rotating assemblies – options you need to know!

Transcription

ROTATING ASSEMBLIES – OPTIONS YOU NEED TO KNOW!
AN AERA INTERNATIONAL QUARTERLY PUBLICATION
JANUARY-MARCH 2012
ALL-NEW ECOTEC 2.5L
FOUR-CYLINDER ENGINE.
PHOTO © GM COMPANY.
Speed Read
Beyond the Dyno
Oil Galley Plugs
How to attack them
Thermal Spray Coatings
Additional income for your shop
CONTENTS
VOLUME 5, NUMBER 1
4
FROM THE PUBLISHER
6
INDUSTRY NEWS
PUBLISHER
Welcome to new AERA members,
calendar of events, news and views
8
AERA ONLINE TRAINING
By John Goodman
10 ROTATING ASSEMBLIES
By Mike Mavrigian
26 KEEP SHOP LAYOUT SIMPLE
10
By Lyle Haley
30 BILLET PISTONS
By Ray T. Bohacz
36 IN TOUCH
By Jim Rickoff
2011 AERA Tech & Skills Conferences recap;
2012 schedule announced
EDITOR
John Goodman
[email protected]
40 AERA CELEBRATES
90TH ANNIVERSARY
By Jim Rickoff
ASSOCIATE EDITOR
30
42 NEW GM ECOTEC 2.5L ENGINE
Jim Rickoff
[email protected]
TECHNICAL EDITORS
By Dave Hagen
46 SPEED READ
By Levon Pentecost
Beyond the Dyno
52 PRO-SIS CORNER
By Steve Fox
The history of PRO-SIS
56 TECHSIDE
AERA - Engine Builders Association
500 Coventry Lane, Suite 180
Crystal Lake, IL 60014
815-526-7600
815-526-7601 fax
Chairman of the Board
David Bianchi
Seattle, WA
First Vice Chairman
Dwayne Dugas
New Iberia, LA
Second Vice Chairman
Ron McMorris
Maple Ridge, BC CANADA
Treasurer
Dean Yatchyshyn
Cumberland, MD
President
John Goodman
46
By Steve Schoeben
It’s the little things…
Oil galley plugs and how to attack them
Dave Hagen
[email protected]
Steve Fox
[email protected]
Mike Caruso
[email protected]
Gary Lewis
[email protected]
Mike Eighmy
[email protected]
COMPTROLLER
Ellen Mechlin
[email protected]
64 THERMAL SPRAY COATINGS
GRAPHIC DESIGN
Maria Beyerstedt
[email protected]
By Steve Edmondson
68 TECH BULLETINS
ADVERTISING SALES
64
Jim Rickoff
[email protected]
Hal Fowler
[email protected]
PRODUCTION
Jan Juhl
[email protected]
CIRCULATION
Karen Tendering
[email protected]
Engine Professional® magazine (ISSN 1945-7634) is published quarterly by
Automotive Engine Rebuilders Association (AERA). Copyright 2012 AERA. Subscription
rates: $70 per year, outside the United States $90, single copy $20. Publication, editorial and business office: 500 Coventry Lane, Ste 180, Crystal Lake, IL 60014. Editorial:
815-526-7600, Advertising: 507-457-8975, Circulation: 815-526-7600. Send change
of address to the above. The opinions, beliefs and viewpoints expressed by the various
authors in this magazine are those of the individual authors and not of the Automotive
Engine Rebuilders Association, which disclaims all responsibility for them.
2 JAN-MAR 2012 engine professional AN AERA INTERNATIONAL QUARTERLY PUBLICATION
INTERNATIONAL LIAISON
Yolanda Carranza
[email protected]
CHIEF TECHNOLOGY
ARCHITECT
Richard Rooks
[email protected]
engine professional WWW.AERA.ORG/EP 3
FROM THE PUBLISHER
BY JOHN GOODMAN, AERA PRESIDENT
2012: AERA’s 90th Anniversary
I can hardly believe that 2012 represents the 90th
consecutive year AERA has been an association
of engine rebuilders. Jim Rickoff takes us down
an historical path from our beginnings in 1922 to
what AERA is currently involved with today. Early
generations of AERA were visionaries in our
industry and quickly moved to change their
businesses when change was required. However,
it is also curious to read minutes from past
meetings back in the 1920’s and 1930’s where
engine machinists and rebuilders were dealing
with the same problems we struggle with today.
To borrow a well-worn phrase, the more things
change, the more they stay the same.
2011 was a good year for AERA regional
conferences. Any who thought of attending but
didn’t, missed some of the best presentations
our industry could muster. Since these
conferences are local one day events, cost to
attend was very reasonable. I was also surprised
how much I learned even from presentations I
had heard before. This wasn’t so much new
information but more selectively hearing what the
presenters had to say. This was a little like seeing
a comedy over and over only to catch some bit
of humor missed during previous viewings. Such
is the value of up close and personal AERA
regional conferences. But 2012 is shaping up to
be even better with more conferences planned
throughout the United States so keep an eye on
the AERA homepage www.aera.org for our
schedule.
This issue of Engine Professional (EP) marks a
slight change in content format. Past issues were
theme based where technical content was largely
biased toward a single area of engine building
(performance, diesel, small bore, etc). EP for
2012 will incorporate subject matter in all engine
building disciplines to help round out coverage.
So, in each subsequent EP issue for 2012, you
will see something for diesel, high performance,
small bore, tuning and maybe even a little R&D
as it applies to us.
One area of interest that can apply to all areas of
engine rebuilding is thermal spray coating. These
coatings are not the heat barrier type we hear
about most but rather coatings designed and
used to repair or reclaim expensive or hard to
replace engine components. Steve Edmondson
of Republic Diesel walks us through several of
these processes, their application and what is
involved. I think this will be an eye opener for
many who thought these coatings unreliable or
substandard. Steve demonstrates that there are
very definite applications for these coatings in an
engine rebuild shop so long as processes are not
compromised.
Another area of interest is combustion analysis
(CAS). CAS is rapidly becoming the next big
thing in engine tuning. A dynamometer can get
you just so far by telling you what the entire
engine output is but how do you measure
cylinder performance individually? CAS does just
that and Levon Pentecost demonstrates how it is
done.
Have you ever wondered how to get those
hardened steel ball plugs out of an oil passage?
Steve Schoeben shows us how to do it easily
and cleanly without damaging the cylinder head
or block. I sure wish I had read Steve’s article
back in the years I had my shop. It would have
saved a great deal of ruined parts and
headaches.
We at AERA wish all a prosperous 2012 and
hope you enjoy our new format.■
Prior to becoming president of AERA, John Goodman
was director of the Advanced Technology Center (ATC)
for Micromatic-Textron. The ATC focused on
manufacturing honing solutions and studies for OEM
engine manufacturers. Testing of traditional and unique
honing abrasive systems, coolants, fixtures, tools and
software were primary responsibilities of the ATC lab.
Regis offers all the popular sizes in General Purpose, Stellite, NickelChrome, Ruby and Final Finish for Black & Decker, Kwik-Way and Sioux.
New Magnum Valve Seat Wheels for Sioux grind and finish
heavy-duty or hard seats in just one step! Regis also carries drivers, stone
holders, pilots, coolants…everything you need to grind seats.
New Regis Magnum
Valve Seat Wheels
grind and finish
heavy-duty or
hard seats in just
one step!
Order 50 or more Regis Valve Seat Wheels (may be assorted), take 10% off.
CALL 1-800-527-7604
www.regismanufacturing.com
REGIS MFG. 1500 Corinth St, Dallas, TX 75215
800-527-7604 / 214-421-5171
Fax: 800-535-8414 / 214-565-1704
■
industry news
AERA welcomes
new members
ACTIVE
• Ateliers Auto Americaine,
Saint-Leonard PQ CANADA
• Blue Ridge Machine &
Motorsports LLC,
Harrisonburg, VA
• C & C Engine LLC,
Las Cruces, NM
• Ed’s Machine Shop,
Fort Worth, TX
• Flash Craft Inc,
Albuquerque, NM
• Givens Brothers Automotive
Machine, Charleston WV
• Hamiltons Industrial
Machine, Montego Bay,
St James JAMAICA
• Hanson Auto Machine LLC,
Albany, OR
• K.N.W. Diesel Inc,
Surrey BC CANADA
• Lems Pro Machine & Field
Service, Sturgis, SD
• Marks Automotive Machine
Shop, Whitewright, TX
• Metric Motors,
Centerville, UT
• Mothers Automotive
Machine, Fair Oaks, CA
• Motortechnology Moscow,
Moscow RUSSIA
• Napa Valleyfield,
Valleyfield PQ CANADA
• Precision Machine Service,
Huachucha City, AZ
• Progressive Machine,
Pasco WA
• Schmidt Machine,
Fairbury, NE
• TJ’s Job Shop,
Lewistown, PA
• Talleres PMIASA,
Guayaquil ECUADOR
• Thompson Engine,
St Petersburg, FL
• Tom McAlpin Farms &
Machine, Trezevant, TN
• Turnited CNC AB
Falun SWEDEN
• West Texas Industrial
Engines, San Angelo, TX
ASSOCIATE
• Allen Woods & Associates
Arlington Heights, IL
• llmor Engineering,
Plymouth, MI
• Neumann GmbH,
Heek GERMANY
MEMBERGETTER
• Eddie Browder,
Ed’s Automotive,
Abilene, TX
AERA Wearables
Now Available
AERA and Engine Professional
magazine (EP) now offer
wearables for the upcoming
year. Racing hats with the
AERA or EP logo are available,
along with camo hunting caps.
Black hoodies with an AERA
logo (tackle twill applicae or
embroidered left chest) are
being offered, along with black
t-shirts with either the AERA
or EP logo. See page 21 for
our complete selection.■
In memory of
George Anne Sotsky
George Anne Sotsky, 74, of
Louisville, KY, passed away
Tuesday, November 1 at her
home. A selfless person,
George Anne devoted her life
to her family and friends and
was a caregiver to many.
George Anne is survived by
her husband of 53 years, past
AERA Chairman George
Robert Sotsky, her children,
grandchildren, a sister, two
brothers, and numerous
nieces, nephews, cousins and
friends. Expressions of
sympathy may be made to the
Leukemia Lymphoma Society,
Kentucky Chapter, or to the
Baptist Hospital Foundation
Oncology Fund.■
Hastings appoints
Bob Kollar to CEO
and president
HASTINGS, MI – Hastings
Manufacturing Company, LLC,
a nearly 100-year-old global
manufacturer of piston rings,
announces the promotion of
Robert M. Kollar to Chief
calendar
Executive Officer and
President and Frederick A.
Cook Jr. to Chairman of the
Board.
Robert ‘Bob’ Kollar has
over 35 years of experience in
the engineered products arena
with six of those years at
Hastings Manufacturing
Company, LLC.
He has been Chief
Operating Officer since March
2011, leading the Company to
a record-breaking financial and
operational year. Prior to being
COO of Hastings, Kollar was
managing director of Thomson
Industries Inc. While at
Thomson, Bob’s Team won
the prestigious General Motors
Supplier of the Year Award
three years in a row.■
Mike Pulk retires
from Goodson; new
president named
WINONA, MN – Goodson
Tools & Supplies for Engine
Builders announced the
retirement of current president,
Mike Pulk on December 31,
2011.
Pulk joined Goodson in
1996 when he took on the
role of Senior Manager for
Operations. In 2008, he was
promoted to Company
President.
Pulk, an avid woodworker,
says he plans to keep himself
busy by building a canoe,
doing some fishing and
traveling with his wife, Karen.
On January 1, 2012,
Juan Roque took the helm
as president.
Roque started his career
with Goodson in 1992 as
manager of the company’s
customer service center in
Texas. He was transferred to
the main service center in
Winona, MN in 1998 where he
became senior manager for
purchasing. In 2008, he was
promoted to senior manager
for operations, a position he
has held to the present.■
FEBRUARY 25
TECH & SKILLS
CONFERENCE
Hosted by Sunnen & MAHLE
At Citrus Community College
Glendora, CA
MARCH 22-24
HOTROD &
RESTORATION SHOW
New Lucas Oil Stadium
Indianapolis, IN
www.hotrodshow.com
APRIL 20
TECH & SKILLS
CONFERENCE
Hosted by Joe Gibbs Racing
Charlotte, NC
MAY 19
TECH & SKILLS
CONFERENCE
Hosted by Liberty
At Liberty’s New England
Warehouse
Worchester, MA
JULY 19
TECH & SKILLS
CONFERENCE
Hosted by EPWI
Denver, CO
SEPTEMBER 27-29
TECH & SKILLS
CONFERENCE
Hosted by Rottler
Held in conjunction with the
Rottler Open House
Seattle, WA
SEPTEMBER 28-29
TECH & SKILLS
CONFERENCE
Hosted by Comp Cams
Memphis, TN
OCT. 30 – NOV. 2
SEMA SHOW
Las Vegas Convention Center
Las Vegas, NV
www.semashow.com
NOV. 29 – DEC. 1
PRI SHOW
Orange County
Convention Center
Orlando, FL
www.performanceracing.com
DECEMBER 6-8
IMIS SHOW
Indiana Convention Center
Indianapolis, IN
www.imis-indy.com
BY JOHN GOODMAN, AERA PRESIDENT
AERA Engine Building
and Machining
Certificate Program
With the absence of ASE machinist certification,
AERA felt it necessary to offer our industry an
alternative. Rather than a test to prove understanding, AERA has chosen to offer a comprehensive online training program leading to
diploma-quality certificates in Cylinder Heads
and Engine Machinist. Technicians who successfully earn either certificate will hold proof that
they have an elevated understanding of fundamentals of machining, measuring tools, shop
safety, fasteners, engine theory, engine diagnosis, engine disassembly, component cleaning,
inspection, crack detection and repair, component reconditioning and cylinder head and
block resurfacing.
This program is an online, self-paced course
with up to one year to complete. Gary Lewis’
book, “Automotive Machining & Engine
Repair,” will be included with the $150 registration fee. Everything a technician will need is
contained in the program with video clips and
supplemental readings at key locations within
the program. The book will be used as a syllabus when not online.
Benefit to the Technician: An AERA certificate
of completion means you have successfully finished a difficult program designed to teach and
test detailed skills and practices of an operating
engine machine shop. It elevates your status and
chances of hire with prospective employers
looking for qualified, teachable employees.
Benefit to the Shop Owner: Knowing that a
prospective employee holds an AERA certificate
of completion in Cylinder Heads and/or Engine
Machinist increases your likelihood of hiring a
productive and trainable shop technician. A
new hire with an AERA certificate improves
your chance of hiring and keeping qualified
shop personnel.
All interested in finding out more about this
exciting new certificate program, please call the
AERA office at 815-526-7600, extension 202 and ask
for Karen Tendering — or email [email protected].
Karen can answer all your questions and when
ready, register you to begin the program.■
Testimonials from
individuals who have
completed the program…
Joseph Wahrer,
Wapakoneta, Ohio —
“My friends call me ‘Mr.
Motorcycle’ because
motorcycles are my
passion. I am presently
employed at Allen
Correctional Institution, a
State Prison in Lima,
Ohio, where I teach ‘Power Equipment
Technology’. I have worked there for 23 years
and have 35 eager students that truly keep
me motivated with their genuine enthusiasm.
I signed up for the AERA Engine Building
and Machining Program to help keep me
current in the Industry. I had no idea I was
going to learn as much as I did. (AWESOME
PROGRAM!) I also received wonderful support
from AERA and the two certificates look like I
graduated from Ohio State! Thanks for the
great certificate program – AERA Rules!”
Tom Schoffner,
Chatsworth, CA —
“Aside from taking this
course I really don’t have
any formal training or
conventional vo-tech
classes under my belt.
I pulled my first
engine at 16 and started
working at a carburetor shop at 17. (I’m 47
now.) By the time I was about 21, I realized I
didn't have the patience to work on vehicles,
so I started working on the other side of the
counter!
In 1994, after years of managing auto parts
stores, I went to work for Conlee Engine
Rebuilders. I started working counter and after
about 5 years, became G.M.
In 2010, I began working for DNJ Engine
Components, Inc. where I work Tech Support
AERA
Certificate of
Completion
As of December 27, 2011,
65 people have enrolled in
the AERA online training
course for Cylinder Head and
Engine Machinist certifcates.
The following is a list of
those who have completed
both certificates.
• David Roland,
Macomb Community
College, Macomb, MI
• Jim Connor,
Automotive Training Center,
Warminster, PA
• Todd Riggs,
SRC of Lexington,
Lexington, KY
• Joe Wahrer,
Allen Correctional Institute,
Wapakoneta, OH
• Tom McCully,
Automotive Training Center,
Exton, PA
• Joe Holthof, AIS Engines,
Grand Rapids, MI
• Tom Shoffner,
DNJ Engine Components,
Chatsworth, CA
• Eric Bouchard,
AIS Engines,
Grand Rapids, MI
• Damian Mitchel,
AIS Engines,
Grand Rapids, MI
• Armando Guerrero Sr.,
Carquest of Surprise,
Surprise, AZ
• John Johnson,
Niagara College,
Welland, CANADA
• Kevin Hachkowski,
Niagara College,
Welland, CANADA
with a team of professionals dedicated to providing the
most up to date and reliable engine rebuilding products
on the market.
The AERA online training course is definitely one that
has, and will, assist me in giving my customers the
answers they expect me to know when it comes down to
why something is not working properly — whether it's
because of technician, machining, or a component
problem.”
Armando Guerrero, Sr.,
Surprise, Arizona —
“In 1978, I began to study in the
automotive field. As I began to work
more and more on cars, I became a
regular at the auto parts store
(Kolomokee Auto Parts). This auto
parts store also had a machine
shop, so whenever I needed to
rebuild an engine or heads, I had it done there. I
developed a friendship with the owner, Mr. Robert
Morrison, who eventually helped me get a job working in
the machine shop. I worked there for about 14 years until
they closed their doors.
In 1994, I began to work for Car Quest auto parts
where I am the machine shop manager. I registered at
ASE where I was fully certified in December of 2005 by
ASE in gasoline engine cylinder head specialist and in
diesel cylinder head specialist. I did not want to stop
there, so I decided to take another step and have been
able to achieve my certificates in Cylinder Head and
Engine Machinist through AERA.”
Jim Connor,
Warminster, Pennsylvania —
“I have been teaching for over 15
years, 12 of them at the Automotive
Training Center in Warminster, PA. I
have an AAS in Automotive
Technology and am certified as both
an ASE Master Tech and Master
Machinist. When ASE discontinued
the machinist certification, I was glad to see AERA
stepped up with this comprehensive and much more indepth machinist certification program.”
David Roland, a professor of Automotive Technology
at Macomb Community College in Macomb, Michigan,
was the first to complete the AERA online training course
for Cylinder Head and Engine Machinist certificates.
These gentlemen lead the way for many other
dedicated engine machinists interested in proving what
they know. If interested in adding to your resume of engine
experience, contact AERA at 815-526-7600, extension
202 and ask for Karen Tendering — or email
[email protected]. Karen can answer all your questions
and when ready, register you to begin the program.■
Sample rotating assembly mock-up,
courtesy Lunati.
Rotating Assemblies
BY MIKE MAVRIGIAN
PHOTOS BY MIKE MAVRIGIAN UNLESS OTHERWISE NOTED
An engine’s rotating assembly obviously
includes the crankshaft, connecting rods,
pistons and pins, piston rings, rod
bearings and main bearings (as well as
damper and flywheel/flexplate in the case
of externally-balanced setups). While
many engine builders prefer to design
their engines using specific components
(brands and versions of components with
which they’ve had previous success, etc.),
the option of purchasing a rotating
assembly “kit” offers a time savings, as
well as potential cost savings.
A pre-packaged rotating assembly
(available from a variety of aftermarket
crank and rod manufacturers) provides a
level of convenience by offering a system
that has been pre-determined to suit
specific goals, in terms of engine
displacement and compression ratio. Want
to build a 347 stroker Ford starting with a
302 block? Naturally, you’ll need a
3.400” stroker crank and 5.400” rods,
along with the appropriate piston CD to
accommodate your block deck height
requirement. A pre-designed system will
include the necessary crank stroke, borediameter-appropriate pistons, required rod
length, as well as suitable rings for the
included pistons, and main & rod
bearings for the application (simply
specify stock or suitable undersize). As far
as compression is concerned, the rotating
assembly supplier will provide a reference
chart which easily allows you to match-up
the pistons to the head that you plan to
use in order to obtain your desired
squeeze ratio. If you’re not picky about
brand of pistons, rings and bearings,
you’re able to obtain the assembly that
you want by ordering a single part
number, as opposed to flipping through
catalog pages or perusing numerous
websites.
In addition, suppliers offer in-house
balancing services. Depending on the
individual supplier, the specific rotating
assembly and the price level, precision
balancing will either be already included
in the assembly price or available as an
option. Again, this is yet another
advantage, if for no other reason than to
save time at your end. The goal of a prepackaged rotating assembly is to provide
convenience, essentially to produce a
“plug n’ play” bottom-end.
Depending on the specific rotating
assembly part number, you’ll be able to
customize your kit according to your
wishes (cast, forged or billet crank, forged
or billet rods, I-beam or H-beam rods,
hypereutectic or forged pistons, style of
rings, style/performance level of bearings,
etc.). Most rotating assembly suppliers
understand that builders require certain
choices, and offer variant levels of their
systems accordingly. Basically, you decide
displacement, compression ratio and level
of component “strength” (race or street),
and the supplier handles the details for
you.
READILY-AVAILABLE
ROTATING ASSEMBLIES
• CALLIES PERFORMANCE
PRODUCTS
www.callies.com
☎ 419-435-2711
(LS, Chevy SB & BB, SB Ford,
Mopar)
• CROWER
www.crower.com
☎ 619-661-6477
(SB & BB Chevy, Ford, Mopar,
Honda/Acura)
• EAGLE SPECIALTY PRODUCTS
Example of a Chevy LS rotating assembly. Notice the already-installed reluctor wheel.
(Photo courtesy Scat.)
www.eaglerod.com
☎ 662-796-7373
(Chevy SB & BB, LS, Ford, Mopar,
Honda, Mitsubishi, Pontiac)
• LUNATI
PROS AND CONS
PROS: A rotating assembly “kit” provides a
matched system without the need to
purchase individual parts. This saves both
time and money.
CONS: If a builder prefers to create his own
system by cherry-picking specific
brands/models of components, and/or
prefers to use his own design ideas (re: rod
length, piston CD, ring spacing, bearing
clearances, piston dome design, etc.),
buying a complete pre-packaged system
simply doesn’t make sense.
POPULAR STROKER
COMBINATIONS
While a pro engine builder (especially one
who builds competition engines) may
likely opt to piece his own system together,
the ready-availability of pre-packaged
rotating assembly combinations make it
easy to obtain the customer’s desired
displacement and compression package by
simply ordering a single part number.
Especially in the area of stroker builds, the
aftermarket performance crankshaft
makers make this easy.
While a wide variety of combos can be
had (either by purchasing individual
components or by ordering a precoordinated rotating assembly), following
is a sample list of available stroker
packages, which will include the
crankshaft, connecting rods, pistons and
pins, rings, rod bearings and main
bearings. This list is courtesy of Ohio
Crankshaft, but similar packages are
available from most crankshaft
manufacturers. Note that additional
stroker/displacement combos not listed
here are also available from other
suppliers)
• SMALL-BLOCK CHEVY
434, 421, 377, 383, 408, 434, 428, 421, 447
• BIG-BLOCK CHEVY
509-540, 555-565, 496, 605, 620, 572, 582,
588, 598, 632, 698, 706
• GM LS
403 – 416
• SMALL-BLOCK FORD
302 - 347, 351w – 408, 302 – 331
• BIG-BLOCK FORD
514, 533, 545, 557
• PONTIAC (400/455)
463, 468, 501
• MOPAR
360 – 428, 360 – 408, 440 – 500, 440 – 511,
440 – 493, 440 – 541, 440 – 572, 426 – 472
www.lunatipower.com
☎ 662-892-1500
(Chevy SB & BB, LS)
• OHIO CRANKSHAFT
www.ohiocrank.com
☎ 800-333-7113
(Chevy SB & BB, LS, Ford, Mopar
and Pontiac)
• SCAT ENTERPRISES
www.scatcrankshafts.com
☎ 310-370-5501
(Chevy SB & BB, LS, Ford, Mopar,
Pontiac, Honda)
• WISECO
www.wiseco.com
☎ 800-321-1364
(Wiseco pistons with K1 cranks and
rods for Chevy SB & BB, LS, Ford
SB, Mopar, Honda, Hyundai,
Mitsubishi, Nissan, Subaru)
ROTATING ASSEMBLIES
BY MIKE MAVRIGIAN
Of course, even if a particular
stroke/bore/rod/piston combo isn’t listed as
a package, most makers can create a
rotating assembly package for a specific set
of requirements.
Crankshaft makers who offer complete
rotating assemblies naturally feature their
crankshaft in a rotating assembly kit. If
that maker also manufactures connecting
rods, naturally their rods will be included
(choices in cranks and rods are common,
between cast and forged cranks, forged or
billet I-beam or H-beam rods, etc.). As
part of the “kit,” the crank maker will
include pistons, rings and bearings of
various brands (they may offer choices of
brands). For example, pistons of choice
might include Mahle, JE, SRP, KB, Wiseco,
Arias, Carrillo, Diamond, CP, Ross, Probe,
etc. Bearings might be from Mahle Clevite,
Federal Mogul, King, etc., while rings may
be sourced from Mahle Clevite, Total Seal,
PBM, Federal Mogul, Hastings, etc. many
assembly suppliers offer a choice of
specific component brands. The use of
specific pistons, rings and bearings might
be based on either performance or pricing
factors, depending on the level or intended
application. In any case, the quality
aftermarket crank makers take advantage
of the highest quality in terms of
completing their rotating assemblies. In
other words, if you stick with the leading
suppliers of rotating assemblies, you’re not
gonna get stuck with junk pieces.
Whether purchased as a set of
pistons or as part of a rotating
assembly package, some piston
manufacturers include
appropriate rings packages (as
well as oil ring support rails
where needed and pin locks
where needed).
RIGHT: Always measure piston
skirt diameter at the location
specified by the piston maker.
BELOW: Piston CD (compression
distance) is measured from the
pin bore centerline to the flat
quench surface of the piston.
(illustration courtesy Lunati)
PRICE COMPARISON
EXAMPLES
What’s the approximate cost difference, if
any, between buying a rotating assembly
kit as opposed to piecing-together a system
using the same/similar components? We
wondered that as well, so I took a look at
one of the big box parts discounters
websites (using their pricing merely as a
representative example). Merely for the
sake of illustration, I chose three popular
systems — one for the 383 stroker Chevy
small-block, one for the 347 stroker Ford
small-block and one for the 408 SBC.
Again, just for the sake of providing
examples, I referred to one of Eagle’s
rotating assembly for the Chevy, one of
Scat’s rotating assembly for the Ford and
one of Callies assemblies for the 408. Note
that the first two examples include
packages that feature cast cranks. Both
Scat and Eagle, for example, offer cast and
forged cranks, as well as hyper and forged
pistons, with prices varying depending on
selected components.
Depending on final
block deck height
and desired
stroke/rod length
combination, the
piston’s pin bore
may be located
higher, intersecting
with the oil ring
groove. A support
rail is required at
the bottom land to
prevent oil rail
distortion.
ONE supplier for any valvetrain need
ONE source of the finest technologies for
any engine, stock or performance
ONE
ON
NE manufacturer dedicated to your success
Valves
Rockers
Timing Sets
Camshafts
Valve Springs
Push Rods
Lifters
ZZZHOJLQLQGFRP
VDOHV#HOJLQLQGFRP
(OJLQ,QGXVWULHV$OOULJKWVUHVHUYHG
ROTATING ASSEMBLIES
BY MIKE MAVRIGIAN
SMALL-BLOCK CHEVY 383
An Eagle rotating assembly for a smallblock Chevy 383 was offered at $838.95.
This kit included a cast 3.75” stroke
crank, 4.030” hypereutectic pistons, Eagle
I-beam 5.700” rods, plasma moly rings,
main and rod bearings, and a damper and
flexplate. The brand of pistons, rings,
bearings, damper and flexplate wasn’t
listed, so I made my best guesses with
regards to those components. Piecing the
kit together, purchasing all items
individually, I came up with a total of
$996.95, a savings of about $158.00.
Big box parts discounter prices per item:
Eagle cast crankshaft
$165.95
Eagle I-beam forged rods
228.95
Speed Pro hyper 4.030” pistons
127.60
Speed Pro rings
38.95
Clevite H-series main bearings
89.95
Clevite H-series rod bearings
71.60
TCI flexplate
93.95
Damper
180.00
Total
$996.95*
Rotating assembly price
Savings by buying kit
Whether your rotating assembly
is purchased piece-meal or as a
kit, organize all components
(per intended cylinder location),
recording the dimensions and
clearances for each rod, piston,
pin and bearing set.
Naturally, connecting rod length
is specified from bore centers.
When measuring, the cap bolts
should be fully tightened to your
intended final specification
(whether you plan to use torque
or monitor rod bolt stretch).
(Illustration courtesy Lunati.)
$838.95
$158.00*
SMALL-BLOCK FORD (302 STROKED TO 347)
One big box parts discounter offers a Scat
rotating assembly for a 347 Ford that
includes a Scat cast 3.400” stroke, Scat
forged 5.400” rods, 4.030” flat-top forged
pistons, plasmamoly rings, main bearings
and rod bearings. The package sells for
$872.95. Without knowing the brands of
pistons, rings and bearings, I approximated
using Speed Pro forged pistons, Speed Pro
rings and Clevite H-Series bearings. When I
added individual pieces together (again,
citing one of the big box parts disounter
prices as reference), I obtained a total of
$1,128.00. Using these examples, that
represents a savings of about $255.05
when buying the kit as opposed to buying
parts separately.
Depending on the specific
rotating assembly ordered,
you usually have a choice
of either I-beam or H-beam
connecting rods.
The breakdown is as follows:
Scat cast crankshaft (3.400” stroke)
$242.95
Scat forged rods (5.400”)
257.95
Speed Pro forged flat-top pistons (4.030”) 319.60
Speed Pro plasmamoly rings
111.95
Clevite H-Series main bearings
99.95
Clevite H-Series rod bearings
95.60
Total
$1,128.00*
$872.95
$255.05*
Stroke length can be measured from the piston
top to the block deck, with the crank rod pin
placed at BDC (bottom dead center).
When determining your stroke package (crank
stroke/rod length and piston CD), you must first know
what your finished block deck height will be.
Digital Diamond
(DDP) ttechnology:
e c h n o lo g y :
Diamond Profiled
Profiled™ (DDP)
Digital
Digital-actuated
diamond
turning
D
igital-ac tuated d
iamond tu
rning process
process
produces
profiles
p
roduces precision
precision sskirt
k ir t p
rofiles
Fully machined
c h in e d
crowns
Precision-machined
- m a c h in e d
pin bores
Next
N
ext gen
gen D
DUROSHIELD
UROSHIELD® ccoating
o a t in g
Thermal
T
herm
mal Arching
Arching Compensation
Compensation™ ((TAC)
TAC)
oove g
eometr y
ring
ring gr
groove
geometry
©2011 Federal- Mogul Corporation. All right s reser ved.
CLASSIC
INNOVATI
AT
TIONS.
Digital Diamond Profiled™
pistons incorporate dozens
of advanced engineering and
machining features, including
highly precise, diamondmachined skir t profiles. Piston
skir ts are fur ther protec ted
by the nex t- generation
DUROSHIELD® moly- graphite
coating, which significantly
reduces fric tion, noise, vibration
and harshness across the entire
RPM range.
In addition, these pistons are
e n g in e e r e d w i t h T h e r m al
Arching Compensation™ ( TAC).
TAC utilizes uptilted ring grooves
to of fset thermal “arching”
distor tion. Uptilt squares the
ring face to the c ylinder for
reduced oil consumption,
b l ow - b y a n d e m i s s i o n s ,
and ex tended engine life.
sealedpowerpistons.com
ROTATING ASSEMBLIES
BY MIKE MAVRIGIAN
CHEVY 408
One big box parts discounter lists a Callies
rotating assembly for a 408 Chevy at
$2,460.00, which includes a Callies forged
crank, Callies forged Compstar H-beam
rods, forged pistons, plasmamoly rings and
main & rod bearings. Note that, according
to Callies’ website, each rotating assembly
also includes precision balancing, so we
can also factor in that cost as well.
Callies forged crank (4.000” stroke)
Callies Compstar rods
JE forged pistons (4.030”)
Total Seal rings
Clevite main bearings
Clevite rod bearings
Estimated balancing cost value
Total
$931.00
662.00
819.00
115.95
178.00
150.00
200.00
$3,055.95
$2,460.00
$595.95
* Disclaimer: Granted, without knowing
exactly which brands and part numbers of
rings, pistons, bearings, damper and
flexplate that the rotating assemblies
include in the above examples, the prices
of individual parts and the resulting
savings differentials may not be accurate.
However, the sample comparisons still
make it clear that purchasing a prepackaged rotating assembly should
represent some degree of savings as
compared to piecing the system together.
COMPRESSION RATIO
CALCULATOR
Rather than take space here to list a host
of formulas, a very handy and easy to use
calculator is available on Diamond
Racing’s website. Simply plug in your
numbers (deck height, stroke, bore
diameter, gasket thickness, rod length,
piston volume, chamber volume, etc.), and
this calculator does the work for you in a
heartbeat. This is a very handy reference
to help you to make decisions relative to
piston volume, gasket thickness, piston
CD, etc., to help you to tune-in your
desired compression ratio. Yes, some may
view this as a form of cheating (it does the
math for you), but it’s darned handy. Just
go to www.diamondracing.net/tools. Once
you start to play with this calculator, you’ll
be hooked.
CALCULATION FORMULAS
• ENGINE DISPLACEMENT
Engine displacement = bore x bore x stroke x 0.7854 x number of cylinders
Example: Cylinder bore diameter = 4.000”
Stroke length = 3.480”
No. of cylinders = 8
4.000 x 4.000 x 3.480 x 0.7854 x 8 = 349.8586 cubic inches
• STROKE LENGTH
Stroke length = displacement / (bore x bore x 0.7854 x no. of cylinders)
Example: Engine displacement = 350 CID
Cylinder bore diameter = 4.000
No. of cylinders = 8
349.8486 / (4.000 x 4.000 x 0.7854 x 8)
Stroke length = 3.480”
• CYLINDER BORE DIAMETER
Cylinder bore diameter = square root of [engine displacement /
(stroke x 0.7854 x no. cyls)]
Example: Engine displacement = 350 CID
Stroke length = 3.480
No. of cyls = 8
Square root of [349.8486 / (3.480 x 0.7854 x 8)]
Cylinder bore diameter = 4.000”
ABOVE:
Calculation
formulas,
courtesy of
Lunati.
RIGHT:
Compression
Ratio Calculator
on Diamond
Racing’s website.
This is a very
handy tool to help
you make
decisions relative
to piston volume,
gasket thickness,
piston CD, etc.
Once you start to
play with this
calculator, you’ll
be hooked.
ROTATING ASSEMBLIES
BY MIKE MAVRIGIAN
Whenever
dealing with an
increased
stroke, always
test-assembly
to check for
clearance
issues between
the block and
rod big ends,
block and rod
bolt heads, rod
to camshaft
and
counterweight
to block.
In this build,
rod big ends
cleared by a
mere 0.002”.
After checking,
material was
relieved from
the block at
these locations
to achieve a
healthier
0.080”
clearance.
Regardless of
the brand/
quality of the
crankshaft,
never assume
anything.
Always
measure each
main and rod
journal for
diameter,
runout and
taper.
Here the rod bolt
heads almost kissed
the bottom of the
bores, so a mild
relief was ground for
adequate clearance.
ROD RATIO…
SOMETHING TO CONSIDER
Connecting rod ratio refers to the length of
the rod in relation to crankshaft stroke.
Rod ratio is determined by simply dividing
rod length by crankshaft stroke. For
example, a rod length of 6.700” mated to
a crankshaft stroke of 4.500” will result in
a rod ratio of 1.488:1 (6.700 divided by
4.500).
Rod ratio directly affects piston sideloading due to the maximum operating
angle of the rod. As rod ratio is lowered
(moving to a shorter rod with a given
stroke, for example), the angle of the rod
relative to the cylinder bore increases,
which results in potentially increased
piston skirt wear, increased friction (skirt
and rings to cylinder wall) and resulting
increase in heat. Basically, as rod ratio
decreases, the rod (at its maximum angle)
is trying to push the piston through the
cylinder wall (“side loading”) in addition
to moving the piston up/down. Obviously,
if side-loading is excessive, this not only
poses a threat to component longevity but
also results in a horsepower loss due to the
increase in frictional drag (as well as a
potential change in bore geometry due to
both frictional drag and elevated heat,
which can affect ring sealing). Due to
modern boring/honing technology (where
cylinder bores are machined with greater
concentricity) and modern piston design
(stronger designs along with frictionreducing skirt coatings) reduces the
potential for increased wear and drag, but
we still need to consider rod ratio in order
to maximize durability and power for a
given engine application.
Side-loading increases as the rod ratio
decreases, and the effect of side-loading
decreases as rod ratio increases. Rod ratio
should be considered when choosing rod
length and stroke combinations.
According to Eagle, a rule of thumb is
to stay above 1.45 or so for a street engine
with modern pistons and boring
technology. It is generally accepted that
past 1.72:1 you won’t realize any
significant gains (diminishing returns). The
improvement from 1.40 to 1.50 is
significant, but going from 1.75 to 1.85
won’t have much affect.
Following are a few examples of rod ratio in
specific setups (courtesy Eagle):
• Ford 302 (5.090” rod / 3.000” stroke) =
1.70 rod ratio
• Ford 351W (5.956” rod / 3.500” stroke) =
1.70 rod ratio
• Ford 460 (6.605” rod / 3.850” stroke) =
1.72 rod ratio
• Chevy 350 (5.700” rod / 3.480” stroke) =
1.64 rod ratio
• Chevy 400 (5.565” rod / 3.750” stroke) =
1.48 rod ratio
• Chevy 454 (6.135” rod / 4.000” stroke) =
1.53 rod ratio
• Chrysler 440 (6.760” rod / 3.750” stroke) =
1.81 rod ratio
To avoid side-loading issues, many
builders simply take the approach of using
the longest rods that will fit with a given
combination. The most popular range
seems to be within 1.48 to 1.72. Stroker
engines will typically feature a lower rod
ratio.
ROTATING ASSEMBLIES
BY MIKE MAVRIGIAN
DIMENSIONAL FACTORS
TO CONSIDER
When choosing a complete rotating
assembly, naturally one of the critical
elements deals with dimensions in terms of
making the reciprocating movement of the
assembly fit the block in question. A nice
feature of a pre-designed rotating assembly
is that the supplier has already determined
which stroke variations will fit a particular
OE-design block (yes, some clearancing
may be needed, but it’s do-able).
• Block deck height: Distance from the
main bore centerline to the cylinder
head deck surface. Note: We need to
consider the finished block deck height,
not a theoretical OEM or otherwise
assumed deck height.
• Crankshaft stroke: The published stroke
distance represents the crank’s total
stroke (distance from the rod journal
centerline at bottom-dead-center (BDC)
to the rod journal centerline at topdead-center (TDC)). For purposes of
configuring connecting rod length and
piston compression distance, you’ll only
factor-in one-half of the published crank
stroke….the distance from crank
centerline to rod journal centerline with
the rod pin at the top of its stroke
(TDC).
• Connecting rod length: Distance from the
rod’s big-end bore centerline to the
small-end bore centerline.
• Piston compression distance (CD): This
refers to the distance from the wrist pin
bore centerline to the “flat” of the
piston dome/deck.
Example: In order to achieve a “zero
deck” (where the piston deck meets and is
flush with the block’s deck), we need to
determine crank stroke, rod length and
piston CD dimensions that will add-up to
equal the block’s deck height with the
piston at TDC.
½-crank stroke + rod length +
piston CD = block deck height.
For example, if we’re dealing with a
block deck height of 10.210”, and
assuming we want zero-deck, the distance
from the centerline of the crank’s rod
journal (when at TDC), the rod length and
piston CD must equal the block deck
height. In this example, using a crank
stroke of 4.500”, a rod length of 6.700”
and a piston CD of 1.260” will result in a
Naturally, any crankshaft should be fit-checked in the block, but this is especially critical
if the crank stroke has been increased.
zero deck. Note that one-half of the crank
stroke is 2.250”.
½-Stroke 2.250 + rod length 6.700 +
piston CD 1.260 = 10.210”
Let’s say that we prefer that the piston
at TDC is located 0.015” below deck.
Using the above example, we could reduce
piston CD from 1.260” to 1.245” (by
ordering a custom piston). By the same
token, if we wanted the piston to
protrude, say, 0.010” above deck, we
would increase piston CD to 1.270”.
BALANCING
The need for crankshaft balancing should
be obvious. After all, you wouldn’t want
to run a fresh set of tires on a vehicle
without first having the tire/wheel
assemblies balanced. An out-of-balance
condition would result in radial imbalance
due to uneven centrifugal forces
(vibrations/harmonic changes, etc.). Why
would we risk an imbalance condition in
an expensive engine assembly? A proper
balancing correction eliminates unwanted
stresses and harmonics, which helps to
optimize engine longevity and horsepower.
Eliminating this easily-correctable parasitic
influence simply makes sense, even in a
street build.
One annoying aspect is worthy of
mention here. All too often, uninformed
consumers confuse the terms “balancing”
with “blueprinting.” It’s very common for
a novice to boast that his engine has been
“balanced and blueprinted,” when in fact
a blueprinting has not been performed.
The work involved in blueprinting an
engine (optimizing every aspect of the
build, in terms of clearances, dimensions,
airflow, chamber volumes, etc.) adds
mega-dollars to the build and realistically
is only justifiable in all-out competition
engines where every fraction of
horsepower and optimized engine
durability is absolutely critical. In other
words, if a crank/rotating assembly has
been balanced, that does not mean that the
engine has been blueprinted.
Whether we decide to zero-balance,
under-balance or over-balance (we’ll
address these issues later in this article),
AERA and
Engine
Professional
Clothing
T-SHIRTS
Black, 100% cotton.
Screenprinted with either
the AERA logo or the
Engine Professional (EP) logo.
S, M, L XL – $11.95
2XL, 3XL – $16.95
• AERA T-shirt: 10141004
• EP T-shirt: 101410014EP
RACING CAPS
Black adjustable cap with racing
flame embroidered detail and
logo. $19.95
• AERA Logo Cap: 10131001
• EP Logo Cap: 10131001EP
HOODIES
Black pullover sweatshirt
(70% cotton/30% poly).
S, M, L XL, 2XL, 3XL.
• AERA tackle twill logo on
front with embroidered
EP logo on sleeve:
10141001TT
S, M, L, XL – $59.95
2XL, 3XL – $64.95
• AERA left chest logo with
embroidered EP logo
on sleeve: 10141001
S, M, L, XL – $42.95
2XL, 3XL – $47.95
CAMO CAPS
Camo print adjustable cap with
embroidered logo. $19.95
• AERA Camo Cap: 10131002
• EP Camo Cap: 10131002EP
AERA – Engine Builders Association
Crystal Lake, IL 60014 U.S.A.
toll-free 888-326-2372 / 815-526-7600
fax 888-329-2372 / 815-526-7601
www.aera.org • email: [email protected]
ROTATING ASSEMBLIES
BY MIKE MAVRIGIAN
the reciprocating components must be
weight-matched. All piston and pin
combinations must be of equal weight. All
connecting rod big ends must match, all
rod small ends must match, all total-rod
weights must match, all rod bearings must
match and all ring packages must match.
In the “old days,” a set of pistons may
vary in weight by as much as 5-8 grams or
so, requiring the balance technician to
weigh all pistons, determining which
piston is the lightest. All remaining pistons
must then be weight-relieved (by removing
material from the pin boss areas) in order
to achieve a set of weight-matched slugs.
With today’s casting and forging
technology, coupled with CNC machining,
it is very rare to find the need to weightcorrect any pistons made by any of the
high-quality performance aftermarket
piston manufacturers. The same holds true
for connecting rods, where all big ends
must weigh the same, all small ends must
weigh the same and total weights must be
equal.
When checking for equal/matched
component weights, staying within about
0.5g (piston to piston, or rod-to-rod) is
acceptable.
Again, due to close-tolerance
manufacturing techniques used by today’s
performance aftermarket rod makers, it is
very unlikely that you’ll need to perform
any weight corrections to a set of rods.
Nonetheless, you should never assume
anything, even when using the highest
quality components. It’s good basic
practice to weigh each piston and each
rod, if for no other reason than to obtain
peace of mind and to create a detailed
record of the build.
INTERNAL vs
EXTERNAL BALANCE
Internal balancing relies on the crankshaft
counterweights alone to handle the
reciprocating mass of the rods, rod
bearings, pistons/pins and rings (as well as
anticipated clinging oil weight). External
balance feature additional counterweights
on the damper and flywheel to provide
assistance to the crankshaft
counterweights. Certain engines, largely
due to limited room inside the engine
block that may not be able to
accommodate large-enough crank
counterweights, must be assisted by the
damper and flywheel (i.e. external weight)
in order to achieve crank balance. Based
on limitations of the room inside the
block, this is true for some builds that
feature longer strokes and larger bore
diameters.
With an internal balancing job, the
damper and flywheel are not considered
(here we simply use zero-balanced damper
and flywheel). With an external balance,
the damper and flywheel must be attached
to the crankshaft during the crankshaft
spin balance check.
Internal balancing is always preferred,
if you can get away with it. If the crank
counterweights are too light, you can
always drill and add tungsten (heavy
metal, which is about 1.5 times heavier
The Best Tools & Supplies for Crankshaft Work ...
Recycle your
The finest abrasive formulas
grinding wheels!
for cranks and cams
--"0-, 01-!)0 14- / 0'3# %/ "#0 $-/ !/ ,)0& $1
%/',"',% ," 14- / 0'3# %/ "#0 $-/ ! + %/',"',%
!& -,# '0 $-/+2* 1#" 1- %'3# 1&# #01 .#/$-/+ ,!#
.-00' *#
&--0# $/-+ 2.#/'-/ / "#
%/'1 -/ /#+'2+
/ "#
%/'1
/ "# !210 !--*#/ ,"
,##"0 *#00 "/#00',% 0# '1 -, (-2/, *0 4'1& -!)4#**
& /",#00 -$
! -/ *#00 /# 1 $-/ &'%& .#/$-/+ ,!#
%/ "# '0 '"# * $-/ & /" + 1#/' *0 0 %/ ',0
5'#*" $ 01#/ 0# -, (-2/, *0 -$
-/ &'%&#/ -!)4#**
& /",#00 "# * $-/ "'#0#* ',"201/' * &'%& .#/$-/+ ,!# ," '**#1 01##*
2/ ./#+'2+ 4&##*0 /# '"# * $-/ &'%& .#/$-/+ ,!# ! +0& $10 -$
1#**'1# 3#/* 50 &--0# $/-+ 1 ," /"
+ /',"',% &##*0
'*'!-,
/ '"#
+ /',"',% &##*0
%/'1
** !/ ,) ," ! + 4&##*0 /# + "# 1- -/"#/
,!# 1#01 '1 ," "#*'3#/ '1 1- 5-2/ "--/
# 1 )#
1%/'1
! ," $-/
," /##,
* ,) 0'6# '1 0& .# '1
*
--"0-, ! , /#0'6# 5-2/ 0.#,1 !/ ,)
," ! + 4&##*0 0- 5-2 ! , 20# 1&#+
$-/ ,-1&#/ ..*'! 1'-,
170 # 05
170 $ 01
170 #!-,-+'! *
170 %--" $-/ 1&# .* ,#1
170 %--" $-/ 5-2/ 20',#00
**
1-" 5 $-/ +-/#
',$-/+ 1'-,
Don’t forget ...
' +-," /#00#/0
/",#00 #01#/
!&',',%
*-!)0
1# "5 #01 &-#0
"'20
2%#
-*'0&',% #*10
+ # /',% --*0
# /',% !/ .#/
/',"',% --* ,1
1/-)# &#!)#/
##,',% --*0
# 35 #1 *
* 01'% %#
-/# /20&#0
#%/## &##*
Ask about our Patented Reluctor Ring Jig!
www.goodson.com • 1-800-533-8010
1
Each piston is
weighed and
recorded (wither
with pin or
without). If
without pin, each
pin must be
weighed
separately.
5
Fully assembled
bobweight
system. Notice
that each
adjacent
bobweight is
positioned 90degrees apart.
9
Each connecting
rod is weighed
and recorded at
the big end as
shown here. A
rod base rest is
placed onto the
scale, followed by
taring (zeroing)
the scale to
ignore the mount
weight.
3
When installing
each bobweight,
the bobweight
should be centered
fore/aft on the rod
journal. Here an
aluminum spacer
plate is
temporarily
inserted on one
side (sandwiching
the spacer
between the cheek
and bobweight).
7
Here Scott
Gressman of
Gressman
Powersports
(Fremont, OH)
drills the front
counterweight to
remove material.
2
Once the
bobweight card is
completed,
bobweights are
assembled and
installed to the
crank rod pins.
Each bobweight
must be
positioned 90degrees to the rod
journal (weights
on either side of
the rod pin).
6
After spinning the crank
to perform the first
balance check, a chart
(supplied with balancing
machine, or featured in
the software of a
computerized balancer)
informs you of required
weight removal or
addition, as well as
placement, hole diameter
and hole depth.
10
After weighing all
rod big ends,
each small end is
weighed and
recorded. Again,
for the small-end
weighing, the
mount is tared
before weighing
all small ends.
The rod needs to
be positioned as
level as possible
when weighing
big or small ends.
4
Be sure to fully
tighten the
bobweights to
avoid movement
of the bobweight
assembly.
8
If heavy metal (tungsten alloy) is to be
added, it’s preferred to drill the
counterweight horizontally, to prevent
the weight slug from spitting out. Note in
this example that the rear counterweight
has drilled through in order to gain
access to the required weight-addition
hole. The crank is then spun again to
check and to correct for the weight
removal from the first hole. Note that this
crank has also been shaved on a lathe to
remove material from the counterweight
faces, to bring the balance weight goal
closer to correction, as opposed to
drilling additional holes in the weights.
ROTATING ASSEMBLIES
BY MIKE MAVRIGIAN
than lead), although this adds to the
expense of the balance job, due to the high
cost of heavy metal slugs, which can easily
add $100 to $200 or more to the balance
job). By maintaining the necessary
counterweight closer to the crank
centerline and within the confines of the
block, you place less strain on the
crankshaft. External counterweights apply
more dynamic force at the ends of the
crank, potentially inducing more crank
deflection. For mild street applications, it
really doesn’t matter, but for high-stress
applications, internal is always a better
way to go. This is especially true if you’re
running a blower, where more stress will
be applied to the crank snout. The less
weight you have hanging out on the snout
(weighted balancer as compared to a
harmonic damper or pulley hub), the
better.
By the way, when adding heavy metal
slugs, while these may be placed on the
outer face of the crank counterweights
(90-degrees to the crank centerline), a
preferred placement is through the
counterweights (fore/aft), placing the
drilling and weight parallel to the
centerline. This eliminates the possibility of
slinging the weights out during crank
rotation.
higher rpms. The engine may idle a bit
rough, but will smooth out at a target high
engine speed. Several builders I spoke with
told me that “this is something that you
can try…if it works out for you, great. If it
doesn’t, at least you learned something.”■
OVER-BALANCING
While achieving a “zero” balance is the
common goal, some builders prefer to
intentionally over-balance. This means that
you’re allowing a bit more weight on the
crank counterweights than needed for zero
balance. This theoretically moves the ideal
balance point further out on the rpm scale
(smoothes out more at higher rpm). For
instance, instead of balancing a V8 crank
at 50%, the crank is overbalanced by a
few (for example 1 to 3 percentage points),
51 to 53%. This is done by making the
balancing bobweights 1 to 3 percentage
heavier when spin-balancing the crank.
The theory is that you’re trying to
compensate for higher dynamic forces (in
addition to static weight) that occur at
Mike Mavrigian has written thousands of technical
articles over the past 30 years for a variety of
automotive publications. In addition, Mike has written
many books for HP Books. Contact him at Birchwood
Automotive Group, Creston, OH. Call (330) 435-6347
or e-mail: [email protected].
Website: www.birchwoodautomotive.com.
Keep shop
layout simple
Unless you have a large
facility that can justify using
some type of electronic
drawing program, ¼" to the
foot squares on paper with
cardboard cutouts made to
scale is the best way to
create a layout.
BY LYLE HALEY
A major part of any re-organizing,
expanding or setting up a new machine
shop is planning the floor layout.
The KISS principal (Keep It Simple
Stupid) should be taken seriously by about
95% of shops. Unless you have a large
facility that can justify using some type of
electronic drawing program, ¼" to the
foot squares on paper with cardboard
cutouts made to scale is the best way to
create a layout.
Graph paper with ¼" to the foot
squares has always been available at office
supply stores, but you can print the same
squares on paper using Microsoft Excel.
Look for the Excel template under “Graph
Paper – Medium Rule”. Using the ¼"
squares makes it easy to lay out most
shops on a standard 8 ½ x 11 or even
legal size paper. If your shop is larger, you
can tape any amount of paper together to
come up with the size or shape you need.
What seems to be one of the most
complicated steps to get started is to
accurately measure the shop floor area.
Use a long tape measure (50 ft. or more)
to eliminate errors in adding up inch
measurements. Keep your drawing simple,
but pay attention to the precise location of
doors, windows, electrical boxes and
outlets, compressed air outlets, drains etc.
If there are hoists in place, their travel
needs to be shown in the drawing.
Use a soft lead pencil to draw on the
graph paper so mistakes can be easily
corrected. After you have accurately
drawn all the things that will not move
you can go over the pencil lines with a
Sharpie marker to make them stand out
better.
Make the cu
to
refrigerator uts of all your machi
, etc. out of
nes, benche
paper or a
lig
¼" per foot ht cardboard. Use th s, trash cans,
e squares
ruler for si
on the
zing them.
“One call to the
AERA techline
and my problem
was solved.”
To maintain an edge in the engine building industry, you
need resources you can depend on. AERA is a network
of professional engine builders, rebuilders, production
engine remanufacturers and installers with the expertise
and connections to get you the information you need,
when you need it. With an AERA membership, here are
just a few of the benefits you’ll receive:
■ Toll-free technical support
■ PRO-SIS engine specifications software
■ Four engine specification manuals and
membership directory
■ Engine Professional magazine filled with
highly-technical, application-driven articles
■ Regional conferences that provide technical
presentations and unique shop skill instruction
■ Plus, much more!
Even if just one AERA tech bulletin helps prevent an
engine comeback, your membership is well worth
its dues…
Join online today!
www.aera.org
An AERA membership application can also
be found on page 78 of this issue.
toll-free 888-326-2372 / 815-526-7600
fax 888-329-2372 / 815-526-7601
KEEP SHOP LAYOUT SIMPLE
BY LYLE HALEY
If you have a larger shop, you should take the time to do a layout electronically. There are numerous drawing programs available, but unless you are doing a very
large, complete building design a 2D program is all that is needed.
Make the cutouts of all your machines,
benches, trash cans, refrigerator etc out of
light cardboard. Use the squares on the
paper or a ¼" per foot ruler for sizing
them. Don’t forget to include anything that
sticks out from the machine. Now you can
move the cutouts around the drawing until
your final design is reached. When you
think you have it as perfect as possible, a
light dab from a glue stick can hold the
cutouts in place.
Obviously any shop employees should
be involved from the start. Their daily
movement and efficiency can be greatly
affected by the location of equipment.
Don’t be shy about soliciting ideas and
opinions from others outside your
business. Fresh ideas or questions can
sometimes be a real eye opener and help.
The area for most shops seems to be
always too small. One of the simplest
ways to gain space is to use pallet racking
for storing incoming or completed work.
You are now making use of vertical air
space that you are already paying for.
Besides gaining space, pallet racking can
really make a difference in the appearance
of a shop being organized.
There is probably nothing that requires
more compromise than organizing a shop,
but there are some basic ideas that you
should keep in mind.
1) Any machines that emit dust or dirt
should be kept in a different room or as
far away from the main shop as possible.
2) I like to use the 80/20 rule. Focus on
making the flow for the majority of your
work (the 80%) as efficient as possible.
3) If possible a designated area for
receiving incoming (dirty) jobs should be
defined. Isolating dirt is always a help to
keep the rest of the business cleaner.
4) Also if possible have a designated
area for customers to pick up their clean
parts. Sometimes it has to be the same as
the incoming area which makes it a
challenge to maintain a clean environment.
5) Be certain there will be enough room
to move equipment into the shop without
taking down walls.
6) Sometimes existing drains are not
located in the ideal location. With the
disposal laws we have it might be better
not to have an open floor drain except for
washing the shop floor. Moving a floor
drain can be costly but could pay
dividends if it makes the shop more
efficient.
7) For years, using a 3-ft. minimum
aisle space has been the standard. Bigger
might be better but generally having a
minimum 3-ft. aisle provides efficient work
movement.
8) Analyze what it will take to provide
air and electricity to all equipment in your
new layout. Add up the power and air
requirements to be certain you have
enough for your shop now and in the
future.
If you have a larger shop, you should
take the time to do a layout electronically.
There are numerous drawing programs
available, but unless you are doing a very
large complete building design a 2D
program is all that is needed. I’ve been
using a lower end program called “AutoSketch” from the maker of the Auto-Cad
drawing program. It works extremely well
for doing simple or very complex
drawings. There are all the colors and
layers you will ever need and it can
automatically dimension anything. It also
allows you to export the drawing in many
different file formats including most of the
.dwg Auto-Cad file formats for higher end
use. If you want to print out a large size
drawing of your creation, companies like
Kinko’s can take almost any file drawing
from a memory stick or CD and print it
out on really big paper.
Be prepared for a steep learning curve
if you have never used an electronic
drawing program. However there is a big
advantage once you have conquered it.
The ease of making changes is about as
hard as using a word processor.
When an electronic drawing is done
properly it should have many layers in it.
An example would be drawing the
electrical or plumbing on separate layers.
You can then view all layers with the
complete drawing or just have any layer
show up by itself. Print out any single
layer and now the electrician, plumber or
anyone else can do their work with just
the information they need.
Any layout requires patience and
understanding of how work moves
through the shop. Whatever time you
spend planning a layout will come back
many times in efficiency, which will relate
to better profits.■
Lyle Haley has been in the engine
rebuilding industry since 1961. He
currently does consulting and equipment
sales as “The Shop Doc” at
www.shopdoc.biz where an overview of
his experiences can be found. You may
contact Lyle Haley via email
[email protected] or call (763) 464-1286.
Billet Pistons
BY RAY T. BOHACZ photos BY MOORE GOOD INK
In every class of motor sport, engine power
is increasing in impressive leaps.
Even small displacement engines now
produce horsepower that only ten years ago
was considered the realm of highly refined
and exotic mills hundreds of cubic inches
larger. And sizeable cubic inch power plants
regularly produce over 1,000 horsepower
in street trim with a cast aluminum intake
manifold and a single carburetor. There
seems to be no end to the power potential.
Cylinder head technology, with
increased air flow and combustion chamber
design, has led the charge. Many of these
advances have been accomplished by
improving the performance of the valve
train, achieved largely by state-of-the-art
test and development equipment such as
the Spintron, and also by the latest
computerized machining centers.
The enthusiast community measures
engine power in terms of horsepower and
torque. But cylinder pressure read as BMEP
and IMEP are more accurate indicators.
These abbreviations refer to Brake Mean
Effective Pressure and Indicated Mean
Effective Pressure, which are more precise
measurements since gas pressure in the
cylinder varies from a maximum at the
beginning of the expansion stroke to a
minimum near its end. Also, these
classifications can very accurately compare
the power of engines of different
displacements since it is the pressure per
piston area that is being examined.
Recognizing that cylinder pressure is the
true dynamic that creates horsepower
compels one to consider the piston and the
forces applied to it. In high performance
and racing applications the piston needs to
withstand and then transfer the cylinder
pressure to the crankshaft while it also
maintains its shape, provides a long service
life, partakes in sealing the bore, and
compliments and not detracts from the
effectiveness of the cylinder head and
combustion chamber. That’s a long list of
tasks!
Over the years, the performance enginebuilding community has gone from using
an original-equipment-style cast piston to a
stronger forged design that also allows
more freedom in manufacturing and a
reduction in the reciprocating mass. High
quality, advanced aluminum materials are
employed and forged pistons are now
available with outboard or with the
narrower inboard pin towers. Additionally,
they provide excellent load paths and rigid
structures and attract an array of
competent coatings to protect them.
However, the forged piston has one
major shortcoming: infinite design
potential. If, for example, a piston designer
or engine builder or race team wishes to
change the piston structure or adopt
different load paths or experiment with
different struts and buttresses, only a billet
piston will accommodate these
requirements.
NASCAR teams were quick to
recognize the billet’s potential, taking
Forgetting cast pistons,
forged pistons have been
the mainstay of the
aftermarket for years.
However, there are some
limitations involved with
their use.
While it may look like a lot of work to
whittle a finished piston from a bar of
aluminum, with the advent of today’s
CNC machining centers it takes very
little effort once the original design is
programmed into the machine.
Billet pistons such as the
one on the left are
machined from a solid bar
of aluminum. They are
ideally suited to teams
who require frequent
changes to cylinder head
configuration, to bore and
valve sizes, and to valve
pocket depths, pin boss
dimensions or load paths.
Whether forged or billet, the piston must be machined
in an oval manner with a taper to the piston skirt to
allow for expansion, due in part to the differences in
heat applied at varied areas across the piston.
However, changes in the design of struts and
buttresses or extra material requirements for the
underside of the piston crown are much easier to
accomplish with a billet product.
Before custom design begins, the Diamond people send out to each
customer a job card which identifies, among other details, the fit
band—the widest part of the piston. The fit band is usually placed
between .500in and 1.300in beneath the oil control ring.
BILLET PISTONS
BY RAY T. BOHACZ
advantage of its versatility. Piston
manufacturers continue to develop and test
new designs constantly. Nonetheless,
bringing a cost-effective billet piston
program to the general market turned out
to be a formidable challenge—often cost
prohibitive and, therefore, unsustainable. In
fact, the program only became viable when
manufacturers established a special
department with dedicated engineering staff
and equipment. Once the technique had
been established, race engine builders no
longer needed to work within the confines
of a forging.
Many engine builders openly admit they
felt they were on a short leash with any
forged piston. Not being able to have it
fully meet their requirements they
compromised as best they could. Race
teams not only openly embrace the freedom
that billet pistons offer but also the ability
to re-examine the cylinder head,
combustion chamber and valve angle for
further power gains. The possibility for
another great leap in power is one of the
Coatings have also played a role in piston design
and the process begins by submerging the pistons
in a detergent acid bath and in rinse tanks to
prepare them for the coating phase involving an
electrolysis process and several rinse cycles.
most exciting aspects of the billet piston.
With regard to material strength there is
no appreciable difference between the
forging and the billet piston. As mentioned
earlier, most of the NASCAR teams and the
NHRA Pro Stock elite are already using
billet and have proved its durability. Some
NASCAR teams switched to billet pistons
because they detected slight variations from
forging to forging. Pro Stock and other
high-rank drag racing teams longed for the
opportunity to experiment with piston
designs not possible with existing forgings.
In addition, for highly competitive race
teams, having access to a billet piston
program provides them with much prized
exclusivity—they prefer their secrets to
remain safe.
With a forging program, the piston
maker’s position is greatly compromised.
When a new forging is needed he is
compelled to invest in new tooling, often
costing in excess of $10,000; obliged to
wait months before receiving the forgings;
and often required to purchase the first 500
The billet piston presents unlimited design opportunities: it allows for the
creation of a complete custom piston—struts can be placed anywhere the
engineer desires. For those developing a new engine program, billet pistons
offer the better prospects.
While there might be no appreciable differences
in strength between a forged and billet piston, the
billet offers the engine builder greater versatility
in structural changes and also much prized
exclusivity—top engine builders prefer their
design secrets to remain safe.
BELOW: Embraced by NASCAR and Pro Stock, production billet pistons are
now available to all with engine development programs.
Whether forged or billet, piston selection is usually influenced by whether or not
the engine is naturally aspirated or has forced induction. Similarly, wall
thicknesses and piston materials (aluminum 4032 or 2618) and piston pins
(chrome molybdenum or tool steel) are affected by the same criterion.
BILLET PISTONS
BY RAY T. BOHACZ
slugs from the new tooling. Obviously, the
piston-maker has to amortize the costs and
as a result everyone benefits from the great
idea, and exclusivity is minimal. However,
a billet program eliminates the need for
special tooling, associated delays, and
minimum-order quantities. Now the great
idea remains the property of the one who
conceives it.
Usually machined from a solid piece of
2618 billet aluminum, the piston has an
expansion rate slightly greater than its
forged counterpart. Most users set the
piston-to-wall clearance between .0065in to
0.008in. With regard to weight, the billet
version is typically one to two percent
lighter than a comparable forged piston for
the same application.
Of course billets easily accommodate
reduced skirt areas, which minimize friction
and weight. They also permit the optional
use of buttons instead of spiral locks.
Buttons make it much easier and quicker to
change pistons should the need arise. In
addition buttons prevent the expander in
the oil control ring from distorting around
the half-moon openings in the back of the
groove on the piston where the pin bores
intercept the oil control ring groove. As
already stated billet pistons are well-suited
for teams embarking on new engine
development programs. These programs
often require last-minute design changes
that can affect bore sizes, cylinder head
configuration, valve sizes, valve pocket
depths, pin boss dimensions or load paths.
Usually billet pistons are available in a
range of finishes. Diamond, for instance,
furnishes them in a natural finish or hardanodized or with a ceramic crown coating
and a moly skirt coating. Hard-anodized
coatings help prevent scuffing and galling
of the cylinder bores under extreme
conditions.
In the early days of motor sport, slang
for a piston was “slug”, a term that
suggests a limited amount of engineering—
how false that is. With the introduction of
affordable billet pistons, engine
development just took another huge leap
forward.■
SOURCE:
Diamond Pistons
23003 Diamond Dr. Dept EP
Clinton Twp, MI 48035 USA
(877) 552-2112 www.diamondracing.net
Ray T. Bohacz’s interests have always
revolved around mechanical apparatus but he
admits his true love is engines. It matters
little if it is a Detroit Diesel-powered irrigation
pump in the middle of a corn field or nitroburning Hemi. His first byline appeared in
1995 and has since published over 1,200 indepth technical articles pertaining to engines.
He has also authored three books on engine
systems. He is a member of SAE, American
Society of Materials and the International
Motor Press Association.
IN TOUCH
BY JIM RICKOFF
Anthony Usher demonstrates a Rottler F109
Massive CNC machining center.
“World Class” Knowledge
Continues
AERA Tech and Skills Conferences Expand in 2012
Hi Team! AERA had a record year in
attendance at the Tech and Skills
Conferences (which it sponsors)
throughout the country in 2011.
Conferences at Hendrick Motorsports and
Rottler Mfg. set records in attendance for
these events. In fact, at Rottler Mfg. in
Kent, Washington, attendance was well
over 200 people! The conference was held
in conjunction with their annual open
house. This event was exceptionally
successful since Rottler had live
demonstrations of all of their equipment.
Hats off to Andy Rottler, owner of Rottler
Mfg., for hosting such a classy event,
including the Rottler sponsored dinner
cruise on Puget Sound on Friday night for
all attendees. The entire boat was filled
with engine builders. Great event with
great people turned out to be a great time!
Another highlight for the 2011 Tech
and Skills Conferences was the Sunnen &
MAHLE event hosted at Hendrick
Motorsports. Where else could you get a
complete tour of a “world class”
motorsports facility, complete with a tour
of the engine room? You’re right, only
through great AERA members like Sunnen
and MAHLE — and your association,
AERA!
AERA and our magazine, Engine
Professional, were proud sponsors of the
“Engine Rooms” for the technical
conferences at the 2011 IMIS Trade Show
in Indianapolis. The show was outstanding
with over 21,000 attendees throughout
this three day event. IMIS did a great job
with technical programing and AERA is
very proud to be part of it. AERA is
already signed on for next year’s IMIS
Trade Show as a sponsor for the “Engine
Room” conferences and we are also
planning to have a special celebration in
honor of AERA’s 90th Anniversary. Please
stay tuned for more details on this event.
Several years ago, AERA’s membership
requested that we bring technical
information closer to them and we are
proud to say these conferences are
producing positive results for all involved.
AERA and Engine Professional magazine
have a commitment to this industry which
is to bring technical information to its
members through all media, including live
programs.
AERA is entering our fifth year of
sponsoring “Tech and Skills Conferences”
around the country, which are hosted by
manufacturers and distributors who have
the facility and technical expertise to
spearhead such programs. AERA, along
with its publication, Engine Professional
magazine, are proud to help sponsor these
events.
Our industry has a lot of information
that needs to be relayed to its people. Far
too often it’s difficult for you to get the
whole story without having the
opportunity to interact and hold dialog
with the person presenting the
information. This is one of the reasons
that our Tech and Skills Conferences are
so successful. You are face-to-face with
industry experts who will answer the
questions you often have after reading an
Left to right: Steve Schoeben, Bill McKnight and AnaMaria Weiland enjoyed
the Friday night dinner cruise on Puget Sound provided by Rottler Mfg.
calendar
FEBRUARY 25
SUNNEN & MAHLE
Citrus Community College
Glendora, CA
APRIL 20
JOE GIBBS RACING
Charlotte, NC
MAY 19
LIBERTY
Liberty’s New
England Warehouse
Worchester, MA
JULY 19
EPWI
Denver, Co
SEPTEMBER 27-29
ROTTLER
Four past AERA Chairmen of the Board participated in a tour of B&G Machine.
Left to right: Richard Hartmann, Russell Duffin, Rob Munro and Scott Wichlacz.
Rottler open house &
Regional, seattle, WA
SEPTEMBER 28-29
COMP CAMS
Comp Cams
Memphis, tN
DECEMBER 6-8
IMIS TRADE SHOW
Indianapolis, IN
•••
We will have more specifics
coming your way via brochures,
email, website and Engine
Professional magazine in the
coming weeks and months.
please mark these dates now
and start making plans to
attend.
Andy Rottler (left) and attendee Chuck Loftin (right) from Loftin Performance.
IN TOUCH
BY JIM RICKOFF
AERA was a proud sponsor of two Engine Rooms
used for engine-related seminars at the 2011 IMIS
Trade Show in Indianapolis.
article. It gives you the opportunity to ask
the “what ifs” and get answers. That is
one of the other great characteristics of
our industry; our professionals are
straight-forward and to-the-point. If you
have an intelligent question, you’ll more
often than not get an intelligent answer.
This year, we are very fortunate to be
offering seven conferences that are
geographically spread throughout the
country. We are also very happy to have
dates secured early so you can begin your
planning. As usual, we will have more
specifics coming your way via brochures,
email, website and Engine Professional
magazine in the coming weeks and
months. But please mark these dates now
and start making plans to attend.
I have said it many times, but truly
believe that you owe it to yourself and
your business to attend these conferences.
Bringing back just one good idea or piece
of information from these conferences
could dramatically change your business.
Networking opportunities don’t happen
much unless you leave your shop. Let
AERA help you help yourself! Please
review the listed schedule of conferences
for 2012 and begin planning today.
Get out and help yourself prosper and
remember that “world class” knowledge
is a powerful tool.■
Jim Rickoff is the Associate Editor of
Engine Professional magazine and AERA’s
marketing consultant. If you have any questions,
comments or concerns, please call
507-457-8975 or e-mail: [email protected].
AERA: 90 Years Strong
and Getting Stronger
BY JIM RICKOFF
Not many people, businesses or
associations reach the 90 year mark
in this ever-changing world we live
in. All for various reasons of
course but the statement is very
true. Not many reach this age
and when and if you do, you
have reached a milestone that
one should be proud of. I
would like to credit the great
people of this industry for
this accomplishment. Engine
Builders are special people.
People with great conviction
for the work they perform
with a strong work ethic
and mindset to
never lose.
Most of
these people
never give up
solving
problems and better yet they have a special
desire to fix and rebuild things better than new. I
hope you enjoy a little history of how this association was started
and, importantly, how it has thrived in its 90 years of existence.
We can first credit a group of regrinders as they called
themselves back on July 1, 1922 when they formed an association
called the Midwest Regrinders Association. This group of
rebuilders understood early the importance of building credibility
with car owners, dealers, independent repair men, equipment and
internal engine parts manufacturers. Also, they understood the
importance for those engaged in the business to understand the
costs of doing the work and handling the parts used in this
service. They developed methods that will produce better work
and make it possible to turn it out more efficiently and to learn
how to market and sell these services. Without question, there
was vision for our industry by our early members.
The Midwest Regrinders Association held its initial meeting in
Des Moines, Iowa. Officers were elected and committees were
appointed to handle the following subjects — membership, selling,
production, accounting and adjustments.
In the following years, similar groups in other geographical
areas began to form with help from the Midwest group. John J
Fuchs, Jr., President of the Midwest Regrinders Association and
these other leaders from similar groups began thinking in terms of
a national Association. So, on November 27-28, 1923, they met
in Chicago for a joint meeting and formed the National Motor
Regrinder & Rebuilder Association. John J Fuchs, Jr. was elected
as the group’s first president and membership was open to any
district Association in the United States
and Canada whose membership was
“principally engaged in cylinder
grinding and used recognized
mechanical equipment for
performing the service.”
During the 4th annual
convention, the name was
changed again, this time to
Associated Automotive
Engine Rebuilders. However,
before its 5th convention was
held the organization’s name
was changed once more.
Automotive Engine
Rebuilders Association
(AERA) was the new name
which has stood the
test of time
even though
we use the
name of
“Engine
Builders Association” to
more accurately describe our members and the
work they perform. Offices have moved around some
throughout our 90 years of existence but currently we’re located
in the city of Crystal Lake, Illinois which is Northwest of
Chicago.
According to our articles of incorporation, the purposes of
AERA are: the development and encouragement of high standards
of workmanship and ethics among its members, the improvement
of business conditions through the exchange of information and
ideas, and the promotion of the common business interests of
persons and organizations engaged in the building of internal
combustion engines or basic internal components of such engines
in the automotive machine shops.
In today’s terms, AERA is a specialized network of
professional engine builders, rebuilders, production engine
remanufacturers, installers, equipment manufacturers, engine parts
manufacturers, supply manufacturers, distributors, reps and
schools with the expertise and connections to get you the
information you need, when you need it.
To carry out our purpose to our members, AERA has
published four of the world’s largest engine specification manuals,
thousands of engine technical bulletins, an engine parts failure
analysis manual, two standards of service documents one for
gasoline engines and one for diesel engines, several technical
engine resource manuals and several marketing documents.
AERA also now publishes an industry-leading magazine called
“Engine Professional” which is distributed to over 15,000 engine
professionals in over 40 countries on a quarterly basis. Our
Logos, letters, decals, clippings
and snapshots from the early
years of AERA.
magazine has quickly become the leading industry publication
bringing highly technical “application driven” articles to a highly
technical industry.
In addition, we have produced several international trade
shows through the years but now, through our members’ request,
we have turned to sponsoring more regional tech and skills
conferences at associate member facilities and other national trade
shows. This brings these technical seminars closer to our members
for ease of attendance.
We maintain three ASE master engine machinists on staff to
help answer any technical questions our membership has and as
prime keepers and contributors to our engine specification
software called PRO-SIS. PRO-SIS stands for Professional
Specification Information Software and is the pinnacle
membership benefit that AERA offers to its active membership.
Tech specialist Steve Fox does an outstanding job describing and
recapping PRO-SIS and its history on page 52 in this issue of
Engine Professional magazine.
Since ASE has discontinued the engine machinist tests from its
offerings, AERA – with the help of Gary Lewis – has created the
industry’s only online training and certificate program.
Our membership benefits list is quite long! For a complete list,
I recommend you turn to page 77 and familiarize yourself with all
we have to offer. I know we have something for everyone in this
great industry and suggest you join today if you’re not already a
member! If you are, please capitalize on all the great benefits of
your membership.
Throughout 2012, AERA will be providing several promotions
and benefit programs celebrating our 90 years of service to our
great industry!
If you’re a member of AERA we thank you for your part in
the history of our association. And if you’re not a member of
AERA, we invite you to turn to page 78 — fill out the application
and start enjoying the numerous benefits AERA has to offer. I
have said it hundreds of times… even if our technical information
helps prevent just ONE comeback, your membership is well
worth its dues. Come on, man! Why wait?■
New GM Ecotec
2.5L Engine
More efficient,
refined and
powerful
BY DAVE HAGEN
photos © GM COMPANY
New GM Ecotec 2.5L
powers Chevrolet
Malibu’s quest for
quietness
The 2013 Chevrolet Malibu’s
new 2.5L engine with direct
injection is expected to be one of
the quietest and most refined in
the segment. It will be available
in the new Malibu this summer.
The 2.5L development team
reduced noise intensity by 40percent of the Ecotec 2.4L engine,
which was already a Ward’s 10 Best
Engines award winner. It also passed
subjective evaluations of what sounds
good as the engine climbs through its rpm
band. To Malibu’s passengers, that is
expected to mean a quieter driving
experience and a more refined sound as
the engine revs to its 7,000-rpm peak.
The refinement and quietness of the
2.5L are impressive,” said Tom Slopsema,
Noise and Vibration engineer. “No
fastener, cover or internal engine part was
left unexamined in our quest to make this
an engine that surpasses the benchmarks
in the industry.”
Specifically, the engine’s noise
frequency signature was targeted, with
the aim of pushing radiated noises into a
higher frequency range well above 2,000
hertz, which is more pleasing to the ear –
particularly in the high-load operating
ranges where engine sound is the most
intensive.
“Think
of it as the
difference between
low-frequency, course
noise, such as a vacuum
cleaner, versus a higher
frequency, precision noise, such as a
sewing machine,” said Slopsema. “We
focused on reducing the overall engine
noise level and placing the remaining
noise in a higher frequency range.”
The refinement-enhancing changes and
improvements over previous Ecotec
engines ranged from the comparatively
simple
– such as
integrating
a soundabsorbing cover
into the intake
manifold and
specifying quieter drive
chains – to more
fundamental architecture items, such as
relocating the balance shafts from the
cylinder block to a cassette within the oil
pan.
Engineers worked around core
elements of the engine that they simply
couldn’t change, namely its aluminum-
The best engine builders in the world know that when they are building engines, even the
best techniques and highest precision will not make up for inferior parts. That is why the
cornerstone of every engine should be Clevite® engine bearings. After all, it is your reputation
on the line - would you trust it to anything else? www.mahleclevite.com
SUCCESS IS BUILT
ON A STRONG
FOUNDATION.
NEW GM ECOTEC 2.5L
BY DAVE HAGEN
intensive architecture and the use of other
lightweight, composite plastics.
“Both aluminum and plastic are very
effective radiators of noise, but their
mass-saving advantages are a must for
fuel economy,” said Slopsema. “That
meant we had to be more creative in how
we approached noise reduction,
addressing individual components’ effects
on overall N&V and how to counter
them.”
So, engineers implemented 10 key
elements fundamental to giving the 2.5L
its segment-challenging refinement,
ranging from major items such as rotating
and reciprocating components within the
engine to items as minor as the front
cover bolts. Here’s a look at them…
1
Relocated Balance Shafts
The 2.5L’s balance shafts – which are
commonly used in four-cylinder engines
to reduce vibration – are located in a
cassette in the oil pan. It’s a move from
previous Ecotec engines’ cylinder blockmounted shafts, which helps reduce noise
through three key design features: a
shorter, quieter drive chain, precision
shaft-to-shaft reversing gears and light
drag torque from driving the oil pump.
The short drive chain eliminates the
previous long, winding “bushed” chain
that included driving the water pump. It
uses a premium inverted tooth chain
design instead of a conventional rollertype chain, for quieter performance. The
shaft-to-shaft reversing gear set allows the
drive gears of the shafts to mesh directly,
eliminating the need for a chain to “back
drive” the second shaft, which must
rotate in the opposite direction of the first
shaft. The second shaft also drives the oil
pump, providing a light drag torque to
pre-load the reversing gear teeth for
smooth, rattle-free and quiet operation.
2
In-Pan Oil Pump Assembly
Another significant change from previous
Ecotec engines is the relocation of the oil
pump assembly from the front of the
crankshaft to within the oil pan, where it
is driven by the second balance shaft.
This reduces noise from the front cover
area – an aluminum-intensive area that
radiates noise – and provides a small drag
torque to ensure quiet balance shaft gear
operation. Also, the oil-sump location
minimizes the potential for pump
cavitation noise.
3 Camshaft Drive
with Inverted-Tooth
Chain
Like the drive chain for the
balance shafts, the camshaft
drive chain uses a premium,
inverted-tooth design that is
significantly quieter than a
roller-type chain. As its name
implies, an inverted-tooth
chain has teeth on its links –
two-pin rolling pivot joints –
that essentially wrap around
the gear sprocket to take up
virtually all the tension. This
allows for smoother meshing of
the chain links to the sprocket
teeth, the cause of most noise in
chain drive systems. The chain-tosprocket tooth impact is greatly
reduced with the invertedtooth design (also known as
a silent chain drive), which
virtually eliminates noise
and enhances durability.
4
Engineers
implemented 10 key
elements
fundamental to
giving the 2.5L its
segmentchallenging
refinement.
Two-Piece Oil Pan
When it came to the oil pan,
engineers faced a conundrum:
Aluminum provides stiffening structure
to an engine, but it radiates noise.
Stamped steel, on the other hand,
radiates less noise, but doesn’t offer the
structural benefits needed for a stiff
powertrain assembly. Their solution was
to combine the materials to create a
unique, two-piece oil pan that features a
stiff aluminum upper section to support
the engine’s structure – maintaining the
Ecotec engine’s signature full-perimeter
transmission mounting surface – and a
stamped steel lower section to provide
greater overall sound performance.
5
The powertrain for
the new GM Ecotec
2.5L engine is
shown here.
Structural Camshaft Cover
As a cast-aluminum part mounted on the
very top of the engine assembly, the
camshaft cover can be a significant source
of noise. That’s not the case with the
2.5L, thanks to a new, structural cover
design that is stiffer and mounts more
rigidly to the engine. It features increased
ribbing and additional attachment bolts
down the center, all of which increase the
cover’s stiffness to help push the engine’s
sound frequency above 2,000 hertz. It
also enables excellent oil sealing for
valvetrain oil control passages integrated
within the cover.
Acoustic Intake
Manifold Cover
6
Like many engines in the segment, the
2.5L uses a composite plastic lightweight
intake manifold. But plastic conducts
noise, so engineers wrapped the intake
with a clamshell-like isolating cover. It
has a sound-absorbing “blanket” on the
inside that snugs against the intake to
provide isolation, plus the cover has a
visually clean outer layer, which works as
a noise barrier.
7
Forged Steel Crankshaft
Engineers selected a forged steel
crankshaft for the 2.5L because, along
with its strength and durability, it is
stiffer than a conventional cast iron
crankshaft. That reduces noise and
vibration at mid- and high-rpm levels,
enhancing the engine’s smoothness.
8
Iron Main Bearing Cap Inserts
Iron inserts are cast into the 2.5L’s
aluminum cylinder block bedplate,
enhancing the structure at the main
bearings, for greater smoothness and
quietness. The bedplate provides stiffness
to the bottom of the cylinder block and
incorporates the main bearing caps –
components used to secure the crankshaft
within the block. The iron insert material
ensures close main bearing tolerances
over a wide range of engine operating
temperatures, for quieter engine lowerend noise.
9
Isolated Fuel Rail
Although not new to the 2.5L, its isolated
fuel rail nonetheless helps achieve overall
quietness. Like the Ecotec 2.4L and
Ecotec 2.0L turbo, the 2.5L features
direct injection, which employs a veryhigh pressure fuel system, including an
engine-mounted fuel pump and
complementing fuel injectors that “fire”
with very high pressures directly into the
combustion chambers. This can be a
source of noise. The fuel rail is a tube-like
component that supplies gasoline to the
injectors. To reduce the noise associated
with this efficiency-enhancing system, the
injectors are suspended and the fuel rail is
attached to the cylinder head with rubberisolated, compression-limiting mounting
provisions.
10
The new Malibu will be sold in nearly
100 countries on six continents. It is
available in LS, LT, ECO and LTZ models
in North America. Malibu will be built in
multiple locations around the globe,
including the Fairfax, Kan., and DetroitHamtramck assembly plants in the
United States.■
Structural Front Cover
Similar to the structural camshaft cover
described above, the 2.5L’s front cover,
which covers both the camshaft drive
system and balancer drive systems, was
designed with extra ribbing and secured
with extra fasteners – including a new
row of attachments down the middle of
the cover. Like the camshaft cover, the
result is a stiffer, more rigid, quieter cover
that contributes to lower engine noise.
Dave Hagen, our Senior Technician,
has over 36 years of experience in
our industry. As an ASE-certified
Master Machinist, Dave specialized
in cylinder head work and complete
engine assembly for the first 17
years of his career.
Are you an
engine guy?
We are! Contact us because we have the answers
for engines. For more information, go online to
www.aera.org or call toll-free 888-326-2372.
Join today!
Go to page 78 for a membership application.
SPEED READ
BY LEVON PENTECOST AND CECIL STEVENS
Beyond the Dyno
There has never been a performance
engine builder who isn’t constantly looking
for extra horsepower. Until now, the
dynamometer provided all performance
data, but no longer. Combustion analysis
(CAS) is now the ultimate measurement
tool. While cylinder pressure measurement
has been around for some time, it is only
in the past few years the performance
benefits have surfaced. In one baseline test,
information can be revealed that can never
be found in continuous dynamometer
testing; information that can save many
hours of trial and error.
A combustion analysis system (CAS)
measures individual cylinder pressure every
degree of crankshaft rotation, at any
chosen rpm. Pressure is measured by one
of two types of transducers, both
extremely accurate. One is a special
designed spark plug; the other is for
permanent mounting. Pressure is normally
measured over seventy five to one hundred
Transducer
engine cycles; one cycle being 720 degrees
of engine rotation.
Why combustion analysis? It
immediately tells which cylinder is
producing the most horsepower and which
is producing the least. Cylinder pressure
produces torque, torque produces horse
power. Contrary to popular opinion; on a
multi-cylinder engine, each cylinder does
not produce the same combustion pressure
when running. Figure #1 (on the following
page) displays measured individual
cylinder pressure from a six cylinder
engine, notice the variation. There can be
many reasons for this; one could be where
a percentage of the mixture burn took
place. Look at Figure #2, 50% mass burn
of intake mixture at the exact crankshaft
angle. Notice anything? Look at cylinder
#2; 50% mass burn at slightly over eight
degrees and it produced the most cylinder
pressure. All other cylinders produced
50% mass burn at much later crankshaft
Performance:
Record Setting
M & M Competition
00 &RPSHWLWLRQ (QJLQHV QRW RQO\ DVVHPEOHV UHFRUG VHWWLQJ FRPELQDWLRQV IURP WKH GUDJ
VWULSWR%RQQHYLOOHEXWZHDOVRPDQXIDFWXUHWKHFRPSRQHQWVWKDWVHWWKHVHUHFRUGV
7RRVHWUHFRUGV\RXQHHGUHFRUGVHWWLQJHTXLSPHQWDQGRXU6DHQ]'LJLWDOEHQFKLVQR
H[FHSWLRQ ,W KDV EHHQ LQVWUXPHQWDO LQ WKH GHYHORSPHQW RI DOO RXU F\OLQGHU KHDGV LQWDNH
PDQLIROGV)URPRXUKLJKHQGELOOHW´5HYROXWLRQµF\OLQGHUKHDGWRRXUFDVWWXQQHOUDP
LQWDNHPDQLIR
ROGVZHFRXOGQRWKDYHGRQHLWZLWKRXWRXU6DHQ]'LJLWDO
7KDQNV6FRWW3DWWRQ00&RPSHWLWLRQ(QJLQHV
We are Authorized
Aut
Dealers for the following lines of parts & equipment:
'HOWD&XVWRP7RROV
PO Box 276 • 1908-11th Strreet,
eet, Emmetsburg,
E
IA 50536 • Fax: 712-852-3570
www.jamisonequipment.com
www
w.jamisonequipment.com
.jamiso
SPEED READ
rotation; the piston was farther down the
cylinder! More cylinder volume, less
pressure! With pressure variations like
these there can be huge torque differences
between cylinders. A dynamometer cannot
measure that. The dynamometer looks at
the engine as a single unit; numbers the
dyno produces are an average at best.
Simulation programs are no better; they
rely on someone else’s data or theory. For
optimum performance and efficiency each
cylinder must be analyzed as a separate
engine. CAS does that. The goal is to
equalize all cylinders.
Not only that; but cylinder pressure
referenced to valve motion is critical in
determining optimum cam lobe profile, see
Figure 3. The valve sequences are not
exact but adequate for illustration. You
can see cylinder pressure rise after the
intake valve opens. Not good! Did the
intake open too soon; the exhaust open
too late? Additional information to answer
these questions could be found in
reviewing the pressure change at specific
crank angles. These are but a few of many
performance indicators measured and
recorded.
Previously to benefit from collected
data, complex mathematical heat release
calculations were required or the
utilization of MatLab or similar programs.
Now, software programs have been
developed to interpret all data; on an
individual cylinder basis, and print a
report showing both graphical and
analytical results minutes after the test.
How do we analyze each
cylinder?
As I have said before combustion is a
misnomer; combustion analysis implies the
involvement of thermodynamics, which it
does, but only to a small degree.
Individual cylinder pressure measurement
is what we are dealing with. A baseline
test is the beginning of CAS engine
development. The engine is mounted on
the dynamometer, intake air is set for
operating altitude and several “pulls” are
made to establish operating temperature,
torque and horsepower. Next, transducers
replace sparkplugs and data is sampled at
desired rpm; usually max torque and max
horsepower. Sample time is 75 to 100
cycles. Data is downloaded and a report is
printed in both graphical and analytical
format. This requires approximately 10
minutes. I need to say now this report,
format and all graphs are not standard.
They are the results of a proprietary
software program owned by iSystems, Inc;
Figure #1 displays measured individual cylinder pressure from a six cylinder engine, notice the variation.
Figure #2 shows 50% mass burn of intake mixture at the exact crankshaft angle. Notice anything? Look at
cylinder #2; 50% mass burn at slightly over eight degrees and it produced the most cylinder pressure. All
other cylinders produced 50% mass burn at much later crankshaft rotation; the piston was farther down the
cylinder! More cylinder volume, less pressure! With pressure variations like these there can be huge torque
differences between cylinders. A dynamometer cannot measure that.
In Figure #3, you can see cylinder pressure rise after the intake valve opens. Not good! Did the intake open
too soon; the exhaust open too late? Additional information to answer these questions could be found in
reviewing the pressure change at specific crank angles. These are but a few of many performance indicators
measured and recorded.
SPEED READ
the sole purpose is to save time
disseminating the data. Now we review
cylinder pressure. We look at each cylinder
in several ways; peak pressure, cyclical
variation, pressure rate of rise measured in
crank angle degrees, mass burn and IMEP,
“indicated mean effective pressure”; the
pressure that is pushing on top of the
cylinder. The baseline test will show
“traces”; lines if you like, of each cylinder
during the test period. These can be
displayed individually, collectively or in bar
chart form. (See sample.) The desired goal
is to have ALL traces coincide and
horizontal; i.e. one flat line. How do we get
there? Not to sound vague but there are
many avenues; individual ignition trim,
altering combustion chamber, piston dome,
rod length, cam lobe profile or air fuel ratio
to mention a few. There is NO one magic
bullet! Depending on the degree of
variation, one modification may be tried
first; EX. The 50% Mass Burn graph
shown previously, individual cylinder
ignition trim would be a very good choice.
Results would be instant.
The most compelling testimony for
cylinder pressure measurement would have
to be the NASCAR open cup engine. That
engine has 360 cubic inches, limited to 12:1
compression, 9300 rpm and breathes
through one four barrel carburetor with
specified venturi, a few teams have hit 900
reliable horsepower!
Combustion analysis is the quickest,
least expensive, and the most accurate
method of engine development! It allows
the individual to analyze empirical data
taken from a running engine that will be
the basis of a blueprint for maximum
efficiency and power. It is beneficial not
only to gasoline engines but also to diesel
and alternative fuel.■
Editor’s Note: This is the first of a multipart series. The next will be a data review
of an actual CAS test on an engine supplied
to iSystems, Inc. For more information,
call (406) 587-9369, e-mail
[email protected] or go online:
www.isystemsperformance.com.
Levon Pentecost (above left) is a graduate of Auburn
University in Industrial Engineering. He has been involved
in fields as diverse as manufacturing design systems to
medical devices and engine design and development. He
has been involved in motorsports since the 60s and has
raced in IMSA, 24 Hours of Daytona and 12 Hours of
Sebring. He has built and developed motors for highprofile clients such as the late Bob Snodgrass, president
of Brumos Motorcars, and Jim Bailie, manager of
Brumos Racing, as well as many others.
Cecil Stevens (above right) has been developing V8
push rod valve control systems for maximum
performance for over 19 years. He brings expertise in incylinder combustion pressure, testing and analysis, and
test equipment and software; and 16 years experience in
NASCAR Cup racing with two teams. His achievements
include: development of NASCAR Dodge and Toyota
Motorsports engine valve train with combustion
analysis, and 151 NASCAR Cup races without a single
valve train failure.
“WE CAN HELP PERFECT YOUR ENGINE”
We can tell you w hich cylinder is producing the most
and w hich is producing the least.
We can show if the cam profile is correct
E M P I RI C A L D A T A C A NNO T BE RE FU T E D !
Cylinder Pressure Analyzation
There is no faster or more economical method to Perfection!
Contact Us
iSystemsperformance.com [email protected]
406 587-9369
PRO-SIS CORNER
BY STEVE FOX
The history
of PRO-SIS
AERA has a computer software
specification program called PRO-SIS
which stands for “PROfessional
Specification Information Software” and
that is exactly what it is. This tool is
probably one of the best investments a
shop can have for looking up information
for an engine.
The idea for PRO-SIS originated in
1989 by the AERA Board of Directors and
was presented to AERA’s technical staff at
the time. Those individuals saw a need for
a software program in the machine shop
that would provide technical information
to the machinist when they needed it.
Using a program on a computer was way
more effective for the machine shop
instead of having to go look up
information in service manuals, if the shop
had the correct service manual. Being that
AERA had a technical library of service
information, getting that information to
the machine shop to be used on a
computer and have at their fingertips was
a great idea; hence the birth of PRO-SIS.
To begin, PRO-SIS started in a DOS
format that contained the ability to look
up engine specifications, technical bulletins
and casting numbers as well as search for
a casting number for roughly 1000
engines. Over the years, AERA’s technical
services department would add engines to
the program to grow it a database that
would require the move to a windows
based program.
In 1995, AERA decided to move to a
Windows based software program that
would allow the user to gain more access
to functionality of the program. Along
with the previous information of specs,
technical bulletins and casting numbers,
with the move to a windows program,
members were now able to look at engine
diagrams as well as diagrams for technical
bulletins. Users were also now able to add
Custom specifications to their computer’s
files and there have been numerous
upgrades since.
This brings us to the current times of
PRO-SIS. With some changes in the
software and the ability to have access to
the internet, AERA has improved the
ability for members to achieve technical
information easier.
Currently AERA has two ways you can
access the software program. The first is
the most common and it requires the users
to load the software onto their computer
and they can access it that way. The other
way, which was just released the beginning
of 2012, is a web version through the
internet. The specifications and
information is the same for both, the only
difference is that you do not have to load
the software on your computer. All the
shop needs is a current PRO-SIS
subscription and a fast internet connection
and then you’ll have the ability to get
access to PRO-SIS online.
PRO-SIS contains engine specifications
for over 6,500 engines. These
specifications range from a single cylinder
Briggs & Stratton engine to a multi
cylinder Caterpillar diesel engine.PRO-SIS
covers all aspects of the engine like
cylinder heads, cylinder blocks, connecting
rods, camshafts, crankshafts and torque
specs.
Along with the specifications in the
software, users of the program have the
ability to search casting numbers. PRO-SIS
has over 35,000 casting numbers in its
database that will help anyone in
identifying a casting number. This part of
the program works well when a customer
walks into the shop and brings in a part
that has come from a junk yard and needs
help figuring out what the engine is. This
PRO-SIS SA is a completely
revamped version of AERA’s
popular PRO-SIS engine
specification software. It now
offers an entire package of shop
tools in one application.
PRO-SIS CORNER
BY STEVE FOX
part of the program is for identification
purposes only; it is not intended to be used
as an interchange.
AERA has published more than 2900
technical bulletins over the last 40 years
and they’re included in the software. These
bulletins are used to help the machinist
analyze technical concerns that they may
have with an engine build. A portion of
this information has come from the
original engine manufacturers, but a fairly
large portion of them have resulted from
in-field service. AERA members have
helped create technical bulletins by calling
the tech department with a concern and a
solution to a problem. The AERA
Technical Committee follows up and
creates a technical bulletin. These bulletins
are currently tied to about 3600 specific
engines that are in the program. The
program also contains general bulletins
which are not engine specific and can be
applied to all or multiple engines.
The program also includes various
engine diagrams in the software.
Previously published Engine Specifcation
Sheets contained diagrams that are all
included in the program. Not all engines
have diagrams associated with them; we
add them as we come across them. An
example of some of the diagrams that you
will find include; cylinder head bolt torque
sequence, main bearing bolt torque
sequence, oiling diagrams, piston to rod
orientation and timing gear alignment
marks.
One of the nicest additional features to
the program is that you can add your own
engines to the software. This works great
for shops that are doing custom work or
building performance race engines. What
they do is add the engine to PRO-SIS and
add all the specifications that were used to
build the engine; kind of like a blueprint
that they add to the program. They also
have the ability to add parts that were
used on the engine build so that when the
customer comes back and wants his engine
freshened up, the builder has all the parts
and specifications used at his fingertips,
which saves time. Those features are
currently unavailable on the on-line
version of the program.
That is a brief background and history
of the program. We are going to continue
in future issues with a series of articles on
the PRO-SIS program that will show you
how to look up engines, identify what a
casting number is, add engines to the
program as well as may other features that
are helpful to the machine shop.
Should you have any questions about
the program, please call AERA at 888329-2372 and we will be happy to assist
you.■
AERA Technical Specialist Steve Fox has over 22 years
experience in the engine building industry with eight of
those years spent working in the machine shop. Steve
is an ASE-certified Master Machinist, as well as a
longtime member of the drag racing circuit.
PAY A LITTLE MORE,
GET MUCH MORE
Rest Easy Knowing Your Engines Are Built
With Only The Very Best Quality Components
Your reputation is the most important asset your business will ever own. Don’t put it at risk by using white box, questionable quality products in your engines. Sure, top quality components cost a little more, but your customers trust you to
give them the very best. It’s a well known fact that COMP Cams® products have been proven to provide maximum performance, durability and quality for over 35 years. And COMP Cams® will always be there to stand behind our products,
long after those white box companies have vanished.
CUSTOM CAM DESIGN SERVICE
COMP Cams® offers the largest catalog of purposely designed camshafts in the industry, but
sometimes a custom grind camshaft is required
to get the most from your engine combination,
driving style and vehicle setup. With thousands of
ZLTPÄUPZOLK (TLYPJHU THKL JHT JVYLZ
on the shelf, COMP Cams® is the source for custom cam grinding, design assistance and matching components. And, unlike other companies,
unless your custom design requires an upgraded
core due to the specs, COMP Cams® doesn’t attach extra service fees for custom grinds.
s(UGECAMSHAFTLOBELIBRARYDESIGNEDANDCRAFT
EDBYREALCAMENGINEERS
s7IDE VARIETY OF CAM CORE CONlGURATIONS AND
MULTIPLEADDEDPROCESSESAVAILABLE
s.ORMAL CUSTOM CAMSHAFT CAN BE COMPLETED
FROMSTARTTOlNISHINLESSTHANHOURS
HYDRAULIC ROLLER LIFTERS
Whether you need a performance replacement for stock hydraulic roller liftLYZ VY YL[YVÄ[ O`KYH\SPJ YVSSLY SPM[LYZ MVY
non-roller blocks, COMP Cams® Hydraulic Roller Lifters with link bars are
unmatched for maximum valve train
control. Designed to accept aggressive
JHTWYVÄSLZ[OLZLSPM[LYZHSZVKLJYLHZL
friction and increase longevity when
JVTWHYLK[VÅH[[HWWL[SPM[LYZ
VALVE SPRINGS
Valve springs are not the place to cut
corners. Choosing anything less than
COMP Cams® can lead to horsepower
loss, improper valve control, damaging
valve bounce and shortened spring life –
even engine failure. COMP Cams® Valve
Springs are the overwhelming choice of
top engine builders.
ENGINE BREAK-IN OIL
ZDDP-enhanced Engine Break-In Oil
from COMP Cams® provides peace of
mind in knowing that your expensive
engine is properly protected during
the critical break-in period. Available in
10W-30 and 15W-50 formulas.
Engineered To Finish First.
)FYOURWAREHOUSEWONTSUPPLYYOU
WITHAUTHENTIC#/-0#AMS®VALVE
TRAINCOMPONENTSnCALLUSANDWELL
MAKESUREYOUGETTHERIGHTPARTS
CAM HELP® 1.800.999.0853
WWW.COMPCAMS.COM
8727w
$/.4!##%04
).&%2)/2)-)4!4)/.3
TECHSIDE
BY STEVE SCHOEBEN
It’s the little things…
Oil Galley Plugs and
how to attack them
Those darn balls, solid round plugs
(iron/aluminum), and the old reliable
threaded pipe plugs. Are they obstacles, or
opportunities? Or just necessary little evils
to reckon with, preventing comebacks.
Our approach to any head with oil
galley plugs, regardless of style, is to first
analyze the pulmonary system. Where does
the oil enter the head and flow from there?
How are the cams, lifters, variable cam
timing, etc. fed? A visual inspection with a
wire and small flashlight, or during rinsing
after the prewash, you can force pressured
water into the main feed hole observing
output. You may need to use a few fingers
while simultaneously blocking off some
feed openings, to discover others. The use
of a borescope also comes in ultra-handy.
They are now inexpensive.
Second step is to strategically
determine which plugs need to be removed
(possibly all). I use the word strategic
because we only remove those plugs
necessary to thoroughly clean the head. As
you may already know, it can take longer
to remove and replace a few plugs than it
does to machine 16 seats. If we can access
or easily see behind a plug, we will
occasionally use a can of carb spray with a
straw attached. You can bend these straws
into many shapes, allowing access to the
hard to reach areas dissipating debris.
After chemical washing and regardless of
your cleaning method from this point,
(glass bead blasting, soda blasting,
ultrasonic cleaning or maybe you just stop
after the chemical wash) the plugs just
need to be removed.
More and more heads that enter our
shop have come off of sludge engines. We
have tried to clean these heads many
different ways, only to discover that when
we remove a steel ball, it is still packed
with crud at the artery end. The head may
not have lubricated properly, and then
have risked debris coming loose, and
possibly lodged in a hydraulic lifter, V-tech
component, etc. Enough.
Third step is the removal/extraction of
plugs. To remove threaded style plugs, a
little heat goes a long way, easy. To remove
solid aluminum plugs: we drill a hole, tap
the center (usually 6mm), install a bolt or
use a section of threaded rod that is
attached to our slide-hammer vise grip. A
few pulls and the plugs are removed. To
remove ball style plugs: you can use an
EDM machine to burn a hole in the plug,
let cool and the plug will practically fall
out on its own. The method we now use is
super simple: with a TIG welder and
stainless weld rod, we build the ball up to
twice its size. This gives you something to
grab onto using the vise grip slide-hammer.
The plug will be loose in the hole, and
with a few pulls, out they come. We save
these plugs until the job is completed, for a
measurable reference. (Note: After
extraction, a small chamfer is placed
around the hole, this helps installation.)
Fourth step is to fill the void. There are
many situations where you can simply tap
the hole to 1/16th or 1/8th pipe threads.
This works well provided there are no
intersecting oil galleys where the newly
installed pipe plug would block off
circulation to other vital areas. Protrusion
of pipe plugs may also interfere with the
machined mounting surfaces. To install an
aluminum plug to be flush or below the
surface, you first need to know the
diameter of the hole. This can be done a
few different ways. Measure the removed
ball (it will be close to what you need) or
As you can see,
oil galley plugs
can be found in
many locations
and sizes.
Burning a hole in a
ball style galley plug
using an EDM
machine for removal.
ABOVE: Building up weld material on the ball using a TIG
welder and vise grip slide-hammer to remove.
LEFT: Steel plug gage set used to determine oil galley
inside bore diameter.
TECHSIDE
BY STEVE SCHOEBEN
use a ball micrometer. Another
quick, simple way we determine
hole size is with the use of a
steel plug gage set. They come in
.001 increments and we use the
go-no-go method of determining
hole size. Once the hole size is
determined, we add .004+ press
fit and select a plug from our
assortment of common sizes.
Special sized plugs are turned on
the lathe using 7075 T6
aluminum material.
Installing the new plugs into
the head: we first apply a thin
layer of sealer to the inside of
the hole. The sealant we use is
Permatex #1 (tried and true). We
have tried many other sealants,
but with Permatex #1, we have
never experienced a leak. Next,
we use a driver in conjunction
with a squaring sleeve on the
outside. This starts them in
perfectly straight. Now, pound
in the plug, and then set the plug
below the surface with a setting
driver that is slightly smaller
than the plug itself. DONE.
Bottom line…we do not
charge enough for the service,
but we DO CHARGE.
Sometimes per plug, or the fee
gets buried into the job itself.
With profit margins as slim as
they are, none of us can afford
to rebuild the same head again.
So… PULL YOUR HEAD OUT
AND REMOVE THOSE
BALLS.■
Steve Schoeben is the owner and
operator of HeadWerks, Inc., an
automotive machine shop serving
Minneapolis and surrounding areas since
1991. HeadWerks specializes in the repair
of all types of cylinder heads, ranging
from industrial applications and light
diesel to motorcycles, antiques, racing
and European autos. For more
information, please call (952) 884-6306
or email [email protected].
Determining hole ID with a gage
pin. We use the go-no-go method
for sizing small holes.
Driver with
squaring
sleeve,
removed balls
for size
reference and
the new plugs.
Oil galley hole chamfered and ready
for the new plug to be installed.
Driving plug into galley bore. Note
how the squaring sleeve keeps
driver perpendicular to the head.
Galley plug, driver and
squaring sleeve.
Using setting driver, (which is
slightly smaller than the plug itself),
to set plug below surface.
Installation is complete, with a
professional and sanitary look.
2012 Calendar
Make plans now to attend a
conference near you!
FEBRUARY 25
SUNNEN & MAHLE
CitrusCommunityCollege
Glendora,CA
APRIL 20
JOE GIBBS RACING
Charlotte,NC
MAY 19
LIBERTY
Liberty’sNewEnglandWarehouse
Worchester,MA
JULY 19
EPWI
Denver,CO
SEPTEMBER 27-29
ROTTLER
Heldinconjunctionwiththe
RottlerOpenHouse
Seattle,WA
All shops welcome!
NEED NOT BE AN AERA MEMBER TO ATTEND.
FOR MORE INFORMATION, GO ONLINE:
www.aera.org
SEPTEMBER 28-29
COMP CAMS
CompCams
Memphis,TN
DECEMBER 6-8
IMIS TRADE SHOW
SPONSORED BY:
500 Coventry Lane, Suite 180, Crystal Lake, IL 60014 U.S.A.
toll-free 888-326-2372 / 815-526-7600 www.aera.org • email: [email protected]
Indianapolis,IN
REGISTRATION FORM
NAME
COMPANY NAME
AERA ID NUMBER:
COMPANY ADDRESS
CITY, STATE, ZIP
PHONE
E-MAIL ADDRESS (REQUIRED )
SIGNED BY
REGISTRATION FEE: $150 per person INCLUDES Gary Lewis book
AMOUNT ENCLOSED:
■ CHECK — PLEASE MAKE PAYABLE TO AERA.
CREDIT CARD: ■ VISA ■ MASTERCARD ■ AMERICAN EXPRESS
CARD NUMBER:
EXPIRATION:
CARDHOLDER NAME:
CARDHOLDER SIGNATURE:
If paying by credit card, please fax completed registration form to AERA
toll-free fax 888-329-2372
Or, mail your completed form with payment to: AERA, 500 Coventry Lane, Suite 180, Crystal Lake, IL 60014.
Call AERA toll-free if you have any questions: 888-326-2372 or direct at 815-526-7600.
AERA ONLINE
TRAINING
Cylinder Head & Machinist Certificate Program
• AERA now offers a comprehensive online training program (not just a test) leading to diplomaquality certificates in Cylinder Heads and Engine Machinist. Technicians who successfully earn
either certificate will hold proof that they have an elevated understanding of machining
fundamentals, measuring tools, shop safety, fasteners, engine theory, engine diagnosis, engine
disassembly, component cleaning, inspection, crack detection and repair, component
reconditioning and cylinder head and block resurfacing.
• Each program is an online, self-paced course with up to one year to complete. Gary Lewis’ book,
Automotive Machining & Engine Repair, will be included with the $150 registration fee.
Everything a technician will need is contained in the program with video clips and supplemental
readings at key locations within the program. The book will be used as a syllabus when not online.
All interested in finding out more about this exciting, new certificate program, call AERA at 815-526-7600, ext. 202 and
ask for Karen Tendering — or email [email protected]. Karen can answer all your questions and when ready, register
you to begin the program. To register immediately, please fill out the form on the opposite page and return to AERA.
The information in
this program is
presented from the
view of engine
machine shop
operations. Basic
procedures are
selected from those
with wide industry
acceptance and
represent wellbalanced and
competent “state of
the art” practice.
– Gary Lewis,
Instructor and Author
toll-free 888-326-2372 / 815-526-7600
fax 888-329-2372 / 815-526-7601
Thermal
Spray
Coatings
Additional income
for your shop
BY STEVE EDMONDSON
We here at Republic Diesel have been
using the thermal spray welding process
for many years. I personally applied the
coating for my first time in the mid 80’s
and we haven’t slowed down yet. This
process is something we do every day on a
multitude of different components. It has
actually become a very important part of
our business and a well needed source of
income.
Thermal spray welding, also known as
metalizing or flame spraying, as it is
sometimes referred to, was first performed
around the start of the 20th century. In the
1920’s spray welding in the United States
was seen mainly in coatings on Navy
ships, railroad cars and on coal barges.
The process was used mainly as a
corrosion resistant coating. Several people
believe that World War II gave flame
spraying its biggest boost to date. As our
Armed forces were sent overseas to protect
our country their need to repair equipment
and machinery in the field gave many
businesses an opportunity to get into the
thermal spray market. What followed was,
as the old saying goes, necessity is the
mother of invention.
There are several types of thermal
spray processes. The most popular are the
flame spray system and the arc type
system, both of which we use many times
each day. A few other types are Plasma,
HVOF (High Velocity Oxy/Fuel) and Cold
spray. Each process has different
characteristics and performs differently.
The flame spray system is perhaps the
most versatile process to start with. It
utilizes oxygen-acetylene as the fuel source
and the powder is carried by another
source, usually shop air or gravity. As the
powder is dropped into the center of the
flame, it turns into a molten state and the
air pressure forces it onto the surface.
For years thermal spray welding had a
bad reputation and was considered by
many as Black Magic or Voodoo. This
negative impact label has been a major
hurdle for many shops to overcome. Some
of the reasons for this may be due to the
number of shops that had gotten into the
field without proper training or
equipment. The product these shops
produced quickly failed and it was easier
to find fault with the process than the
people applying the coatings. The coating
process is just that, a coating. It does not
fuse itself to the substrate as conventional
welding does. Thermal spray does not
have much shear strength but under
compression it can withstand a beating.
As I mentioned earlier, we find this
process to be a great source of additional
income. Some of the parts we apply the
thermal coating to are cylinder block decks
and main bore saddles. Some OEM’s
(including Caterpillar) have actually
approved this thermal spray process to
restore material previously removed during
the repair of components. As examples,
crankshaft seal areas and connecting rod
bores are also areas we apply the coatings.
Some non-engine components we repair
are transmission and torque pieces,
driveline yokes and large heavy-duty
brake parts.
1
2
3
Yoke is mounted
in lathe and
masking
material has
been applied to
keep overspray
buildup to a
minimum.
Here we are
using the flame
spray system to
apply the
coating.
Spray weld
powder has
been applied
and is now
ready to finish
machine seal
diameter.
To give you a little deeper
understanding of the process I would like
to walk you through the repair of a couple
of components, a yoke and a crankshaft
seal surface. I understand crankshaft seals
can be repaired with a wear ring but when
it comes to the large diesel crankshafts, the
cost of the wear ring makes the
application of the thermal spray a very
economical, alternative process.
In this first picture you can see where
the yoke seal surface has some grooves cut
into the yoke. These grooves need to be
repaired before the yoke can be put back
into service. We have indicated the yoke in
the lathe and applied the masking
material. The masking material is a water
soluble paint type material that will keep
excess overspray from adhering in the
splines, bolt holes and on non-functional
surfaces. The masking material will help
with the clean up when all machining has
finished. We will next undercut the worn
area about .015” per side to remove as
much of the groove as possible. This
undercutting procedure gives us a good
clean line for the thermal spray coating to
adhere to and it also prepares the surface
for the coating. The surface preparation is
extremely important; it needs to be clean
and rough. The rough surface gives the
coating more contact area to adhere to.
In the next picture we are applying the
coating. We use the flame spray system for
smaller parts. This system uses oxygen and
acetylene as the flame. Once the coating
powder is mixed with the flame it turns
into a molten stage and air pressure forces
it onto the part. While the flame could
potentially melt the part, we do not allow
the component to reach more than a
couple of hundred degrees. There are
several factors you need to take into
consideration when thermal spraying
components. The distance and angle you
maintain from the spray gun to the part is
as critical as the temperature you
maintain, the amount of material you are
applying per revolution, the speed the part
is rotating and the exact mixture of gas
pressures; all are equally important in the
coating process.
As you look at the coated part in
picture 3 you can see some excess material
in the splines and at the base of the yoke.
This overspray can be easily removed with
nothing more than a good stiff wire brush.
The part will need to cool before we can
do our final machining as we do not want
the temperature to affect the finish size of
our component.
THERMAL SPRAY COATINGS
BY STEVE EDMONDSON
Pictures 4 and 5 are simple machine
work, turning a part in a lathe. The
coating is very abrasive but can be easily
machined with several of today’s cutting
inserts. On some parts we use a sealer to
act as a lubricant for the cutting tool and
also to seal any porosity in the coating.
Lastly you see the finished part,
cleaned, polished and ready to return to
the customer. The total time we spend
coating the seal surface on a piece this size
is somewhere around 45 minutes. We will
use less than ¼ pound of powder to coat
the part and the masking material in less
than a ½ cup. When you factor in the
gases and cutting inserts we will have
around $20.00 to $25.00 in consumables.
We find this repair to be profitable and
when your customer has to replace the
part he will find it very economical.
While I understand most shops do not
have these yokes sitting around waiting for
repair, there are many other components
you could look into to increase your shop
services. Small water pump shafts were an
item we cut our teeth on in the early stages
of developing our thermal coating
department. Electric motor shafts are
another source of small pieces you could
consider as a new source of revenue. While
there may not be a seal area to repair on
these shafts, they are notorious for
spinning bearings.
Thermal coating is not Black Magic, it
is a very effective repair process used in
the repair of heavy duty components.
There are remanufacturing facilities using
it every day to repair front covers and
flywheel housings where pumps or covers
have worked loose and fretted into the
cover surface. It has become such an
important part of our business that we
have five machinists/technicians applying
the coating every day for their entire shift.
Those jobs do not even include the coating
process we use in our engine component
areas.■
Born and raised in Louisville, Kentucky, Steve
Edmondson began his 32-year career in 1979
at Republic Diesel, a leading specialist in medium
to large diesel engine machining and spray welding.
If you have any questions or concerns about spray
welding your unique component, feel free to call
Steve at (800) 292-5565.
4
5
6
Machining
process has
started; once
coating
thickness is
verified to be
correct, we will
finish the piece.
The machining
operation is
complete, the
surface is ready
to polish.
Finished
product, the seal
diameter has
been repaired,
cleaned and
polished. The
yoke is ready to
install.
Technician is applying the
masking material using the lathe
rotation to aid in the application.
7
8
Crankshaft
snout shows
signs of seal
damage, it is
mounted in
the lathe to
start the
coating
process.
The coating process.
9
10
Masking material has been applied and the
damaged area in undercut. (Note the
machined area’s rough surface; that will
help improve bond strength of the coating.)
11
12
Here we
have started
the machine
process.
The material
has been
applied and
the masking
material has
kept the
overspray
from
bonding.
The machine
process.
13
14
The repair is
complete.
Crankshaft will
return to the crank
department for the
final polish and
cleaning.
tech
TB 2567
TB 2568
Water Pump Leak Inspection for all
Mitsubishi Engine Models
Engine Oil Leak From Timing Cover on
2008-10 Mitsubishi 2.4L Engines
The AERA Technical Committee offers the following information
on water pump leak inspection for all current Mitsubishi engine
models. This information is provided to inspection criteria when
determining a leaking water pump.
When examining a vehicle for coolant loss, a complete
cooling system diagnosis is required. The presence of dried
coolant residue is not an indication of a defective water pump.
Water pump clearances vary with engine temperature and new
water pumps can leak coolant due to the presence of
manufacturing residue (e.g. casting sand), which is flushed from
the pump over time. Because of these and other factors, some
evidence of coolant residue near the drain hole is considered
normal.
NOTE: On some models, the vehicle must be raised on a lift
to view the underside of the water pump and its surrounding
area. Some models require the removal of the timing belt cover to
inspect the water pump. Refer to the service manual for
additional details.
regarding an engine oil leak from timing cover on 2008-10
Mitsubishi 2.4L engines. An oil leak from the front of the engine
may be seen on some affected vehicles.
If diagnosis confirms that the leakage is coming from the area
where the timing chain case, engine block and cylinder head
meet, the condition may be due to a misapplication of sealant
during assembly. This technical bulletin provides instruction to
remove the water pump, clean and prepare the surface where the
oil leak is seen, and apply sealant to the affected area.
Areas to inspect:
1. If the water pump drain hole is visible, look for a leak trace in
areas below the drain and vent holes.
2. If the water pump drain hole is NOT visible:
• If the water pump is visible, inspect areas underneath
it for leakage.
• For some models, you must remove the timing belt
cover and inspect for leakage.
When inspecting for a water pump leak, the engine needs to
be at normal operating temperature. Inspect the underside of the
water pump and the surrounding area. If there is no coolant
residue, the water pump is not leaking and should not be
replaced. If dry coolant residue is seen, clean the area to prevent
confusion during future inspections. If damp coolant residue or
drips are seen, the water pump is defective and must be replaced.
TB 2568 – Figure 1: Cover Water Pump Openings
1. Remove the water pump and drain coolant into a clean
container and save it for reuse. The best way to remove
the water pump is from the underside of the vehicle.
2. Thoroughly clean the area where the cylinder head,
engine block and timing chain case meet and let it dry
completely. Cover the indicted water pump opening with
tape to avoid the intrusion of any foreign material as
shown in Figure 1.
3. Remove any existing sealant visible in the area to be
prepped for new sealant. Take care not to damage
aluminum parts.
4. Using sandpaper, prepare the surface of the area for the
application of new sealant.
5. Clean the area again using non-chlorinated brake cleaner
and let it dry completely.
6. Apply new sealant where the timing chain case, the
engine block and cylinder head meet as indicated in
Figure 2. Allow it to dry for 30 minutes.
7. Degrease the new sealant using non-chlorinated brake
cleaner and apply sealant a second time over a slightly
larger area. Allow it to dry for 30 minutes.
(See Figure 3.)
8. Reinstall the water pump assembly and the drive belt in
the reverse order of removal.
CAUTION: Do not attempt to install the water pump until
the sealant has dried for 30 minutes.
TB 2568 – Figure 2: New Sealant Application & Location
L
Loaded
oaded w
with
ith Z
ZDDP,
DDP, Joe
Joe G
Gibbs
ibbs Driven
Driven delivers
delivers camshaft
camshaaft protection.
protectio
ion.
L
earnn m
ore aatt JJoeGibbsDriven.com
oeGibbsDriven.coom oorr call
call 8866-611-1820
66-611-1820
Learn
more
TB 2568 – Figure 3: Applying Sealant A Second Time
Part #
Description
MN187246
MN187247
LOCTITE 5900
GASKET, WATER PUMP (1 QTY.)
GASKET, COOLING WATER LINE (1 QTY.)
FLANGE SEALANT (1 QTY.)
tech
TB 2569
Revised Cylinder Head Bolts on 2010
MY Subaru 2.5L Engines
The AERA Technical Committee offers the following
information regarding a revised cylinder head bolt on 2010
midyear Subaru 2.5L engines. The purpose of this bulletin is to
inform technicians that a surface treatment of the cylinder head
bolts has changed for production purpose along with
installation procedures.
The new style bolts were introduced into production on
December 4, 2009. The bolts are interchangeable and can be
mixed, however the new procedure must be followed regardless.
SOHC Cylinder Head Bolt Installation
1. Clean the bolt threads and the bolt holes in the cylinder
block. To avoid erroneous tightening of the bolts, clean out
the bolt holes sufficiently by blowing with compressed air to
eliminate engine coolant etc.
2. Apply a sufficient coat of engine oil to the washer and bolt
thread.
3. Tighten all bolts to 29.5 ft/lbs (40 Nm) in alphabetical order
as shown in Figure 1.
4. Tighten all bolts to 70.1 ft/lbs (95 Nm) in alphabetical
order. If the bolt makes a stick-slip noise (squeaking sound)
during tightening, start over from step 1. In this case, the
cylinder head gasket can be reused.
5. Loosen all bolts 180° in the reverse order of installing and
loosen them an additional 180°.
6. Tighten all bolts to 7.4 ft/lbs (10 Nm) in alphabetical order.
order.
order.
9. Tighten all bolts 80-90° in alphabetical order.
10. Tighten all bolts an additional 40-45° in alphabetical order.
Do not exceed 45°.
11. Tighten bolts (a) and (b) further by 40-45°.
Do not exceed 45°.
CAUTION: Make sure that the total “tightening angle” of
steps 10 & 11 does not exceed a total of 90°.
DOHC Cylinder Head Bolt Installation
1. Clean the bolt threads and the bolt holes in the cylinder
block. To avoid erroneous tightening of the bolts, clean out
the bolt holes sufficiently by blowing with compressed air to
eliminate engine coolant etc.
2. Apply a sufficient coat of engine oil to the washer and bolt
thread.
3. Tighten all bolts to 29.5 ft/lbs (40 Nm) in alphabetical order
as shown in Figure 2.
order. If the bolt makes a stick-slip noise (squeaking sound)
during tightening, start over from step 1. In this case, the
cylinder head gasket can be reused.
5. Loosen all bolts 180° in the reverse order of installing and
loosen them an additional 180°.
6. Tighten all bolts to 7.4 ft/lbs (10 Nm) in alphabetical order.
order.
order.
9. Tighten all bolts 80-90° in alphabetical order.
10. Tighten all bolts an additional 40-45° in alphabetical order.
Do not exceed 45°.
11. Tighten bolts (A) and (B) further by 40-45°. Do not exceed
45°
CAUTION: Make sure that the total “tightening angle” of
steps 10 & 11 does not exceed a total of 90°.
TB 2569 – Figure 1: SOHC Head Bolt Torque Sequence
TB 2569 – Figure 2: DOHC Head Bolt Torque Sequence
TB 2570
TB 2572
Connecting Rod Installation Caution on
Cummins QSB Series Diesel Engines
Main Bearing Bolt Changes Used on
2000-02 VIN R 5.7L Engines
information regarding a connecting rod installation caution on
Cummins QSB Series engines. Depending on the engine that
you have, it will determine the correct installation of the
connecting rod into the cylinder block. Failure to follow the
guidelines listed below could result in engine damage.
information regarding main bearing bolt changes on 2000-02
GM VINR 5.7L engines. The changes affect engines using either
two or four main bearing bolt designs. Revisions were made to
the bolt material design and the tightening procedures changed
to the torque-to-angle (TTA) method. These revisions started in
the model year 2000 for engines used in trucks.
TB 2570 – Figure 1: 3.9L & 5.9L Piston/Rod Assembly
General Motors supplies this new information for the correct
tightening of the main bearing bolts on two and four main
bearing bolt engines. Reference Figure 1 at the top of next
column) for bolt identification and how to determine which
torque method to use.
You will also notice below the conventional torque method,
which is an optional strategy and can be used in the event that
an angle gauge is not available.
The following information is for the QSB 3.9L & 5.9L Engines:
Align the “front” marking and/or arrow on the top of the
piston so that it points toward the front of the engine. Insert the
connecting rod through the cylinder bore until the ring
compressor contacts the top of the cylinder block.
The long end of the connecting rod (1), shown in Figure 1,
will be on the intake side of the engine. If not, verify that the
piston was installed correctly onto the connecting rod.
Figure 1 shows an illustration of the main bearing bolt heads
indicating the appearance difference between the early pre-2000
style main bolt head on the left and the 2000 and later TTA
bolt head on the right.
TB 2570 – Figure 2: 4.5 & 6.7L Piston/Rod Assembly
TB 2572 – Figure 1: Conventional Left side, TTA Right side
The following information is for the QSB 4.5L & 6.7L Engines:
Align the “front” marking and/or arrow on the top of the
piston so that it points toward the front of the engine. Insert the
connecting rod through the cylinder bore until the ring
compressor contacts the top of the cylinder block.
The long end of the connecting rod (1) and the notch in the
piston skirt (2), shown in Figure 2, will be on the exhaust side
of the engine. If not, verify that the piston was installed
correctly onto the connecting rod.
AERA Technical Bulletins
also available online
AERA Technical Bulletins in English and Spanish can
be found online at www.aera.org/ep
tech
TB 2573
TB 2575
Piston Cooling Oil Jet Caution on Cummins
4.5 & 6.7L QSB Series Engines
Engine Oil In Coolant On 2002-07 Ford 6.0L
Diesel Engines
information regarding piston cooling jet caution on Cummins
4.5 & 6.7L QSB Series engines. Depending on the application
of use for this engine, there are two types of cooling jets being
used; a saddle jet piston cooling nozzle and a J-jet piston
cooling nozzle.
Saddle jet piston cooling nozzles are typically used in lower
power applications and are located in the main bearing saddle
on the block side. Oil is supplied from the main bearing.
Cylinder blocks using saddle jet piston cooling nozzles may be
machined for J-jet piston cooling nozzles as well. If this is the
case, capscrews are required to be installed in the J-jet piston
cooling nozzle location.
J-jet piston cooling nozzles are located in between the main
bearing saddles on the exhaust side of the engine. Oil is
supplied from an oil gallery in the block on the exhaust side of
the engine. Cylinder blocks using J-jet piston cooling nozzles
may be machined for saddle jet piston cooling nozzles as well. If
this is the case, plugs are required to be installed in the saddle
jet piston cooling nozzle location.
on engine oil in the coolant on 2002-07 Ford 6.0L diesel engines.
One possible cause of this problem may be due to an internally
leaking oil cooler heat exchanger.
Ford Motor Company offers the following service procedure
only if oil is found in the coolant. The EGR Cooler will be
inspected for internal leaks during oil cooler service.
Replace the oil cooler heat exchanger and make sure that the
oil cooler reservoir is clean of any debris and that the screen at
the bottom is not damaged. Leaking oil coolers are frequently
caused by restricted coolant passages within the oil cooler heat
exchanger. These restrictions can also cause damage by
overheating the EGR cooler.
Prior to reassembly, remove and check the EGR cooler for
leaks using the EGR cooler block off adapters using standard
screws and washers as shown in Figure 1. Install shop air adapter
and regulator and pressurize cooler to 30 psi and listen for leaks.
For very small leaks, it may be required that the EGR cooler
remain submerged for up to 15 minutes to aid in leak
identification. This time is needed to allow small leaks to displace
enough water from the coolant passages to become evident.
TB 2575 – Figure 1 (above left): Exhaust Gas Recirculation (EGR)
Cooler Test Plate. NOTE – Torque nuts to (23 lb-ft) 31 N•m.
Figure 2 (above right).
Saddle jet piston cooling nozzle (1) and
J-jet piston cooling nozzle (2).
Do not reuse the saddle jet piston cooling nozzle or plugs
once they have been removed. New saddle jet cooling nozzle or
plugs must be reinstalled. To properly install a saddle jet piston
cooling nozzle, push the nozzle in place by hand and continue
to push into recess by using a flat punch.
J-Jet piston cooling nozzles installation is done one cylinder
at a time by rotating the crankshaft as necessary for access. Use
a long extension to guide the cap screw or piston cooling nozzle
in place. The locate pin on the J-jet cooling nozzle must engage
the locating hole in the block for proper alignment. Tighten the
cap screw to 133 in/lbs.
NOTE: Cummins 4.5L and 6.7L engines are only equipped
with J-jet piston cooling nozzles. The cylinder blocks for these
engines are not machined for saddle jet piston cooling nozzles.
No saddle jet plugs are necessary.
Submerge the EGR cooler horizontally in the water, with the
coolant ports pointing upward. Manipulate the cooler under
water to purge all trapped air from the internal coolant
passages as shown in Figure 2.
Inspect for continuous bubbles escaping from the coolant
ports. If continuous bubbles identify a leak, replace the EGR
cooler. If bubbles do not identify a leak, no replacement of the
ECG cooler is necessary.
Flush the cooling and heating system together and use the
radiator refill tool to fill the cooling system. Replace the degas
bottle pressure cap due to oil contamination as well as the
engine oil and filter.
Part #
3C3Z-9P456-AE
4C3Z-9P456-AF
3C3Z-6A642-CA
9C3Z-8101-A
Description
EGR COOLER (BUILT BEFORE 9/29/2003)
EGR COOLER (BUILT 9/29/2003 AND LATER)
OIL COOLER KIT
CAP - DEGAS BOTTLE
TB 2578
Intermittent Valve Lash Adjuster Noise on
N51, N52 or N52K BMW Engines
information regarding an intermittent valve lash adjuster
noise on N51, N52 or N52K BMW engines. All E82, E83,
E88, E85, E86, E60, E61, E70, E90, E91, E92 and E93
vehicles with N51, N52 or N52K engines produced
approximately up to November 30th 2008 may exhibit a
valve lash adjuster noise.
An occasional ticking or rattling noise from the
camshaft hydraulic valve lifters (HVA) may occur during
cold engine starts, due to frequent short-distance driving,
or the noise may occur for an extended period of time even
though the engine is at operating temperature.
Improved parts were phased into production beginning
on 10/1/2008 and fully implemented on November 30th
2008.
All vehicles produced between 10/1/2008 and
11/30/2008 must have each vehicle's cylinder head casting
number identified before hydraulic valve lifters (HVA)
replacement, due to staggered implementation. Refer to the
figure below for the casting number location. Vehicles
produced after 11/30/2008 has already been fitted with
improved parts. Vehicles produced prior to 10/1/2008 will
require the new parts.
THE
RIGHT
PUSHROD
FOR YOUR APPLICATION
SMITH BROS. PUSHRODS ARE DESIGNED FOR USE
IN THE MOST DEMANDING ENVIRONMENTS.
Our attention to exact tolerances make our pushrods the
best you can buy. We specialize in custom pushrod fabrication
including: Straight Wall, Tapered, Adjustable and One Piece
Performance cars, trucks, motorcycles, tractors,
restoration and custom projects.
Proud supplier to:
MOST ORDERS SHIP WITHIN 24 HOURS
1 800 367 1533
www.pushrods.net
TECH 541 388 8188 FAX 541 389 8840
62958 Layton Ave, Ste. 4 Bend, OR 97701
IMPROVED CASTING NUMBERS
N51 (B30)
7588277.01
N52 (B30)
7588273.01
N52K (B30)
7588271.01
A cylinder head casting number that does not match
will require replacement of the 12 exhaust camshaft
hydraulic valve lifters (HVA) as per Repair Instruction RA
11 33 050.
Removing & Installing/Replacing All Rocker Arms: Only the
exhaust camshaft and rocker arms have to be removed in
order to replace the hydraulic valve lifters. Do not remove
or replace any intake camshaft valve train components.
Let us straighten your logistics out.
If you need a logistics partner who can
steer your shipping business in the right
direction, you need Freightquote.com.
We offer a vast array of products and
services specifically designed to give
you an optimal shipping experience.
N51, N52 and N52K Cylinder Head Identification: The cylinder
head must be identified by the casting number highlighted
in the illustration above. The casting number is located
above the cylinder 3 exhaust port. This is not the part
number of the cylinder head; the part number and casting
number will differ.
Don’t get lost in a maze of logistics.
Visit Freightquote.com or call us at
800.323.5441 today.
tech
TB 2579 – Figure 2: Testing OCV
TB 2579
Oil Control Valve (OCV) Inspection on 2003-08
Hyundai 1.6, 2.0, 2.4, 2.7, 3.3, 3.8 & 4.6L Engines
information for inspecting continuously variable valve timing
on 2003-08 Hyundai 1.6, 2.0, 2.4, 2.7, 3.3, 3.8 & 4.6L
engines. Customers may complain of rough idle or poor
acceleration in vehicles using the above mentioned engines.
When diagnosing the Continuously Variable Valve Timing
(CVVT) system for rough idling, poor acceleration, camshaft
timing misalignment-related trouble codes, misfire related
trouble codes, and/or other related symptoms, it may be
required to inspect the Oil Control Valve (OCV) for proper
operation. Follow the procedure outlined in this bulletin to
inspect the OCV. If the OCV operates normally, then carry out
other necessary repairs. Do not replace the OCV if normal
operation is confirmed.
There are two OCV suppliers that Hyundai used during
production of these engines. When checking the OCV, you will
need to know which supplier was used depending on what
vehicle and engine you have. Please refer to the chart below
(Figure 1) for more information on which OCV is used.
TB 2579 – Figure 3: Resistance Results & Action
TB 2579 – Figure 4: Checking operation using 12V.
TB 2579 – Figure 1: Engine, Model, OCV Supplier
TB 2579 – Figure 5: OCV movement
To check the OCV, measure the resistance between OCV
power and signal terminals as shown in Figure 2. Refer to the
chart in Figure 3 for ranges and OCV supplier specs.
Check to make sure that the OCV operates normally by
providing 12V power as shown in Figure 4.
Careful attention is necessary to avoid a short circuit when
providing the OCV with 12V power. Spacing between the OCV
power and the signal terminals is very narrow. Use suitable
connections to prevent shorting of the test power supply.
When 12V power is provided to the OCV, the OCV must
move forward as shown in Figure 5. Picture A shows maximum
retarded valve timing condition when 12V not provided. Picture
B shows advanced valve timing condition with 12V supplied.
NOTE: Reverse the connection polarity if the movement is
opposite.
If the OCV does not move forward, examine it for a foreign
object such as an aluminum chip (C) is jammed inside the OCV
as shown in Figure 6. Blow out the foreign object using
compressed air, reinstall the OCV and then verify that the fault
is corrected.
TB 2579 – Figure 6: Aluminum chip jammed in OCV
PRO-SIS SA
makes finding
engine specs
as easy as
clicking your
mouse!
• This new and improved version of our popular engine specification software offers
nearly 6,300 engine specifications from 136 manufacturers covering light-duty,
agricultural, industrial, import, and powersport engines
• Quickly identify cylinder blocks, heads, crankshafts, camshafts and
connecting rods by casting number
• Save time by not having to search through paperwork or call tech support
for engine specifications
• Over 36,000 casting numbers — plus, you have the ability to search for
engines by casting number from blocks, heads, connecting rods, camshafts,
and flywheels
• Remanufacturing specifications for cylinder blocks, heads, crankshafts,
camshafts, connecting rods, and flywheels
• Over 2,900 AERA Technical Bulletins that can be keyword searched and printed
PRO-SIS SA contains all of the information in AERA’s printed manuals plus additional technical specs and
information needed for machining and assembly. Using this program will eliminate almost all the filing of
technical bulletins and engine specification sheets. Not only will you have over 6,300 engine specifications at
your fingertips, you can also add your own custom engine information to PRO-SIS SA’s database. For the
amount of time it takes you to find the manual, using PRO-SIS SA you would have already found your specs
and been back to work...that’s a money-making difference!
PRO-SIS SA software is free to all new AERA members for 90 days. After the trial period is over, all you pay is
a $403 annual support fee (outside the US $437).
toll-free 888-326-2372 / 815-526-7600
fax 888-329-2372 / 815-526-7601
MARKETPLACE
Attention AERA Members! Advertise your business card with Engine Professional magazine
and capitalize on the fastest growing hardcore engine publication in the aftermarket…
MARKETPLACE
is for AERA
members only.
It will be featured in
every issue,
beginning in April
(next issue).
Four times a year,
over 15,000
copies of Engine
Professional are
sent to an audited
list of engine
professionals.
Business Card Ad (3.5" x 2")
1x Rate $200
4x Rate $170
All ads run full color at no extra charge.
To advertise in this section, you must be an AERA member.
For details on how to join, visit www.aera.org.
Marketplace Business Card Ad Order Form
Name:
Company:
AERA ID #:
Address:
City, State, ZIP:
Phone: (
)
Fax: (
)
E-mail:
Rate $____________ x # of insertions ______ = Total $__________________
■ Visa
■ MasterCard
NOTE: Mail business card with payment to AERA or e-mail electronic file
(JPG or PDF) to AERA creative director: [email protected]
■ American Express
■■■■ ■■■■ ■■■■ ■■■■
Expiration Date (MM/YY) ________ / ________
Print Cardholder Name
Cardholder Signature
Fax toll-free 1-888-329-2372
Or, mail with your payment to: Engine Professional Magazine / AERA, 500 Coventry Lane, Suite 180, Crystal Lake, IL 60014 U.S.A.
Questions? Please contact Hal Fowler 404-427-0171 / [email protected]
Jim Rickoff 507-457-8975 / [email protected] — or, call AERA toll-free 888-326-2372 or 815-526-7600.
E-mail artwork to — [email protected]
AERA is a network of professional
engine builders, rebuilders and
installers with the expertise and
connections to provide you with the
right answers when you need them.
If you’re in the engine building
business, there’s no tool more
important than an AERA
membership.
NEW BENEFITS FOR
AERA MEMBERS
New Credit Card Processing through TSYS
Low member-only processing rates through TSYS (a top-ten
processor), electronic check services, free online reporting,
all major credit card and debit cards, gift and loyalty
programs. Any member who does a cost comparison with
TSYS by March 31, 2012 will receive a $25 gift card.
No obligation to member. Contact Kit Barret at TSYS
Merchant Solutions at 800-516-6242 ext. 4077.
An AERA membership also gives you:
New Discount Program with HP
Discounts on computer hardware and supplies, no costs
or minimum orders, free ground shipping.
• A voice in Washington, D.C.
New Online Certification Program
The only online certification program available for
engine builders.
New and Improved Products from AERA
AERA carries a variety of high-quality shop supplies, unique
items which have been selected and produced based on
input from members … new and improved temperature
recorder labels, tags, bags, and more!
• Toll-free technical support
• Specialized engine specification software
• Four engine specification manuals and
annual membership directory
• Engine Professional magazine
• Regional Tech & Skills Conferences
• Special discounts from a number of “partner”
companies to help AERA members reduce costs
on insurance, shipping, utilities, waste removal and
a variety of other services.
Join today!
Complete the membership application on the next page
and return to AERA. For more information, call AERA
toll-free 888-326-2372 or visit www.aera.org.
toll-free 888-326-2372 / 815-526-7600
fax 888-329-2372 / 815-526-7601
U.S. APPLICATION FOR ACTIVE MEMBERSHIP
ELIGIBLITY REQUIREMENTS: Applicant should be a proprietorship, partnership or corporation that has adequate automotive shop
equipment and performs either engine machining, engine modification, engine assembly or engine installation and whose principal business
serves the automotive, truck, tractor, marine, diesel and other classes of retail, industrial and commercial accounts and not primarily sell used
parts (which term does not include remanufactured parts) in their main place of business.
1. Please remit a sheet of company letterhead, company business card or company invoice with application.
2. If your business meets the above criteria, please complete the form below. (Please print legibly or type.)
COMPANY INFORMATION
Company Name
Date business started
Contact Person (one name only)
Business Address
City, State, Zip
Phone
Fax
Email
Website
How many personnel in your shop?
(include part-time personnel)
Please check the appropriate categories for listing
in the AERA Membership Directory:
■
■
■
■
■
■
■
■
■
■
AC – Custom, passenger car and light truck engine rebuilding
AD – Diesel, heavy-duty and industrial engine rebuilding
AF – Foreign, motorcycle and small engine rebuilding
AH – High-performance engine rebuilding
AL – Drive line rebuilding
AM – Marine engine rebuilding
AP – Production engine rebuilding (100+ per month)
AY – Cylinder head rebuilding specialist
AI – Engine installation
Other
AERA MEMBERSHIP DUES
Select the appropriate personnel category for your shop.
Number of shop personnel:
■ 1 - 3...........................................................$342
■ 4 - 8...........................................................$419
■ 9 - 24.........................................................$541
■ 25 or more ...............................................$639
PAYMENT MUST ACCOMPANY APPLICATION
■ Entire amount enclosed $
CREDIT CARD: ■ VISA ■ MasterCard ■ American Express
■ CHECK (please make checks payable to AERA)
Cardholder Name (please print)
Card Number
Expiration
Signature
I attest that my firm meets the above requirements and give AERA permission to verify the information.
Signature
Title
★ Recomended for membership by:
Send application and payment to: AERA, 500 Coventry Lane, Suite 180, Crystal Lake, IL 60014. Or — fax your completed application
with payment to 888-329-2372 (toll-free) or 815-526-7601. You may also apply online at www.aera.org. If you are already an AERA member,
please give this application to a friend. Call AERA toll-free 888-326-2372 (or direct 815-526-7600) with any questions.
ADVERTISER INDEX
NEW
monthly
payment
options
AERA now offers monthly installment
payment options for your
annual AERA membership and
PRO-SIS support fees.
• Credit card
• Direct withdrawl from
bank account
There will be no additional fees if you
elect to pay monthly.
Example: A small (1-3 man) shop pays
an annual rate of $342 or $28.50 per month
for 12 months (credit card or direct withdrawl
from bank account).
For more information, call Karen
at 888-326-2372 or
e-mail [email protected].
AERA ............................21, 27, 45, 59, 62-63, 75, 77-78
Comp Cams.................................................................55
CTP / Costex Tractor Parts ...................inside back cover
CWT Industries...............................................................1
DNJ Engine Components ...................outside back cover
Durabond .......................................................................7
Elgin .............................................................................13
Endurance Power Products .........................................25
ESCO Industries...........................................................39
Federal Mogul / Sealed Power .....................................15
Fowler Sales & Service.................................................24
FreightQuote.com ........................................................73
Goodson ......................................................................22
Hastings ................................................inside front cover
iSystems ......................................................................52
Jamison .......................................................................49
Joe Baker Equipment Sales .........................................54
Joe Gibbs Racing.........................................................69
L.A.Sleeve ....................................................................69
MAHLE Clevite .............................................................43
Maxiforce .....................................................................51
Melling..........................................................................29
PEP........................................................................34, 38
QualCast ......................................................................32
Quality Power Products................................................19
Regis..............................................................................5
Rottler ..........................................................................80
S.B. International............................................................3
Safety Auto Parts .........................................................35
Smith Brothers .............................................................73
Sunnen ........................................................................17
Superflow.......................................................................9
Topline ....................................................................60-61
Tracto-Parts Center......................................................49
ADVERTISING
OPPORTUNITIES
Get your advertising message directly into the shops who are building, rebuilding and installing engines professionally by advertising in
Engine Professional magazine.
Engine professionals worldwide will receive this full-color publication
four times per year. Each issue will be filled with highly technical and
application-driven articles from our staff of writers, as well as feature
contributions from industry professionals.
toll-free 888-326-2372 / 815-526-7600
fax 888-329-2372 / 815-526-7601
Over 16,000 copies of each issue of Engine Professional will be
mailed to an audited list of engine professionals comprised of engine
builders; custom rebuilders; production rebuilders; heavy-duty,
marine, industrial, motorcycle, Nascar, NHRA and sprint car shops.
Ad Sales • Hal Fowler: 404-427-0171
[email protected]
• Jim Rickoff: 507-457-8975
[email protected]
For ad payment, circulation, membership information:
Call AERA toll-free 888-326-2372 or 815-526-7600.

rotating assemblies – options you need to know!

Transcription

Similar documents

product news - Engine Professional

Dual Port, Four Barrel, Aluminium lnlet Manifold. Crane Cam and

24` 5” Stratos 1993 $4500 - Chapman School of Seamanship

50` 3” Cheoy Lee 1984 - Chapman School of Seamanship

technician training

GSX-R750

27` 7” Wellcraft 1990 $5900 - Chapman School of Seamanship

Goshen Coach proudly introduces the latest in Hybrid innovations

Nanchang CJ-6

28` 6” Aquasport 1987 - Chapman School of Seamanship