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>The Variables of VVT

>2014 Racing Engine Updates

>Wandering Widowmakers


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Contents 01.14

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The Coyote Engine

Racing Engine Spec Changes

Much like in any sport, rules change over time for better or worse, and racing is no exception. This feature covers some of the engine-related rule changes for various racing venues that could affect suppliers and shops that supply parts and components or engine building services to those who race each weekend across the country.........................................10

10 Variable Valve Timing

Variable Valve Timing has been used on numerous Japanese and European engines since the late 1980s and early 1990s, but only in the last decade or so has it been used on domestic engines. Variable Valve Timing is a way to advance / retard valve timing and change duration, overlap and even lift in some applications while the engine is running. Read about the inner workings of VVT and its advantages. ..................18


Restoration projects are at an all-time high. One thing becoming popular are “RestoMods” – the art of combining the old with the new. When restoring a nostalgic car, things like fuel injection, bigger brakes, independent front suspension, air conditioning and air ride tend to be hot topics. But nothing tops the importance of what engine you choose. We introduce Ford’s “Coyote” engine. ..........................................28

28 Columns

Memory Lane ..............................14 By Randy Rundle A Look Back At E.J. Potter On The Dragstrip Stage

Tech Talk ......................................48 By Ed Sunkin, Editor Trade Show Overview From PRI

Final Wrap....................................60 By Doug Kaufman, Publisher Celebrating 50 years of Engine Builder

DEPARTMENTS Events & Industry News ......................................6 NASCAR Performance ..........................................4 Shop Solutions ....................................................12 New Products ......................................................52 2014 Supplier Spotlight ........................................55 Cores/Classifieds/Ad Index ..................................58


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

ENGINE BUILDER (ISSN 1535-041X) (January 2014, Volume 50, Number 01): 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 January 2014 | EngineBuilder

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Track Talk Battle at the Beach Back at Daytona for 2014 Bent sheet metal, hurt feelings, last-lap action and ecstatic winners. That’s what the inaugural UNOH Battle at the Beach promised. And it delivered. The event, held on the short track on the Superstretch of Daytona International Speedway, will return to the “World Center of Racing” during Speedweeks 2014, and will highlight a week full of NASCAR racing at Daytona and neighboring New Smyrna Speedway. NASCAR’s top short-track stars will reconvene for another shot at victory, and perhaps a reprise of last season’s fireworks, on the sport’s biggest stage Tuesday, Feb. 18 at Daytona International Speedway. It comes on the heels of a successful debut on the Daytona Superstretch in which last-lap contact decided the outcome of all three races last season. “The UNOH Battle at the Beach is a great opportunity for short track racers from around the country to compete on racing’s biggest stage,” said Daytona International Speedway President Joie

Last year, veteran Steve Park scored a popular win in the NASCAR Whelen Modified Tour race at the UNOH Battle at the Beach.

Chitwood, IL. “We’re looking forward to some intense competition with two exciting main events.” The 0.4-mile oval layout that includes part of the 2.5-mile track's backstretch returns to host a championship points race for the NASCAR K&N Pro Series East and a non-points event for the combined NASCAR Whelen Modified and Whelen Southern Modified tours. Both races will be 150 laps.

The 2014 NASCAR season starts with the 56th annual DAYTONA 500 on Sunday, Feb. 23. The Great American Race will air live on FOX, MRN Radio and SiriusXM NASCAR Radio, with additional coverage on

“Fans around the world look forward to Speedweeks to kick off the NASCAR season, and we are proud to be able to present a week of short-track action leading up to the 56th running of the Daytona 500,” said George Silbermann, NASCAR vice president of touring & weekly series. “The anticipation for last year’s first UNOH Battle at the Beach was surpassed only by the number of people talking about the electrifying finishes.” The race will actually be the second event of the season for the K&N series, which will kick off Feb. 16 at nearby New Smyrna Speedway, a half-mile track in New Smyrna Beach, FL, now in its second year of affiliation with the NASCAR Whelen All-American Series. Tickets and information for the UNOH Battle at the Beach as well as NASCAR’s most prestigious race – the 56th annual DAYTONA 500 on Sunday, Feb. 23 – are available at or by calling 1-800-PITSHOP. Fans can follow NASCAR on Twitter (@NASCAR) and stay up to speed on the latest NASCAR news by using hashtags #NASCAR, #DAYTONA500 and #ROADTODAYTONA and #NASCARBattle.

Follow NASCAR Performance on Twitter and Facebook

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Industry News

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Industry Events February 22-23, 2014 Race & Performance Expo St.Charles, IL or 815-727-1208

March 6, 2014 HRIA Education Day and Training Detroit, MI or 909-978-6690

March 26-28, 2014 2014 Hotrod & Restoration Trade Show Indiana Convention Center, Indianapolis, IN or 800-560-9941

October 28-30, 2014 Engine Expo Novi Novi, MI For more industry events, visit our website at or subscribe to

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2013 Performance Engine Builder of the Year Named at PRI Show Kroyer Racing Engines of Las Vegas, NV, was named the 2013 Performance Engine Builder of the Year at a press conference held during the Performance Racing Industry (PRI) tradeshow in Indianapolis in December. The award was presented to Kevin Kroyer (RIGHT), owner of Kroyer Racing Engines by Engine Builder magazine publisher, Doug Kaufman. The secondannual award was sponsored by Driven Racing Oil. Along with a plaque recognizing their achievement, the shop’s staff was presented with $1,000, an Apple iPad and lodging during the tradeshow. Kroyer ( builds racing engine packages for a wide variety of racing series and classes. The performance shop was picked as this year’s recipient because of its quality of creativity and innovation, training and education, merchandising and promotion, professional standards and conduct, appearance, solid business management, community involvement, business growth, achievement and victories. A feature on the shop will be in the March issue of Engine Builder magazine. The two other finalists for this year’s award were:

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Industry News

• Dickmeyer Automotive Engineering, South Whitley, IN; and • TEM Machine Shop, Napa, CA. For more highlights on the PRI show, check out the tradeshow coverage beginning on page 48.

Motul Appoints Aparicio to Sales and Marketing Position Motul USA appointed of Ron Aparicio as its Director of Sales and Marketing. A veteran of the automotive aftermarket industry, he previously served as Director of

Sales for Walker Products Inc. During his 10-year service with Walker, he was responsible for aftermarket sales and the management of outside sales reps. In addition, he oversaw all aftermarket sales channels and buying groups. Aparicio (BELOW) currently serves as Chairman of CAWA, a non-profit trade association representing automotive aftermarket parts manufacturers, jobbers, warehouse distributors, and retailers. He has served in several positions in CAWA for more than five years, including as a board member. Aparicio also serves on the AWDA MAC board (Automotive Warehouse Distributor Association - Manufacturers Advisory Council). Motul USA specializes in distribution of high-tech synthetic lubricants formulated for power sports and automotive applications.

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Industry News

MAHLE Clevite Transitions Name to MAHLE Aftermarket Inc. MAHLE Clevite Inc. has announced the transition of its company name to MAHLE Aftermarket Inc. According to the company, the changeover to the new company name, effective Jan. 1, 2014, serves a dual purpose: to bring MAHLE in line with all of the MAHLE Global Aftermarket divisions, and to highlight the substantial diversification of the MAHLE Aftermarket product mix. The conversion to MAHLE Aftermarket Inc. highlights the continued expansion of the MAHLE Aftermarket product offering, but does not affect the existing brand strategy, the company noted in making the announcement. MAHLE Aftermarket will continue to focus on growing the strong brand portfolio of Clevite engine bearings and heavy-duty engine parts, Victor Reinz gaskets for the North American aftermarket and

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MAHLE Original engine parts, filters, turbochargers and thermostats. The integration of the MAHLE RTI Division into the aftermarket offering, as well as the MAHLE global acquisition of Behr, prove the longterm diversification away from strictly an engine parts supplier, the company added. Combine these with the addition of thermostats to the product offering, along with the expansion of filtration products and turbochargers, necessitated an organizational name that encompasses the diverse product mix, according to Jon Douglas, general manager, MAHLE Aftermarket. For more information about MAHLE Aftermarket and its brands, visit, or contact your local sales rep.

NASCAR Sprint Cup Series Names Managing Director NASCAR has named Richard Buck, a NASCAR executive with a wealth of diverse experience in motorsports, as NASCAR Sprint Cup Series managing director. Buck will serve in the role held the past 12 years by John Darby, who will remain at NASCAR as managing director, competition. Buck and NASCAR’s two other national series managing directors – Wayne Auton (NASCAR Nationwide Series) and Chad Little (NASCAR Camping World Truck Series) – now will report directly to Robin Pemberton, NASCAR vice president, competition and racing development. Buck currently serves as vice president, racing operations, for the International Motor Sports Association (IMSA), a role he will maintain through the 2014 Rolex 24 At Daytona (Jan. 25-26), at which time he will assume his new position. In addition to his role with IMSA, Buck has been serving as the managing director of NASCAR’s Touring Series, a grassroots racing program that has developed numerous top-flight NASCAR drivers over the years. A native of Phoenix, Buck worked from 1980-2000 as a crew chief, team manager and director of operations with open-wheel racing teams. As a

crew chief, he is a multiple-time winner of the Indianapolis 500. Prior to joining NASCAR in January 2005, Buck worked with teams in all three NASCAR national series.

LIQUI MOLY to Invest in Development & Production The German motor oil and additive manufacturer LIQUI MOLY says it is continuing with its growth plans. By 2015, the company will have invested nearly 20 million euros in development and production – the largest investment program in the history of the company. Installation has begun on the new exhaust purification system for the production of oil additive products. The company’s products are produced exclusively in Germany. The company said laboratory capacity for oil production will be doubled and it will be investing in a specialty grease manufacturing plant. Money will also be invested for production of additives, including a new filling plant capable of handling production peaks, new tanks to triple the storage volume, and a new exhaust purification system to filter out emissions.

This total of nearly 20 million euros follows investments of 12 million euros LIQUI MOLY made two years ago for tank storage facilities.

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Industry News

‘13 SEMA Show Confirms Resurgence in Automotive Specialty Equipment Industry. The 2013 SEMA Show is history and has left no doubt that the automotive specialty equipment industry is stronger than ever. While final attendance figures are being audited, organizers report that more than 126,000 credentials were issued prior to the event, with thousands more processed onsite. The numbers represented a 7% increase over the previous year, and the highest in SEMA show history. “A trade show is a reflection of the industry it serves,” said Chris Kersting, SEMA President and CEO. “The unprecedented participation levels this year indicate the industry is moving into growth mode. This was a record-breaking year and we’re seeing companies ready and eager to do business.” On the show floor of the Las Vegas Convention Center (RIGHT) were 2,381 exhibiting companies, representing all facets of the automotive specialty-equipment market – from accessory and appearance products, performance products, wheels, tires, and suspension – basically anything and everything anyone could want to personalize on the more than 200 million cars, trucks, SUVs, and power-sport vehicles on and off the road. Representing mostly small businesses, the exhibitors turn to the SEMA Show to connect with more than 60,000 buyers throughout the world. “We’re seeing more exhibitors take part in programs such as the New Products Showcase,” said Kersting. “This is an indication to us that exhibitors are looking for and taking advantage of ways to get the most out of their Show experience. “They are actively looking to connect with new and existing buyers, he said. More than 2,000 entries were submitted into the Showcase, with the best-of-the-best receiving special recognition. Throughout the show, SEMA members continued to take advantage of a full schedule of seminars and events that provide an unparalleled opportunity to learn first-hand

what trends will affect their business. More than 50 free education courses and several "Pay-to-Attend" educational events organized by the SEMA Education Institute (SEI) were conducted and held at the convention center – covering everything from online marketing to customer service, management, industry trends and more. Led by top industry experts, these courses were designed to give members practical tools that can be implemented immediately. "The SEMA Education Institute helps our members' businesses succeed and prosper," said Tom Myroniak, Vice President of Marketing and Member Services. "Attending any one of the programs offered at the SEMA show opened up an entirely new set of opportunities for them to increase sales and grow profits." The SEMA Annual Market Report, available exclusively for SEMA members at, estimates there were $31.32B in retail sales in 2012, up from less than $28B during the height of the recession in 2009. Based on the excitement and attendance at the 2013 SEMA Show, this year promises to continue that upward trend.

There was a lot of action off the show floor as well. Four new members of the SEMA Hall of Fame were honored at the annual SEMA Awards Banquet: George Barris, Eric Grant, Joe Schubeck and Wade Kawasaki.

SEMA’s first president and founder of Isky Cams, Ed Iskenderian, was also on-hand to partake in the festivities, headlined by American Idol-winning singer Taylor Hicks. And, more than 250 SEMA Global Media Awards were handed out to exhibitors whose products had the most potential in overseas markets, as determined by the dozens of top international journalists attending the SEMA Show. “Now it’s time for everyone to go home, tally their orders and prepare for another great year of selling more parts,” Kersting said.

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Racing “Spec”-tacle Engine-Related Rule Book Changes for 2014



hen it comes to racing, some say rules are meant to be broken (or bent). Names that come to mind here include the legendary Smokey Yunick, Darrell Waltrip and even NASCAR technical inspector Gary Nelson (from his days serving as a crew chief). Of course, other times, rules just so happen to get changed by organization officials during the off-season. The following are some enginerelated rule changes for various racing venues that could impact suppliers and shops that provide racing parts and components. It’s also helpful to the performance engine building shops that provide services to those lucky folks who race on the weekends in these venues across the country. Other racing engine updates listed here may just be of interest to those who follow certain racing series.

Cars circle the track in the Modified Racing Series. Photo courtesy Linmat Photo.

It should be noted, these are not the only rule updates in the world of racing. This is just a quick look at some of the racing venues we have addressed in this magazine the past. And, our advice for those who are considering taking on some of the engine building work for racing associations is to get a copy of that organization’s latest racing rule book. Many of those rule books can be downloaded from the racing association’s website One association that had numerous engine-related updates to its racing classes is the United States Racing Association (USRA). The USRA ( was formed with a mission of fostering increased driver participation of competitors through cost-effective rules that do not hinder creativity, increased fan attendance at member tracks and increased sponsorship for

each USRA-sanctioned member track. At some of the finest speedways in America located in Missouri, Minnesota, Iowa, Texas, Kansas, South Dakota, Wisconsin, New Mexico, Arizona, Arkansas and Oklahoma, the USRA currently sanctions four divisions — Modifieds, Stock Cars, B-Mods and Hobby Stocks. “The USRA serves as a marketing partner with the bottom line of our sanctioned tracks at interest, and we are committed to maintaining guidelines to make racing affordable and fun for all racers, without sacrificing exciting and competitive racing action for fans,” according to the organization’s releases. The USRA is committed to providing a combination of costeffective rules for competitors in weekly auto racing and effective Continued on page 42

The United States Racing Association (USRA) recently released updates to its 2014 racing rulebook pertaining to engine specifications for racers and performance engine builders.

10 January 2014 | EngineBuilder

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Replacement Head I.D. for Ford 6.0L Diesel Identifying a Ford 6.0L head by dowel size alone does not necessarily get you the correct replacement cylinder head. Ford/International have two casting numbers for their 6.0L head, the early 1843080C1 through C4 heads which all have 18mm dowel holes and use an 8mm mounting bolt for the rocker carrier, and the late model or “consolidated” cylinder head casting #1855613C1. It is the #613C1 that can cause confusion. This head comes from the factory with EITHER 18mm or 20mm dowel holes and a 10mm rocker arm carrier bolt. The aftermarket 20mm head is the ONLY replacement for this head. If your head is a #1855613CI casting with 18mm dowel holes, you must use a stepped 18mm to 20mm dowel (FelPro #ES72248) with the aftermarket 20mm head. Failure to use this dowel can result in severe damage to the engine.

Dave Sutton Sterling Engine Parts Minneapolis, MN

Keep Chuck Keys in Check This isn't the most high-tech Shop Solution in the world, but it can save you hours of lost time and aggravation. Have you ever wasted time looking for your drill's chuck key or fought chucking in a bit with the key tethered or taped to the cord? Here is a solution. Take a piece of 1/4” heavy walled tubing and cut off about a 2” piece. Then fasten it to the lower handle of the drill or the very top of the cord with a fairly wide tie wrap compressing the tubing a bit. Then, slip the chuck key into it. It will hold securely out of the way, and you can remove it freely to chuck in a bit with-

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out the interference of a cord or tether.

Michael Campiere Campiere Customs Chalmette, LA

‘Shopping’ Around One of the best ways to increase business is to make personal contact with your customers. Here is a somewhat different approach. A machine shop owner in Missouri started a program last year that he calls “Fat Friday.” Each Friday morning, he drops by the local donut shop and buys one to two 2 dozen assorted cakes. He picks a different garage or fleet and drops by unannounced with the “Fat Friday” food. He takes the donuts to the owner along with a brochure about his shop and a coupon for a 10% discount on his next purchase. He also makes it a point to carry the goodies through the shop where he uses the opportunity to introduce himself and his machine shop to every employee. His sales and profits have exceeded his budget thanks to this small investment in time and money.

Steve Rich Sterling Bearing, Inc. Kansas City, MO

Installation Tool for Spark Plug Repair Inserts This tool was developed after I got frustrated with supplier installation devices. It is faster, easier and works with most spark plug thread repair inserts, including Perma-Coil, Time-Sert and Heli-Coil. Start with a long reach spark plug, sliding a bronze spacer (metric flange bushing available at your local hardware store) over the plug leaving enough thread to engage the repair insert. (Photo 1). Place a dab of grease on

Photo 2

Photo 3

the spacer/flange and thread the insert onto the plug. (Photo 2). Place a dab of Green Loctite #640 on the OD of the insert. Stick the plug with the insert threaded on it into the spark plug hole (previously tapped to accept the insert). Tighten the insert into the spark plug hole by simply screwing the spark plug into the hole. (Photo 3). Once it is seated, give a sharp counterclockwise “tap” to your wrench or driver. The insert will stay in place, and you can wind the spark plug bushing back out. The repair is finished.

Dan Morrison Morrison Auto Machine Glendale, AZ

Changes in Ring Design Not all that long ago, what many of us knew about OEM domestic piston ring technology was that a premium ring set was a combination of 5/64” - 5/64” 3/16” with a cast iron moly top ring, a cast second ring and three piece steel chrome rail oil rings. More recently, piston ring design has been going through revolutionary changes. This design revolution will continue due to many factors, including government mandated emission reduction and higher fuel mileage requirements, plus various energy policies and energy prices. These factors also force changes to be made in fuels and lubricants, increasing the challenge faced by piston ring engineers to create a piston ring that works in today's engines. Here are some of the changes and challenges we are seeing or can look forward to in piston ring design: • TOP RING: Rings are moving towards the top of the piston. - Results in more air/fuel mixture being burned. - Increases ring temperature and the risk of micro-welding. (Aluminum from piston can melt and stick to the ring bottom side face). - Materials and Coatings - OEM material for automotive now steel (no cast or ductile iron). - OEM Heavy Duty

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Diesel material is hardened ductile iron, steel, or nitrided stainless steel. - OEM coatings mostly moly with some nitride. - Aftermarket trending from cast iron to ductile iron and steel. - Aftermarket trending from non-coated cast iron to chrome and especially moly coatings. • SECOND RING: Napier design will become more prevalent. This design results in better oil scraping allowing for lower tension oil rings. - Larger ring gap opening to manage ring combustion pressure which minimizes gas pressure below the top ring. - Materials and Coatings - OEM is trending toward hardened cast iron. - Aftermarket in general trending away from cast iron, although ductile option for racing showing interest. • OIL RING: Trend to lower tension for less drag, more horsepower. - Materials and Coatings - OEM automotive considering two-piece steel, but this is a very high cost option. - OEM heavy duty diesel trending to two-piece nitrided steel. - Aftermarket still very strong on three-piece style with chrome rails, although options for nitride are available. • ALL RINGS: Rings are becoming thinner and more shallow. - This improves conformability to the cylinder wall resulting in better sealing and less oil consumption. Also less drag and more power.

Engine Pro Technical Committee, with thanks to Hastings Piston Ring Co. ■

Shop Solutions – The Power of Knowledge Engine Builder and Engine Pro present Shop Solutions in each issue of Engine Builder Magazine and at The feature is intended to provide machine shop owners and engine technicians the opportunity to share their knowledge to benefit the entire industry and their own shops. Those who submit Shop Solutions that are published are awarded a prepaid $100 Visa gift card.

Engine Pro is a nationwide network of distributors that warehouse a full line of internal engine components for domestic and import passenger car, light truck, heavy duty, industrial, marine, agricultural and performance applications. They also produce engine parts under the Engine Pro name that offer premium features at an affordable price.

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Memory Lane

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n a m d a M n a g i h c i The M meets R E K A M W O D I W E TH

ge gstrip Sta a r D e h t n eadlines o H r e t t o P E.J. By contributing writer Randy Rundle

There seems to be one in every neighborhood. You know – the kid who takes his experimenting a little too far. Growing up, you probably knew that kid – or may even have been that kid. Here is one of those true stories of “the kid” who’s love of machines and inventing got him into Guinness Book of World Records in the early 1970s. Things began innocently enough as things always do with one Elon Jack “E.J.” Potter (April 24, 1941April 30, 2012). While growing up in Michigan, he began tinkering with anything with a motor at an early age. That lead to a hard lesson learned when he lost the tip of a finger to a motor scooter. E.J. promptly spent his recovery time reading books about engines prior to graduating from Ithaca High School with the class of 1959. A few years later, he tried motorcycle racing and street riding, which would lead to his most famous misadventure, mounting a small block Chevrolet engine sideways into a Harley-Davidson frame His V8 motorcycle was far from an overnight engineering success. He and his ride were way beyond street attempts and when he tried it out at the local drag strip, he was laughed at and not taken serious. That only made E.J. more determined. Finally, the local track promoter offered E.J. $1 for each mile over 100 mph E.J. could turn. After many runs of about 115 mph, and a jump Another one of E.J. Potter’s track toys up to 125 was a jet-powered trike. mph with a final drive 14 January 2014 | EngineBuilder

change, E.J. has proved his point. After a blazing 136 mph run that left a thick black tire track in the shape of a long, shallow "S" the whole length of the track, the local promoter said, “no more,” and sent E.J. packing to look for another place “to play.”

Going Public It took a verbal push from Art Arfons (of The Green Monster fame) to put E.J. on the exhibition trail. That push was a little less subtle than the one E.J. got from his friends each time he ran his bike – the engine was hooked directly to the rear tire via a series of roller chains and was run up to 6000 RPM before being literally shoved off its kickstand! E.J. could not find a clutch to work in his application, so he decided direct-drive was the next best thing. With thoughts of nationwide touring, E.J. began to clean up his act and came up with a selfstart system. As an exhibitionist drag strip performer in the late 1960s and early ‘70s, E.J. became commonly known as the "Michigan Madman.”

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Memory Lane During the next 13 years, E.J. Potter crisscrossed the U.S. with a series of improved V8 motorcycles that became known as the “Widowmakers” that easily lived up to their name. Other home-built machines became part of his repertoire, including a jet-powered trike and an Allison-powered ‘57 Plymouth. But most of his reputation came from the drag bike, which eventually put E.J. into the mideights at 180 mph! But of all the antics E.J. pulled, I think my favorite is when he fired up a J-79 jet engine while still attached to its shipping pallet – in his carport! The fuel system consisted of a small tank of kerosene and a hose, and E.J. operated the throttle with a pair of vise grips while he lay on his back under the engine. When E.J. reduced power, then quickly opened the throttle of the

17,000-horsepower engine up again, the resulting "BOOM" blew out part of the windows in his house and those of his neighbors.

Leaving The Widowmaker E.J. decided the Widowmaker project was getting a little out of hand so he decided to build something a little safer with four wheels. 16 January 2014 | EngineBuilder

He purchased an old Dodge Dart station wagon and promptly put an Allison 1700 CID V12 airplane engine in the back, hooked up to a Borg-Warner truck transmission. There were some problems with the new machine, noise inside the car being the big one. The engine was deathly loud – but it certainly was a crowd pleaser, and it turned fairly good elapsed times. E.J. couldn't leave well enough alone, and decided

Randy Rundle is the owner of Fifth Avenue Antique Auto Parts, Clay Center, KS, and services antique and classic vehicles for a living. He has prepared vehicles for movie studios, The Great Race, the 10,000-mile “Peking to Paris Motor Car Challenge” and other similar events.Rundle, an author of six automotive technical books, has spent 20-plus years solving electrical, cooling and fuel-related problems on all types of antique and classic vehicles. Visit

to “soup-up” the Allison. Soon after the engine blew apart during a run, he felt himself in a bit of deja vu, sliding down a drag strip at 100+ mph on his rear! This time, however, he was wearing a Nomex suit, and had a racing seat still strapped to his rear, but the somersaults at the end were just as hard on his body! E.J. would spend 13 years making exhibition runs at tracks across the U.S., with trips to England and Australia thrown in for good measure...E.J. decided early on he was never going to work for anyone but himself, and he never did. You could say that E.J. was self-taught in many areas of engine and performance interest. And it seemed his favorite way to learn was usually trial and error. In 1992, E.J. was inducted into the Michigan Motor Sports Hall of Fame for holding his many racing and tractor pulling records. Seems all that is left to the story is... “what ever happed to the last example of the Widomaker?” Glad you asked. It resides proudly in the Museum of Speed at Speedway Motors in Lincoln, NB. I have gone there and sat on that bike with museum owner “Speedy” Bill Smith looking on and offering to fire it up in the parking lot for my benefit. I declined. Some things are better left to the imagination. ■

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Tech Feature

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Variables Associated with VVT The Inner Workings of Variable Valve Timing Technology


ariable Valve Timing (VVT) effective compression ratio by alis a way to advance/retard tering the opening and closing valve timing, and change points of the intake valves during duration, overlap and even lift in the intake and compression some applications while the engine strokes. If that weren't enough VVT is running. can also reduce pumping losses at VVT is computer-controlled and idle for increased engine efficiency typically uses oil pressure to and fuel economy. change the position of a phaser Think of VVT as the valvetrain mechanism on the end of the equivalent of the Powertrain camshaft to advance or retard cam Control Module (PCM) advanctiming. ing/retarding spark timing and VVT has been used on numerreadjusting the air/fuel mixture as ous Japanese (Honda, Nissan and engine load and speed change to Toyota) and European (Audi, optimize performance, fuel BMW, Mercedes and VW) engines The valve timing overlap besince the late 1980s tween the intake and exhaust and early 1990s, but lobes is clearly visible on this only in the last rebuilt cylinder head. decade or so on domestic engines (such as Ford 4.6L V8s, Chrysler 2.4L and 3.6L VVT engines, Chevy 2.4L Ecotec, etc.). On overhead cam engines where there are separate cams for the intake and exhaust valves, changing the timing of one cam also changes the effective duration and overlap, and on engines where VVT also involves activating extra cam lobes or changing the rocker arm fulcrum point, VVT can also change total valve lift. It can even change an engine's

18 January 2014 | EngineBuilder

economy and emissions. The main advantage of VVT is that all of the factors traditionally associated with a given cam grind are no longer fixed, but can change in response to changing engine speed and operating conditions. BMW has even figured out a

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Tech Feature way to eliminate the need for a throttle by using VVT and direct injection to control idle speed and acceleration. The BMW Valvetronic system uses a stepper motor and secondary eccentric shaft to actuate a series of intermediate rocker arms. By varying valve lift and duration, the engine can breathe freely like a diesel with minimal pumping losses at idle and low RPM. This boosts fuel economy about 10% while also lowering emissions. At higher engine speeds, valve lift and duration are increased to add more power.

Camshaft Theory 101 Prior to VVT, camshaft timing, lift, duration, and overlap were all fixed values and were determined by the location and shape of the lobes on the camshaft when the cam was ground. What's more, the profiles and locations of the lobes were ground to optimize power within a certain RPM range. Street engines spend most of their time from idle to about 3500 RPM with occasional bursts to 5500 RPM, so street cams are typically ground with less duration and overlap to increase low end torque. A cam with minimal duration and overlap also creates lots of intake vacuum which allows for good throttle response -but it also creates pumping losses as the pistons struggle to pull air past the nearly closed throttle plates. A good mid-range cam (2500 to

20 January 2014 | EngineBuilder

4500 RPM) gives up some low speed torque and peak high speed horsepower to obtain a fatter power curve in the middle RPM ranges. By comparison, a performance cam in a circle track car, drag car or even a street/strip machine is usually ground to deliver peak power at a higher RPM range. Many racing cams actually produce less torque at low RPMs than a stock cam and don't start to make serious power until 4500 RPM or higher! That's why cam selection is such an important factor when

building an engine. Because of these factors, most cams (including performance cams) are still a compromise at best. The breathing characteristics of any camshaft works best within a fairly narrow RPM range, and everything on either side of that range is less than optimal. Racers know this and try to choose a cam grind that will deliver the most usable power within the RPM range where they need it most -- which for a dirt track engine might be from 4500 to 6500 RPM, or 5500 to 8500 RPM for a drag engine. Some racers use a data recorder to plot their engine RPMs as they run laps around a track. Based on this information, they can then choose a cam grind that delivers the most usable power within the RPM range where they can really use it. The cam may not make the most peak power, but it will deliver the power where it does the most good -- and that's what it takes to win races. On a street application, a cam has to match the gearing of the drivetrain, the weight of the car, the stall speed of the transmission (if it is an automatic), the RPM capabilities of the engine (valve spring and pushrod stiffness), the flow characteristics of the cylinder heads, valves, intake manAn aftermarket phaser limiter kit is ifold and carburetor or shown installed in this cam phaser.

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Circle 21 on Reader Service Card for more information

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throttle body, and the engine's compression ratio. Get any of these wrong, and the cam will be a mismatch for the application and deliver less than optimal performance.

Changing Valve Dynamics With a conventional camshaft, all of the variables that determine valve timing, lift, duration, and overlap are cast in stone the moment the lobes are ground. If you want to play around with valve timing to move the engine's power band up or down a few hundred RPM, you can reposition the timing gear on the cam (or use offset bushings or pins) to advance or retard cam timing maybe 2 to 8 degrees either way. Even then, the setting is locked in position and will not change once the bolts are tightened down. If you want more lift, you can install higher lift rocker arms, otherwise you have to change the cam to one that has taller lobes. But if you want to

22 January 2014 | EngineBuilder

change valve duration or overlap, your only option is to swap the cam for a different grind. With variable valve timing, none of these things are fixed. Valve timing, duration, overlap and even lift can all be changed electronically and/or hydraulically to alter valvetrain dynamics at any speed or to any change in operating conditions. This means VVT can increase valve duration, overlap and even lift (depending on the application) at higher engine speeds to increase peak power as well as broaden the engine's torque curve across a much wider RPM range. VVT can also be used to change valve overlap to reduce oxide of nitrogen (NOx) emissions when the engine is under load. Increasing valve overlap has the same effect as increasing Exhaust Gas Recirculation (EGR) flow to suppress peak combustion temperatures. On some engines, VVT can eliminate the need for an EGR valve while improving

Circle 22 for more information

idle quality and stability.

Inner Workings A typical example of how VVT works would be the "Continuous Variable Valve Timing Control" (CVTC) system that Nissan uses on a number of its engines. On these applications, a hydraulic phaser is mounted on the end of each intake cam to alter intake valve timing with respect to exhaust valve timing. At low and mid-range speeds, intake valve timing is advanced 20 degrees to improve low-speed torque and idle. This also changes the amount of intake/exhaust overlap from 8 degrees to 28 degrees. The phaser is actuated by oil pressure, which in turn is regulated by a computer-controlled solenoid. When the solenoid is energized, the valve traps oil pressure inside the phaser cavity and prevents it from escaping. As oil pressure builds, it pushes the sliding cam

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Circle 23 on Reader Service Card for more information

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drive or rotor inside The LT1 engine in the 2014 Corvette has a cam phaser the phaser. This romounted on the front of the tates the cam's posicam that can advance/retard tion to advance cam timing up to 62 degrees. timing. De-energizing the solenoid allows oil pressure to bleed out of the phaser oil cavity and the cam returns to its original position. On Honda engines that have the "Variable Valve Timing and Electronic Lift Control" (VTEC) system, a different approach is used. lobe has a typical performance grind On these engines, the intake and with additional lift and duration for exhaust valves are opened by indihigh-speed power. vidual rocker arms (followers) that At low RPM, the third rocker is ride under a pair of overhead cams just along for the ride and does (one intake, one exhaust). nothing. The two rocker arms on eiBetween each pair of rocker arms ther side follow their respective cam is a third rocker that rides against an lobes to provide relatively mild extra cam lobe for each cylinder. The valve lift and duration for good low-

24 January 2014 | EngineBuilder

Circle 24 for more information

speed torque and throttle response. When engine speed increases, however, the PCM energizes a solenoid that allows oil pressure to flow into the hollow pivot shafts that link the extra third rockers with their companions. Oil pressure shoves pistons inside the pivot shaft sideways to lock all three rockers together. This causes the intake and exhaust valve rockers to be pulled away from their normal lobes and to follow the profile of the third rocker lobes. It's like shifting from a standard grind cam to a race grind -- which changes lift as well as duration and overlap. Return springs in the rocker pivot shafts retract the pistons when oil pressure is relieved, disengaging the third rockers and allowing the

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Circle 25 on Reader Service Card for more information

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intake and exhaust rockers to return to their normal lobes. Back in 2008, Toyota introduced its "Valvematic" VVT system. It uses an electronic actuator mounted on the end of the intake rocker shaft. The shaft rotates to change the lift ratio of the rockers. The system can vary valve lift from 1.1 to 11.5 mm compared to a static valve lift of 9.9 mm for a similar engine without the Valvematic system. Valve duration is also variable from 106 to 280 degrees compared to a static 246 degrees for a non-Valvematic engine. Toyota says

this system is good for a 10 percent gain in both horsepower and fuel economy. You'll find it on the 2014 Corolla 1.8L engine.

Today’s VVT Applications On performance applications, VVT can provide the best of both worlds: good low-end and mid-range torque, fuel economy and increased high RPM power. In the 2014 Corvette, the LT1 engine (shown above) is a pushrod engine like its LS predecessors, but it has a cam phaser mounted on the front of the cam that can

Circle 26 for more information 26 January 2014 | EngineBuilder

advance/retard cam timing up to 62 degrees! The LT1 cam is a conventional one-piece design so only valve timing changes when the phaser is doing its thing. Valve duration, overlap and lift all remain the same. GM also uses cylinder deactivation on this engine (spark & fuel injectors) to improve fuel economy, but the valves continue to operate on the dead cylinders. Although the cam phaser in the Corvette LT1 engine provides a lot of latitude in cam timing, it can also create tuning and valve-to-piston clearance problems if the engine is being modified for a racing application. The answer is to install a cam phaser limiter kit in the phaser that either locks the phaser in a fixed position (thus eliminating VVT altogether) or limits its travel to no more than 15 to 20 degrees. This, of course, requires reprogramming the PCM so it won't try to change cam timing or to advance or retard it more than the new limit. On newer Dodge Vipers, VVT is also used with their V10 pushrod engine. On these applications, a special "concentric" camshaft within a camshaft is used that allows both valve timing, duration and overlap to change. The concentric cam has a solid inner core and an outer tube assembly. There are two sets of lobes, one set fixed to the outer tube and a second set pinned to the inner shaft through slots in the outer tube. The phaser on the end of the cam rotates the position of the inner shaft with

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Tech Feature respect to the outer tube to change valve timing, lift and overlap. The 2014 Mazda 6 with its 2.5L Skyactiv engine has an unusually high static compression ratio of 13:1 (close to that of a diesel), but it can burn regular unleaded 87 octane gasoline thanks to VVT. By carefully adjusting valve timing and overlap, as well as the timing of the direct gasoline injection system, this engine can run extremely lean and deliver up to 15% better fuel economy than a conventional engine with fixed valve timing and a normal compression ratio of around 9.5:1. The VVT system on this engine holds the intake valves open longer after the pistons pass Bottom Dead Center (BDC) on their intake stroke. By increasing intake valve duration past BDC, some of the air in the cylinder is actually pushed back out (reverse flow) to reduce the engine's effective compression ratio at idle and low speed.

VVT Vulnerabilities As great as VVT is, it is also vulnera-

ble to some problems. Oil quality, viscosity and contamination problems can all affect the operation of a hydraulically-actuated VVT cam phaser. If the phaser isn't getting adequate oil pressure, or the oil is the wrong viscosity (too thick or too thin), or the oil is dirty, it may prevent the phaser from working properly. This, in turn, will affect engine performance, fuel economy and emissions, and will often turn on the Check Engine light and set a VVTrelated fault code. Ford has experienced some cam phaser issues on high mileage 4.6L V8 engines. The problem in this case is not the phaser itself but a lack of sufficient oil pressure to the phaser. The overhead cams on these engines do not have bushings but run in bores in the aluminum cylinder head. As wear adds up over time, cam journal to bore clearances increase causing a drop in upper valvetrain oil pressure. This, in turn, may prevent the

phaser from getting enough oil pressure to advance the cam normally. The result can be engine noise and/or a VVT-related fault code. One fix is to remove the cylinder head, machine out the cam bores and install aftermarket bushings to restore normal oil clearances – or to replace the head altogether. Both of these are expensive fixes, so another alternative is to install a cam phaser "repair kit" that essentially locks the phaser in a fixed position. The kit includes a pair of metal plugs that are installed inside each phaser to prevent any phaser movement. Similar kits are also available for engine tuners who want to limit or reduce the maximum amount of phaser travel on these engines (as when installing a hotter cam or higher compression pistons). Similar phaser limiter kits are also being developed for the 2014 Corvette LT1 engine. ■

Circle 27 for more information 27

Tracking Down The

Capturing Ford RestoMod Engine Work


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28 January 2014 | EngineBuilder



oday, restoration projects seem to be at an alltime high. You would have to admit that there is a love for true American iron. True American iron is also becoming rather hard to come by. As Americans, we were always proud of our cars and trucks. The vehicles manufactured by the BIG 3 (Ford, GM, and Chrysler) in the 1950’s and 1960’s seem to land mark the luxury, performance and style that became an icon. Now, these vehicles are in extremely high demand and becoming extinct. If you are looking for a vehicle from this era, you basically have two choices, you either purchase one that has been restored or you restore or pay someone to restore it for you. Having a restoration project can be awesome. Today, there are plenty of parts suppliers who have reproduction or OEM pieces for many of the vehicles from this time. Of course the key to the restoration project will be money. It comes down to how nice you want the vehicle to be or to what extent or how far the restoration will go and how deep your pockets are. It‘s not that the parts are that expensive, but there will be some pieces that will be hard

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Tech Feature

period, but a lot of these also were scraped out when the “Cash for Clunkers” campaign came about. Owners of these automobiles really didn’t see the need to hold on to them because of their little or no value. So if you think about it, without the nostalgic American iron, what will the next generation of cruise in or car show be? Will it consist of cars such as the Lumina, Taurus or Intrepid? One thing that is becoming popular is known as a “RestoMod.” This is the art of combining the old with the new. Even though newer body styles are not sought after to restore, the technology is what’s important. When restoring a nostalgic car, things like fuel injection, bigger brakes, independent front

A restomod Mustang melds the classic looks of early models from the 1960s and ‘70s with modern engines, brakes, steering and suspension for reliable everyday driving and all-around performance that most old muscle cars can’t even approach. Matt Comps of West Bloomfield, MI, took the vintage body approach when he bought this 1968 Mustang California Special hardtop seven years ago. Courtesy Ford Motor Co.

to find that may cost some money. Then, there will be the body work, materials and paint along with the mechanical pieces such as brakes, suspension and steering. Even though the project may sound like an inevitable money pit, the great news is that this can be an investment. You should be able to get your money back if you later opted to sell the vehicle. Now keep in mind, it’s not that there are cars from the 70’s, 80’s and 90’s that are not worth fixing up. But what has been manufactured in the

“Coyote” crate engines are backed by a 2 year/ 24,000 mile warranty except for the M-6007-M50S which is the “sealed” version for racing. Ford Racing also has many performance parts available to upgrade your Coyote from camshafts, intakes, cylinder heads, and superchargers.

past 15 to 20 years that has not been disposable? There were cars such as the Fox body Mustang and some Camaros that were great in this time

suspension, air conditioning, and air ride tends to be a hot topic. Engines of today out perform their predecessors 29

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Whereas restoration is process of repairing a degraded automobile to its overall "authentic" condition, restomod work allows the vehicle owner to get a more modern performance engine under the hood. According to Gavin Knapp, senior manager, market research, Specialty Equipment Market Association, the street rod and custom segment, which includes restomods, has continued to grow at a steady pace, totaling $1.19 billion in 2012, up from $954 million in 2005.

along with five and six-speed automatic and manual transmissions. So why not mix the two and have the style of yesterday with the technology of today? One thing that is becoming popular for a Ford RestoMod is the Ford Coyote engine. Ford introduced the Coyote for the 2011 Mustang GT. The 2011 Mustang GT would have been available for purchase in early 2010 and the Coyote crate engine was available for purchase from Ford Racing in September 2010. The Coyote dubbed the return of the V8 5.0L design to compete with the GM LS3 6.2L found in the Camaro and the 6.4L Hemi found in the Dodge Charger and Challenger. To meet performance demands that would exceed the 4.6L 30 January 2014 | EngineBuilder

along with increased fuel economy, the Coyote engine would now feature an aluminum block with crossbolted main bearing caps and thick bearing bulkheads for strength. The block also incorporates piston cooling jets and unique oil drain back and windage control for high RPM performance. The name “Coyote� was given to the engine in honor of the high output V8’s that were campaigned by A.J. Foyt. The Coyote is still a part of the Ford Modular engine family as the 4.6, 5.4, 5.8 and 6.8L. The term

Modular had always been thought to mean that it was a name for the engine design or the ability to share certain parts. But the real name was given from the manufacturing process where the tooling could be changed out in a matter of hours to manufacture different versions of the engine family. The Coyote engine was designed to retain roughly the same size as the popular 4.6L and share the same bore spacing,

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Circle 31 on Reader Service Card for more information

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Tech Feature

"Coyote" P/N M-6007-M50B Bore Stroke Compression Ratio Connecting Rods Pistons

Figure 1

deck height, and bell housing bolt pattern in order to use the Modular production line tooling.

What Does the Coyote Say? The Coyote shares a similar platform to the 4.6L except the bore diameter has increased from 3.54” to 3.63” and the stroke has increased from 3.54” to 3.65”. The crankshaft is not interchangeable with the 4.6L because the main webbing designs of the Coyote block are wider. The crankshaft is forged steel and made from the same forging material as the 4.6L which has been known to handle upwards of 2500 horsepower. The biggest change to the crankshaft is the longer snout to accommodate the billet gear for the oil pump (Figure 1). Now if you are interested in purchasing a Coyote for whatever project you are working on, you may find

Crankshaft Horsepower Torque

NOTES -The “B” at the end of the part number stands for “BOSS” which is the same engine that was available in the 2012 and 2013 Ford Boss Mustang -Cylinder heads are CNC ported for optimum air flow -Oil pan is revised for 8.5 quarts with internal baffling for cornering -Composite Intake with shorter runners -80mm throttle body -Sodium filled exhaust valves -Engine was only available for 2012 and 2013 because Ford only produced the BOSS Mustang for two years, the same as they produced the original “BOSS” Mustang in 1969 and 1970. -Upgraded with better valve springs known as “BOSS” valve springs p/n M-6513-M50BR -Camshafts are: 260° Intake and 263° Exhaust; Valve lift is 12mm Intake and 11mm Exhaust

that there have been six versions to choose from. The first version that was released for purchase in 2010 by Ford Racing was p/n M-6007-M50, and is still available today. For 2012, Ford Racing released four new versions of the Coyote crate engine under the Aluminator series badge. The Aluminator series engines

"Coyote" P/N M-6007-M50 Bore Stroke Compression Ratio Connecting Rods Pistons Crankshaft Horsepower Torque

3.63" 3.65" 11.0:1 Forged Steel Hypereutectic Forged Steel 412@6500 rpm 390 ft. lbs.@4250 rpm

NOTES -Includes Tuned composite intake with fly-by-wire 80mm throttle body -Mustang GT 409 stainless tubular exhaust manifolds -8 Quart oil pan -For 2013, the stock “Coyote” went from 412 hp to 420hp -Camshafts are 260* Intake and 263* Exhaust, valve lift is 12mm Intake and 11mm Exhaust

32 January 2014 | EngineBuilder

3.63" 3.65" 11.0:1 Manley Forged H-Beam Mahle Forged w/ Graphal Coating Forged Steel 444@6500 rpm 380 ft. lbs.@4250 rpm

do have different features and incorporate different components, but the main reason they are classified as Aluminator series is because these engines are offered with forged pistons and tri-metal bearings for higher performance capabilities. These engines are listed under P/N M-6007-M50B, M-6007-M50BR, M-6007-A50SC, and M-6007-A50NA. A new release of the Coyote engine family was available in April of 2013. This would be Coyote P/N M-6007A50XS. Also for 2013, Ford Racing released a sealed version of the Coyote under P/N M-6007-M50S. This was for the use of racing sanctioning bodies such as the NMRA to be used as a “spec” engine where there is a class called “Coyote stock” where all competitors have the same engine. The engine is tamper proof from the factory so competitors can not change internals without breaking the seal. Nothing in the sealed version is different from the original version of the engine. One obstacle that Ford faced when producing the engine was to make more power and efficiency than the 4.6L predecessor. The object would be to acquire

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Circle 33 on Reader Service Card for more information

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"Coyote" P/N M-6007-M50BR Bore Stroke Compression Ratio Connecting Rods Pistons Crankshaft Horsepower Torque

3.63" 3.65" 11.0:1 Sintered Forged I-Beam Mahle Forged w/ Graphal Coating Forged Steel 444@6500 rpm 380 ft. lbs.@4250 rpm

NOTES -This is the racing version of the “BOSS” version of the Coyote. This is dictated by a “BR” at the end of the part number. -The features are the same except for a few changes. -The racing version is equipped with a 12-quart oil pan with baffles for hard cornering (See Photo 2) -The connecting rods are sintered forged I-Beam (Manufacturer Unknown). The sintered connecting rods are formed from powdered metal. Sintered powder metal is a mixture of metallic elements that is pressed and heated to form super strong light weight parts. Sintering is the heating process that bonds the powdered elements together without melting them. This process makes the sintered powder metal rods close to unbreakable. -This engine was only available for 2012 and 2013 -Upgraded with “BOSS” valve springs p/n M-6513-M50BR -Camshafts are: 260° Intake and 263° exhaust; Valve lift is: 12mm Intake and 11mm Exhaust

Photo 2: The racing version Coyote is equipped with a 12-quart oil pan with baffles for hard cornering.

more airflow through the cylinder heads. But, there were already constraints to making more airflow due to the cylinder head design of the modular engine platform. In order for airflow to be gained, the ports of the cylinder head would have to be redesigned. Ford came up with the idea of moving the camshafts outward in the cylinder heads, which would place the camshafts over the head bolts. This would allow room for the port design changes to produce the needed airflow to gain volumetric efficiency. Circle 34 for more information 34 January 2014 | EngineBuilder

The valvetrain would now consist of a light-weight, roller-type, finger follower with a hydraulic lash adjuster with a 2:1 ratio. Both the intake and exhaust cams would now be controlled separately. This is known as Ti-VCT (Twin Independent-Variable Cam Timing). The camshafts are controlled by the Powertrain Control Module (PCM) using cam torque actuated phasers. The separate phasing of the intake and exhaust cams allows for smoother idle and fuel economy along with quick response at high idle. The throttle body and intake also underwent some changes from the previous modular engines. The alternator was moved from the valley of the engine to the side of the block. This allowed for improvements to airflow by optimizing the locations of the throttle body and redesigned intake ports. The new Mustangs would incorporate electric power steering so the engine would not turn a beltdriven power steering pump. Even though the engine is termed ‘Modular,” the design would be no where close to the previous modular engine designs. With the crank pin moved to increase stroke, the crankshaft also has straight-thru oiling,

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Circle 35 on Reader Service Card for more information

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Tech Feature

"Coyote" P/N M-6007-A50SC Bore Stroke Compression Ratio Connecting Rods Pistons Crankshaft Horsepower Torque

3.63" 3.65" 9.5:1 Manley Forged H-Beam Mahle Forged w/ Graphal Coating Forged Steel TBD TBD

-The “A50SC” at the end of the part number is for supercharged applications -The compression has been lowered form 11.0:1 to 9.5:1 -The front cover of the engine has been modified for Ford Racing Supercharger kit -The sparkplugs have a colder heat range for supercharging p/n M-12405-M50 (See Photo 3) -Tuned composite Mustang GT Intake Manifold with 80 mm throttle body -Upgraded with “BOSS” valve springs p/n M-6513-M50BR -Camshafts are 260* Intake and 263* Exhaust, valve lift is 12mm Intake and 11mm exhaust -The Mahle forged pistons went from being a dome to an 8cc dish to drop compression -80mm drive by wire throttle body

Photo 3: The sparkplugs have a colder heat range for supercharging (p/n M-12405-M50).

36 January 2014 | EngineBuilder

Circle 36 for more information

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Circle 37 on Reader Service Card for more information

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Tech Feature

"Coyote" P/N M-6007-A50NA Bore Stroke Compression Ratio Connecting Rods Pistons Crankshaft Horsepower Torque

3.63" 3.65" 11.0:1 Manley Forged H-Beam Mahle Forged w/ Graphal Coating Forged Steel 420hp @ 6500rpm 400 ft.lbs.@ 4250rpm

NOTES -The “Coyote” p/n M-6007-A50NA is a high-performance version of the original Coyote engine. The connecting rods have changed to forged H-beam and the pistons are now forged, making this engine apart of the “Aluminator” family. -Upgraded with “BOSS” valve springs p/n M-6513-M50BR -Camshafts are: 260° Intake and 263° Exhaust; Valve lift is: 12mm Intake and 11mm Exhaust

which is less complex than the cross drilled passages of the 4.6 and 5.4L. The crank sensor wheel is rear mounted compared to the front

38 January 2014 | EngineBuilder

mounted designs of the other modulars. The relocation of the crank sensor produces a more stable signal. The block is aluminum with different

Circle 38 for more information

coolant passages and oiling passages This Coyote (p/n M-6007-A50NA) is a high-performance version of the original Coyote engine, and is member of the Aluminator family.

which also provides the addition of piston cooling jets and more material for beefier bulkheads for the main bearing saddles. The firing order has

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changed from 1-3-72-6-5-4-8 to 1-5-4-8-63-7-2. With all the changes to this new “Modular” platform, there is no interchangeability of engine parts with its previous predecessors. If you are planning on purchasing a Coyote for your next project, keep in mind that there are a few additional things you will need. The engine will need a computer and wiring harness which is sold under Ford P/N M-6017-A504V. There is also an alternator mounting kit for the engine Ford P/N M-8600M50ALT. Keep in mind that the engine is internally balanced and any neutral “0” balance 164 tooth flywheel will bolt to the crankAbove is a look at the 47-lb fuel injector (p/n M-9593LU47) and the twin 65-mm throttle body (p/n M-9926CJ65). Remember, if you are planning on purchasing a “Coyote” for your next project, keep in mind that there are a few additional things you will need, like a computer and wiring harness (below).

Circle 39 for more information 39

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Tech Feature

"Coyote" P/N M-6007-A50XS Bore Stroke Compression Ratio Connecting Rods Pistons Crankshaft Horsepower Torque

3.63" 3.65" 11.0:1 Manley Forged H-Beam Mahle Forged w/ Graphal Coating Forged Steel 500hp @ 6500rpm TBD

NOTES -Engine is upgraded with Ford racing billet steel oil pump p/n M-6600-50CJ -Supplied with Cobra Jet intake manifold p/n M-9424-M50CJ -CNC ported cylinder heads -“BOSS” valve springs p/n M-6513-M50BR -Twin 65mm throttle body p/n M-9926-CJ65 -47lb fuel injectors p/n M-9593-LU47 -Camshafts have changed to 263° Intake duration and 290° Exhaust duration, with 13mm lift in the Intake and Exhaust. -12 quart oil pan

Circle 40 for more information 40 January 2014 | EngineBuilder

A new release of the Coyote engine family was available in April of 2013 (p/n M-6007-A50XS).

shaft. Engine mounts from a 4.6L will bolt to the side of the block. The rear structure of the engine has the same bolt pattern as the other modular designs. This meaning that any modular engine transmission such as an E4OD or a 4R70W can be mounted to this engine. In closing, the Ford F-150 also incorporates the Coyote engine. The intake camshafts have milder profiles along with different profiles of the exhaust cams compared to the Mustang. The truck version also has lower compression offering 360 horsepower and 380 ft.lbs of torque. For 2014, Ford Racing has released a “race” block of the Coyote. Even though there are no reports of any engine block problems, some competitors utilizing these engine platforms are making in excess of 2500 horsepower. That’s a little over 8 horsepower per cube. I guess Ford thought a little extra strength would be in order. All Coyote crate engines are backed by a 2-year/ 24,000 mile warranty except for the M-6007-M50S which is the “sealed” version for racing. Ford Racing also has many performance parts available to upgrade your Coyote from camshafts, intakes, cylinder heads, and superchargers. ■

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Tech Feature

Coyote Evolution: Adapting to the Performance Environment A restomod Mustang melds the classic looks of first-generation models from the 1960s with modern engines, brakes, steering and suspension for reliable everyday driving and all-around performance most old muscle cars can’t even approach. Shops buy or build what is essentially a brand-new 1965 to 1970 Mustang with any engine your customer would want – including the 5.0-liter ‘Coyote’ V8 found in the 2014 Mustang GT. Traditional vehicle restoration, by comparison, is all about bringing an old ride back to the way it was when it rolled off the assembly line. That means using original parts where available or reproductions when necessary. Executed well, the end result is a “brand-new” 50-year old car that performs like a 50-year old car. “I’ve been building custom street rods and muscle cars for more than 25 years, but over the past decade, the restomod has really increased in popularity,” said Barry White, owner and founder of Barry’s Speed Shop, Corona, CA. “A lot of people love the classic 1960s looks, but they want a car they can get in and drive every day, not just a museum piece.” Restomod cars are a natural evolution of hot-rods and custom cars of the 1950s and 1960s. Restoring a car close to its original appearance while adding mechanical modifications can transform it into something the original engineers might never have imagined. “The market for restomods really took off after the release of the movie ‘Gone in Sixty Seconds’ in 2000,’’ said Larry Brogdin of Dynacorn International, manufacturer of Ford-licensed restoration body parts and complete shells for 1965 to 1970 Mustangs. “The ‘Eleanor’ Mustang in that movie, made it much more acceptable to do more extensive modifications to classic cars. Seventy percent of our business now is for upgrades and modifications rather than traditional restorations.” Restomods can be built to fit a wide range of budget and performance needs and it’s a trend that is becoming more popular with options from basic upgrades to brand-new vintage cars.

Source: Ford Motor Co

Ford has also made available an alternator mounting kit for the Coyote engines (p/n M-8600-M50ALT).

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Feature Continued from page 10

marketing strategies to assist in the growth and popularity of the tracks at which they compete. For the Modified division of USRA, significant changes for this year under its engine section (Article 16) of the rule book allows for the use of a GM Performance Parts (GPP) factory-sealed CT400 Chevy small block crate engine (Part No. 88958604). However, under its Stock Car division, USRA provided lengthier updates to its engine section to include the use of a second engine option. WISSOTA Late Models in the AMSOIL Dirt Track Series, According to like this vehicle driven by Ricky Weiss, are full-bodied USRA, the 360 enracecars and the top-of-the-line as far as speed and techgines must be stock nology. The rules package allows for a very sleek body appearing with abdesign and wide Hoosier racing tires. Under the hood, solutely no changes most WISSOTA Late Model drivers have roughly 360 allowed. The engine cubic inch engines with 500 or more horsepower; those must use stock firing who choose to can also run an engine with up to 410 cubic inches along with a carburetor restrictor plate. order for that make Source: and model (GM to GM, Ford to Ford, etc.). The engines must appear strictly (Dodge). Chevy heads must be 75/76 stock for that model and make and cc, valve size no larger than two and in the original mounts. Parts for 400 two one-hundredths (2.02) intake cu. in. or larger engines are not aland one and six-tenths (1.6) exhaust. lowed, and the stroke must match The only heads allowed are 75 cc the block. Only stock-appearing minimum heads. VORTEC heads are crank and rods are permitted, and not allowed. Porting and/or polishlightweight cranks are not allowed. ing are not allowed. Intake manifolds A minimum two-inch plug above must be made of cast iron or cast aluthe oil level in the side of the oil pan minum. is recommended. If not utilizing a Though roller cams and lifters are plug, the oil pan will have to be renot allowed, roller rocker arms are moved at time of inspection. permitted. Absolutely no stroking allowed Other rule changes associated and approved intakes are OEM unal- allow crate engines and 360 engines tered two- or four-barrel cast iron to utilize one Holley 4150 Series fourWeiand 7547-1 (stamped or unbarrel carburetor. The standard enstamped), Ford (7515 or 8023 or gine must use an unaltered 7516) or Chrysler (8022 or 7545); gauge-legal 4412 Holley two-barrel Edelbrock GM (2101 or 2701), Ford carburetor. (7121 or 7181 or 7183), Chrysler For the USRA B-Mods, the rule(2915) or Performer 318/360 intake book was altered to address drivemanifold (p/n #2176). shaft, stating aluminum drive shafts For 2014, cast iron stock producare not allowed. tion or aftermarket steel stock reUnder the engine section, Tri-Y placement heads are permitted: EQ headers are not allowed; only round p/n #CC167ES2 or EQ-CH318B tube headers are acceptable. All pri(Dodge); Dart p/n #10024267 or mary tubes must enter one collector #10024360; World Products p/n at the same point and crate engine #043600 or #042670 or #53030 (Ford); must use a non-stepped header only. RHS/Indy p/n #20300 or #20301 Crate engines also must utilize a 42 January 2014 | EngineBuilder

soft-touch rev control box with a 6200-RPM chip. This must be out of reach of the driver but easily accessible for inspection at all times. The USRA Hobby Stock division also had updates to pertaining to both crate engine and standard engine powered vehicles and the fuel system. The change says these engines must utilize one GM two-barrel Rochester carburetor and that the spacer between carburetor and intake may be no more than one-half (0.5) inch total with one-tenth (0.1) inch maximum thick gaskets. The carb also may not be throttle bore adjustable. Other rule notifications for standard stock engines include that the rods must be I-beam, non-polished, stock appearing only; center of fuel pump must remain a minimum one and three-quarters (1.75) inches in front of the unaltered cross member; and exhaust adaptors between manifold and cylinder head are not allowed. Complete USRA Rules can be downloaded from:

Welcome to WISSOTA The 2014 WISSOTA Auto Racing Rule Book was recently made available in PDF format for download, according to WISSOTA technical director Bill Engelstad. “We will be mailing a rule book to every 2013 licensed driver as soon as

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Rules announced for Late Models using GM crates in ‘14

the printed version is available; in the meantime, we encourage builders and competitors to refer to the online version,” Engelstad said. Engine builders supplying services to WISSOTA teams that race on tracks in Wisconsin, Minnesota, North Dakota, South Dakota, Montana, Wyoming, Manitoba and Ontario can download the PDF file of the rulebook at: Prospective new drivers will also be able to request a rulebook beginning this month from the WISSOTA office by calling 320-275-9922. Those with technical questions can contact Engelstad via email at

Modified Racing Series The Modified Racing Series was founded in 2004 by racers for racers. A group of veteran drivers headed by Jack Bateman took to the road and brought fans something they didn’t see at their local weekly racetracks. The response was unbelievable as fans packed the stands at tracks around the New England area. Now as the series begins its sixth year, it continues it’s growth with an outstanding number of members and fans that follow the series weekly. Held on more than 80 tracks throughout Connecticut, Massachusetts, New Hampshire and New York, the Valenti Modified Racing Series recently published engine updates that include prohibiting aluminum blocks.

WISSOTA recently announced the 2014 WISSOTA Late Model division’s GM 604 and CT525 sealed crate engine rules package. WISSOTA can adjust these rules for competitive reasons if necessary during or after the 2014 season. If you have any questions, contact Bill Engelstad at 218-262-5823 or at

GM CT525 1. Car must say CT525 on the front roof post. 2. Mandatory ignition controller MSD P/N 6012. (This is used to check max. RPM) 3. Max. RPM 7200 4. Any Four barrel carburetor – gas or alcohol. 5. Any headers. 6. Weight 2300 lbs. 7. 8” max spoiler allowed. Must follow all other 2014 WISSOTA Late Model rules.

GM 604 1. Car must say 604 on the front roof post. 2. Any four barrel carburetor – gas or alcohol. 3. Max. RPM 6800 4. Any headers. 5. Weight 2250 lbs. 6. 10” max spoiler allowed. Must follow all other 2014 WISSOTA Late Model rules.

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Tech Feature The updated rules also address prohibiting block lightening, with the exception of a minimum lightening, as determined by VMRS Officials, that would be assessed a minimum 25-lb. penalty on the outer most part of the right-side frame rail. Any lightening beyond the minimum, as determined by VMRS Officials, may be assessed up to as much as a 150 lb. penalty dependent upon the severity of the lightening. Weight will be placed between the front and rear roll cage hoops on the outer most part of the right-side frame rail and NOT below the frame rail. Other engine rule updates include the Maximum Compression Ratio allowed will now be 3.5 to 1. For a complete 2014 Rule Book, visit Rebuilders with questions about engine changes can contact series president Jack Bateman at 603-523-

Formula 1’s governing body has mandated the racing series move from the 2.4L V8 power plant to a more efficient 1.6L, turbocharged V6 engine like the one seen here from Renault.

1179, or the technical director Bobby Carrita at 508-674-2608.

International Motor Contest Association International Motor Contest Association (IMCA) says it will continue the mission of affordable, entertaining and competitive auto racing as a sanctioning body.

“We are committed to establishing and enforcing fair and consistent rules that will strengthen and promote the racing industry. Never resting on our laurels, IMCA is driven by past success to achieve future goals,” the racing association said. IMCA, organized in 1915, is the oldest active automobile racing sanctioning body in the U.S. Through the promotion of the “grassroots” weekly racer, IMCA’s eight racing divisions has continued to see remarkable growth throughout the last decade. Current rulebooks that include engine updates for engine builders can be downloaded from

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Tech Feature

Formula One It was announced last year that Formula One (F1) cars would undergo some major technical changes for the 2014 season. One of the biggest changes is the reconfigured engine, as well as new fuel and weight limits. Since then, F1 teams have been racing in the offseason to get their cars prepared for testing prior to the

Chevrolet said with the rule change mandating the IndyCar Series racecars use twin turbopowered engines, it plans to continue as an engine supplier into this season.

first race at Melbourne in mid-March. According to the FIA, Formula 1’s governing body, the racing series will replace the 2.4L V8s with a more efficient 1.6L, turbocharged V6s. A few years back, the FIA had originally planned a switch to four-cylinder engines in 2013, but that plan didn’t come to fruition. The new power plant, a V6 turbo, also utilizes energy recovery systems. The new energy recovery systems (ERS) replaces the current kinetic energy recovery systems (KERS) and are expected to be more powerful. Combined with the help of turbocharging, they will ensure overall power outputs remain similar to current levels, despite an anticipated drop in the permitted rev limit. While 600 bhp of power will derive from the new engine (compared to 750 bhp from the previous power plants) the remaining power will come from thermal energy from exhaust gases, as well as kinetic energy recovered under braking, which F1 has been utilizing since 2009. Formula One’s last turbo era ended in 1988, a season dominated by the 1.5L V6 Honda-powered McLarens of Alain Prost and Ayrton Senna. The sport returned to naturally aspirated engines in 1989, with a 3.5L formula. It’s been reported that Renault (see page 45) Ferrari and Mercedes will supply engines to all the teams in 2014. While only a few engine builders see these engines in the garage, most of our readers who are fans of this series will definitely be able to hear the difference. What used to be described as a swarm of angry wasps spewing from the previous V8s, will now sound more like a low-pitched hum in the new engines.

IndyCar Series In July 2013, IndyCar mandated that twin-turbos would be used for the series’ 2014 engines. “In an effort for parity throughout the turbocharger range, mandating only a twin-turbo system simplifies our efforts to ensure even closer competition,” said IndyCar president of competition and operations Derrick Walker. Where as Honda was the main supplier of these race engines for nearly a decade, the change allows Chevrolet to continue as a partner in the IndyCar engine Circle 46 for more information 46 January 2014 | EngineBuilder

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Tech Feature supplier market. Chevrolet has been using a twin-turbo system since returning to IndyCar competition at the start of 2012. Honda, which had been the exclusive engine supplier to the series from 2006 until 2011, opted for a single turbocharger system in recent years. “Both manufacturers displayed a willingness to use a common turbo spec for 2014, so it made sense to mandate a twin turbocharger that maintains the performance we’ve come to expect while keeping the technology relevant to the automotive industry.” Since Borg-Warner supplies all the turbochargers for IndyCar, this, together with the rules limiting boost, will help insure that it’s the drivers who are tested more than their racecars.

NASCAR The start of the NASCAR Sprint Cup Series season is nearly upon us and since the end of last season, teams have been busy preparing for 2014. Most of the changes for the Series

pertain to the Gen-6 body. Key changes include the elimination of pre- and post-race front ride height rules (and inspections), a new square leading edge for the splitter, adjustments to the side skirt and rear fascia areas, an 8-inch rear spoiler, and a 43inch by 13-inch radiator pan. The hope is that the rule change packages will produce closer racing and more side-by-side competition while making the cars more stable in traffic. It’s not the final answer, according to NASCAR officials, but a significant move toward what is hoped will be a better overall piece. “I think the Gen-6 car is a wonderful step forward,” said Gene Stefanyshyn, NASCAR vice president of innovation and racing development. “We’ve raced it for a year. Now we’re starting to collect a lot of data and beginning to take the car to the next level. So this is all about a journey of continuous improvement, and continuing to make it better year after year after year.”

According to Stefanyshyn, increases in speed, some of which are part of the evolution of the Gen-6 car and some that are the result of the recent design packages, will likely be dealt with through gear changes. “The RPMs have been creeping up,” Stefanyshyn said. “So we’ll take this opportunity given with the package we introduce here to bring the RPM ranges back down. That will attenuate some of the speed we’re dealing with.” NASCAR said the new rules package will be used in competition for the first time when the series travels to Phoenix International Raceway for the second stop of the 2014 Sprint Cup Series season. The new rules package will not be utilized for restrictor-plate races, including the Daytona 500 on Feb. 23. ■ If you know of additional engine rule changes to racing events you participate in, e-mail us at and we will update our website with the information.

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Show Stoppers Highlights from the PRI Tradeshow


how organizers for the Performance Racing Industry (PRI) tradeshow in December said they received positive feedback from exhibitors describing the amount of business they were able to do. Organizers and attendees alike said they were pleased with the number of exhibitors and buyers during the three-day show at the Indiana Convention Center in Indianapolis. Tens of thousands of motor-

sports professionals from across the United States and 72 countries attended the 26th annual show to discover and shop the latest in racing technology on display from 1,200 manufacturers of racing and high-performance automotive components, as well as precision machining equipment. “It’s been the busiest PRI Trade Show ever,” said John Kilroy, PRI Trade Show producer. “We received positive comments from exhibitors as we walked through the

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By Engine Builder Staff For additional coverage and links to conferences and programs, visit our PRI coverage at

aisles, describing the amount of business that they’ve been able to do that week and how pleased they were with the number of buyers and quality of buyers. The big return of the PRI Trade Show to Indianapolis was a pretty spectacular success for our attendees and exhibitors. We also learned some areas where we can tune up the show for 2014.” An expanded Race Industry Week preceded this year’s PRI Trade Show, as seven major events were among 45 conferences and seminars that ran in conjunction with the show. The Advanced Engineering Technology Conference (AETC), Advanced Vehicle Dynamics and Data Acquisition Seminar, the Race Track Business Conference, the International Council of Motorsport Sciences (ICMS) Annual Congress, the Winning the eRace Digital Marketing Conference, and SEMA’s Motorsports Parts Manufacturers Council (MPMC) Education Day were among the showcase activities during this year’s Race Industry Week. The Grand Opening Breakfast, a PRI Show tradition, featured “The King” Richard Petty, while both Indiana Gov. Bill Pence and Indianapolis Mayor Greg Ballard greeted the standing-room only crowd. “There’s a real sense of partnership with the city, the state, the Indiana Convention Center, Visit Indy and the tourism industry,” Kilroy added. Activity throughout the booths – and the Convention Center in general – continued well into day three of the Show.

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TechTalk While this year’s event has just concluded, many say they’re already looking ahead to PRI’s return in 2014. “The show has been amazing, much better that what we anticipated,” said Matt Porter of Technical Equipment Sales. “This is our first time to the PRI Show, and we’ve had about five- or six-fold of what we expected. We’re already planning on doubling our booth space for next year.” This year’s PRI show also played host to a number of the sport’s biggest stars – NHRA Nitro champions John Force, Antron Brown, Shawn Langdon, Larry Dixon and Tony Pedregon, IndyCar champion Scott Dixon, reigning Indianapolis 500 champion Tony Kanaan, World of Outlaws star Steve Kinser, and NASCAR’s Matt Crafton and Kyle Larson were among those taking part in the event. “The PRI Show is very important for Indianapolis – it’s the home of the Indianapolis Motor Speedway and racing in general,” said Chip Ganassi Racing Team member Dixon. “Having all these vendors and manufacturers all under one roof is terrific. It’s really exciting to have so many people come together to celebrate racing. It’s a great sign for the industry to not only see all this innovation that makes us go faster, but witnessing all these companies making deals and growing their businesses in the process.” Preparation is already under way for the 2014 PRI Trade Show, which will take place Dec. 11-13 at the Indiana Convention Center.

minutes, 43 seconds. “This is an opportunity of a lifetime for these kids and something they’ll remember for the rest of their lives to become national champions,” said LaFevers, whose school is made up from students from four local feeder high Team Moroso, from Eastern Oklahoma County Technology schools. Center in Choctaw, OK, took first place in the Hot Rodders of “This is a Tomorrow National Championship contest at the PRI show. jumpstart for their career in the automotive and high-performance solutely loved being here,” said trade. The Hot Rodders of TomorRodney Bingham of Hot Rodders of row have a terrific program.” Tomorrow. “The kids did an amazIn total, 23 schools from around ing job and our program offers more the nation qualified for the event at than $2 million in scholarships. No regional competitions. This year’s student here will get less than Hot Rodders of Tomorrow National $15,000 worth of scholarships and Championships saw schools qualify some will receive more than $30,000 from California to Virginia. per student.” “We had a really exciting time – This was the first time that the PRI was a perfect host and we abchampionship was held during the

Building for the Future Team Moroso, from Eastern Oklahoma County Technology Center in Choctaw, OK, defeated top schools from across the nation to win the Hot Rodders of Tomorrow National Championship at the PRI trade show. Team Moroso was composed of Callie Hunter, Ryan Campbell, Alexander Versteeg, Connor Hixenbaugh, Connor Carrizales, Nicholas Brown and instructor Jim LaFevers. LaFevers tutored the six-student group that broke the event’s national record in breaking down and then reassembling a V8 engine in 18 Circle 49 for more information 49

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Tech Talk PRI show, and they were happy to be able to showcase the event during a week-long flurry of activities that was attended by more than 40,000 racing industry professionals. “We were excited to have the Hot Rodders of Tomorrow join us at the show,” said Kilroy, producer of the PRI Trade Show. “It’s a very powerful program to give young people entrance to the performance and racing world. They are the future of our sport and I wouldn’t be surprised if some of the companies attending the show had an eye out for their next generation of engine builders.”

Training Day The three-day AETC (ABOVE) drew a variety of attendees including engine builders, design engineers, business owners and parts manufacturers. “The return to Indy has been positive,” said conference organizer Brian Reese, of the Comp Performance Group. “Our attendance is up from last year. That points in a good direction for us. “Indy is the heart of the breadbasket of racing. Geographically, it allows more racers and engine builders easier access to the show. As far as our program, we continue to feature the latest trends in advanced engine performance,” Reese said. That theme was evident as a group from Northwest Technical College made the trip down from Bemidji, MN, to acquire as much in-

formation as possible. “I’ve brought seven students down with me this year,” said Paul Nelson, the school’s program director. “AETC is the cream of the crop for us. This is where we learn things we never even imagined we could learn. I’ve been coming to the AETC for 18 years, and if I can learn a few new things each year to pass on to my students, it makes them that much more prepared for when they enter the work force.” Even established engineers, such as Harley-Davidson’s Greg Rodriguez, find a great deal to take away from the conference. “The benefit of getting a vast amount of knowledge in a few days is great,” said Rodriguez. “Most of the presentations aren’t about motorcycles specifically, but there are things we can apply to do performance work,” he added. The Rouelle Vehicle Dynamics seminar also received positive re-

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views from attendees. The seminar offered an indepth look at vehicle behavior, including measurement tools, aerodynamics, tires, weight transfer, and tuning to an audience that extended from amateurs to professionals in a variety of areas industry-wide. The seminar also featured a free flow of discussion amongst attendees. The PRI show was host to the first ever Motorsports Parts Manufacturers Council (MPMC) Education Day. Hedman Husler Hedders general manager Chris Vandergriff (LEFT) and Hedman Performance Group national sales manager Lee Robinson were a few of the programs’s many pleased attendees.

Chris and Lee said they conducted an informative one hour training seminar to discuss the new Hedman Performance Group Catalog, the company’s latest products, provide tips to dealers on how to select the right header for their customers’ street or race applications, and answer any product and technical questions attendees may have The one hour “crash course” was designed to ensure that Hedman’s dealers are up-to-date with the latest products, technology, and innovations that Hedman Hedders, Hedman Husler Hedders, Trans Dapt Performance and Hamburger’s Performance have to offer, as well as to provide them with the tools they need to maximize sales. ■

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New Products Take your rocker arms to the top level with more horsepower and reliability with race proven performance from Scorpion Racing. Give your small block Chevy the rock-solid valve control of shaft mount rocker arms. Made in the USA for the most demanding endurance racing applications, Scorpion’s Endurance Series Shaft Mount Rocker Arms smoothly transfer camshaft motion to the valve by properly positioning the rocker over the valve. Since the rockers are mounted on a single horizontal shaft, rather than on separate studs that may flex, valve train stability, stiffness and geometry are improved considerably. And a stable valve train means better performance and more horsepower potential. Circle 101

Rottler Manufacturing’s H70 Series Vertical Honing Machines are built for today’s modern engine builder and feature: • Windows Touch Screen Operating System; • Internet Support & Connectivity; • Automated hole-to-hole unattended operation, offering 50-70% labor savings; • CNC Touch Screen Control – easy programming for automated operation; • Automated Load/Force Control for perfect surface finish and geometry; • Automatic Lower Crash Protection helps prevent costly damage when castings vary; and, • Rottler’s Two-Stage Honing System provides rough/finish or finish/plateau honing in one automatic cycle. The H75A is designed for jobber, performance and production shops. With its increased torque at the hone head and increased spindle motor torque, as well as a larger 28˝ stroke length, the H76A can hone cylinders up to 11.98˝ across and 25˝ deep, for even the largest diesel cylinders. Circle 102 52 January 2014 | EngineBuilder

Callies is now offering a Magnum Crankshaft for Big Block Fords with standard features that include: • Average weight – 78 lbs. for a 4.750” stroke; • Gun-drilled mains; • All rod journals lightened – 2.200” Diameter; • Stroke availability 4.150”, 4.300”, 4.500”, 4.750”; • Single 3/16 (Align- Ease) keyway with lead in witness mark; • Short damper fit (high-performance style); • Heat treatment equals perma case deep nitride options; • Full internal balance; and, •Dual post keyways. Circle 103

Engine & Performance Warehouse has published its largest Engine Kit Catalog ever, with 644 pages that contain many new engine applications, plus expanded coverage and product options. EPWI has the best & broadest coverage in the engine parts business! Our flexible engine kit program is designed for almost limitless Engine Kit upgrades and performance options. It’s also fast and easy to use online at Also included in this catalog is our expanded EPWI Crankshaft Kits & Crankshafts Application Guide, containing extensive application coverage. Our constant goal is to be the best one-stop source for engine kits, engine parts and performance components, and provide the best products, brands and customer support programs in the business! Call 800-888-8970 for your nearest EPWI branch warehouse, or go to to find out more. Circle 104

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Produced in premium cast iron and created as a replacement for GM’s 305 small-block, the Little M 305 engine block from Dart Machinery has a Brinell hardness rating of 220. By using the same properties as those employed in all Dart race-series blocks, it is a direct derivative of the Little M. The 305 possesses all its established features, but with smaller cylinder bores and full water jacket construction. Blindtapped head bolt holes are used throughout. Dart Machinery, Ltd. Phone: 248-362-1188 Circle 105

Common, everyday jobs such as boring, surfacing and line boring can be easily automated with the F79A from Rottler Manufacturing. Operator attendance is only required for set up. The machine is capable of boring along a complete cylinder bank automatically, can bore along a main line automatically and can be programmed for multiple passes, moving down the exact amount each pass and completing with a finish cut for the required surface finish during the final pass. The F79A designed for both the small to medium size diesel engine rebuilder as well as the performance racing engine builder. The large capacity of the F79A allows dual work stations so two jobs can be set up at once. Circle 106

.220” from the stock location for a straight line of sight into the cylinder. Additionally, a .750”- thick deck surface and reinforced rocker rails make for more rigidity in high horsepower and boosted applications. Circle 107

Professional Grade. Designer Appearance. Delivered as Promised: for 25 years, Moduline Cabinets have been providing exactly that. Our 100% Americanmade cabinets are crafted from premium aluminum for quality that is trusted by shop professionals, race teams and enthusiasts. Our experts will work with you to realize your envisioned perfect storage system. Backed by our Lifetime Warranty, you can trust that while we’ve been around for 25 years, your cabinets will be around for a lifetime. Circle 108

Driven Racing Oil’s BR40 Break-In Oil is ideal for use in flat tappet and aggressive roller cam engines. BR40 Break-In Oil features a conventional 10W-40 viscosity. It is formulated to improve ring seal without increasing wear, and it is good for dyno testing, a night of racing or up to 400 miles on the street. Circle 109

RHS 3.900” Bore LS7 CNC-ported cylinder heads from COMP Performance Group, are rectangular-port heads that can bolt onto 5.7L-6.0L LS engine blocks for up to 100 hp gains over the stock components. The heads’ intake ports are raised 53

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New Products Orbit tri-metal bearings are for engine builders who prefer copper-lead-tin bearings and especially for those who build the larger GM, Ford or Chrysler V8s. Orbit tri-metal provides excellent load-carrying capacities and exceptional durability as well as outstanding attributes as conformability, anti-wear, embedability and anti-corrosion qualities. More information is available at: Circle 110

MAHLE Motorsports is offering 1.0mm, 1.0mm, and 2.0mm rings packages in many of its the popular PowerPak piston assemblies, an additional 33% reduction in size. A shorter, narrower ring is more conformable, allowing it to maintain increased and more consistent contact with the ring groove and cylinder wall, resulting in vastly improved combustion sealing and oil control. Additionally, there is a notable reduction in frictional drag and weight. Of course, ring size is only part of the equation; a flat ring groove is also important in achieving maximum benefits. Trust MAHLE Motorsports, the technology authority to lead you to the winner’s circle. Phone: 888-255-1942. Circle 134 Pro-Filer Performance Products, Inc. introduces its AllAmerican Small Block Ford Cylinder Head. This Small Block Ford cylinder head features a .750” raised exhaust port, revised spark plug location, a CNC-ported combustion chamber, and an “as cast” 205cc intake runner with a 2.05” intake valve. The All-American Small Block Ford head was designed to win with state-of54 January 2014 | EngineBuilder

the-art port and chamber technology. We have added our solid rocker boss and revised valve location, and then spent extensive time wet flow testing the combustion chamber to get the exact shape needed and a better spark plug location. A smaller runner size and a larger CNC-ported version will be available later in 2014. Circle 112 World Products is offering a new, Gen VI Big Block compatible design that uses a one-piece rear seal and has the Gen VI style oil pan rail and front cover bolt pattern. The block can utilize either the OE-type roller lifters or +.300” tall tie bar lifters. It also features a Mark IV style fuel pump boss and oil filter pad. The water jacket and deck surface will accommodate either Mark IV or Gen V-VI style cylinder heads, making this block extremely versatile. The Gen VI is available in either the standard 9.800” big block deck height, or the tall 10.200” deck. Cylinder bore sizes of 4.245”, 4.495” or 4.595” are standard, with bores semi-finished to allow final honing to suit the specific pistons and ring packages chosen by the engine builder. Phone: 877-630-6651 Circle 111 Diamond has announced a line of pistons for the highly popular big-block Chevrolet Sportsman racing engines. Known as their Competition Series, they are suitable for most 24- or 26-degree valve angle big-block cylinder heads. As expected, they cater to race engines in several favored classes, including Top Dragster, Top Sportsman and ET Bracket. The Competition Series pistons are created from the more shockresistant 2618 aluminum alloy inboard forgings. In addition, they are lighter in weight than the conventional piston body, yet their inboardstyle structure provides greater strength and as such accepts small to medium applications of nitrous. Circle 113

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Have You Been To The Engine Builder website - - provides weekly updated news, products and technical information along with the same in-depth editorial content as the magazine. Technical, product and equipment, market research, business management and financial information is all searchable by keywords making it easy for engine builders to find the information they need from current and past issues. Currently the site receives more than 120,000+ page views/impressions per month and growing!

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Product Spotlights

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

Engine Pro Phone: 800-ENGINE-1 Circle 125

Circle 126

Circle 127 is the new address for performance. Whether you’re into drag racing, circle track, road racing or street performance, has you covered! Speedville features all of the quality technical content that Babcox Media can provide and that readers have come to expect from its top-notch trade publications. Be sure to stop by and sign up for the Pit Crew to earn miles towards gear in the Speedville Mall and a chance to win prizes! Circle 128 330-670-1234 Circle 129 57


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$30,000 CALL FOR LIST 973-823-8887

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

What Type of Direct Marketing Initiatives Do You Have in Store for 2014?

Call now to order or to receive a free 2014 catalog 1-800-434-5141

Visit The Engine Builder website - - provides weekly updated news, products and technical information along with the same in-depth editorial content as the magazine. Technical, product and equipment, market research, business management and financial information is all searchable by keywords making it easy for engine builders to find the information they need from current and past issues. Currently the site receives more than 100,000+ page views/ impressions per month and growing!

Engine Builder Phone: 330-670-1234

Direct Mail E-Mail Marketing Telemarketing New Business • Prospecting Drive Web Site

Traffic Database Enhancement Catalog Mailing Promote Upcoming Tradeshows

Don Hemming, List Sales Manager Babcox Media, Inc. Phone: 330-670-1234 x286  Fax: 330-670-0874 

Need Reprints? Call Tina Purnell at 330-670-1234, ext. 243 58 January 2014 | EngineBuilder

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JAMISON EQUIPMENT 1908 11th St., Emmetsburg IA 50536 800-841-5405 Check out our used equip. list at

To Advertise in CLASSIFIEDS! Call Roberto Almenar at 330-670-1234, ext. 233 Advertiser Index COMPANY NAME Access Industries ACL Distribution Apex Automobile Parts Automotive Racing Products Callies Comp Performance Group Dakota Parts Warehouse Darton International Diamond Racing Trend Dipaco Inc. DNJ Engine Components Driven Racing Oil, LLC Edelbrock Corp Engine & Performance Warehouse Engine Parts Group Engine Parts Warehouse EngineQuest ESCO Industries


PAGE # Cover 3 51 Cover 2 49 47 21 9 6 26 44 1 15 36 25 13 38 3 48

GRP Connecting Rods Holley Performance Products Injector Experts Liberty Engine Parts Mahle Clevite Mahle Motorsports Moduline Cabinets Motorstate Distributing Motovicity Distribution NPR of America, Inc. Packard Industries Performance Trends Pro-Filer Performance Products ProMaxx Performance Quality Cutter Grinding Quality Power Products Race & Performance Expo Rottler Manufacturing

24 39 8 5 19 7 37 23 17 35 22 50 46 31 27 33 43 Cover 4 59

Final Wrap

60 Final Wrap 1/23/14 2:04 PM Page 60

Mid-Life Confidence At 50, We’re Still Looking Forward


ow do you measure success? Is it in the money you’ve saved? Is it in the friends you have? Is it in the lives you’ve impacted? I would suppose the calculation is slightly different for each of us, but as we approach certain milestones in life we’re probably adding them up a little more frequently. Engine Builder magazine is turning 50 this year and by my figuring, we’ve had a pretty successful life so far. At our anniversary, we’ll have produced more than 600 monthly issues since October 1964, and each one has been intended to save our readers money, make their businesses more successful and help keep this industry strong. As this year progresses, we’ll be taking a look back at the history of Automotive Rebuilder/Engine Builder and, by association, the industry. It should be a very interesting trip down memory lane as we approach our 50th and we hope you’ll help. I don’t think I’ll be spoiling any surprises of what’s to come by doing a slight recap of the first issue – or at least revisiting what our original mission was. At the time, we were targeting a nationwide audience of nearly 10,000 quality remanufacturers of automotive parts, transmissions and engines. We vowed to include departments, 3550 Embassy Parkway Akron, OH 44333-8318 FAX 330-670-0874


articles, photos, charts and diagrams to help you – the rebuilder – do a better job. We promised to present ideas from successful rebuilders throughout the country on production and marketing techniques. Things in the industry have definitely changed since Volume 1, Issue 1 of Automotive Rebuilder – the size of the magazine, the name of the magazine and, of course, the people who produce the magazine. Even the ways the magazine gets to you have changed – who would have ever dreamed that you could read and respond to articles on your computer. Speaking of computers, 1964 also saw the birth of the IBM System/360, the world’s first mainframe. According to Wired magazine, this powerful new computer opened the door to a new era of computing in which, for the first time, it was possible to perform a million instructions per second. Even the lower-end models in the System/360 line were capable of 75,000 instructions per second. Wow, speedy stuff! It is worth pointing out that today’s slowest laptops are faster than these original behemoths, but that’s progress. Business author James Collins has written that the System/360, along with Ford’s Model T and the Boeing 707 jet, were the three most important

Publisher Doug Kaufman, ext. 262

Tech Editor Larry Carley

Editor Ed Sunkin, ext. 258

Advertising Services Tina Purnell, ext. 243

Senior Executive Editor Brendan Baker, ext. 228 Managing Editor Greg Jones ext. 272

Graphic Designer Nichole Anderson, ext. 232 60 January 2014 | EngineBuilder

Director of Distribution Rich Zisk, ext. 287 Circulation Manager Pat Robinson, ext. 276 Sr. Circulation Specialist Ellen Mays, ext. 275

Sales Representatives Bobbie Adams 330-670-1234, ext. 238 Roberto Almenar 330-670-1234, ext. 233 David Benson 330-670-1234 ext. 210 Don Hemming 330-670-1234, ext. 286 Jamie Lewis 330-670-1234, ext. 266


business innovations of all time. Here in Akron, OH, we feel that an even MORE important birth from 1964 (after my own, of course) was Automotive Rebuilder. And many long-time readers seem to agree. It’s always exciting to hear from a reader at a trade show who says he’s been getting the magazine for years. Many times he’ll say he has saved every issue for reference. That’s dedication! How many of you saved your first computer? We’d like to reward that dedication this year by finding the oldest issue of Automotive Rebuilder magazine out there. Can we find someone with issues from the 1980s? The ‘70s? From the first year? Here’s all you have to do: Have someone take a picture of you holding the oldest issue you have and send me the picture. Email it to me at If you’re REALLY old school, you can put it in an envelope and mail it to me at the address shown below! Throughout this year we’ll then look back at those issues’ top stories and share them with the rest of the audience. When some of us get close to 50, we worry about a mid-life crisis. Not here. We’re confident that great times for this magazine – and this industry – are still ahead. ■ Dean Martin 330-670-1234, ext. 225 Jim Merle 330-670-1234, ext. 280 Tom Staab 330-670-1234, ext 224 Glenn Warner 330-670-1234, ext. 212 John Zick 949-756-8835

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

C3 Access_Layout 1 1/23/14 1:50 PM Page c3

Circle 63 on Reader Service Card for more information

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Circle 64 on Reader Service Card for more information

Engine Builder, January 2014