking at incremental improvements.” Agreed, says another expert. “The correct camshaft gives a performance advantage and that may well be a shelf cam. We are dealing with an air pump that requires a given amount of air to operate in a given rpm range. The correct camshaft controls this. Again, it’s based on the proper combination. Admittedly, guys like numbers – and the bigger the better. “Many people only pay attention to peak
EngineBuilderMag.com 35
cam builder. “There is a huge difference between the two. And sometimes what’s needed is to set aside the ego and ask for help.” We all know guys who think they know more than they know. It doesn’t always help to outthink the experts. And in quite a lot of cases, our experts say, a very successful race engine can be built with “off the shelf” parts. In most classes of sportsman racing, a very competitive engine can be built using parts in stock if an engine builder works with the correct distributor, explains one key supplier. “We work hard to make sure we have the most competitive components ready to deliver to the engine builder when they need them. Working with a distributor with experienced people in key positions gives the engine builder an edge because we can provide them with the parts in a timely manner allowing them to keep work moving through the shop and spend less time ordering parts and more time making money,” he says. “We have over 25,000 cam designs. As we figure out a cam that works with a specific combination we frequently take the lobe designs and cam specifics and assign it a part number so that it then becomes ‘off the shelf,’” says an industry leader. “It may not be literally off the shelf but it can be ordered by part number and be shipped the next day. Some of the part numbered cams that sell well will actually be ground and put on the shelf. It is very likely that if the cam company has LOTS of part numbered cams there will be one that will be right for the application.” The key, confirm all of our experts, is the selection of the right combination of parts. Expensive or inexpensive, the combination is the key. “A competitive engine may be built with off the shelf parts but a winning race engine may require a lighter rotating assembly, a professionally built carburetor, (especially 2 bbl carbs) and a custom ground cam,” says one cam grinder. “A wellprepared chassis and a really superior driver can overcome some of these things but as the other drivers improve with time then that advantage decreases significantly. The better-prepared engine will usually have considerably longer total life Circle 36 for more information 36 November 2012 | EngineBuilder
Circle 37 on Reader Service Card for more information
Cams
power numbers,” says one supplier. However, “Average numbers are more meaningful. A longer, flatter power curve is much more important than peak numbers. For street applications a huge hp number at 6,500 rpm is usually pretty worthless but 450-550 lb-ft. of torque at 3,200 rpm will be waiting for you at the next light as soon as you touch the gas.” So what are the keys to getting the right cam for your build? What factors need to be taken into consideration when specifying a cam, whether off the shelf or custom grind? “A simple school of thought from me,” says one expert, “is, if you give it a lot of cylinder head then it won’t need cam. If you don’t give it enough head then it will need cam. Duration is the ability to sustain power at a given rpm range and lift is the ability to make potential power.” Another offers this: “When choosing a camshaft, it’s usually best to be
slightly conservative. Having a bit more low-end torque at the possible expense of top rpm power, will provide superior results to having a lack of torque. Don’t hesitate to call your camshaft supplier if you’re building something out of your usual realm. Virtually all of the performance camshaft manufacturers have technical assistance departments for their customers.” Be aware, cautions one manufacturer, that big cam companies have many tech people. “They all can’t be knowledgeable about everything. Your salesman may be a good place to start. Try to find out who the best tech guy is for your particular need. The drag race guru is seldom the oval track expert as well. Neither one may be much help with a Bonneville application.” Do your research yourself and make your selection – then ask for help. The “cam guy” at your preferred supplier will discuss the package that works best for your
Circle 38 for more information 38 November 2012 | EngineBuilder
application. A few key points to remember, courtesy of the cam experts responding the this article are these: • Stay safe. Unless the engine needs to produce the last possible fraction of a horsepower, stay safe. There is a fine line between safe and sorry. Most racers and customers don’t want to be working on their engines all the time. They need to work on their cars. • Smaller is better than bigger when talking about cams. If you are ever trying to decide between a larger cam and a smaller one, ALWAYS pick the smaller one. The customer will feel the torque and almost always be happier. • For circle track racing, engine size, the minimum rpm in the corners and on restarts is most important. With unported factory heads it is often possible to have too much lift. High ratio rockers are usually desirable, but not always maximum lift. • For street use cruising rpm is
Circle 39 on Reader Service Card for more information
Cam companies often take the lobe designs and cam specifics of cam that works with a specific combination and assign it a part number so that it then becomes "off the shelf."
very important. Also top speed in high gear (not overdrive) is important. Many people seem to want their small block Chevy or Ford to be capable of at least 6,500 rpm or more, only to find out they had a 2.73 rear and 29 inch tall tires. 6,500 rpm = about 200 mph. Not likely they’ll ever do that! Meanwhile all low end and mid range throttle response is gone. For drag racing the car weight, gear ratio, tire size, trans type and stall speed are all-important. Serious bracket racers usually don’t need the last 1/10th or so because consistency is what is most important. • Vintage road racing requires a long flat torque curve while more sophisticated cars with 6-speed transmissions may often do better with a peaky torque curve since they can easily keep the engine in a pretty narrow rpm range. • Don’t expect the cam grinder to tell you what your competition runs. He may make the same thing for you but don’t expect him to tell you that. In short, remember this: Determine the goal of the engine; what does it need to do for the customer? What kind of budget do you have to work with to build this engine? Then a combination of parts must be selected and machined to make the build. Properly recommending a camshaft requires a thorough comprehension of exactly what the overall combination is. The more information that’s provided, the better the cam selection will be. ■ Circle 40 for more information 40 November 2012 | EngineBuilder
Special thanks to Charles Reichert, Camcraft Cams; Chris Straub, Clay Smith Cams; Scooter Brothers, Comp Cams; Chase Knight, Crane Cams; Dave Crower, Crower Cams; Dick Boyer, Erson Cams/PBM; and George Richmond, Melling Select Performance, for their contributions to this article. Camshaft Manufacturers and Suppliers Atech Motorsports atechmotorsports.com
Elgin Industries elginind.com
Bullet Racing Cams bulletcams.com
Engine & Performance Warehouse epwi.net
Callies callies.com Cam Motion Inc. cammotion.com Camcraft Cams LLC camcraftcams.com Comp Cams compcams.com Clay Smith Engineering claysmithcams.com Crane Cams cranecams.com Crower Cams crower.com
Engine Pro goenginepro.com Enginetech Inc enginetech.com Howards Cams howardscams.com Isky Racing Cams iskycams.com Jesel Inc. jesel.com Liberty Engine Parts libertyengineparts.com Packard Industries packardind.com
DNJ enginecomponents.com Erson Cams pbmperformance.com DPR Racing dprracing.com Speed-Pro/ Federal-Mogul Edelbrock Corp. federalmogul.com edelbrock.com Straub Technologies Egge Machine straubtechnologies.com & Speed Shop egge.com
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Feature
BY TECHNICAL EDITOR Larry Carley lcarley@babcox.com
Dry Sump Oil Systems From NASCAR to High Performance Street Applications, These Pumps Won’t Leave You High and Dry
D
ry sump oil systems are pump. That means a steady oil used on all kinds of racing supply and consistent oil pressure applications from NASCAR, under any kind of driving condicircle track, road course and Fortions. mula One racing to ProStock drag Power Advantages racing. Dry sump oil systems are Another reason for using a dry even found in some current production applications such as the LS9, LS7 and LS3 engines in late model Corvette ZR1, ZO6 and Grand Sport models. One of the main reasons why dry sump oil systems are used in these applications is to reduce the risk of oil starvation or aeration. When a race car is cornering hard or accelerating at full throttle, Gforces can push the oil inside a conventional oil pan away from the oil pickup tube. Baffles and a deeper oil pan can reduce the risk of oil starvation, but not entirely. By eliminating the oil pickup inside the oil pan entirely, a constant supply of oil can be fed to the engine by an exterA dry sump oil system uses a nal belt, gear scavenge or suction pump to or cam pull air and oil out of the oil pan. driven oil
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sump oil system is to reduce windage, oil splash and drag inside the crankcase. A well-designed windage tray inside a wet sump oil pan can help keep oil away from the spinning crankshaft to reduce drag. But there’s still a LOT of oil
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sloshing and splashing around inside the engine, not to mention a LOT of air resistance, especially at higher engine rpms. A dry sump oil system uses a scavenge or suction pump to pull air and oil out of the oil pan. This keeps oil away from the crankshaft to reduce oil drag, and also pulls out most of the air to reduce windage and air drag (if the dry sump system has enough suction to produce vacuum in the crankcase). Depending on the application, the resulting reduction in internal crankcase windage and drag may increase the engine’s power output 5 to 15 hp or more. But to realize these gains, the dry sump oil system has to pull at least 8 to 10 inches Hg or more of vacuum. Higher levels of vacuum (say 18 to 20 inches Hg) can yield more power gains, but typically only at very high engine speeds (above 8,000 rpm). Otherwise, increasing crankcase vacuum with more and more suction incurs no extra power gains.
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And with a low rpm, long stroke, high torque motor, a dry sump oil system is probably not going to show any measurable power gain. The ability to pull more crankcase vacuum requires more suction pumps, typically four, five or six. A two-stage or three-stage dry sump oil system with two or three scavenge pumps stacked together will usually not pull enough suction to create high vacuum inside the crankcase. But a four-stage, five-stage or six-stage dry sump oil system that is sucking air and oil out of the crankcase and lifter valley can generate high levels of vacuum, even at high engine speeds and loads when blowby increases. The hot setup these days is a six-stage system that uses one suction pump to pull air and oil out from under each pair of cylinders on a V8, plus two more pumps to suck vapors out of both ends of the lifter valley under the intake manifold. Because there is less oil splashing
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Oil Pumps
around inside the crankcase, further power gains may be possible by optimizing the engine for a dry sump oil system. This includes using lower tension oil rings to reduce friction. The lower the tension of the ring pack, the less the friction against the cylinder walls as the pistons move up and down. Reducing ring tension with thinner, narrower rings may free up an additional 20 to 40 horsepower.
Vacuum Checks If you’re building an engine for a high vacuum dry sump oil system, you have to make sure the engine is sealed up tightly so that outside air isn’t pulled into the crankcase, lifter valley and valve covers when the engine is running. Special crankcase end seals with reversed lips may be required to hold vacuum inside the crankcase. You obviously can’t run open valve cover breathers because the suction pumps will pull air in through the breathers. All the gaskets likewise have to be robust
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Oil Pumps
valve cover, oil pan and intake manifold gasket seams to watch for bubbles. There should be none if the engine is sealed tight. If you’re using RTV silicone in lieu of a conventional pan or cover gasket, make sure the silicone has fully cured before subjecting it to pressure or vacuum. Another method of checking for air leaks would be to pull vacuum in the crankcase by attaching an A/C vacuum pump to one of the oil pan outlet One reason dry sump oil sysports. Pull vacuum on the engine, then stop to tems are used is to reduce the see if the vacuum level holds steady for several risk of oil starvation or aeration. minutes. If you can’t pull much vacuum or the vacuum level rapidly drops once the pump has been turned off, there’s a leak somewhere that needs to be found and sealed. enough, stiff enough and sealed properly so they don’t Lowers Center of Gravity and Oil Temperleak air when the dry sump oil system is pulling vacuum inside the engine. ature Another reason why many race cars are fitted with a You should test the integrity of the gaskets by presdry sump oil system is because it allows the use of a sure testing the engine once it has been assembled. This shallower low profile oil pan. This, in turn allows the can be done using shop air and an adjustable pressure engine to be mounted lower in the chassis for a lower regulator. Block off the oil pan suction outlets and the center of gravity, better handling and a lower hood prooil pressure inlet fittings, then connect the air supply file. If ground clearance is an issue, a shallow oil pan line to one of the oil pan outlet ports. Slowly increase can fix that problem, too. air pressure into the engine until it reaches about 8 psi, Because a dry sump oil system stores oil in an exterthen listen for any hissing sounds that would indicate nal tank rather than the oil pan, the amount of oil in the air leakage. You can also spray soapy water along the
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Oil Pumps
“One of the keys to setting up a dry sump oil system is figuring out how much oil the engine actually needs.” reservoir can be increased to reduce the risk of oil starvation at high rpm. The external tank also helps reduce oil operating temperatures when the engine is running at high rpm or load for long periods of time. An external oil cooler can be plumbed in series with the storage tank to provide additional cooling as needed. A dry sump external oil tank may hold as much oil as required depending on the application and the engine’s requirements (typically one to six gallons). When oil enters the tank, it hits a splitter then spreads out and flows across a baffle to separate oil and air bubbles.
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The oil then drains to the bottom of the tank where it is pulled back to the engine by the pressure pump. One of the keys to setting up a dry sump oil system is figuring out how much oil the engine actually needs. Pushing too much oil volume through the engine just wastes horsepower to drive the oil pump. This is where an oil flow meter comes in handy. By using a flow meter in the oil supply line, the engine’s actual oil needs can be determined by measuring flow in gallons per minute. The oil pump can then be sized accordingly to provide just the right amount of oil without wasting additional horsepower for oil that isn’t needed. Oil flow requirements will depend on oil viscosity, bearing clearances and whether or not piston oilers or valvetrain oilers are used (the latter can increase the need for extra oil flow significantly).
The Disadvantages of
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Dry Sump Oil Systems If dry sump oil systems have so many advantages, why aren’t they used on all performance engines? Cost is the main stumbling block. Depending on the number and type of pumps used, the design of the oil pan, the size of the oil storage tank and oil cooler, and the complexity of the plumbing, a typical dry sump oiling system can cost up to $3,000 or more. Many pumps sell for $650 to $1,500 or more, and some can be very pricey if they are a custom made CNC billet pump. Consequently, the cost of a sophisticated dry sump oil system would be hard to justify for a Saturday night budget racer or a typical street performance car. But where reliability is an absolute must (as in NASCAR, Formula One and other high end racing venues), a dry sump oil system may be the only way to go. Dry sump oil pumps use a variety of designs, including roots-style
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four lobe rotors, three-lobe rotors, gerotors and spur gears. Various tooth profile and pump housing enhancements are used to maximize pump efficiency and reduce pumping losses and cavitation. Clearances must be kept very tight inside the pump for maximum flow. The type of materials used to make the pump housing and gears will also affect its durability and price. Because the pumps are mounted externally, they are typically belt driven with a toothed or cogged rubber belt (similar to a pint-sized timing belt). The teeth on the belt prevent the pump drive from slipping. Most oil pumps are driven at about half crankshaft speed, ranging from 57 to 45 percent of crank speed. The slower the pump can be turned to produce a given rate of flow, the more efficiently it operates and the less horsepower it consumes. The risk with an external belt-driven pump is that a belt failure could cause a loss of lubrication resulting in engine failure. It happens occasionally, but most belt drives are extremely reliable. Cam driven oil pumps are also available that allow the pump to be mounted on the front of the engine. With any type of external mounting system, though, the supporting brackets and fasteners must be reliable and capable of withstanding shaking and vibrations that could cause they to loosen or fail. The last thing you want to happen is for the oil pump to fall off in the middle of a race! External oiling systems also require mounting the oil tank somewhere, and installing all the plumbing that’s required to connect the oil pan and engine scavenge ports to the suction pumps and oil tank. Additional lines are needed for an oil cooler and oil filter. Lots of hoses and fittings increase the risk of oil leaks, so hoses must be strong and reinforced (braided stainless steel is usually recommended although rubber hoses can be used). Suction hoses must be capable of withstanding vacuum without collapsing, and pressure supply hoses from the pressure pump to the oil filter, oil cooler and engine must be capable of withstanding high oil pressure (up to 80 psi or higher ) without bursting. Blowing a hose could starve the engine for oil. Hoses must also be supported so they don’t chafe or rub against
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Oil Pumps
The risk with an external beltdriven pump is that a belt failure could cause a loss of lubrication resulting in engine failure.
anything, and kept away or shielded from hot exhaust headers. Some question the trade-off between the extra power required to turn a stack of scavenge pumps and the horsepower gained by pulling air and oil out of the crankcase. The amount of power needed to drive the pressure pump is essentially the same whether an engine has a wet or dry sump oil pump, or whether the oil pump is mounted inside the engine or outside the engine. In both cases, it takes the same amount of horsepower to move the same volume of oil. Some pumps are more efficient than others and require less horsepower to operate. But given similar gear designs, power requirements are about the same whether the pump is inside or outside the engine. The extra power required to drive the scavenge pumps depends on the number of stages obviously (more pumps require more power), but the power required is less than that of a pressure pump because the pump is pulling out air and oil under vacuum rather than forcing liquid oil against the resistance created by the oil filter, oil galleries and tight bearing clearances inside the engine. So depending on engine speed and the number and type of pumps, there may be a slight penalty for running a dry sump oil system (say five or more horsepower), or it may be a breakeven proposition, or a gain of maybe 5 to 15 horsepower or
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Oil Pumps
more. The biggest gains come at high rpms when there’s less air inside the engine. Less air means the pistons don’t have to displace as much air with every down stroke and the crankshaft and rods can
spin with less aerodynamic drag. That’s why jets fly at high altitude where the air is thinner. It creates less resistance so they can fly faster while using less fuel. Another concern that may be an
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“Another concern that may be an issue in some engines with dry sump oil systems is getting enough oil lubrication and cooling to the pistons and wrist pins.” issue in some engines with dry sump oil systems is getting enough oil lubrication and cooling to the pistons and wrist pins. These parts rely on splash lubrication and cooling. If too much oil is pulled out of the crankcase too quickly there’s a chance the pistons might overheat and scuff, or that the wrist pins might fail. The fix for these really high horsepower, high heat applications is to use of piston oilers that squirt oil directly at the underside of the pistons. The trade off here is that oils also increase the engine’s oil volume requirements, which requires more flow from the oil pump to maintain the same oil pressure. As for flat tappet cam and lifter lubrication, or upper valvetrain lubrication, routing more oil to these components may be necessary to reduce the risk of lubricationrelated failures if a dry sump oil system is used to pull air and oil vapor out of the lifter valley. One other concern with dry sump oil systems is what happens when an engine blows and debris is sucked into the oil system. On the plus side, a dry sump system will suck the debris out of the oil pan so it isn’t pulled back into the oil pump and engine as might be the case with an internal oil pump and wet sump system. The downside is that all of this debris ends up contaminating the oil storage tank, oil cooler and external oil plumbing. Thoroughly cleaning (or replacing) all of these components is absolutely essential to make sure no debris remains in the system to cause problems when the engine is replaced or rebuilt. ■
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Oil Pumps
NASCAR Dry Sump Oil Systems A NASCAR Cup race can be a grueling event, especially on a Super Speedway circuit where engine rpms and operating temperatures push the limit. To find out what kind of lubrication sys-
tem can withstand this kind of punishment, we asked John Barilka of Hendrick Motorsports about the dry sump oil systems they use on their Cup motors. “We use a 5-stage setup with
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four scavenge pumps evacuating air and oil from the oil pan and one pump scavenging the lifter valley area of the block. We've found that it takes about one atmosphere of vacuum in the crankcase to do a good job evacuating the air and oil. We use gear-style pumps because they do a good job pulling vacuum.”
Barilka says a good dry sump system is typically good for about a 25 horsepower gain, or about a three percent improvement in the engine's power output. However, more vacuum in the crankcase is not necessarily better because you quickly reach a point of diminishing returns where additional vacuum does not generate a significant increase in power. “A dry sump oil system will always reduce friction and drag. All the NASCAR teams use them, and the setups will vary somewhat. On our engines, we use a belt driven pump that routes oil to a 4-1/2 gallon storage tank. We also use an oil cooler, and the plumbing is Brown & Miller lightweight stainless braided lines.” Barilka said the dry sump oil system allows them to use lower tension piston rings to reduce internal engine friction, but it also requires the use of piston oilers because there is so much less oil flinging around inside the crankcase to cool the pistons. ■
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Feature
Engine Blueprinting Basics Building an engine following set processes and procedures requires discipline
SENIOR EXECUTIVE EDITOR BRENDAN BAKER BBAKER @BABCOX.COM
T
he top professional divisions formance engines, and there are in racing today for the most some misconceptions as to what part run engines that are built some customers think a blueprinted to comply with a very strict set of engine is. Some people may believe rules for each series. In NASCAR, that any engine that has been rebuilt where the engines have been by a professional engine builder is a roughly the same 358 cid V8 for blueprinted engine, however, that is decades, the power output has not necessarily the case. Without steadily increased. Engines of the paying attention to all of the parts same brand that are built by differand tolerances being much closer ent teams often have vast differthan what is allowable from the facences. This is mainly because engine tory, an engine may merely be built. builders find different areas to focus It may still run very well and on in order to achieve their goals. achieve all the goals that were set While each engine may be virtufor the project, but without ally the same in NASCAR Sprint painstaking attention to every deCup competition, there are slight tail, the engine will not be fully optidifferences for each manufacturer mized. In a street application, this and engine builder. And every enmay not be a problem at all, because gine builder knows a few tricks of you aren’t constrained by regulathe trade to put his engine over the tions except in the case of emissions top. Most people refer for certain vehito building an engine In racing, rules dictate much of to a specific set of what can be done to an engine. rules or specifications Most people refer to building an as “blueprinting.” In engine to a specific set of rules or this process, engine specifications as “blueprinting.” builders are trying to obtain the maximum performance from a set of parameters, particularly if you are building an engine for a customer who races in a very strict class such as Daytona Prototypes. The edge your customers are seeking from you are in the small details of the build because most of what you are allowed to do has already been mapped out. How far you go into those details depends on you and how much you A) want to win, and B) can charge for it. You also hear the term blueprinting with regard to street per-
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cles. Essentially, blueprinting is about optimization. Engine balancing and blueprinting go hand and hand when doing a high performance build. Basically, any performance or racing engine should be balanced but also, if you are doing a thorough build, everything should be aligned and properly squared in relation to each other. Vertical bores need to be perfectly perpendicular to horizontal bores and so on. And to take things a step further, a properly blueprinted engine should have exact tolerances that are set to the specific needs of the customer and application. Don’t think that just because it’s a brand new part that it will be within specifications. Mass production parts have manufacturing vari-
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Blueprinting
ances. Experts say there may be big differences in the tolerances of brand new parts from manufacturers, depending on where you source them. Obviously, as most engine builders have experienced, some are better than others. You need to have the tooling and equipment to be able to check and double check all of the machined surfaces and components to make sure they are within the specifications you have set or that are required. It takes more time to assemble and build a blueprinted engine because so much has gone into making sure everything works together and you have gotten the maximum out of the build. Engine blueprinting is a standard procedure used by engine builders to obtain maximum power and to Engine balancing and blueprinting go hand and hand ensure the longest possible engine when doing a high performance build. Basically, any perlife and reliability. It also requires formance or racing engine should be balanced but also, that engine builders be more disciif you are doing a thorough build, everything should be plined, following a list of checks aligned and properly squared in relation to each other. and measurements that will – if done properly – decrease the chance of an engine failure due to improper clearances or assembly error. When blueprinting an engine, be sure to follow through the entire process and not skip any steps. This means hand building an engine with perfectly fit components using maximum and minimum recommended clearances. These specifications are determined by following the racing series rule book very carefully, making sure that every specification is met to allow the engine to pass a tech inspection. If you are building a street performance engine, then the steps may be shortened a little to just the basics of align honing the cam bores and torque plating the cylinders during the honing step. However, there are many more things you could add to the list if your customer is willing to pay for it. To begin with, you need to make sure the block and all parts are thoroughly cleaned. After you’ve cleaned the block in a hot tank or spray washer, make sure the water jackets are perfectly clean. Blueprinting experts say it is a good idea to inspect and analyze the block, especially if it’s used. All bolt holes should be cleaned, oiled and retapped if necessary. With any surface that is maCircle 54 for more information 54 November 2012 | EngineBuilder
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Blueprinting
chined you can chamfer the bolt holes, and any casting burrs or irregularities should be removed. V8 engine blocks should be align bored to maintain perfectly equal deck heights, keeping the crankshaft parallel to the decks. Any variation in these areas will result in irregularities in combustion chamber volume. This is critical for accuracy and precision in the blueprinting process. After align boring, the cylinders should be bored with the main bearing caps still torqued in place. Depending on the application, you may finish hone the cylinders to their proper size using a 220-280 grit stone, being careful to produce a good cross hatch pattern using a torque plate as well. Some engine builders even bolt on the motor mounts to further simulate the distortions that will take place in order to achieve a perfectly square bore. After honing the block then take it back to the washer to remove all honing grit from the bores and also
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from the lower end of the block. The crankshaft must have correct angularity of the rod throws as well as be perfectly straight. If your block is used experts suggest checking it for cracks and having the journals ground to perfect angular index. Oil holes get chamfered and bearing surfaces polished. The oil passages are then cleaned thoroughly with a good brush. Some recommendations include using fully grooved main bearings or grooving or cross drilling the crankshaft main bearing journals. These procedures are also helpful in insuring longer engine life. If used, the connecting rods should be carefully checked for imperfections using magnetic particle inspection or other methods. All rods should be reworked so they are precisely the same length from crankshaft centerline to wrist pin centerline. Generally the length of the rods should be controlled by working to the minimum manufacturer’s clearance for piston to
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deck. Any burrs and irregularities should be removed from the rods, and always use new rod bolts and nuts. The rod alignment and side clearance are also critical. The pistons should be individually and carefully fit to the respective pins. Chamfering any sharp edges on the piston reduces possibility of localized hot spots which cause pre-ignition and/or detonation. Each piston must be carefully matched for clearance with each bore. Too little clearance will result in scuffing and too much clearance reduces the effectiveness of the rings. The compression rings should each be placed in the bore and straightened with the top of a piston to square the ring in the bore. Gaps can then be checked, with .0035 per inch of bore the minimum allowable gap according to one piston ring manufacturer. Experts say to be sure to check ring side clearance in the piston ring land with .002-.004Ë? being recom-
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Blueprinting
mended. But, again, with blueprinting, they should all be the same. After the reciprocating components are selected and fit, the engine rotating assemblies should then be balanced. The components that are weighed and balanced include the rings, pistons, rods, bearings, crankshaft, flywheel, crankshaft damper and pulley. Some engine builders even allow for oil weight in the crankshaft when balancing. Additional weight is added to the bob weights in these cases to compensate for oil weight. Balancing the engine will give increased durability and also help it achieve maximum horsepower. If the cylinder head is not new, it should be disassembled, cleaned and carefully inspected for cracks. If the surface is in questionable condition it is a good idea to resurface it. All holes and sharp edges should be carefully chamfered and deburred. Bolt and spark plug holes should get retapped and cleaned. The valve guides must be
checked and replaced or repaired as necessary. You should also check valve stems and replace those valves that are out of spec or not in good shape. The valve guides should be machined if necessary and seals installed. The valve job should be done according to the rule book of the particular racing series but this is also an area where good engine builders outshine the competition. A good valve job can make the difference between winning and losing. All burrs and irregularities should be removed from the combustion chamber. After this the chambers should be checked for volume in cubic centimeters. The chambers can then be equalized by grinding to the volume of the largest chamber. When all chambers are equalized to the minimum CC’s you can then lightly surface the heads until the maximum volume is reached. In order to check the volume of the chamber, you can use a plexiglas plate,
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some colored oil and a burette to get the job done. With the spark plug and valves installed the plate is placed over the combustion chamber and sealed with a light coat of lubricant. Using the burette it is then easier to measure the amount of liquid needed to fill the combustion chamber. Valve springs should be checked for tension and installed height, and replaced or shimmed as needed. If the head has individual rocker arms on studs the stud should be threaded or pinned in its boss. The next step is to torque main bearing and rod bolts slowly and in progressive steps to the proper tension. Some engine builders use protectors on the rod bolts to prevent crankshaft scars, and keep rotating the engine as each step in the installation of the crankshaft and pistons is taken. This will enable spotting the exact location of any misfit or mismatched parts. The use of Plastigage at this point can be helpful as a way
Blueprinting
double check clearances. After this point you can install the timing gears and chain. Using a camshaft degree wheel will ensure perfect crankshaft to camshaft timing. Offset keys or cam gear bushings are available to allow accurate adjustment of possible timing discrepancies. Then the heads are installed, making sure they are torqued to the proper specifications. The valve train should then be completed and checked. Experts say in cases where higher lift camshafts have been installed valve spring could botEngine blueprinting includes tom out or the canoe type making sure the bores are rocker could be interfered square and true, and engine with by its mounting stud. If builders typically use a torque this happens the spring must plate to simulate distortion. be changed, and the rocker many arm relieved to provide the steps innecessary clearance. volved in the process and each appliThe complete blueprinting job cation is different, this was just a must be performed as painstakingly general outline of what is involved. and accurately as possible. There are A blueprinted engine is the ultimate
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in performance, horsepower and durability for a given combination, and its success on the racetrack or in marketplace is what will build or maintain your reputation. â–
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HELP WANTED Experienced automotive engine machinist needed to work in a fully equipped and well organized engine machine shop. To view our company visit www.orasengines.com. References required, pay based on experience and qualification. Email resume to orasengines@msn.com or fax to 918-422-4441.
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ENGINE BUILDER SEEKS A CHRYSLER 4.7L SOHC ENGINE for inspection/analysis. Model year 2008-later required. Complete or long-block needed; core condition acceptable. For information contact 615-948-1746.
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Carburetor Tuning
By Henry P. Olsen
In part one of this article we showed why and how we tuned the ignition advance systems of a vintage, carburetor-equipped engine designed for leaded gasoline. Now that the ignition spark timing advance curves are optimized for the blend of reformulated and/or oxygenated gasoline your customers are using we will now show you how we use tools such as a 5-gas exhaust analyzer and wideband Lambda air/fuel (A/F) meter to tune the mixture. To read more, visit http://bit.ly/Q09uK1
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MSD is breaking new ground in electronic fuel injection with the next generation of Atomic EFI. The all new Atomic LS incorporates the electronics into the fuel rails of the system! There’s no bulky ECU to mount and therefore no wires. Visit http://bit.ly/Q0aga0
How to break down the myths of customer service, get into customers’ heads, and figure out the best way to serve them and turn a problem customer into a customer for life. Visit http://bit.ly/UbYHaT
Website Reader Comments Matt’s Motor Worx “I'm currently going to college for machining and I have had past experience working with cars in an automotive shop and engine machine shop. I was just wondering where I could get some more training to become an engine machinist?” – Schmitty-countryboy
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Adjusting Hydraulic Lifters for Proper Preload “I used to work for Sealed Power and our division made all these lifters. If you’ve been around you know who I’m talking about.Your desciption of how to adjust a hyd. lifter is correct. I used to cringe when I would hear that you must turn down1-1/2 turns, what a way to ruin a new camshaft.” – Ddenny550
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Intake Manifold Cleaning Caution (#1) “This actually applies to all engines including 3,4,6 inline and V6, V8, V10 engines too. Pieces should be cleaned from intake and ex. manifolds.” – Norm Johns
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