project pontiac 501: creating a 600 hp street

Transcription

PROJECT PONTIAC 501: CREATING A 600 HP STREET PERFORMER
Flow Numbers and Snow Numbers
An Analysis of Flow Bench Testing
Scan Tool Case Studies
Understanding Scanner Codes
AN AERA INTERNATIONAL QUARTERLY PUBLICATION
OCTOBER-DECEMBER 2012
Choosing a Proper Cam
for Stock Cars
Tips from an expert on how to
master this difficult task
Speed Read
Beyond the Dyno – Part 3
PONTIAC 501 BUILT AND
PHOTOGRAPHED BY MIKE MAVRIGIAN.
EP Q412 Cover_EP 10/3/12 1:00 PM Page 2
EP Q412 1-7_Layout 1 10/3/12 1:38 PM Page 1
CONTENTS
4
FROM THE PUBLISHER
VOLUME 5, NUMBER 4
6
INDUSTRY NEWS
PUBLISHER
Welcome to new AERA members,
calendar of events, news and views
AERA - Engine Builders Association
500 Coventry Lane, Suite 180
Crystal Lake, IL 60014
815-526-7600
815-526-7601 fax
Chairman of the Board
Dwayne Dugas
New Iberia, LA
First Vice Chairman
Ron McMorris
Maple Ridge, BC CANADA
Second Vice Chairman
Steve Schoeben
Bloomington, MN
Treasurer
David Bianchi
Seattle, WA
President
Paul Hauglie
8
PROJECT PONTIAC 501
By Mike Mavrigian
We build a bored & stroked 455 to obtain
501 CID and about 600 HP, creating an ideal
street/strip/street-rodder Indian powerplant
30 FLOW NUMBERS AND
SNOW NUMBERS
By Harold Bettes
An analysis of flow bench testing and
real world applications for engines
30
42 IN TOUCH
By Jim Rickoff
46 PRO-SIS CORNER
By Steve Fox
EDITOR
Paul Hauglie
[email protected]
50 SPEED READ
By Levon Pentecost
Beyond the Dyno – Part 3 (conclusion)
50
54 SCAN TOOL CASE STUDIES
By Dave Capitolo
Jim Rickoff
[email protected]
TECHNICAL EDITORS
62 CHOOSING A PROPER CAM
FOR STOCK CARS
By Charles Reichard
68 TECHSIDE
By Lake Speed Jr.
What You Can’t See Can Hurt Your Camshaft
(and other parts of your engine)
70 ON THE SAME PAGE
ASSOCIATE EDITOR
54
Engine building book reviews by
AERA Technical Specialist Mike Caruso
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]
74 AERA ONLINE
TRAINING PROGRAM
GRAPHIC DESIGN
Maria Beyerstedt
[email protected]
AERA Engine Building and Machining
Certificate Program
ADVERTISING SALES
76 TECH BULLETINS
86 PRODUCT SPOTLIGHT
68
91 MARKETPLACE
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 OCT-DEC 2012 engine professional
INTERNATIONAL LIAISON
Yolanda Carranza
[email protected]
CHIEF TECHNOLOGY
ARCHITECT
Richard Rooks
[email protected]
engine professional WWW.AERA.ORG/EP 3
FROM THE PUBLISHER
BY PAUL HAUGLIE, PRESIDENT
Squish the Fish
In case you haven’t heard by now, there’s a new kid on
the block here at Engine Professional and AERA.
Here’s the Cliff Notes version:
Name: Paul Hauglie
Experience: 16 years in the automotive
aftermarket with Melling Select Performance /
Melling Engine Parts
Likes: Muscle Cars
Dislikes: Sushi
If you want any other information you’ll have to contact
me directly as I don’t want to take up this space talking
about my life (or just go back and read the last issue of
Engine Professional).
Coming from the manufacturing side of the business, I
had a very slanted view of AERA, what it did, what
services it provided and how members derived benefits
from the association. Since accepting this position and
officially taking over the reins, my view has been
seriously balanced. Balanced in the way that I am daily
gaining a knowledge for what the association does and
what it does for its members.
I am strongly encouraged to see and hear the positive
comments about AERA, from the regional technical
seminars, to the updating of the website, to the
continuous refinement of our PRO-SIS system and to
the real application driven articles we publish in Engine
Professional. It’s these comments that not only make
us feel good, but also provide us a measuring stick of
our performance.
As 2012 winds down and we begin to plan for 2013,
AERA is continuing its upward momentum gained from
this year’s big events, to help us plan and prepare for
bigger and better things to come.
With the success of the regional technical conferences,
and the help of great hosts, we are receiving more and
more requests from companies interested in hosting
one of these events. In fact, our list for 2013 was still
being finalized at press time. These conferences
provide us with an excellent opportunity to get to know
some of our members, and to showcase some the
things we have been doing at AERA. It also gives
members the chance to speak face-to-face with some
of our tech staff, as well as talk with some of the most
respected parts manufacturers and see some of their
newest products.
Our technical and IT staff continue to make
improvements to the PRO-SIS system. A big part of
this is accomplished with the help of member shops
and manufacturers. Going forward, a bigger emphasis
will be placed on refining our web version of PRO-SIS
even further. This is something that will enable the user
to utilize PRO-SIS on any computer.
Additionally, we will continue to make Engine
Professional a top-notch industry publication, by
striving to make the articles relevant to the engine
professional community. If you feel there is a need for
specific coverage on a particular issue, engine- or
industry-related, do not hesitate to contact me or one
of the other editors. We will be happy to examine the
viability and relevance of the issue.
As I look forward to the future of AERA, it is my belief
that this association will again be a respected
cornerstone of the automotive aftermarket. At the
same time, we will adopt practices and procedures
that will keep members updated quickly and efficiently,
and demonstrate that we are good stewards acting on
the members’ behalf.
If experience has taught me anything, it’s that you don’t
go into something blind and begin making changes for
the sake of change. Rather, better to take a step back
and try to see as much of the picture as possible… a
survey of the current landscape if you will. And, I see
nothing but good things happening for AERA, with
much more in the near future and on the horizon.
I want to personally invite all members, shops and
manufacturers alike, to join us Friday, December 7,
2012, at the IMIS Show in Indianapolis as we celebrate
our 90th anniversary. Enjoy dinner and drinks on us,
learn what AERA is all about and where we’re going,
plus hear from a special guest speaker.
Thank you to all that have contacted me with
congratulations about taking on this role. I am grateful
for all of your support in this new endeavor.■
Prior to becoming president of AERA, Paul Hauglie
worked for Melling Engine Parts as Canadian Sales
Manager and Performance Product Manager for
Melling Select Performance.
✂
'* !
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6
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$
90 7 0
* !
$
" %
$ ! %
GM 6.5 (truck & van) .........................................$995/ea
Cummins 3.9 4BT (OEM)....................................$950/ea
Cummins 5.9 6BT .............................................$995/ea
Cummins 8.3 6CT ...........................................$1795/ea
Caterpillar 3306(DI)..........................................$2780/ea
GM 6.5 (Truck & Van) ..................$198/ea
Chevy 350 (Vortec)......................$228/ea
Chrysler 318/360........................$228/ea
Chrysler 3.9................................$180/ea
Caterpillar 3306(PC) 8N1187 ......$730/ea
Caterpillar 3306(DI) 8N6796 .......$730/ea
Caterpillar 3406(DI) NEW ..........$1580/ea
Caterpillar 3406(PC) NEW .........$1580/ea
&%
%
Cummins 4BT ....................................................$575/ea
Cummins 6CT 8.3 ..............................................$780/ea
Cummins 6BT 5.9 ..............................................$695/ea
Caterpillar 3306 .................................................$998/ea
Cummins 3.9 .....................................................$158/ea
Cummins 5.9 .....................................................$138/ea
Cummins 8.3 .....................................................$188/ea
Caterpillar 3304(PC/DI) ...............$580/ea
Jeep 4.0 (#331) ..........................$375/ea
Ford 4.0 (Early, Late)...................$138/ea
Cummins 5.9/3.9(6BT/4BT)...........$68/ea
Cummins 8.3 (6CT).......................$86/ea
GM 6.5 NEW .................................$55/ea
Cummins 5.9 (OEM)..................$5980/ea
Cummins 3.9 4BT (OEM)...........$3980/ea
Cummins 8.3 6CT (OEM)...........$6980/ea
Cummins 3.9 ................................$98/ea
Cummins 5.9 ..............................$108/ea
Cummins 8.3 ..............................$138/ea
5
6
+81008,+382,/+
8
&%
6
! )
Cummins 3.9 Upper Kit (OEM)......$88/set
Cummins 3.9 Lower Kit (OEM) .....$88/set
Cummins 5.9 Upper Kit (OEM)......$98/set
Cummins 5.9 Lower Kit (OEM) .....$95/set
Cummins 8.3 Upper Kit (OEM)....$128/set
Cummins 8.3 Lower Kit (OEM) ...$108/set
5
%& ! +221;
5 "
■
industry news
AERA welcomes
new members
ACTIVE
• Ace Automotive Machine,
Casper, WY
• American Truck Parts,
Douglas, GA
• Babich Auto Inc,
Mountain Iron, MN
• Big Johns Automotive,
Carlsbad, NM
• C&F Race & Machine LLC,
Goshen, IN
• Carquest of Augusta,
Augusta, ME
• Carquest Auto Parts,
Tucson, AZ
• Carquest of Stanley,
Stanley, WI
• Centre Mecanique F.L.
St Cyrille de Wendover PQ
CANADA
• Couch’s Automotive Racing
Services, Spring, TX
• County Line Machine,
Fortuna, MO
• Crosstown Engine
Rebuilders, Toronto ON
CANADA
• Dormans Machine & Off Rd
Shop, Mill Hall, PA
• Durango Machine,
Farmington, MN
• El Monte Head Repair,
El Monte, CA
• GMS Service,
Cuenca, Azuay ECUADOR
• High Tech Auto Machine,
Weissport, PA
• Hurley Machine,
Chateaugay, NY
• Lawrence Crankshaft,
Haver Hill, MA
• Lee’s Machine,
Colorado Springs, CO
• Lockwood Engineering,
Littleton, CO
• Polarek Motorsports LLC,
Valparaiso, IN
• Powerline Engine & Trans,
Mentor, OH
• Precision Carburetor &
Machining, New Holstein, WI
• Primos Cylinder Head,
Ontario, CA
• Rectificadora de Motores
Labor Diesel, Medellin
COLOMBIA
• Riordan Engineering,
Twin Lakes, MI
• Steiner Diesel Service,
Waterford, PA
• Steves Auto Repair,
Jordan, MN
• Suder Engine Service,
Cincinnati, OH
• Taller de Precision Rio
Nuevo, Mexicali MEXICO
• Talleres JLL e Hijos
Rectificar, Quito ECUADOR
• Tomadur Engine Company,
City of Industry, CA
• Truco Engine Inc,
Tonawanda, NY
• Worrall Carburation &
Machine, Clarksville, IN
• Zinn Engine & Machine,
Sierra Vista, AZ
ASSOCIATE
• Packard Industries,
Boonton, NJ
• Parts First LLC,
Henderson, NV
• U S Tool & Mfg Co,
Addison, IL
• Ultrasonic LLC, Amelia, OH
MEMBERGETTER
• Marco Quito
GMS Service
Cuenca, Azuay ECUADOR
• Dave Monyhan,
Goodson Tools & Supplies
Winona, MN
Mondello Tech Center
gets an official
name change
Crossville, Tennessee —
Mondello Tech Center, LLC,
has officially changed its name
to Joe Mondello Racing
Engines, LLC, in an effort to
keep Mr. Joe’s name out there
in the racing industry. His 61
years of R&D on cylinder
heads, manifolds, and engine
assembly, to mention just a
few of his talents, should not
be lost. So, to that end, they
are using his beautiful, six-yearold facility to continue in his
calendar
vein of quality service and
workmanship on all types of
high-performance engines.
Calvin Hill had to leave the
Mondello team due to
unfortunate personal problems,
but with Tim Allen (from the
Dallas area) on board, they are
rising from the dark times of
the past and keeping the
legacy of Joe Mondello
strong!■
OCTOBER 27-29
APRA BIG R SHOW
Bally’s Hotel
Las Vegas, NV
www.bigrshow.com
OCT. 29 – NOV. 1
AAPEX SHOW
Sands Expo Center
Las Vegas, NV
www.aapexshow.com
OCT. 30 – NOV. 2
SEMA SHOW
Las Vegas Convention Center
Las Vegas, NV
www.semashow.com
AERA Booth #25225
NOV. 29 – DEC. 1
PRI SHOW
AERA celebrates
90th Anniversary at
the IMIS Trade Show
AERA will be hosting a special
dinner at the IMIS show in
Indianapolis to celebrate its
90th anniversary.
This event will take place at
the Indiana Convention Center
on Friday, December 7, 2012,
from 5:30-9:30pm and will
feature Robert Yates as the
keynote speaker.
Invitiations have been
mailed to all AERA members.
There is no cost to attend,
however, you must RSVP by
November 7, 2012, for this
event. You will receive your
credentials after you RSVP.
Please contact Karen at AERA
if you have any questions:
815-526-7600, ext. 202 or
e-mail [email protected].■
Orange County
Convention Center
Orlando, FL
www.performanceracing.com
AERA Booth #4379
DECEMBER 6-8
IMIS SHOW
Indiana Convention Center
Indianapolis, IN
www.imis-indy.com
AERA Booth #2432
STRENGTH
Project
Pontiac 501
We build a bored and stroked
455 to obtain 501 CID and
about 600 HP, creating an ideal
street/strip/street-rodder
Indian powerplant
TexT, PHOTOS and build
bY MIKE MAVRIGIAN
We’re a bit limited on space for this article, so I’ll cover only
those build details that I think would be of interest to you,
ignoring any basic prep, machining and assembly procedures
that would waste your time.
The goal of this build is to start with an OE Pontiac 455
block, bore and stroke to 501 CID, and give birth to an
approximately 600 HP street performer. The target audience:
the street/strip muscle car and/or street rodder application.
The only OE-original component being used in this build is
the bare block, which I located with the help of Tony Lombardi,
head machinist & builder at Ross Racing Engines of Niles,
Ohio. Tony and his father, Ross, have been building a variety of
engines over the years, but tend to specialize in “vintage” Buick,
Olds and Pontiac powerplants. Luckily, Tony had a block lying
around that was in great condition (no cracks) that had been
previously overbored +0.030” for a customer who abandoned
the project. Since my plan was to hog this puppy out +0.060”,
this chunk of Detroit heavy-metal suited my needs perfectly.
All block, piston and head final machining was performed at
Ross’s location, with balancing performed at Medina
Mountain Motors in Creston, Ohio.
BLOCK PREP
Before bringing the block to Ross Racing Engines for machining,
I spent a few days dressing the block exterior, grinding off any
casting nubs, radiusing sharp edges and basically smoothing
out all exterior surfaces. I used a combination of tools and
methods, ranging from carbide cutting bits on a high
speed die grinder, to Scotchbrite abrasive pads on both
straight and angled pneumatic high-speed grinders.
This is a tedious process and only justified if
you’re concerned about block appearance.
Starting with the OE block, Tony first
align-bored and honed the main bores.
I substituted the OE #2, 3 and 4 main
caps with stronger billet steel caps
from Pro-Gram Engineering.
PROJECT PONTIAC 501
bY MIKE MAVRIGIAN
I was very impressed with our forged steel 4.500” stroker
crank from Ohio crankshaft. All dimensions measured out
precisely to spec. The level of machining detail was incredible.
The caps, as delivered, are slightly
undersized (by about 0.0025”) requiring
align-boring and honing for your desired
clearance and main bore alignment.
While OE main bore diameter is specified
at 3.438”, Tony cut the OE front and
rear cap mating surfaces (to allow a fresh
bore size/alignment) and final-honed our
mains at 3.4387” (he likes the bore a tad
looser when using a longer stroke crank).
Also, the thrust bearing is featured on
the No. 3 cap. Pro-Gram raw-machines
the thrust relief in this cap, requiring the
final thrust bearing relief to be done on
the block, after align honing. When the
Pontiac blocks were machined at the
factory, the caps were secured in place,
with main boring and thrust-face
machining performed as an assembly. As
a result, you can’t simply install a
“finished” replacement cap, because
you’ll never match-up to the original
indexing. Ross Racing installed our caps,
align-bored and honed the main bore,
and then fly-cut the thrust faces on the
No. 3 cap flush to the thrust faces on the
block saddles. I acquired a steel forged
crank from Ohio Crankshaft, featuring
2.200” rod journals (this allows running
big block Chevy rods and rod bearings),
and a 4.500” stroke (OE stroke is
4.210”). With a cylinder overbore of
+0.060”, the final bore size was 4.211”.
This results in final displacement of 501
CID.
Luckily this block featured slightly
excessive deck height at 10.2545” (OE
mass production), so Tony was able to
square the decks and achieve the OE
design spec of 10.210” final deck height.
The caps were secured with new ARP
main studs, with caps 1 through 4
torqued to 110 ft-lbs, and the rear cap
tightened to 140 ft-lbs (cap locations 1-4
use ½” studs, while cap No. 5 uses 9.16”
studs).
Lifter bores were overbored, followed
by installing bronze bushings, finishhoned to 0.8436”, providing 0.0016” oil
clearance for my Comp 0.842” lifters.
The OE lifter bores feature original oil
feed passages of about 0.250” in
diameter. Restricting these oil holes is
critical, since the OE holes are simply too
large and can result in rod bearing
starvation under high-RPM/high-load
performance conditions. The lifter bores
were bored oversize and press-fit with
bronze sleeves that were drilled with
0.060” oil holes (when installed, the
drilled hole in each bushing must align
with the original oil hole). For racing use,
this oil hole is normally established at
0.040”, while Ross Racing recommends
0.060” for street use.
Prior to cylinder bore honing, Tony
installed BHJ deck plates (in order to
stress the block to mimic head
installation), using the same ARP head
studs that will be used during final
assembly. The deck plates were clamped
by torquing the stud nuts to 110 ft-lbs.
Tony started out with 123 honing stones,
followed by 525 and then 625 stones.
This was finished with 20 strokes with
plateau-finish brushes.
PISTON VALVE RELIEFS
After checking our valve to piston
clearance during mockup, we determined
that the JE pistons that I ordered as flattops required valve reliefs (as expected),
both from a standpoint of clearance as
well as to reduce our compression ratio
to a livable level for street use.
With a cylinder head temporarily
installed (and with number 1 and 3 valves
removed from the head), I grabbed a
spare valve (with 0.340” diameter stem)
and cut off the head. I then chucked the
cut stem in my lathe and turned the cut
end to a centered point to serve as a
punch. With the piston at TDC, I inserted
the “punch” through each guide, and
gently tapped a small dimple into the
piston with a plastic hammer. This
provided a center-mark for each valve
position.
Tony Lombardi at Ross Racing
Engines fly-cut each piston to create our
needed valve reliefs, using the punch
marks as a valve-center reference. Since
we needed to drop compression a bit
anyway, Tony cut all reliefs sizes for the
larger 2.110” intake valves, removing a
total of 7cc from each piston (creating a
positive volume of 7cc). Tony used his
2.180” cutter. This allows a margin of
0.070” clearance between the intake
valve heads and the walls of the relief
pockets. Each piston was placed in his
Old Faithful
Mount McKinley
St. Louis Arch
American Bison
Mount Rushmore
Giant Redwoods
PROJECT PONTIAC 501
bY MIKE MAVRIGIAN
ABOVE: In order to beef-up the bottom end, we
swapped our the No. 2, 3 and 4 main caps with
Pro-Gram Engineering’s 4-bolt steel billet caps.
These are provided with a slight undersize,
allowing you to bore and hone the main bores to
the desired diameter and straightness on an
individual block.
RIGHT: I chose Scat forged steel H-beam
connecting rods. Since I chose a crankshaft with
2.200” rod journals, this allowed me to use bigblock Chevy rods (which are readily available in a
range of lengths).
adjustable piston fixture, tilt-adjusted to
accommodate our 14-degree Kaufman
heads. Tony cut each pocket to a max
depth of 0.250” (during my test-fitting
and checking, I determined that I needed
at least 0.210” depth cuts for proper
valve clearance), but since we knew that
compression needed to be reduced
anyway, we opted for a generous 0.250”deep cut. In conjunction with 0.045”thick head gaskets, this will provide us
with a final compression ratio of 11.26:1.
After test-fitting the cut pistons, I
measured intake valve clearance at
0.440” and exhaust valve clearance at
0.455” (without a head gasket). Adding a
0.045” allowance for the gasket, this
gives us a final intake and exhaust
clearance of 0.485”/0.500”. I verified
intake valve clearance with the crank at
10 degrees ATDC; and exhaust valve
clearance at 10 degrees BTDC (the points
at which the valves would be closest to
the pistons). I double-checked clearance,
this time using clay on the piston
(allowing the valves and piston to cycle).
Granted, this is far more valve-to-piston
clearance than needed, but the 0.250”deep reliefs were primarily done to reduce
our compression to a street-livable
11.26:1. In addition, if we ever decide to
swap cams for a higher-lift grind, we’ll
have room without the need to further
modify the pistons.
DETERMINING PUSHROD LENGTH
Once the short block is final-assembled
(after block painting) and the heads are
installed, we can perform a final
measurement for intake and exhaust
pushrod lengths. I’ll detail that procedure
in the next article, but here I’ll describe
what’s involved.
Determining pushrod length is a
simple deal.
First, wipe the valve stem tip clean
and paint the stem tip with a magic
marker or machinist dye.
Rotate the cam until the lifter is on its
base circle. Using an adjustable checking
pushrod (these are available in a wide
range of lengths), install the checking
pushrod and the rocker arm. Adjust the
2-piece checking pushrod until you
achieve a soft zero rocker arm to valve
clearance (you should be able to easily
rotate the pushrod by hand).
Inspect the rocker arm-to-valve-tip
contact area. By rotating the cam from
base circle to lobe peak, the rocker arm
should be relatively centered on the valve
stem tip. Remove the rocker arm and
inspect the witness mark on the valve
stem tip (where the rocker arm rubbed
against the magic marker/dye area). If the
witness mark is biased inboard, the
pushrod needs to be longer. If the witness
mark is biased outboard, you need a
shorter pushrod. Basically, you want the
rocker arm contact on the valve stem to
remain as centered as possible throughout
the lift cycle. Adjust the checking pushrod
accordingly and re-test.
Once the checking pushrod has been
adjusted to the proper length, carefully
remove it (without disturbing its setting)
and measure the checking pushrod’s total
length (using a long caliper. For
measuring a pushrod in the 8” range, for
example, you’ll need a dial or digital
caliper that is capable of measuring up to,
say, 9” or 10”.
Note that some checking pushrods
feature reference marks at the mating
area (Comp Cams’ Hi-Tech checking
pushrods for example). In these cases, the
maker’s instructions will indicate that one
complete turn will equal 0.050” in length
change. For instance, if the checker offers
adjustment from 7.8” to 8.8”, in it’s fully
shortened condition (mating faces butted
together and reference mark aligned), the
checker measures 7.8”. One complete
turn (360-degree turn) while lengthening
the pushrod results in a length of 7.850.
Two turns results in a length of 7.900”,
etc. This type of checking pushrod allows
you to determine needed length without
using a long-range caliper, as long as you
carefully note how many revolutions you
make while adjusting the pushrod.
Checking pushrods are available in
both ball-ball and ball-cup styles (ball at
the lifter end and either ball or cup at the
rocker end).
Perform this pushrod length check for
at least one intake and one exhaust
position. Theoretically, if all valves are
the same length, all pushrods will likely
be the same length. But it’s best to check.
If you have the time, you should really
check all intake and exhaust positions (all
16), but again, at the very least, check
one intake and one exhaust position. In
our case, since I knew that our intake and
exhaust valve lengths differ, I already
knew that we would need one pushrod
Trimetal Formulation
Layer
Layer
Alloy
Alloy
Thickness
(Typical)
Thickness (Typical)
Benefits
Benefits
Overlay
Lead–
–Tin–
Copper
0.013mm
Seizure resistance–
Low friction and deformable
Barrier
Nickel
0.001mm
Separation layer
Lining
Lead–
–Tin–
Lead–Tin–
Copper
Copper
0.3mm
Fatigue
Fatigue strength–
strength–
ormable
Strong
Strong yet
yet deformable
deffor
Steel
SAE1010
(High Tensile)
Tensile)
Rem
High strength–
Supports bearing lining
High Strength Steel Backing
Increased Eccentricity
Extended Oil Grooves and
Tapered Groove Run-Out
Large Chamfer. Tight Wall Tolerance. Hardened Steel Backing.
R
har
Performance Engine Bearings
PROJECT PONTIAC 501
bY MIKE MAVRIGIAN
length for intake and a different length
for exhaust.
NOTE: When determining pushrod
length, the head gasket must be in place
(otherwise, you’ll mistakenly calculate for
pushrods that would be too short).
NOTE: Be aware that a short run of
Comp’s Hi-Tech checking pushrods were
accidentally mis-labeled and may be 1”
shorter than advertised. I bought a 77031 and a 7704-1. The 7703 was listed as
ranging from 7.8 to 8.8”, and the 7704
was listed as 8.8 to 9.8”. In fact, my
7703 measured 6.8 to 7.8 and my 7704
measured 7.8 to 8.8”. I contacted Comp,
and they’re aware of the glitch. I only
mention this for those who plan to order
these checking pushrods. Regardless of
where you buy them, I suggest that you
measure to verify length before using. If
it’s mis-labeled, Comp will gladly swap
out for the length you wanted. Comp’s
quality is never an issue, but in this case,
it was a matter of simple mis-labeling the
last digit of the laser-etched part numbers.
I like using the Hi-Tech (simple threaded
adjustment with no locknuts to mess
with), but I always measure the adjusted
pushrod with my digital caliper rather
than counting adjustment revolutions.
CRANKSHAFT
Our crankshaft is a forged steel unit from
Ohio Crankshaft, featuring a 4.500”
stroke, 3.250” main journals and 2.200”
rod journals. To reduce mass, and to
make connecting rods more accessible
and affordable, aftermarket 455 cranks
(with the required 3.250” main journal
diameter) are available to accommodate
bigblock Chevy rods (these cranks feature
a 2.200” rod pin diameter). Since this
allows you to use commonly-available
BBC rods, a wide variety of rod lengths
are available from which to choose. If
you plan to use BBC rods, you must
specify that the crank features 2.200” rod
pins instead of the larger 2.250” OE rod
journals.
CONNECTING RODS
Since I’m using a 455 block and selected
an aftermarket crank that features BBC
rod journals, my rods of choice are Scat’s
P/N 2-454-6700-2200 forged H-beam
rods. These feature 8740 7/16” rod bolts,
6.700” center-to-center length, are
designed to accommodate the BBC
2.200” rod pin, and feature a big end
width of 0.992”. Wrist pin diameter is
0.990” (bushed for floating pin).
CYLINDER HEADS
For this build, I chose a set of Kaufman
Racing’s aluminum D-port heads that are
fully CNC-machined.
KAUFMAN CYLINDER HEAD SPECS
P/N
CNC D-Port
Chamber volume
85cc (actually measured
at 81cc w/valves)
Intake port volume
310cc
Intake valve head dia.
2.110”
Exhaust valve head dia.
1.660” or 1.77”
Valve height
5.110”
Valve stem dia.
11/32”
FINISHING THE CYLINDER HEADS
I brought the Kaufman heads to Ross
Racing Engines, where Tony Lombardi
performed final machining and assembly.
Tony honed the raw bronze guides to
achieve 0.0016” oil clearance with our
11/32” valve stems (intake valves are Del
West titanium and exhaust valves are
Manley stainless steel). Intake and
exhaust seats (raw seat inserts were
installed at Kaufman) were cut using
angles of 15 deg, 45-deg and 60-degrees
(using his contour cutter) with Tony
carefully equalizing all seat depths valveto-valve and chamber-to-chamber. Tony
also carefully blended the seats and bowls
to eliminate any sharp edges or overhangs
that would disrupt air flow.
Teflon valve seals were installed to the
0.560” guides (these seals allow enough
room for up to .580” lift before coil bind
or hitting retainers).
Naturally, whenever you’re dealing
with an aluminum cylinder head, it’s
necessary to install a hardened seat at the
base of the valve spring, to prevent the
spring from digging into the softer
aluminum. You also need a locating
design to prevent the spring from walking
around on the head. Since our heads
don’t feature machined reliefs at the
spring base areas, the choice would be to
use either spring cups (featuring an O.D.
lip to capture the spring’s outer diameter)
or spring locators (featuring I.D. lips to
register the spring I.D.). Our Comp cams
springs feature an O.D. of 1.437” and an
inner-spring I.D. of 0.640”. I opted for a
set of Comp Cams spring locators P/N
4771-16. These fit over our 0.560”
guides with a 0.010” clearance, with the
inner locating lip of the spring locators
providing an ideal fit to our inner spring
I.D.
Specs for these locators: inside
locating shoulder type, 0.690” inside
diameter of inner spring, 0.060” locator
thickness, 1.550” outside diameter,
0.570” inside diameter.
The Del West titanium intake valves
feature radiused bead-lock grooves,
requiring bead-lock style locks. For the
intake valves, we used Manley 10-degree
beadlocks, P/N 13161-8 (set of 8, since
wer’e only using beadlocks on the intake
valves). For the exhaust valves (which
feature a traditional square-cut groove),
we used Comp Cams 10-degree Super
Locks, P/N 613-16 (set of 16 pairs, but
we only needed 8 pairs for the exhaust
valves). Retainers for all valves are Comp
Cams 10-degree steel retainers, P/N 74016.
OUR VALVE HARDWARE
Intake valves
Del West titanium
(2.10” x 5.100 w/11/32” stem)
Exhaust valves
Ferrea stainless steel
(1.77” x 5.100” w/11/32” stem)
Springs
Comp Cams 995-16
(1.437” O.D., 330-lb)
Intake valve beadlocks
Manley 10-deg.
#13161-8
Exhaust valve locks
Comp Cams 10-deg.
Super Locks #613-16
Retainers Comp Cams 10-deg. steel #740-16
Spring locators
Comp Cams #4771-16
CAMSHAFT
My choice for a bumpstick is a steel
hydraulic roller cam from Comp Cams
(complete with roller lifters), P/N CL51433-9. Valve lift is 0.520” intake and
0.540” exhaust. Duration (at 0.050”) is
236 degrees intake and 242 degrees
exhaust. Lobe center is 110 degrees. This
provided a tasty slightly-rough idle, with
an operational band from 2200-6000
RPM.
HEAD GASKETS
I opted for MLS (multi-layer steel) head
gaskets. When I calculated for
compression ratio, I factored in a
compressed gasket thickness of 0.045”.
For the Pontiac 455 block, and to
accommodate our bore diameter of
4.211”, I had two choices in terms of
available gasket bore diameter: 4.220” or
4.300”. With a gasket bore diameter of
4.220”, our final compression ratio
would be 11.3:1. With a gasket bore
diameter of 4.300”, compression ratio
would be 11.26:1. It’s a small window of
change, so in essence, I flipped a coin and
opted for the 4.300” bore diameter
gasket to grab 11.26:1 compression. I
ABOVE: Our pistons are custom-ordered
forged units from JE, featuring a 1.260”
compression height to suit our block
deck height, crank stroke and rod
length.
RIGHT: The cylinders were bored and
honed for our 4.210” JE pistons. Deck
plates were secured to the block for
honing. This stresses the block and
simulates cylinder head installation,
providing a more accurate cylinder bore
geometry.
Here our block has
been fully machined
and fitted with main
and head studs,
ready for testassembly.
PROJECT PONTIAC 501
bY MIKE MAVRIGIAN
fully realize that it wouldn’t make much
difference, but with today’s fuel, I swayed
my decision on the “safer” side.
LEFT: I employed ARP studs at both
the main cap and cylinder head
locations. Studs provide both
increased strength and permits
achieving more precise clamping
loads.
OUR FINAL COMPRESSION RATIO CHART
BORE
STROKE
ROD LENGTH
GASKET BORE
COMPRESSED GASKET
BLOCK DECK HEIGHT
TOP RING DOWN
CHAMBER VOLUME
DOME VOLUME
PISTON TO DECK
TOTAL VOLUME
CYLINDER VOLUME
CLEARANCE VOLUME
4.211"
4.500"
6.700"
4.300"
0.045"
10.210"
0.220"
81.5cc
+ 7 cc
0
½ STROKE
PISTON COMP. HEIGHT
CUBIC INCHES
1127.15 cc
1027.04 cc
100.1cc
(volume above deck)
10.7 cc
0.9 cc
0
4.173"
(piston land diameter)
2.25"
1.260"
501.38 CID
COMPRESSION RATIO
11.26:1
GASKET VOLUME
TOP RING VOLUME
DECK VOLUME
PISTON TOP LAND
BEGIN ASSEMBLY
Once our mock fitting, machining and
balancing was completed, I began final
assembly. Instead of using the original
style rope-type rear main seal, I opted for
an improved Viton 2-piece main seal (I
purchased this from Kaufman Racing, but
this is also available from Victor as P/N
JV-600, or BOP P/N RMS02). One sealhalf was installed to the block, cocked so
that 3/8” of one end of the seal protrudes
beyond the block’s cap surface, and the
other seal-half was installed to the rear
main cap with the opposing end
protruding 3/8” beyond the cap mating
surface (during cap installation, the two
seal halves slightly slide together at the
ends). Once the crank is installed, apply a
small dab of RTV to each exposed seal
end prior to cap installation.
In this build, I used ARP main studs. I
snugged each stud to 60 in-lbs (just
beyond hand-tight). Using a plastic
hammer, tap each main cap to assure full
seating. With the exposed stud threads
coated with ARP moly lube (as well as
washers and nuts), install the washers
and nuts finger-tight. Remember that caps
1-4 feature ½”-diameter threads, while
cap #5 features 9/16”-diameter threads.
BELOW: Our valvetrain includes a
steel hydraulic roller cam and roller
lifters from Comp cams.
Our Kaufman
Racing cylinder
heads feature Dports, and are fully
CNC machined.
The Kaufman
Racing heads
were delivered in
“bare” form,
requiring valve
seats to be
machined to our
specs.
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Lifters
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PROJECT PONTIAC 501
bY MIKE MAVRIGIAN
Using a calibrated torque wrench,
tighten all main cap nuts in steps,
following the proper sequence.
Once all five main cap fasteners have
been tightened to 15 ft-lbs, you may
rotate the crankshaft. Once all caps have
been snugged to 10 ft-lbs, I like to
slightly rotate the crank after each
successive tightening, to verify smooth
rotation.
MAIN CAP TORQUE SPECS
CAPS 1, 2, 3 AND 4
10 ft-lbs,
followed by 40 ft-lbs,
final-tightening to 100 ft-lbs.
CAP 5
10 ft-lbs,
followed by 40 ft-lbs,
final-tightening to 120 ft-lbs.
TIGHTENING SEQUENCE
CAP 3, LEFT, INBOARD
CAP 3, RIGHT, INBOARD
CAP 1, LEFT
CAP 1, RIGHT
CAP 5, LEFT
CAP 5, RIGHT
CAP 3, LEFT, OUTBOARD
CAP 3, RIGHT, OUTBOARD
Once all main cap fasteners have been
fully tightened, rotate the crankshaft to
verify smooth operation. Even though
thrust was checked during the earlier testfitting, re-check crank thrust using a dial
indicator.
OIL PUMP
I installed a Melling Select Performance
high-volume oil pump and pickup. Once
pickup depth was determined (based on
the use of a direct-replacement style oil
pan), the pump was removed and the
pickup tube was tig-welded to the pump.
REMEMBER to install the oil pump
intermediate driveshaft into the block
before installing the pump. Lube the shaft
and insert into the driveshaft bore from
the bottom of the block. The distributorend of the shaft features stopper-stubs,
capturing the shaft.
Carefully place a new oil pump to
block gasket onto the block. Carefully
install the oil pump, engaging the pump
drive to the shaft and aligning the
Ross Racing Engines’
Tony Lombardi
performed all of our
block’s machining.
Here Tony final alignhones our main
bores.
After our pistons were
notched, I test-assembled
to re-check our valve
clearances. Once
clearances were verified, I
removed the pistons and
carefully deburred/softened
the machined edges.
Medina Mountain
Motors’ Jody Holtrey
removed a total of
20 grams from our
crankshaft during
balancing. The Ohio
Crankshaft crank
proved to be
extremely easy to
balance with our
piston and rod
combination.
PROJECT PONTIAC 501
bY MIKE MAVRIGIAN
mounting bolt holes. Insert the 3/8”
mounting bolts (fitted with loc washers
and a drop of thread locker) and tighten
the two bolts to a value of 30 ft-lbs.
INSTALL THE OIL CONTROL PLUG AT THE
REAR OF THE BLOCK!
This is important! Before you get carried
away, you must remember to install the
3/8” NPT plug into the rear of the block,
in-line and forward of the distributor
hole. The plug should feature a small oil
weep hole (I drilled my plug with a
0.020” drill). This will provide a bit of
weep-lube to the distributor gear. This
plug must be installed before installing
the distributor, so do this now before you
forget. Once this forward plug is
installed, install another 3/8” NPT plug
to the rear passage (rearward of the
distributor, on the rear face of the block).
OIL DIPSTICK TUBES
The 455 block takes a two-piece dipstick
tube assembly, featuring a lower tube and
an upper tube. The upper tube is inserted
into the block from the bottom of the
block upwards, until the lower flared-out
end interference-fits into the block’s
dipstick up hole passage. The lower tube
(male end) slips into the upper tube’s
flared-out female end. In our build, I’m
not using a windage tray (the oil pan has
a built-in baffle). The lower tube for this
application features a welded-on bracket
that bolts to a main cap fastener.
Initially I purchased a lower stainless
steel tube (with bracket) from Kaufman
Racing, which is made to OE dimensions.
The lower tube inserts into the flared
end of the upper tube. This lower tube
features a curve that directs the dipstick
into the sump. Once fitted, the lower
tube’s bracket mounts to the bottom of
the number 3 main cap with two
5/16”x18x1/2” grade 8 bolts and loc
washers.
INSTALLING THE CYLINDER HEADS
I installed our Kaufman heads using a set
of Cometic MLS (multi-layer steel) head
gaskets at a compressed thickness of
0.045” (per our compression
requirements). Position the head onto the
locating dowels, and make sure that the
head is fully seated. If you’re using head
bolts, always measure each bolt for length
and compare to installed depth (bottom
of female threaded holes to top of
cylinder head bolt locations) to verify that
bolts won’t bottom-out. If bolts bottom
out, you won’t achieve clamping load). In
this case, I used ARP cylinder head studs,
so this isn’t an issue. First clean all studs
(as they may have been contaminated
during test fitting, laying around, etc.).
Apply a bit of oil to the bottom threads
(or you may use a locking compound if
you prefer a more permanent stud
mount). Locking the studs in place is
really only needed if you plan to service
the engine frequently (as with a race
engine). However, if you decide to lock
the studs in place, DO NOT use an
anaerobic compound (Loctite, etc.), as
this tends to expand when cured.
Depending on cylinder wall thickness,
this can result in excess pressure against
the cylinder walls, which can lead to
cylinder wall cracking. Instead, use JB
Weld or similar compound.
Install the studs hand-tight (I fingertighten, followed by a slight preload of
maybe 5 ft-lbs). DO NOT severely
tighten studs to the block. The clamping
load will be achieved when the nuts are
tightened. There’s no need to tighten the
studs in the block, and over-tightening
can lead to stud splaying.
Apply a film of ARP Ultra Torque
(moly) to the upper stud threads and to
the bottom of the nuts. Install the flat
washers, install the nuts and tighten.
Begin by tightening all 10 nuts to a value
of 15 ft-lbs. Continue to tighten in steps
to a final value of 110 ft-lbs. I tightened
at 15, 30, 55, 85 and then 100 ft-lbs).
Tighten in a “spiral” pattern, starting at
the center and working outward in a
clockwise spiral pattern. Follow the same
tightening pattern during each step.
COMPLETED VALVETRAIN
New pushrods are coated in a
preservative, which must be washed off
(any pushrod, new or used, should
always be thoroughly cleaned, inside and
out). I used a pushrod rifle brush in
solvent to clean out the oil passage inside
each pushrod, followed by rinsing,
compressed air and a close visual
inspection of each.
The Comp Cams hydraulic roller
lifters were checked for cleanliness, then
soaked in lightweight engine oil
overnight. With each bronze lifter bore
bushing clean, inspected and lubed, the
lifters were installed.
The ARP 7/16” rocker studs, along
with Kaufman Racing guideplates, were
installed to the heads. Each exhaust stud’s
lower threads were lightly coated with
ARP moly. The exhaust stud holes in the
Kaufman heads are blind, however, the
intake stud holes are open to the intake
ports. Teflon paste was applied to the
lower threads of each intake rocker stud.
All rocker studs were tightened to 45 ftlb.
With the Harland Sharp aluminum
full-roller rockers clean and lubed (I
lubed trunions and roller tips, and
applied Royal Purple Max Tuff lube to
the pushrod cups), the rockers were
installed to the studs, making sure that
the pushrod tips seated in the rocker
cups.
The Harland Sharp rockers feature
7/16” adjustable locking nuts (the hex
headed tall nuts engage to the studs),
seating into the recesses pocket on the
trunion shaft. A female hex set screw
threads into the top of the nut, providing
a locking feature once the rockers are
adjusted. With each respective lifter on its
camshaft base circle, turn the rocker nut
to achieve zero lash, followed by an
additional ½-turn in order to achieve a
slight preload to the hydraulic lifters.
VALLEY COVER
Once all valves have been adjusted, a
lifter valley plate is installed. This simply
seals off the lifter valley. Instead of using
the OE stamped-steel piece of junk cover,
I opted for Kaufman Racing’s stainless
valley cover. This features a slightly larger
radius bend as compared to the engine
block’s front and rear rail radius. The
cover is secured with a pair of 5/16” x 18
x 1.75” stainless steel SHCS (socket head
cap screws) and aluminum/rubber sealing
washers (OE threaded bosses are located
in the center of the lifter valley). As the
screws are tightened, this plate flexes and
draws tight against the heads and block
rails. Instead of using cork gaskets, a
bead of RTV is used to provide sealing.
(the plate features a much larger radius
than the block’s front and rear rails).
WATER PUMP
The Pontiac design uses the timing cover
as the mounting location for the water
pump. The rear inner wall of the timing
cover features two water passages that
align with the block’s front water ports.
With the timing cover in place, insert a
pair of water transfer tubes into the
timing cover holes (rubber seal ends
facing forward).
A water pump plate installs to the
front of the timing cover (with gasket),
with the plate’s two flared bulge ports
engaging into the rubber seals of the
tubes. The water pump then mounts to
Here I check connecting rod sideplay using a feeler gauge during test fitting.
In this build, sideplay measured at 0.015”.
Melling Select
Performance
offers timing
sets designed for
performance/
racing
applications.
ABOVE: Rod bolts may be tightened by adhering to a torque specification or by
monitoring bolt stretch. The stretch method provides a more precise way to
achieve proper clamping load. Each rod bolt is first placed onto the gauge, with
the gauge then set at zero. This provides a base reference point during bolt
tightening. As the rod bolt is tightened, the gauge allows you to monitor the
exact amount of bolt stretch.
Our assembled long block. The block was painted after all machining and test fitting had been accomplished,
and prior to final rotating assembly installation.
PROJECT PONTIAC 501
bY MIKE MAVRIGIAN
the plate and timing cover (with its own
gasket).
Our pump features eleven mounting
bolts (again, from our ARP timing
cover/water pump kit). These bolts were
snugged to 15 ft-lb, using a criss-cross
pattern to evenly distribute the clamping
load.
Once both the timing cover and water
pump were final-installed, I wiped any
excess RTV from all exterior seams
before it had a chance to cure (lots of
clean paper towels and Q-tips).
During the prep of this build, I had
the option of using two different water
pumps…a chromed unit from Tuff Stuff
or a polished aluminum unit from PRW.
Since I’m already using PRW’s valve
covers and flexplate, I decided to “spread
the ink” and install the Tuff Stuff water
pump. Either pump is a direct bolt-on
replacement for the OE pump, and either
would look great.
Here we check
No. 1 cylinder
exhaust location
with an
adjustable
checking pushrod.
Make sure to
install light
checking valve
springs for this
inspection. This
will make cam
rotation easier
and will prevent
overloading the
checking pushrod.
OUR INTAKE MANIFOLD APPEARANCE
I assume you’ve noticed that our finished
intake manifold looks like a carbon fiber
piece. While there was absolutely nothing
wrong with the aluminum manifold’s
appearance out-of-the-box, I wanted to
achieve a custom look, so I had the
manifold treated to a carbon fiber-type
coating. This was accomplished with a
“wet-dip” process (also referred to as
water transfer printing or hydrographics).
First, I spent a few hours smoothing
out the casting, grinding off all casting
flashings, and applying a coat of heavybuild primer, followed by carefully
sanding the primer to achieve a smooth
surface over the entire manifold exterior. I
delivered the manifold to DipNDesign (a
local wet graphics specialist). They
applied a black basecoat to the manifold,
followed by “dipping” the manifold
through a wet ink sheet that featured a
carbon fiber graphic. The manifold was
then rinsed and then coated with a clear
urethane. The result is spectacular. It
honestly looks like the manifold was
made of carbon fiber, and features a
gorgeous gloss UV-resistant finish.
I’m sure that you’ve seen wet graphic
treated items before, but probably never
realized how this was accomplished.
Examples include shotguns with
camouflage graphics, vehicle interior trim
pieces that look like wood, etc. This is all
done by wet graphic technology. Basically,
the graphic of choice consists of an ink
film bonded to a water-soluble backing.
The film is laid on top of temperature-
Checking rocker arm sweep at the
valve. The roller tip should contact
the valve tip center.
BELOW: When installing rocker studs, be aware
that the intake locations are open to the intake
runners, so thread sealant is required.
Test fitting our pushrods and rockers (with light
checking springs on the valves) allows you to
easily check rocker-to-valve-tip contact. With the
tip surface painted with a marker, the cam was
rotated through the rocker arm sweep. The witness
mark indicates that our contact is reasonable
centered.
PROJECT PONTIAC 501
bY MIKE MAVRIGIAN
Setting initial valve lash was done with each cam lobe at its base circle. Each
rocker was snugged to zero lash, then tightened an additional ½-turn to
provide a slight preload to the hydraulic lifters.
controlled water (in a tank). The backing
begins to remove from one side of the
film. An activator is then sprayed on top
of the film. The part to be treated is then
carefully immersed, traveling through the
graphic film (much like dipping an Easter
egg), and the graphic adheres to the
surface of the part. The part is then
rinsed, dried and cleared. This is a very
over-simplified description of the process,
but you get the idea. Do-it-yourself kits
are available, but be forewarned: this is
trickier than it may first appear.
Technique and experience are major
factors, so save yourself some headaches
and let a pro handle this for you.
Wet-dip graphics can be applied to
any non-porous material (metals, plastics,
wood, etc.). It won’t work on materials
that are designed to flex (rubber, leather,
etc.).
A very extensive selection of water
transfer graphics are available (camo,
carbon fiber, various metal surfaces, artsy
graphics, etc. The selection is mindboggling).
The final color is affected by the
initial basecoat color as well (since the
graphics are somewhat translucent).
Since I wanted a “traditional” carbon
fiber look, the technician applied a black
basecoat. However, if I wanted a green
carbon fiber appearance, a green basecoat
would be applied, etc. Water transfer
printing graphics opens up a whole new
world of appearance possibilities, for a
host of items.
I used my PRW balancer installer tool to draw the Fluidampr balancer onto the
crank. Never attempt to install a balancer with a hammer.
INTAKE MANIFOLD INSTALLATION
My intake manifold is a single-plane
Hurricane aluminum 4-bbl model from
Professional Products. During initial testfitting/mockup assembly, I marked and
modified all intake ports in order to
achieve perfect intake port matching (port
alignment). This is a normal procedure
regardless of the intake/cylinder brands,
in order to optimize intake airflow.
Note: Verify that the bottom inboard
edges of the intake manifold will clear the
block’s valley cover. If clearance is an
issue, you’ll either need to grind a bit
from the edges of the manifold or you’ll
need to trim the valley cover. In this
particular case, we did have a slight
interference between the bottom of the
intake runners and the valley cover (I
ground the bottom inboard edges of the
manifold prior to the carbon fiber
treatment). If you opt to clearance the
valley cover, be aware that there isn’t
much material to play with before you
open up into the head gasket seam.
Clearancing the manifold is much easier.
Position the intake manifold gaskets
(a light smear of RTV or gasket-cinch will
serve to hold the gaskets in place). Make
sure that the gaskets are oriented to
capture the front water crossover ports
on each head. Finger-install the manifold
bolts loosely simply to achieve line-up.
Install a new round rubber seal to the
front boss of the intake manifold (into
the front recess of the water crossover,
where it will mate to the timing cover).
The seal likes to fall out easily, so smear
the backside with a bit of RTV to hold it
in place in the manifold recess. Apply a
light coat of RTV to the perimeter face of
the machined mating surface. Install the
5/16” timing cover-to-manifold bolt to
secure the manifold to the timing cover
(finger tight initially). Install all manifold
bolts by a few threads (to make sure they
all line up). Also inspect the make sure
that both sides of the manifold are square
to the heads (with no gaps, making sure
that it sits squarely on the heads. Fingertighten at least the outer four corner bolts
of the manifold to prevent it from
cocking. Then, snug the horizontal timing
cover-to-manifold 5/16” bolt to 12 ft-lb.
This will draw the intake forward to it’s
final position.
Next, tighten all 3/8” intake manifold
bolts in three steps. Note that the four
center bolts have limited access, so a
torque wrench extender is very useful
(when using an offset adapter, you’ll need
to modify the torque wrench setting to
compensate*). The Professional Products
intake calls for a value of 25 ft-lb (the OE
spec for an iron intake is 40 ft-lb). I
tightened all bolts except the center four
bolts with my torque wrench set at 25 ftlb, and the four center bolts were
tightened with a 2”-long adapter added
to the torque wrench, with the wrench set
at 22 ft-lb. If you use an extension
adapter without adjusting for its
additional length, you’ll end up overtightening the fastener.
Just remember that when you add an
extension to your torque wrench (making
The finished engine… an OE
Pontiac 455 bored and stroked
to obtain 501 CID and about
600 HP, creating an ideal
street/strip/street-rodder
Indian powerplant.
The stainless valley cover from Kaufman features a
larger radius than the radius of the block for a tight
compression seal.
I chose a stock replacement steel oil pan, painted to
match the block. ARP stainless studs and 12-point
nuts secure the pan.
The Tuff Stuff chromed alternator is mounted with a
Tin Indian stainless bracket.
PROJECT PONTIAC 501
bY MIKE MAVRIGIAN
the wrench longer), you need to back-off
your adjustment setting a bit in order to
achieve the desired torque value. Don’t
just guess though….take a few minutes to
use the formula in order to be accurate.
Tighten the intake manifold bolts in
the proper sequence to avoid warpage.
The tightening pattern is as follows:
LH, third bolt from front
RH, third bolt from front
RH, fourth bolt from front
LH, fourth bolt from front
LH, second bolt from front
LH, front bolt
RH, second bolt from front
RH, front bolt
RH, rear bolt
LH, rear bolt
*FORMULA FOR USING TORQUE WRENCH
ADAPTER
When you use an adapter on a torque
wrench (an adapter that extends the
length of the tool), you need to
compensate for the added length
(leverage).
First measure the length of the torque
wrench, from the center of the wrench
grip length to the center of the torque
wrench drive (where the socket would
engage). We’ll call this LENGTH L.
Next, measure the length of the
adapter (the extension), from the center
of its square drive hole to the center of its
wrench head. We’ll call this LENGTH E.
T = Desired torque value (what you want to
achieve)
L = Length of the torque wrench
E = Length of the adapter
Y = Unknown (the value that you need to
adjust/set the torque wrench)
The formula is as follows:
T x L divided by L + E = Y
In our example, where we want to
apply 25 ft-lb of torque to our intake
manifold bolts.
Our torque wrench (in this particular case)
is 14.5” long (L= 14.5)
Our adapter is 2” long (E = 2)
Our desired torque is 25 ft-lb (T = 25)
25 x 14.5 = 362.5 (T x L)
14.5 + 2 = 16.5 (L + E)
So, 362.5 divided by 16.5 =
21.969 ft-lb (Y)
(we’ll round Y off to 22 ft-lb)
Our dyno pull netted 525.4 HP at 4,900 rpm, with max torque at 604.8 lb-ft at 4,100 rpm.
We ran the dyno session on Ross’s new Superflow SF-902. I bought a set of used longtube Hooker headers just for the dyno run.
WATER CROSSOVER NOTE
After installing this intake, I now
understand why a few aftermarket
suppliers (Kaufman Racing, Butler, etc.)
offer a separate front water crossover
casting, independent of the manifold
casting. Since the OE 1-piece design
approach requires sealing both the intake
runners to the heads and the water
crossover to the timing cover in one shot,
this can cause alignment headaches (since
the manifold’s water crossover-to-timing
cover mating dictates the fore/aft position
of the intake runners). By chopping off
the water crossover from an OE-design
manifold, you can individually mount
both the water crossover and intake, or
you can chop off the OE crossover and
replace it with an aftermarket crossover.
If I do another Pontiac in the future,
that’s the route I’ll take. It greatly
simplifies intake manifold port alignment
and makes it easier to achieve proper
sealing at all points.
CARBURETOR
I mounted our Holley 850 cfm carb to
the manifold using a set of ARP polished
stainless radius-nosed studs, washers and
nuts. I tightened all four nuts to 60 in-lbs.
Using radius-tipped (bullnosed) studs is
always a good idea for carb installation.
The studs guide the carb into position,
and the radius tips allow you to drop the
nut onto the stud for easy and hassle-free
thread engagement, especially helpful in
confined spaces.
While I initially planned to use
Holley’s zinc 850 carb (P/N 0-82851),
once the folks at Holley saw the advance
photo of my carbon fiber treated intake
manifold, they suggested using their new
850 cfm carb, P.N 0-80804HB. This is a
newly-introduced all-aluminum carb
(light as a feather) featuring a black billet
base, black metering blocks and darkcharcoal body and bowls (due to the
proprietary hard anodizing on the body
and bowls, these components visually
appear as composite material). The
stealthy black/dark carb, mated to the
black/silver carbon fiber treatment and
adjacent to the black wrinkle-finished
powdercoated PRW valve covers, looks
way cool. To finish the dark-on-dark
theme, I also had the Holley 10-inch air
cleaner base and lid powdercoated in
black wrinkle. The resulting package is
attractive as all get-out.
For fuel feed, I installed a –8 AN Earls
fuel feed. The new HB carb bowls feature
¾” straight threads, requiring the use of
Holley P/N 34-44 fuel inlet that features
¾-inch male threads (bowl engagement)
and –8 inlet. I also added a female-tomale –8 gauge adapter to the front end of
PROJECT PONTIAC 501 PARTS LIST
BLOCK
CRANKSHAFT
Original Pontiac 455 (core)
Ohio Crankshaft #44554500P4340 forged,
with 4.500” stroke, 455 mains and BBC rod pins
CONN. RODS
Scat forged 6.700” BBC #2-454-6700-2200
STEEL CENTER MAIN CAPS
Pro-gram Engineering #P455C
MAIN STUDS
ARP #194-5601
HEAD STUDS
ARP #190-4305
CYL. HEADS
Kaufman Racing aluminum D-port, 81cc CNC
CAMSHAFT/LIFTERS
Comp Cams hyd. roller #CL51-433-9
ROCKERS
Harland Sharp alum. rollers, #S6001 (1.5:1)
PISTONS
JE forged aluminum (custom order)
TIMING GEARS
Melling Performance #40408
OIL PUMP
Melling Performance #10540
TIMING COVER
EQ (EngineQuest) #TC400N
INTAKE VALVES
Del West titanium (custom order: 2.10” x 5.100”)
EXHAUST VALVES
Ferrea stainless steel #F5144 (1.77” x 5.100”)
VALVE SPRINGS
Comp Cams #995-16 (330 lb, triple)
RETAINERS
Comp Cams 740-16 (10-deg, steel)
VALVE LOCKS EXH
Comp Cams 613-16 (10-deg Superlocks)
VALVE LOCKS INT
Manley 13161-8 (10-deg Beadlock)
VALVE SEALS
Comp Cams, Teflon
VALVE SPRING LOCATORS
Comp Cams 4771-16
BALANCER
Fluidampr #650401 (6-5/8”)
FLEXPLATE
PRW #1845503
INTAKE MANIFOLD
Professional Products Hurricane #56031
CARBURETOR
Holley #0-82851 (850 cfm)
CARB. FEED
Earls –8, #AT101286ER (7/8” thread)
CARBURETOR
Holley #0-80804HB (Ultra aluminum)
CARB. FEED (for Ultra)
Holley #34-44 (-8 to ¾” thread)
DISTRIBUTOR
MSD Pro Billet #8563
SPARK PLUG WIRES
MSD #31179
SPARK PLUGS
NGK R5671A-7
WIRE SEPARATORS
Billet Specialties 69604 (4-wire)
WIRE SEPARATORS
Billet Specialties 69602 (2-wire)
LIFTER VALLEY COVER
Kaufman Racing (aluminum)
GASKET SET
Mahle Victor FS3494J
CYL. HEAD GASKETS Cometic C5712-045 (4.300” bore/0.045” thick)
MAIN BEARINGS
Mahle Clevite #MS667P
ROD BEARINGS
Mahle Clevite #CB743HN
CAM BEARINGS
Mahle Clevite #SH2925
VALVE COVERS
PRW welded aluminum, satin
WATER PUMP
Tuff Stuff 1475NA (chrome) or PRW 1445510
ALTERNATOR
Tuff Stuff, #7139ABULL (100A, chrome)
OIL PAN STUDS
ARP 400-1902
INTAKE MANIFOLD BOLTS
ARP 494-2101
ROCKER STUDS
ARP 100-7101
CARB STUDS
ARP 400-2403
TIMING COVER BOLTS
ARP 490-1501
FUEL PUMP BOLTS
ARP 490-1601
THERMOSTAT BOLTS
ARP 490-7401
DISTRIBUTOR STUD
ARP 490-1701
CAMSHAFT BOLT
ARP 190-1001
VALVE COVER STUDS
ARP 400-7504
FLEXPLATE BOLTS
ARP 200-2904
CRANK BALANCER BOLT
ARP 190-2501
HEAD TO BLOCK DOWELS
Pioneer S-1110
CAMSHAFT NOSE SPACER WASHER
Kaufman Racing
(takes the place of the OE eccentric fuel pump re thickness)
ENGINE LIFT HOOKS
Kaufman Racing
DIST. HOLD-DOWN CLAMP
Kaufman Racing
POLY DISTRIBUTOR GEAR
BOP #PDG37/38 (.500” for MSD)
OIL PAN (steel OE type)
Kaufman Racing
DIPSTICK
Spectre #5748 (billet handle)
UPPER DIPSTICK STUBE
Kaufman Racing
LOWER DIPSTICK TUBE
Kaufman Racing
OIL FILTER HOUSING
Kaufman Racing
FUEL PUMP BLOCK PLATE
Kaufman Racing
THERMOSTAT HOUSING
Spectre #4737
OIL PAN PLATES
Kaufman Racing
OIL PUMP DRIVE ROD
Melling
VITON REAR MAIN SEAL
B.O.P
ASSEMBLY CHEMICALS
Valco, ARP, Royal Purple
PUSHRODS (5/16”)
Trend 9.000” int/8.950” exh (0.080” wall)
CRANK PULLEY
CVF Racing, #PONT2CR
WATER PUMP PULLEY
CVF Racing, #PONT2WP
ALTERNATOR BRACKET
Tin Indian TIP-029
V-BELT (3/8”W x 46.1”)
Goodyear Gatorback 15461
BREATHERS
Billet Specialties
CRANK PULLEY BOLTS
ARP 613-1250
WATER PUMP PULLEY BOLTS
ARP 712-0750
AIR CLEANER
Holley #120-145
ENGINE PAINT
Pontiac Light Metallic Blue in Dupont Chroma
basecoat/clearcoat (custom match)
FASTENER TORQUE SPECIFICATIONS
NOTE: This list applies to our specific build using aftermarket
components. This list does not necessarily represent OE
specifications.
MAIN STUDS TO BLOCK
CYL HEAD STUDS TO BLOCK
MAIN CAPS 1-4
MAIN CAP #5
CAMSHAFT RETAINING PLATE
CAM GEAR TO CAMSHAFT
CONNECTING ROD CAP BOLTS
OIL PUMP TO BLOCK
OIL PUMP BOTTOM COVER
CYL. HEAD STUD NUTS
ROCKER STUDS TO HEAD (7/16”)
TIMING COVER TO BLOCK
WATER PUMP TO TIMING COVER
OIL PAN TO BLOCK
BALANCER TO CRANK
CRANK PULLEY TO DAMPER
TIMING COVER TO INTAKE BOLT
VALVE COVERS
VALLEY PAN
INTAKE MANIFOLD (aluminum)
FLYWHEEL TO CRANK
Hand tight
Hand tight
100 ft-lb (w/ARP moly)
20 ft-lb (w/thread locker)
63 ft-lb (w/ARP moly;
0.005” stretch max)
45 ft-lb (Teflon sealant on
intake stud lower threads)
30 ft-lb
15 ft-lb
12 ft-lb
160 ft-lb
20 ft-lb
10 ft-lb (O-ring & RTV)
8 ft-lb
15 ft-lb
25 ft-lbs
PROJECT PONTIAC 501
bY MIKE MAVRIGIAN
the main feed. This adapter features a
1/8” NPT port that allowed installation
of my Holley fuel pressure gauge. When
installing an NPT thread connection in a
fuel system, you must seal the threads
with a suitable thread sealant. I used
Teflon paste. NEVER use Teflon tape in
any fuel system connection. If an errant
piece of tape breaks loose and enters the
fuel system, this can easily clog small
orifices in either a carbureted or injected
system.
ROCKER COVERS
I started off with a pair of PRW’s very
nice welded aluminum covers (ours
featured a very attractive satin silver
finish). During initial test fitting, I verified
proper bolt hole alignment to our heads.
After determining breather locations
(between pairs of rockers), I cut a 1.22”
hole in each valve cover, using a new (and
sharp) metal hole saw. This would
accommodate a pair of breathers.
While the silver finish on these covers
looked great, I decided (for better or
worse) to customize them (it seems as
though I have a bad habit of not being
able to leave anything alone), so I
delivered the covers to Greber
Powdercoating (Elyria, OH), for a
treatment in black wrinkle. Greber
handles all of my powdercoating. They
have a mind-blowing selection of colors
and textures, and they always do a
terrific job.
In order to “identify” the
displacement, I installed a pair of
fabricated “nameplates” to the top of the
valve covers. These were machined on
CNC, with “501 CID” in raised
characters (the background of the plate
was milled, leaving the characters raised.
The background of the plates was
powdercoated in black wrinkle to match
the valve covers. The backside of the
plates were milled with a 0.040”-deep
relief, providing space for adhesive. I
installed the plates to the valve covers
using Permatex Right Stuff RTV (this is a
very viscous adhesive/sealant that sticks
like stink on a gorilla. No worries about
the plates ever falling off.
After the covers were powdercoated
and fitted with nameplates, I installed
Billet Specialties aluminum breathers (one
per cover). The LH breather also serves
as an oil-fill location. The RH breather
incorporates a PCV, which I plumbed to
the intake manifold with a 90-degree 3/8inch I.D. hose.
The finished valve covers were
gasketed with rocker cover gaskets from
our Mahle/Victor gasket set. I initially
tried sticking the gaskets onto the covers
using gasket-cinching, but this proved
worthless, so I glued them to the covers
prior to installation using a light smear of
clear RTV. The covers were installed 5/16
x 18 stainless steel SHCSs (3” and 3.5”
lengths), supplied by PRW in the cover
kit.
DISTRIBUTOR
After installing an ARP 3/8” polished
stainless bullnosed stud in the distributor
hold-down bolt hole, the crank was rolled
to place No. 1 piston (front left side) to
TDC, with No. 1 valves closed. After
rotating the oil pump drive shaft for key
slot position, I dropped the distributor
into place with the rotor pointing toward
the left rear of the engine. Be aware that
the Pontiac engine’s distributor runs
counterclockwise, so keep this in mind
when routing your plug wires. I had
previously switched out the supplied
distributor gear with a poly gear from
B.O.P. (this material is compatible with
all camshaft gear materials). I also
previously test-fit the distributor for gear
engagement and end play.
The distributor is secured with a billet
aluminum hold-down clamp from
Kaufman Racing, and an ARP polished
stainless steel (radius tip) 3/8” stud,
washer and nut.
The MSD Pro Billet 8563 ready-torun distributor does not require an
ignition box.
SPARK PLUGS AND WIRES
The spark plugs I chose for this build are
NGK R5671A-7, featuring 14mm threads
and ¾” reach, with gasket sealing. After
applying a smear of anti-seize paste to the
threads, I installed and tightened the
plugs to 75 in-lbs.
Our plug wires are MSD’s 8.5mm
Super Conductors, fitted with multi-angle
spark plug boots. These allow you to
custom-bend the boot angle to suit
specific requirements. Initially I thought
of routing the plug wires through a
staggered setup of anodized aluminum
tubes (similar to the system I fabricated
for the flathead Ford engine that I built
earlier).
However, due to the configuration of
the Pontiac heads, angled spark plugs and
PRW race valve covers, I eventually nixed
this idea as impractical (just wouldn’t
look right). Instead, I bent the MSD
multi-angle spark plug boots rearward to
achieve a decent “flow” angle, and began
to secure the wires starting with a pair of
4-wire billet aluminum separators from
Billet Specialties (P/N 69604).
CRANKSHAFT BALANCER
After applying clean engine oil to the
front crank seal and Royal Purple Max
Tuff lube to the crank snout and the I.D.
of the balancer, I positioned the
Fluidampr balancer onto the snout,
registering to the crank snout key. Using
my PRW balancer installer tool, I
carefully drew the damper into position
until it bottomed out against the crank
snout’s fillet.
Using the proper balancer
removal/installation tool is absolutely
mandatory. Any balancer should always
be drawn into position. NEVER attempt
to force it on with a hammer.
THE DYNO RUN
We ran the Pontiac on Ross Racing’s new
Superflow dyno. Budget-wise, I didn’t
have the luxury of spending additional
time on Ross’s dyno for fine tuning or
experimentation with different intake
manifolds, timing setups, carb
adjustments or cams. In the short time we
spent that day, our peak horsepower was
recorded at 525.4 HP at 4900 rpm, and
peak torque was a whopping 604.8 lb-ft
at 4100 rpm, with timing set at 36
degrees. Obviously, the valvetrain and
bottom end is certainly capable of
handling much higher rpm. We strongly
felt that with more cam duration and
experimenting with larger-volume intake
manifold runners, the rpm band would
move upwards, and obtaining very close
to 600 HP would be realistic. However,
for the first time out of the gate, we felt
that this session was very successful. She’s
definitely a stump puller.■
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.
Flow Numbers and
Snow Numbers
An Analysis of Flow Bench
Testing and Real World
Applications for Engines
BY HAROLD BETTES
Introduction
The limitations on the length of this article make it impossible to
adequately cover all the important points about airflow through
engines but perhaps it will help to create an interest on the part of
some readers.
Just like in current day politics, one must be able to sort out
the real stuff from the rhetoric and miscellaneous BS used in
marketing or upper management-driven wishful thinking.
Technical terminology and an identification of where the
numbers come from are important pre-cursors in understanding
flow numbers or flow benches and how to apply their uses.
However, not everyone is willing to make the commitment of time
and money in order to learn the details. But in today’s competitive
world of performance oriented businesses, knowledge and skill
applied to the correct machinery will overcome those that won’t
take the required steps toward success.
The engine is not very smart on its own. It does not know if it
is being used in one of the elite categories in professional racing,
amateur racing, street cruiser, or whether its lot is in an aircraft,
dune buggy, or in a road grader. It does know if it has adequate
airflow, fuel, or ignition but it won’t tell you directly. You must be
able to analyze what the engine needs and that requires careful
thought, not some knee-jerk reaction driven by “…a guy told me”
or “I read it on some forum”.
I am in support of the comment: “Without data, you are just
another guy with an opinion.” And data driven decisions will
always overcome the superstition and fear of change, but not
without a fight if you are dealing with the people side of the
equation.
Skepticism should go hand in hand with a logical approach to
analysis; hence it sort of follows the old cliché “Figures don’t lie,
but liars figure”. So you need to learn where the numbers come
from or flow numbers can easily become snow numbers. You
know, like snow job versus flow job or however you might call it.
If your shop is engaged in working on cylinder heads and
engines, you should consider learning more about the effects of
your work. You can improve quality control and pick up some
power in the process by improving airflow and even make some
money with new knowledge.
Photo courtesy of Mustang Sally.
How Things Work Concerning Flow Measurements
Consider for a moment that we are looking at an orifice through
a thin disc that is in a pipe or passageway between two volumes
before and after the disc. Let’s call the pressures P1 and P2. It
should not be surprising to reveal if the two pressures were equal
then there would be no flow through the orifice. Quite
fortunately, if we can accurately measure the pressures, it is fairly
easy to calculate the airflow.
Dimension a-b is the orifice diameter and x-y is the Vena Contracta influenced
diameter which is less than the orifice diameter. Flow only occurs if P1 is
greater than P2 in this drawing example. If P1=P2, there would be no flow.
This drawing is
typical for how
many flow bench
designs function.
The technology of
flow measurement
has been around
for hundreds of
years. Drawing
courtesy of
Wikipedia
Commons.
After you take the time to learn a bit about fluid flow, it
would also probably be no surprise that if the pressure differential
(difference) between the two sides of the orifice causes flow to
occur, that flow will occur and the rate of change in flow is
proportional to the square root of the pressure ratio. Or perhaps
it might be easier to grasp if we just stated the square root of the
pressure differential across the orifice. In most flow bench
applications for motorsports use, these pressures are typically
expressed in inches of water. For what it is worth, 13.6" H2O
(water) = 1"Hg (mercury) = .491psi (pounds per square inch)
Most of the flow benches on the market today and many of
the home-built flow benches employ the same general design as
shown in the figure above.
The history of the study of fluids (airflow is a fluid) goes back
all the way to the early Greeks, even to the time of Archimedes
(mistakenly slain by a Roman soldier in 211 BC). The study of
airflow through engines is a very captivating endeavor and the indepth examination of mass, energy, and momentum can certainly
be properly applied to help to make more power from our
favorite self-driven air pump (the internal combustion piston
engine). That is if you keep your mind open to learning.
This stuff is not magic (though some might pretend it is secret)
and the basic technology has been around since long before
Daniel Bernoulli (1700-1782) was an inquisitive young fellow
interested in studying flow problems. Bernoulli’s Principle (1738)
is greatly used in fluid studies, still today. Much of the practical
applications of flow study and flow measurement have been in
place for hundreds of years and many other notable names crop
up if you are interested enough to research the subject material.
And of course there are many more equations to apply but the
presentation of the basics is always a good place to begin.
A flow bench is somewhat like a micrometer for airflow and small changes
can have an effect on the potential horsepower any internal combustion piston
engine can produce. Precision airflow measurements are important.
The Flow Numbers Shuffle and Plain Talk About
Deceptions and Flow Numbers
Flow numbers from airflow benches used in the motorsports
aftermarket are normally referenced in cubic feet per minute
(CFM) but can also be in many other units. This is not a problem
if one understands the conventions and processes.
Airflow numbers without reference test pressure numbers are
virtually meaningless. It might tell you more about the claimant
than they want you to know. We all want to pay attention to
higher airflow numbers because we have learned that more power
is often the result of improving airflow. However, airflow numbers
expressed in CFM (cubic feet per minute) do not mean anything
unless you also know the test pressure at which the airflow
number was collected.
Unscrupulous modifiers or manufacturers will flaunt a high
flow number without referring to the test pressure that would
quantify the flow in CFM. This deceptive practice is becoming
more rampant in the marketplace as struggling businesses try to
FLOW NUMBERS AND SNOW NUMBERS
BY HAROLD BETTES
be competitive and it is often the case that
snow job numbers are used.
If you happen to see or hear that a
device or cylinder head might flow 450
CFM, at first it sounds awesome enough
until you apply a little logical analysis. If
the 450 CFM number was collected at 60
inches of water ("H2O), what does that
mean if everybody else is using 28"H2O as
the agreed upon test pressure standard?
Comparing various test pressures and
airflow is very easy once you learn the
simple rules that airflow follows. In the
condition outlined above where 450 CFM
was done at 60"H2O the airflow at
28"H2O would be only 307.4 CFM.
The comparison is very easily done
with some simple arithmetic. The √(28/60)
= .683 and then the .683 x 450 CFM =
307.4 CFM. This method of comparison is
sometimes called the square root of the
pressure ratio and is just an application of
Bernoulli’s Principle concerning gases and,
of course, atmospheric air is a gas.
Conveniently enough if you wanted to
compare flow numbers gathered at
Here in the combustion chamber is where the intake flow ends and the place where exhaust flow begins.
Even the shapes of the valves are important parts of the overall airflow puzzle. This airflow stuff is not
magic but it does take serious effort and correct decisions. Photo courtesy 10 Litre Performance.
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BY HAROLD BETTES
28"H2O to 60"H2O, the multiplier would be the reciprocal of
.683 or 1/.683 = 1.464 which would be multiplied times the
airflow number taken at 28"H2O. Yes it is easier to use charts but
you also need to know the basis of the numbers in the charts. Sort
of like the old adage, trust but verify.
So, if someone attempts to impress you with an airflow
number always ask at what test pressure the number was collected
or recorded. Then you can compare the data with your own
calculations. The approach applies to carburetors, throttle bodies,
cylinder heads and manifolds, air cleaners, or anything else in the
intake or exhaust flow path, or even flow benches for that matter.
Test Pressure Flow Data
Comparison Chart
Airflow Testing and a Winning Mind Set
Because the internal combustion piston engine is a self-driven air
pump it is generally accepted logic (obviously varied opinions on
that issue) that the combination of airflow, fuel, and ignition
allows power to be created. It is the combustion of the fuel that
begets energy to push on the pistons and thus if we can improve
the airflow of the engine then we can burn more fuel in order to
make more power. If a situation arises where improved airflow
does not improve power then there are other things that need to
be evaluated. In order to use the benefit of more airflow, the
engine might need another set of valve timing numbers (camshaft
selection) or another fuel curve and changes in the exhaust system
and on and on. High on the list is increasing the engine’s RPM
range. Perhaps it is best to consider that the additional airflow
A chart provides an easy way to compare flow data taken at
one test pressure versus another test pressure.
NoTE: 20.4” H2o is shown as a reference because that is where many
carburetors, throttle bodies, and such are rated.
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BY HAROLD BETTES
capacity provides for more power
potential. It is the responsibility of the
engine builder or tuner to be able to use
and apply the airflow improvements.
Working with airflow requires a
mature and open mind where logic takes
the lead and emotion is put aside. Good
solid testing and evaluation will provide
many more reliable answers than does the
many forums and opinions proffered on
the internet.
As an example, when I was involved
on a consulting project I came across a
great deal of resistance to change. One of
the Client’s players in the game told me
what I had proposed as a modification to
a cylinder head and valve job “simply
wouldn’t work…”. I asked why he
thought that and he said with some
conviction, “Because nobody else does it
that way and…. uh, it won’t pull fuel at
the gear change!” It seemed that no
amount of explanation would sway him so
I invited a wait and see approach.
(FYI - “pulling fuel” refers to the
pressure differential or signal at the
carburetor booster). Well, on the
dynamometer the cylinder head changes
were worth something better than 20-25
horsepower over a range of RPM on an
already supposedly refined engine and it
did have more signals at the boosters and
pulled fuel. However, the package change
was not pursued for further development
or refinement after only a few tests on the
dyno. The point being is that quite often
the people side of the equation is much
more of a problem to solve than is the
technical side. Psychologists might make
better headway with such groups. At least
that has been my experience in these
matters.
Manifolds and Testing
Intake manifolds are a necessity but not
enough effort is typically put into
improving them as cylinder heads are
undergoing changes for increased airflow.
In general, fabricated sheet metal intake
manifolds are done with more
consideration given for ease of fabrication
instead of improving airflow. It is not
This digital flow bench is rated at 680CFM (cubic
feet per minute) at a test pressure of 28"H2o. This
test pressure is widely accepted in the cylinder
head testing and modification business. You must
know at what test pressure the flow numbers are
collected or it is easy to be deceived or confused.
Always test intake manifolds because they can be modified for airflow
improvement to compliment the cylinder head. Test pipes should always
be used on the exhaust side of the head (it does make a difference).
Photos courtesy of Stu Zylstra.
uncommon for a great set of cylinder heads to be reduced in
flow by a poor manifold design or fabrication compromises,
even though the manifold “really looks good”. Pretty welds
and shiny metal do not make airflow happen, but there are a
few fabricators that can accomplish a great looking package
that flows well, too. Some manifold fabricators do not even
use a flow bench.
More and more CNC machined manifolds are showing
up in the performance marketplace. Today it is quite
common to buy CNC machined runners and components in
order to build some very good competition manifolds that
provide more complex shapes than typical sheet metal units
can.
Most as-cast manifolds could use some flow
improvement attention. The various manufacturers have to
consider many compromises in their products in order to
serve the majority of the marketplace. It is not uncommon
for an as-cast manifold to cost 10% to 15% or more in
cylinder head airflow numbers. Simple modifications can
improve the numbers considerably to a flow loss of only 3%
to 5% or better but that must be verified by testing
measurements on a flow bench. Thinking and planning
before picking up the grinder pays off.
Final cylinder head airflow testing and collection of
numbers should include the intake manifold and the
carburetor(s), throttle body, and air cleaner/filters that are
part of the intake flow path. Nobody said it was easy but it
is important if you want to end up with effective results.
If the collected flow numbers are accurately measured
(and include a complete system) then a fairly decent
prediction of estimated performance can be done with using
either a hand held calculator or by using any number of the
BY HAROLD BETTES
more responsible online calculators on the
internet. One of the sites that can be
trusted for reliable calculators is Stan
Weiss’ with the web address:
http://users.erols.com/srweiss/index.html.
Stan has many effective calculators on his
site that can be used if you are lazy and
want to perform some easy analyses.
If you have collected some responsible
numbers of the complete intake airflow
path of components at say 28"H2O, then
the airflow number multiplied times .26
will give a good estimate of power per
cylinder. So, if you have 298 CFM at
28"H2O, which would be enough for
producing about 77.5Hp per cylinder or
620Hp (if it is an 8 cylinder engine), those
numbers are for a naturally aspirated 4
stroke engine, on gasoline. And you can
also predict what the potential RPM at
peak horsepower might be. In this case it
would be approximately 9441RPM with a
302ci engine and 7445RPM with a 383ci
engine. Hopefully you get a grip that there
is a relationship with displacement and
airflow.
By the way, in order to achieve an
airflow number of 298 CFM on a flow
bench at 28"H2O pressure drop
(differential) and conditions of 29.92"Hg,
60°F, dry air, that would require a sharp
edge orifice of precisely 2.107" diameter
placed on top of the bench. Conversely, if
you wanted to verify bench calibration at
300 CFM for the same conditions, that
would take a sharp edge orifice of 2.113"
diameter. That is a bit beyond the scope of
this article, but it shows a relationship
between orifice diameter and airflow
capacity.
Some Bruised Thumbs Rules
There are some pretty easy to remember
rules of thumb concerning airflow through
engines and components. But they are so
basic they are a bit hard to hang on to
until you learn some of the details of
airflow testing and how to apply the
results.
• You should be testing airflow numbers
not guessing at airflow numbers.
• Pencil, paper, and measurement tools
should be picked up before a grinder.
• Airflow does not like to change
directions and it does not like sudden
changes in cross section. Sudden
expansions are worse than sudden
contractions.
• Airflow also hates to turn so it does not
do that very well. Bends cause losses.
• Detached flow is more common that
attached flow, particularly when you are
wishing for magic results without doing
the careful work required in engine
airflow development. However you have
to find either one.
• There are common misconceptions
concerning port and manifold alignment
but that is something that you really
need to learn with your own testing so
you will become a believer in which
details count.
• Beware of any statement that begins
with “Everybody knows”. Measure
things yourself and get answers that
BY HAROLD BETTES
All dressed up and almost ready for close quarters combat. This head has been carefully developed with a flow bench and fully machined on a CNC mill.
The titanium valves round out a competition only package. Photo courtesy of Endyn.
may very well go against whatever
everybody might know.
• You will also find that “he said, she
said, they said, or I heard that, or a guy
told me” is not nearly as reliable as,
“I tested that and found out such and
such…”. And, of course what Mark
Twain proclaimed long ago, “Fact is
stranger than fiction.”
• If the ends of the spark plugs are burnt
off, it makes no difference that the A/F
ratio meter showed agreement with
some dude on one of the internet forums
where he said you had to run only some
magic number or another…Something
was wrong!
• Think about how things work and how
to apply careful planning. After all it is
your money and parts or perhaps those
of your customers!
Flow Bench and Flow Numbers
Ownership
Should you run out and buy yourself a
flow bench? Not necessarily, but if you
want to improve your business bottom line
and increase your grip on quality control,
it is a given that a flow bench should be
part of your business plan. Will owning a
flow bench make you an airflow expert?
Probably not. But it will certainly provide
you with more reliable answers and flow
Carburetors are also part of the flow path and
should be measured. They don’t all flow the same.
Regardless of airflow claims, they should be
verified.
solutions than posing the same questions
to folks on the internet.
It will also provide assistance to
improve your final products on cylinder
head work and can add considerably to
additional parts sales.
How can you decide which cylinder
heads are better in airflow than others?
Measure the results on a flow bench. If
you can see and measure, it becomes easier
to believe.
If you can’t justify the purchase of a
flow bench in order to improve your
business, then you should establish a
strong relationship with someone that has
one and can assist you in your airflow
development work. There are some folks
in the marketplace that provide such
services, but make sure the providers are
not too far away from you in order to save
time and have a face-to-face feedback
process. A hands-on approach is a better
way to do airflow investigation and
development, but whatever the process
you decide to employ, just be sure and
separate the flow numbers from the snow
numbers.
Love many, trust few, and paddle your
own canoe.■
Harold Bettes is author of Engine Airflow and co-author
of Dyno Testing and Tuning. He has been a mechanical
engineer for over 40 years and has been involved in
motorsports in one fashion or another for more than
half a century. Harold is a recipient of many awards for
his contributions in furthering mechanical engineering
in the motorsports industry and aftermarket. He is an
active consultant on test facilities, equipment and
racing engine configurations and designs. He is also
writing a novel about experiences in Southeast Asia,
Mexico, and Texas.
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IN TOUCH
BY JIM RICKOFF
DECEMBER 6-8, 2012
IMIS TRADE SHOW
Indianapolis, IN
on July 19, 2012, EPWI hosted their Tech & Skills Regional Conference in Denver at Sports Authority Field.
Pictured above, from left to right are: Nick Palgrave (outside Sales Rep), David Van Woensel (VP IT & Special
Projects), Roger Borer (National Sales Manager), Dusty Dodge (Marketing Manager), Veryl Berry (General
Manager North operations), Ron Stanislaw (outside Sales Rep).
Regional
Conferences
Continue Success
Hi Team! Our Tech & Skills Regional
Conferences continue great success and
our hosts just keep raising the bar for
professionalism. July brought us to the
mountains of Colorado as EPWI hosted
their conference at Sports Authority Field
at Mile High Stadium in Denver. Yes, this
is the home of the Denver Broncos! Veryl
Berry, Dusty Dodge and the entire crew at
EPWI did an outstanding job securing the
Budweiser Champion’s Room which is on
the club level of this beautiful stadium.
What a neat setting for a conference. This
prestigious room was surrounded by
pictures of the past great Denver Bronco
players… John Elway, Shannon Sharp,
Floyd Little, Terrell Davis, Karl
Mechlinburg, Tom Jackson… Sorry, I was
getting carried away with the setting! Did I
mention that Lyle Alzado was a Denver
Bronco? Sorry again, but this was such a
cool setting! As we were in our conference
and we overlooked the field, we could
watch the road crews setting the stage for
the Kenny Chesney and Tim McGraw
“Brothers of the Sun Tour.” Certainly not
something you would see every day.
EPWI covered every detail of the
conference and did an outstanding job
with the presenters, as well. New
presentations by Ron Rotunno of Fel Pro,
Lake Speed Jr. of Joe Gibbs Racing Oil,
Bill McKnight of Mahle, Bob Dolder of
Sunnen, Steve Fox of AERA and our
keynote speaker was NHRA team
owner/driver Tony Pedregon. These guys
did an outstanding job of fulfilling our
technical appetite for engine building and
engine parts knowledge.
When attending these regional
conferences, the staff at AERA really
enjoys getting out and seeing members in
•••
HOSTS AND LOCATIONS
FOR 2013 REGIONAL
CONFERENCES
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Warren, MI
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DNJ ENGINE
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ROTTLER
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IMIS TRADE SHOW
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CONFERENCE
HOSTING
OPPORTUNITIES
If you are interested in hosting a
TECH & SKILLS REGIONAL
CONFERENCE next year,
please contact Jim Rickoff
at 507-457-8975 or email
[email protected].
Ron Rotunno, Product Manager for Performance and Specialty Products at
Fel-Pro, gives us an insight on the new LazerWeld Technology at the Tech &
Skills Conference hosted by EPWI.
Lake Speed Jr. from Joe Gibbs Driven Racing oil talking with a customer.
This was the view from our room in the Budweiser Champions Club at
Mile High Stadium as the Kenny Chesney concert was setting up.
When attending the regional conferences, the staff at AERA really enjoys getting out and seeing members in their shops. Pictured above left is Warren Jackson
from The Engine Shop, Longmont, Co; and Eric Saunders (above right) of Peak Performance Machining, also in Longmont, Co.
IN TOUCH
BY JIM RICKOFF
registration. Hope to see you all in Indy!
2013 will bring even more Regional
Tech & Skills Conferences. Tentatively
planned are conferences at:
• Macomb Community College in
Warren, Michigan;
• Liberty Engine Parts in Pittsburgh,
Pennsylvania;
• Richard Childress Racing in Welcome,
North Carolina;
• Parts Warehouse Supply in North
Kansas City, Missouri;
• DNJ Engine Components in
Chatsworth, California;
• Rottler Manufacturing in Kent,
Washington (they will celebrate their
90th anniversary next year);
• IMIS Trade Show in Indianapolis,
Indiana.
We’ve got several other companies
that are working through the details of
hosting an event, so please watch for our
updates as to the progress of additional
conferences along with the details for the
scheduled events.
The Latest Advancements
& Developments In Engine
Performance Technology
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their shops. Steve Fox, Richard Rooks
and I visited several shops around Denver
and were able to answer several questions
regarding PRO-SIS and other membership
services. (Check out the photos
throughout this article of these “now
famous” engine professionals!)
As we go to press with this issue,
Dave Hagen and I are out at Rottler
Manufacturing in Kent, Washington, and
new AERA president Paul Hauglie and
Steve Fox are in Memphis, Tennessee, at
Comp Cams. Two different themes but
great locations for Tech & Skills
Conferences.
Our last conference of the year will be
at the IMIS Trade Show in Indianapolis,
Indiana, December 6-8, 2012, where
AERA is sponsoring the Engine Room
technical sessions which will run all three
days of the show. To attend, please go to
www.imis-indy.com/register. Click on
“REGISTRATION” under the
“ATTENDEES” tab. Remember to
register by November 6, 2012, for FREE
In addition, if your company
would like to hear the details
about hosting a Tech & Skills
Conference, please contact me
and I would be happy to give you
the details. I can be reached at
[email protected] or feel free
to call me at 507-457-8975.
As always, good profitable
selling!■
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].
In August, new AERA President Paul Hauglie
attended the Jobbers Parts Warehouse
Annual open House in Minneapolis. Pictured
above, left to right: Shane Turner from
Edelbrock, Gunnar Smith from R&R
Marketing, and Paul Hauglie.
Ron Sledge (left) from King Engine Bearings
and Tom Marks, owner of Jobbers Parts
Warehouse in Minneapolis.
AERA’s 90th
ANNIVERSARY
PARTY at IMIS
AERA will be hosting a special dinner at the IMIS show in
Indianapolis to celebrate its 90th anniversary.
This event will take place at the Indiana Convention
Center on Friday, December 7, 2012, from 5:30-9:30pm
and will feature Robert Yates as the keynote speaker.
Invitiations have been mailed to all AERA members.
There is no cost to attend, however, you must RSVP for
this event by November 7th. You will receive your
credentials after you RSVP. Please contact Karen at AERA
if you have any questions: 815-526-7600, ext. 202 or
e-mail [email protected].
PRO-SIS CORNER
BY STEVE FOX
How to use
Blank Spec
Sheets
The Tech Department often receives questions from PRO-SIS
users on how to better use the program. In this issue, we are
highlighting a question on how to use blank spec sheets.
Question: I have an engine that I am building for a customer
and need to keep track of specifications for this engine. Are there
some blank sheets I can get out of PRO-SIS to do this?
Answer: We have been posed with this question several times
and to answer your question, YES, you can. They are available in
PRO-SIS and PRO-SIS SA. Where you find them depends upon
which version of PRO-SIS you are running.
First, we will work in PRO-SIS. In order to obtain some blank
sheets that you can print out and write your own specs down, in
the make box look for AERA Bulletins and click on it. Once that
is selected, go ahead and click on the PRINT MGR tab. On the
left hand side you will see that all the spec sections are checked.
All you will have to do is click the printer icon on the right and
print out the spec sheets. They will come out blank and you will
be able to fill out specs.
PRO-SIS SA Blank Worksheet Forms
button at the right; it will be green in color. Then select the engine
by clicking on the BLUE A and then click on the PRINT MGR to
print out the blank sheets. Make sure Entire Specification is
checked so that all spec sheets print out.
PRO-SIS SA Blank Engine Sheet Search
If you are a user of the program and are having any
difficulties, feel free to call us anytime and we will walk you
through your issue. If you are a non-member and interested in
PRO-SIS (for AERA members only), call AERA at 888-326-2372
and they will be happy to assist you.■
PRO-SIS Blank Engine Sheet Search
In PRO-SIS SA, on the top you will see the wording
“Worksheets”. If you click on that a drop down box will open
with Cylinder Head, Deck Height and Engine Build. You can click
on any of those and it will open that document up. Those sheets
are blank and were supplied to us by a former AERA Director
who used them in his shop and found them to be of great use.
You can also get the same blank spec sheets that we showed in
PRO-SIS by doing the same search in SA. When you locate AERA
Bulletins in the MAKE field, make sure you click on the SEARCH
AERA Technical Specialist Steve Fox has over 25
years experience in the engine building industry
with 10 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.
SPEED READ
BY LEVON PENTECOST
Beyond
the Dyno
Part 3
Editor’s Note: This is the conclusion of a three part series of
articles. The first article (Beyond the Dyno – Part 1) ran in our
January-March 2012 issue. The second article (Beyond the
Dyno – Part 2) was featured in the July-September 2012 issue.
In the July-September issue, the purpose of this exercise was
described; not one to develop maximum horse power but to show
the benefits of in cylinder pressure measurement for engines of
any size or vintage. The chosen test rpm for this project is 4500,
the estimated maximum for an engine of its size/type that would
be used for everyday urban use; and, looking at the initial
dynamometer chart an area of low torque. In the previous base
line test four parameters were measured on each cylinder; Peak
Cylinder Pressure, 50% Mass Burn Intake Charge, Indicated
Mean Effective Pressure, and Average Cycle Pressure Volume
Pumping Loop. The goal for maximum efficiency at any chosen
rpm, is to equalize each cylinder as close as possible.
Look at Fig.1, the Pressure Volume Pumping Loop, this was
from the initial base line test. You may notice a slight difference in
appearance as the graph was rescaled to encompass all cylinder
traces. As stated previously the volume looked excessive which
could contribute to pumping loss; the additional piston force
required to push the spent gasses out of the cylinder. If we extend
a horizontal line from the bottom of the loop to the vertical axis it
will be around 9 psi. Do the same at the top of the loop; call it 21
psi, an average of 12 psi per cylinder; something to consider. The
easiest test to attempt to reduce this is to advance the cams. Three
degrees was chosen; opening the exhaust valve 3 degrees sooner
Figure 1:
Average Cycle Pressure Volume Pumping Loop – All Cylinders
Test Number: 129
Figure 2:
Average Cycle Pressure Volume Pumping Loop – All Cylinders
Test Number: 017-19
Figure 3: 50% Mass Burn Intake Charge 4500 RPM
would allow exhaust blowdown to
begin earlier and possibly reduce
pumping loss. Time for another base
line test; see Fig. 2, a big difference!
The exhaust blowdown period is
much longer now. Let’s extend our
horizontal lines again; the bottom still 9
psi but the top is only 13 psi. 4 psi per
cylinder now, a nice improvement!
Observe the pressure rises until just
before top dead center. Two areas for
consideration; one, obviously an
improved exhaust lobe, another would
be the exhaust ports and valve size.
Either one could be beneficial if we
wanted to optimize for this rpm. Before
we leave these two graphs, look at the
section circled in red. This is the
approximate location of intake valve
closing. If there is motion/bounce, and
it looks to be, cylinder pressure is being
lost. It might be time to visit a
Spintron. One of the first data sets to
review would be 50% Mass Burn
Intake Charge at 4500 rpm. That is
50% burn of the mixture at the
crankshaft angle; normally, degrees
after TDC. Where this occurs will have
significant affect on individual cylinder
pressure and indicated mean effective
pressure (IMEP). IMEP is the pressure
on the piston through one compression
cycle; it is also one of the best
indicators of engine torque. For
optimum cylinder balance, individual
timing is adjusted to achieve the correct
cylinder pressure to yield the maximum
IMEP per cylinder.
As stated in the previous article a
very high peak pressure can be
detrimental to performance and IMEP.
For this exercise a number of individual
timing adjustments were made per
cylinder. Compare the before (red) and
after (green) data on Fig. 3, 50% Mass
Burn; Fig. 4, Peak Cylinder Pressure;
and Fig. 5, Individual Mean Effective
Pressure. Let’s go back to the dyno.
The torque depression around 4500
is not completely eliminated but the
overall curve is improved. Could
additional improvements be made?
Absolutely, but the purpose of the
exercise was to identify individual
cylinder deficiencies and attempt to
correct through tuning, not produce
maximum performance. The goal has
been accomplished and no parts were
purchased. (continued)
Figure 4: Average Peak Cylinder Pressure 4500 RPM
Figure 5: Average IMEP 4500 RPM
SPEED READ
BY LEVON PENTECOST
What has been demonstrated is a fraction of what is
available through in cylinder pressure measurement. The
system used is an A&D Technology CAS unit; a state of the
art system that can sample a vast array of efficiency/
performance parameters; spark scatter, knock, peak pressure
rate of rise just to name a few. All are recorded every one
half degree, or less, of crankshaft rotation.■
Note: We would like to thank Mr. Jim Higgs,
JB Racing, Tavares, Florida, for use of the engine.
Levon Pentecost 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 high-profile clients such as the late Bob Snodgrass,
president of Brumos Motorcars, and Jim Bailie, manager of Brumos
Racing, as well as many others. For more information, call (406) 5879369, e-mail [email protected] or go online:
www.isystemsperformance.com.
Scan Tool
Case Studies
BY DAVE CAPITOLO
As engine builders and installers we are constantly challenged by
that strange engine idle, that subtle misfire, or that cooling system
that just won’t pass gas on a Friday afternoon. What resources do
we have? Besides patience and a desire to fix things, there are
service manuals, on-line information and databases and TSBs. As
engine builders and installers we see many of the same faults and
failures. For unfamiliar problems, bulletins like the ones available
from AERA point us in the right direction. With the addition of
so many electronic components and systems, diagnosing can
become more difficult. Adding a scan tool to your toolbox
provides you with the ability to collect codes, perform some
function tests. And, in some cases access repair information from
a built-in database of real-world fixes. The following are two real
case studies that show the value of a scan tool to the engine
builder and installer. Actual screen captures are provided.
Ford Misfire Case Study
The vehicle was a 2001 Mercury Grand Marquis with a 4.6L
engine that came in running very rough with an obvious misfire
and with the malfunction indicator light (MIL) on. Since the MIL
is on, the first tool of choice is a scan tool. After hooking up to
collect codes, a code P0307 was set (figure 1). By this code
number we know that the misfiring cylinder is number 7. When
diagnosing a problem like this sometimes the first thing to check
is whatever is easiest. In this case it was easiest to confirm spark
using a spark tester on cylinder number 7 by unbolting the coil,
plugging in the spark tester on the coil output, and starting the
engine. It was also easy to swap coils 6 and 7 just to confirm that
the coil driver circuit and battery voltage to the coil were both
good. If the misfire follows the coil to another cylinder, problem
solved. After swapping the cylinder number 7 coil we were able to
see that the dead coil moved to cylinder number 6. After replacing
the defective coil, the engine still had a subtle misfire and was not
running well enough to consider it repaired. With no new misfire
codes set, we have to use another resource.
This is a good time to take a break from this case study to
explain something about misfire monitors and counters. There are
several manufacturers that have a data parameter, viewed on the
scan tool, that allows a user to view misfire counters as the engine
Figure 1. Code list showing cylinder number 7 misfire code.
Figure 2. Generic OBDII functions.
SCAN TOOL CASE STUDIES
BY DAVE CAPITOLO
is running in order to pinpoint which cylinder is causing the
misfire. Early OBDII Fords are not part of that club. If the scan
tool manufacturer supports it, there is a feature of OBDII called
Mode 6 that allows a technician to view certain monitors, one of
them being misfires (figure 2). Once in Mode 6, the user has to
enter a test identification (TID) that in this case is 53 (figure 3).
Motorcraftservice.com has a wealth of technical information
including the TIDs for different years, as they are not all the same.
After entering the TID, it is now possible to check the misfire
values of each cylinder (figure 4). You can see that a normal
operating cylinder will have a test value of 0. The component ID
specifies which cylinder is being monitored. Anything other than 0
indicates the number of cylinder misfires that have occurred in the
last 200 RPM (figure 5). In this figure cylinder number 2 has had
61 misfire events. Each time a new Mode 6 request is made, the
number of misfires from a new 200 RPM is displayed. Disregard
the word “passed!” as it does not relate to whether or not the
cylinder is misfiring.
Hooked back up to the Grand Marquis, Mode 6 provides us
with data showing that cylinder number 2 (figure 5) and cylinder
number 5 (figure 6) both had values that were not 0, indicating
misfires. In the end, 3 coils needed to be replaced to fix this car.
Figure 3. The Test ID (TID) is entered on this screen.
53 is the TID for this vehicle. The TID for misfire monitors
varies among vehicles and must be looked-up by application.
Figure 4. This screen shows that cylinder number 1
(Component ID: 1) is not misfiring because the test value is 0.
Figure 5. This screen shows that cylinder number 2 is misfiring.
Figure 6. This screen shows that cylinder number 5 is misfiring.
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BY DAVE CAPITOLO
Chevy Truck Distributor Case Study
The following is another common scenario that comes up in
performing engine repairs and engine installations. With
mid-90 through early 2000 Chevrolet and GMC trucks, it is
common when performing a job that requires distributor
removal for the MIL to be on after the repair. If after using
scan tool to collect codes, a P1345 is set, the distributor will
need to be adjusted (figure 7). This code sets when the
camshaft position sensor (CMP), which is located inside the
distributor, is no longer in sync with the crankshaft position
sensor (CKP). Moving the distributor will not change
ignition timing as that is done by the CKP signal. When
using a scan tool, there is a Cam Retard (°) data parameter
that should have a value of 0° ±2° when the distributor is
properly adjusted. In this example the MIL was on and
P1345 was set. Looking at the data display (figure 8) a value
Figure 7. P1345 is a GM manufacturer specific code.
Figure 8. The -17° value for CAM RETARD indicates that
the distributor is out of adjustment.
(continued)
BY DAVE CAPITOLO
value may not be accurate if the engine speed is below 1,000
RPM. After proper adjustment, Cam Retard (°) should display 0
(figure 9).
These are just a couple of quick examples of the many uses
that a scan tool has, even if the majority of your work is engine
building. The need for scan tools will continue to increase with
the more advanced vehicle systems.■
Figure 9. A normal value for CAM RETARD
is 0° plus or minus 2°.
of -17 indicates that the distributor is out of adjustment causing
the CMP and CKP to be out-of-sync and turning on the MIL
with P1345 set. To make this adjustment you must be monitoring
the Cam Retard (°) data parameter while rotating the distributor
with the engine running at 1,000 RPM. The Cam Retard (°)
Dave Capitolo has been teaching automotive
technology at De Anza College in Cupertino, California
for the last 9 years. De Anza College has a full
automotive machine shop and is a current member of
AERA. Dave spent over 20 years in the automotive
industry as a technician and as a machinist. He
worked at Snap-on Tools with the hand-held
diagnostics group helping in the design and software
updates for scan tools, multimeters, and lab scopes.
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Choosing a Proper Cam
for Stock Cars
BY CHARLES REICHARD
One of the most difficult tasks facing
today’s racer is camshaft selection. The
advertising in the camshaft industry is
often misleading and contradictory. The
important information about lobe designs
is not available and if it were, few people
would know what it means. Everyone
wants the latest trick of the week and that
trick seems to be whatever gets the most
press. Have you ever read anything in a
racing publication that was negative about
an advertiser’s product? Not likely. Often
an advertiser arranges the tests and you
can bet it will put a favorable light on the
featured item or you likely won’t read
about it.
These things happen today in almost
all advertising. It is left up to the customer
to separate useful information from the
hype. It isn’t easy, especially when you
know nothing about the design of the
product. Buyers beware.
From reading tech articles and
advertising it is easy to come to the
conclusion that a short duration cam with
a lot of lift is the hot ticket. This is usually
true but what are the limits, and tradeoffs?
What are the consequences of going too
far? What is the best way to achieve this
high lift safely? The more lift designed into
a given duration, the less the nose radius.
In other words the lobe gets more pointed
or sharper. This makes for less desirable
lobe wear. Even if it makes more power, to
finish first you first have to finish. This
poor wear characteristic is further
aggravated by higher rocker ratios. When
all information in print points to more and
more lift with shorter and shorter
duration, is it any wonder that cam
companies respond with the desired
product? After all, it is too time consuming
to educate the customer as to what is
really appropriate and why. So, they just
deliver what the customer asks for and
hope for the best. Sometimes these radical
profiles can be made to work with very
expensive lifters and valve springs
combined with regular replacement. The
average racer can’t afford to buy $600.00
lifters with $300.00 valve springs AND
replace them all, frequently.
Most Stock Car racers have been faced
with trying different cams in their cars and
not seeing the results they think they
should. Frequently this is followed by
selling or giving the cam to a fellow racer
who finds it is the best cam he ever ran.
Why did this cam work so well for one
racer and not for another? The reasons
can be many. Improper installation and
driver style are among the most important.
Let me say here that if you are not taking
the time to degree-in every high
performance cam that you install, well
then, you should not be assembling
performance engines. There is no way
anyone can help you solve a problem if
you don’t know exactly where the cam is
installed. There are too many variables
that affect the valve timing to leave
anything to chance.
Here are some of my thoughts
on cam selection:
To many racers the best cam is the one in
the car when they get the chassis sorted
out and the driver finally gets the track
figured out.
• Shorter duration cams with wider lobe
separations usually yield much flatter
torque curves
• Longer rod motors prefer a shorter
duration cam with wider lobe
separation
• Longer duration cams require tighter
lobe separation to have any power off
the corner. (Not usually a preferable
combination in 2 bbl classes.)
Stock exhaust manifolds or a highly
restricted exhaust usually respond well to
shorter exhaust duration and wider lobe
separation. Power increases are most
evident at higher rpm where exhaust
backpressure is greatest and reversion is
most prevalent.
Most un-ported factory heads
approach 90 to 95 % of peak flow at .400
to .450” lift and do not need or want a
maximum valve lift of over .540 to.555”.
Often a low cam lift with 1.65 or 1.7 ratio
rockers is very helpful on the intake side as
long as lift is kept to about .550”. Exhaust
is less critical with 1.5 or 1.55 ratios being
the most popular.
• Dyno testing doesn’t test drivability or
throttle response of the engine.
• The important numbers on a dyno
sheet are about a thousand RPM above
and below peak torque and peak
horsepower. Peak numbers are for
bragging purposes and high peak
numbers do not win races.
• The benefit of high ratio rockers is
faster valve movement and the added
lift is frequently detrimental in unported heads. It often helps to utilize a
lower cam lift with high ratio rockers
to avoid excessive valve lift.
• Changing the valve lash is a good way
to get an indication of which way to go
for your next cam change. You won’t
hurt anything by going too tight, as
long as there is some lash when the
engine is cold so it will start. But too
loose will let the valves slam shut,
causing damage to valves and seats.
.004 to .006” loose is usually OK, at
least for some testing.
• Glowing exhaust pipes may be an
indication of over scavenging by the
exhaust. Shorter exhaust duration,
smaller headers, or even a restrictor
plate at the header may help. The
problem is often mixture burning in
the exhaust rather than in the cylinder.
Many people think a lean mixture
causes it. Be sure to ascertain which
problem you have as the lean mixture
is a much more serious problem and
can cause quick meltdown.
CHOOSING A PROPER CAM FOR STOCK CARS
BY CHARLES REICHARD
Look at the Major Intensity numbers
to get an idea as to how radical the profile
is. (Major intensity is the difference
between the .020 duration and the .050
duration on mechanical cams. Lower
numbers are more radical but anything less
than 24 or 26 degrees may be very hard
on the valve train depending on the lobe
design. Our 24-degree XTLZ profiles are a
notable exception to this. Identical .050
duration and lift do not mean the lobe
designs are similar much less identical.
When comparing different camshaft
profiles it is critical that the checking
heights are the same. .050 durations are
directly comparable but advertised
durations have no real standard.
Mechanical profiles are commonly
checked at .020 but not all designers use
that point. Hydraulics cams are often
checked at .004, .006 or .008. Other
points are sometime used. If two cams are
not checked at the same height then you
can’t compare them. Our HCR profiles
check seven degrees less at .006 than at
.004. Our HMTs are about 4-5 degrees
less. Here are some guidelines to camshaft
comparisons.
Camshaft intensity is a measurement
term coined by Harvey Crane to compare
ramp characteristics of different camshafts.
• Hydraulic Intensity is the difference
between the .004 duration and the
.050 duration.
• Minor intensity is the difference
.050 duration.
• Major intensity is the difference
.050 duration
Lower numbers indicate more radical
profiles but too low can be too radical and
lead to noisy valve train and even to
broken parts.
The average racer should rely on the
manufacturer’s tech people to select a cam.
They are generally familiar with the
characteristics of their lobe designs and
should be able to steer you in the right
direction. You should find out which tech
person specializes in your particular
application. Some are better than others.
Always try to give the tech consultant all
the information he needs as well as the
specs on previous cams you ran and which
one worked best. Be wary of relying on
your buddy’s cam selection unless his
engine, car setup and driving style are the
same as yours. It may help to find out
what a few front runners are using just to
be sure you get something similar. The
consistent winners seldom win on engine
alone. It takes a good driver, a good
chassis setup and a competitive, well-tuned
engine to be a consistent front runner.
Let’s Tune Your Camshaft
for Maximum Power
Most Stock Car racers have been faced
with trying different cams in their cars and
not seeing the results they think they
should. Frequently this is followed by
selling or giving the cam to a fellow racer
who finds it is the best cam he ever ran.
Why did this cam work so well for one
racer and not for another? The reasons
can be many.
Driver style plays a big part in the
picture. A driver who can keep the rpm up
in the turns will be able to use a bigger cam than one who
drops a lot of rpm. The same cam in the car with lower turn
speeds will not have enough torque at the turn exit because
it will be below the maximum power band. Cars should exit
the turns above the point of peak torque
Car setup and the ability of the driver to accurately feel
what the car is doing is more important than the last 20
horsepower. This is especially true with dirt cars. I have
talked to few racers that can’t hook up 600 LB/ft of torque
on 8 inch tires if you can give it to them. However the more
power out of the turns you give them the slower they go.
This is frequently due to driver interpretation of poor
acceleration as lack of power rather than wheel spin. While
it seems that any driver with some experience can tell when
he is spinning wheels, it apparently isn’t that easy. Many
experienced top drivers admit it is hard to differentiate
between wheel spin and lack of power except in extreme
cases. It is often helpful to paint a 6-10 inch section of the
rear tire sidewall and have an observer watch the car in the
turns for signs of excessive wheel spin.
Failure to accurately degree in the camshaft is another
culprit. There can easily be 4 or even 6 degree variations in
different brands of timing sets. Proper valve timing quickly
becomes a crap shoot without a degree wheel. Published
valve timing is only a suggested starting point based on
dyno testing and track experience. There are variables that
may call for different valve timing in your specific
combination. If you don’t know where your valve timing is
then the cam grinder or engine builder cannot recommend
changes to help you get the most out of your engine. Even if
class rules prohibit advancing or retarding the can, you still
need to know where it is installed.
Cams for 2 bbl engines are very application specific. The
carburetors respond to vacuum signals to properly meter the
fuel at high rpm. Cars with different cams may send very
different vacuum signals to the carburetor. Port size also
affects vacuum. Putting a carburetor from a friend’s
winning engine on yours does not necessarily mean your car
will run any better. The only thing you can be sure of is that
if your carburetor is box-stock it likely won’t run well.
Now is a good time to mention that while your cam
grinder or engine builder should be able to supply you with
a cam appropriate for your application, it will be necessary
in most cases to change jetting and fine tune the cam timing
and lash settings to the driver’s preference and ability. The
cam grinder or engine builder cannot know about driving
styles and rpm ranges in your application without good
accurate information on which to base his
recommendations.
There are two easy ways to change the characteristics of
your cam. Advancing and retarding the cam can move the
power band up or down a few hundred rpm. Advance for
more bottom end and retard for more top end. It usually
takes about a 4 degree change for a driver to feel it. The
second way is to change the valve lash. Tightening the lash
will increase the top end power while loosening it will
increase bottom end power. You won’t hurt anything by
tightening the lash but check with your cam grinder as to
the maximum lash you can use before running off the ramp
and damaging the valves. When making these changes,
(power) increases at one end mean decreases at the other
end. Often it is the decrease that makes the car faster.
CHOOSING A PROPER CAM FOR STOCK CARS
BY CHARLES REICHARD
When checking valve to piston
clearance be sure to check it with the cam
advanced and retarded about 6 degrees
from the recommended point to allow for
any timing changes you may wish to make
in the future. Making these changes to
cam timing is important to not only
optimize your present combination but to
indicate a direction for future cam
changes.
Let’s examine two scenarios:
Car A is slow off the turns (no wheel spin)
but has great power the last half of the
straights. Loosening the valve lash (or
advancing the cam) will increase power
out of the turns with a slight power loss at
top rpm.
Car B is slow off the turns but suffers
from excessive wheel spin. The cure here is
to kill a little power off the turns by
tightening the lash (or retarding the cam).
This will enable the car to hook up and
get more power to the ground. Increased
top end power will be an added bonus but
the real need was to get horsepower off
the corners down to a level that the car
and driver can handle.
Changing to a shorter duration, or
higher lift cam, or a higher ratio rocker for
car A or a longer duration cam in car B
will accomplish the same thing but at a
much higher cost in time as well as dollars.
One other important thing to know is
the minimum rpm encountered. Few
drivers can accurately tell you what their
lowest rpm really is. It is hard to be fast if
your cam has a power range of 4500 to
7000 and your restarts are 3500. The
lowest rpm encountered is as important if
not more important than the maximum
when selecting the proper cam.
A very common mistake we see people
make when they can’t keep up off the
turns is to put more gear in the car. If the
car is tight off the corners, it will be slow.
Freeing up the car or maybe changing
driver style a little may make a lot more
difference than changing the gear.
One final important note: If you see
little or no change in performance after all
of these changes (you did do all of them
didn’t you?), the problem is most certainly
NOT the camshaft. It’s time to look
elsewhere.■
Charles Reichard has been self employed in the
automotive aftermarket for 41 years. He was very
active in AERA in the 70s and 80s. The cam business
spans the early 80s to present day. It serves most
segments of the camshaft business. Camcraft
presently offers the widest selection in the industry of
new performance cams for vintage cars. Performance
regrinding is also available for vintage cars, tractors
and diesel applications. If you are not running a
Camcraft cam you are probably following one!
For more information, contact:
Camcraft Cams LLC, 54 Atrium Trail, Arden, NC 28704
“Home of the Torque Monster Cams”
Website: www.camcraftcams.com
Technical Assistance: (828) 681-5183
Orders only: (800) 426-2261
TECHSIDE
BY LAKE SPEED JR.
What You Can’t See
Can Hurt Your Camshaft
(and other parts of your engine)
A human hair is about 80
micron, and the smallest
particle size you can see with
a naked eye is about 40
micron. That seems pretty
small. Can something so
small you can’t even see it
really cause problems?
Clearance size particles
do the most damage. They
are small enough to get into
that space between the
bearing and the journal or
the lifter and lifter bore, but
they are too big to flow
straight through without
touching anything. Particles
that are much smaller than
the clearance between
moving parts easily flow
through the clearance space
and don’t do any damage.
Particles that are too large to
enter the clearance gap are
blocked out, so it is the
particles that are similar in
size to your engine’s
clearances that you need to
worry about.
When you do the math,
you’ll find that .0025 vertical bearing
clearance yields out a clearance space of
.00125 (half of the total clearance is on
each side of the journal, at least is should
be…).
One and a half thousandths is equal to
32 micron, so particle sizes you can’t see
are the ones that you need to worry about.
So what practical steps can you take
during the assembly of an engine to rid
yourself of these unseen assassins?
First, wash off the Cosmoline coating
that is on the parts just prior to
installation. We recommend a foaming
degreaser to really lift the greasy film from
the part. That film seals out moisture and
keeps it from reaching the surface of the
part, but it also traps fine particulate. You
don’t want an abrasive slurry working on
your flat tappet lifters, so make sure the
metal surfaces have been degreased before
you apply the break-in lubricant.
Second, use a finer micron filter during
break-in. A production car filter will have
a finer micron rating than a racing filter
will have. For example, a WIX 51061
small block Chevy filter has a nominal
micron of 21 with a GPM flow rate of 11.
A WIX 51061R racing filter has a flow
rate of 28 GPM and a nominal micron of
61. As you can see, you can use a
production car filter during break-in since
you are not running the engine to full
engine speed (and thus don’t need more
than 11 GPM). After the initial 30 minute
break-in, change the oil filter. Now you
have removed all the larger particles that
could cause problems. Now you need the
high flow rate filter when you start
making dyno runs or go to the race track.
The tighter the micron, typically the
less flow you have. Ideally, you want a
micron tight enough to filter out clearance
sized particles and a flow rate high enough
to supply the required
volume of oil to your engine.
The third step is to
change the oil. Most of the
wear metals that will be
created in an engine’s life will
occur during the first hour of
operation. While everyone
hates to throw away
something that looks
perfectly good, it is cheap
insurance to change the oil
after the initial break-in. A
high quality break-in oil is
like primer for your engine. It
is establishing an anti-wear
film in your engine, and that
is the foundation for lasting
protection. It is better to get
an extra coat of primer, than
to leave a few spots thin.
This is especially true for
a hydraulic lifter engine. Any
particle that gets trapped in
the lifter can cause the lifter
to bleed down and make
noise. The best plan of action
is to a high quality break-in
oil to reduce the amount of
particulate created during
break-in, and then change the oil and filter
after initial break-in. Continue to use a
high quality break-in oil during dyno runs,
the first weekend at the track, or for the
first 500 miles in a street car. After that,
change to a high quality oil designed for
that application and follow normal change
intervals.
Keeping clean, high quality oil in the
engine is insurance against lubrication
related problems – because what you can’t
see, can hurt you.■
CHAMPIONSHIP PRODUCTS INSPIRED BY JOE GIBBS RACING
Lake Speed Jr. from Joe Gibbs Racing is the son of
Lake Speed Sr., who raced in NASCAR from 1980 to
1998. For more information, call at (704) 239-4401 or
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ON THE SAME PAGE
BY MIKE CARUSO
Competition Engine
Building
By John Baechtel
• Information: All new information and
pictures for 2012, not an updated old
book. It includes such things as advanced
engine design, assembly techniques,
optimizing engine airflow, proper
mixture conditioning, and maximizing
volumetric efficiency. Chapter #1 race
engine planning, #2 torque and
horsepower, #3 cylinder blocks , #4
crankshafts, #5 piston technology, 6#
connecting rods, #7 engine bearings, #8
cylinder heads, #9 induction system, #10
carburetors, #11 camshafts, #12 (oil
systems) sumps and oiling, #13 ignition
systems, #14 exhaust systems, #15
engine build tips, #16 engine startup and
maintenance with tips like how to
prevent fuel wash on cylinder walls and
piston rings. Plus a source guide.
• Suggestion: This is the first time in a
long time that I can remember being
really impressed at the new information
and excellent job that John did
presenting the information for his
readers. The pictures will show you
where to hit and the text explains to you
why. Nice deal. S-A Design Pro Series
(PS) is laid out differently because it only
states the facts, no tip toeing around.
Also there is no review provided at the
end of each chapter like the S-A Design
“Workbench Series” (WBS). This is why
it is called PS as it is written for the next
level of race engine building. Whether
you worked your way through the
(WBS) or have the knowledge from years
of building race engines, you will love
this book. (Printed in 2012 by SA Design
#214; ISBN ID# 978-1-934709-37-5)
How to Rebuild
Ford Power Stroke Diesel
Engines 1994-2007
Rebuild and Modify Chevy
348/409 Engines
By Bob McDonald
• Information: Chevy 348-409 and the
427 Z11 mystery engine. There is brand
new information and pictures for 2012,
not a reprinted old book. Chapter #1
development and design, #2 engine
blocks, #3 crankshafts rod and pistons ,
#4 cylinder heads, #5 camshafts and
valve train, 6# ignition and induction, #7
headers and exhaust, #8 cooling systems,
#9 stroker engines, #10 teardown and
inspection, #11 engine assembly. There is
also a source guide.
• Suggestion: This is a how-to book on
the very cool Chevrolet “W” 348-409
cubic inch engine. Even if you will never
build one, that’s okay because there is a
ton of information that you can cross
over to other applications. Know what
your competition is capable of or you
might be looking at their tail lights! Now
that I have your attention, this book
shows Lamar Walden working with
World Products to produce the heads
and blocks. It shows him pouring molten
aluminum. It was no surprise to some of
us as World Products sells these new
blocks, heads, stroker kits, etc. for them.
Friends, this book is worth every penny.
(Printed in 2012 by SA Design #210;
ISBN ID#978-1-934709-57-3)
• Information: Ford/Navistar diesel engines
7.3L and 6.0L Power Stroke built
between 1994 -2007 model years. The
chapter titles are short but packed with
answers to your questions. Chapter #1
system overview, #2 7.3L removal and
disassembly, #3 6.0L, #4 removal and
disassembly, #5 engine reassemble, 6#
6.0L & 7.3L installation and break-in, #7
performance upgrades. Terrific
photographs captured just what we want
to see, as if we were looking at it. There is
also an appendix and a source guide.
• Suggestion: This is a great deal because
two different diesel engines are covered in
the same book by Bob McDonald. Bob, a
20 year diesel specialist, also does gas
engines and anything that comes through
his doors. Covering Ford/Navistar 7.3L
and 6.0L diesel engine, this is the book we
have been waiting for to clear up the
problems about these two engines. If this
book saves you just once from making a
mistake while working on either of these
engines, what is it worth to you? If you
do not rebuild these diesels, buy it for a
person who does or someone who is just
learning. They will be in your debt. Great
job, Bob. (Printed in 2012 by SA Design
#213; ISBN ID# 978-1-934709-61-0)
By John Carollo
AERA Tech Specialist Mike Caruso has over 50 years
of engine rebuilding and high-performance
experience. An ASE-certified Master Machinist, Mike
came to AERA from FEL-PRO’s high-performance
R&D and tech line, where he worked for 11 years.
Contact him via email: [email protected].
The SEMA Show
PERFORMS.
Up-close innovation. Technology in your face.
New products and ideas from top-performing
brands to fuel sales and power your business.
Register now at
www.SEMAShow.com/EPR
Las Vegas Convention Center, Las Vegas, Nevada
Exhibit Days: Tuesday, Oct. 30 – Friday, Nov. 2, 2012
Education Days: Monday, Oct. 29 – Friday, Nov. 2, 2012
AERA Online Training
Certification
As of September 18, 2012, 118 people have enrolled in the AERA
online training course for certificates in Cylinder Heads and Engine
Machinist. Congratulations to 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
AERA
ONLINE
TRAINING
• Damian Mitchel, AIS Engines, Grand Rapids, MI
AERA Engine Building
and Machining
Certificate Program
• Matthew Tedder, MTP Drivetrain, Many, LA
• AERA now offers a comprehensive online training program (not just
a test) 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 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.
• Armando Guerrero Sr., Carquest of Surprise, Surprise, AZ
• John Johnson, Niagara College, Welland, ON CANADA
• Kevin Hachkowski, Niagara College, Welland, ON CANADA
• Paul Wiley, Niagara College, Welland, ON CANADA
• Chris Amy, Elk Point, AB CANADA
• Garrett Moldoff, Northeast Automotive Parts, Nassau, NY
• Rob Kerr, Workman Auto Repair, Brighton ON CANADA
• Randy Whaley, Workman Auto Repair, Brighton ON CANADA
• Mike Beattie, Niagara College, Welland, ON CANADA
• Christopher Ens, Precision Engines, Whitehorse Yukon,
CANADA
• Jeff St Peter, SPR Enterprises LLC, Port Washington, WI
• Arthur Olivo, Allan Hancock College, Santa Maria, CA
• Kevin Alford, MTP Drivetrain, Many, LA
• Francisco Trevino, Allan Hancock College, Santa Maria, CA
• Bradley Mallen, Automotive Training Center, Warminster, PA
• Elishia Tedder, MTP Drivetrain, Many, LA
• Jaime Sherburne, Allan Hancock College, Santa Maria, CA
• Mike Kloeber, Perkins Pacific, Ridgefield, WA
• Matthew Peebles, Matts Motorsports, Melbourne, FL
• Greg Wheeler, Niagara College, Welland ON Canada
• David Hippler, MTP Drivetrain, Many, LA
• Kurt Scoffield, M & W Machine, Three Forks, MT
• James Fallen, Engine Lab, Tampa, FL
• Kirk Roelfsema, Crowder College, Neosho, MO
• Dave Naugle, Engine Lab, Tampa, FL
• Kenneth Alkire, Cresap Automotive, Cumberland, MD
• Rafael Valle, Deltona, FL
• Chad Shuey, Ono, PA
• Curtis Sargent, MTP Drivetrain, Many, LA
• Jeffrey Myers, MAP Automotive, Philadelphia, PA
• Aaron Brooks, Springfield, MO
To find out more about AERA Online Training, call AERA at 815-526-7600, ext. 202 and ask for Karen or e-mail: [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.
➠
AERA ONLINE TRAINING
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 ■ DISCOVER ■ AMERICAN EXPRESS
CARD NUMBER:
EXPIRATION:
CSC:
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.
tech
TB 2595
Compression Piston Ring
Specifications For Cummins
B Series Engines
The AERA Technical Committee offers
the following information regarding
piston ring end-gap specifications for
Cummins B Series engines. This
information should be considered any
time piston rings are being replaced.
This document provides cross
referencing charts for all 102.000 MM
(4.016”) B series compression ring gaps
for specific ring part numbers. Different
compression rings are used on OE
equipment to address certain engine work
requirements, fuel systems and specific
horsepower ratings.
The cross referencing tables are
ordered by ring size (Standard, 0.5 mm
(.020”) oversize, and 1.0 mm (.040”)
oversize) and by part number in
descending order. First identify the correct
bore / piston ring size, and then find the
part number of the rings in the
appropriate table.
NOTE: If you cannot find the correct
piston ring part number listed in the
tables above, call AERA with the engine
serial number and they will help you
determine the correct gap specifications.
Standard Size Piston Ring
Top ring
Intermediate ring
Part
Number
Minimum
Gap
(mm/inch)
Maximum
Gap
(mm/inch)
4897899
0.22 (0.009) 0.38 (0.015) 4897900
0.60 (0.024) 0.86 (0.034)
3959079
0.26 (0.010) 0.42 (0.017) 3943544
0.85 (0.033) 1.21 (0.048)
3947678
0.26 (0.010) 0.42 (0.017) 3943447
0.85 (0.033) 1.21 (0.048)
3937392
0.35 (0.014) 0.51 (0.020) 3942265
0.25 (0.010) 0.61 (0.024)
3918315
0.40 (0.016) 0.76 (0.030) 3940777
0.25 (0.010) 0.61 (0.024)
3904529
0.40 (0.016) 0.76 (0.030) 3937393
0.55 (0.022) 0.90 (0.035)
3902401
0.40 (0.016) 0.76 (0.030) 3932519
0.25 (0.010) 0.61 (0.024)
2831144
0.30 (0.012) 0.46 (0.018) 3904531
0.25 (0.010) 0.61 (0.024)
3904530
0.25 (0.010) 0.61 (0.024)
3902400
0.25 (0.010) 0.61 (0.024)
3902286
0.25 (0.010) 0.61 (0.024)
Part
Number
Minimum
Gap
(mm/inch)
Maximum
Gap
(mm/inch)
0.5 mm [0.02 in] Oversize Piston Ring
Top ring
Intermediate ring
Part
Number
Minimum
Gap
(mm/inch)
Maximum
Gap
(mm/inch)
4898855
0.22 (0.009) 0.38 (0.015) 4898858
0.60 (0.024) 0.86 (0.034)
3957244
0.26 (0.010) 0.40 (0.016) 3943545
0.85 (0.033) 1.21 (0.048)
3937428
0.35 (0.014) 0.51 (0.020) 3942266
0.25 (0.010) 0.61 (0.024)
3919050
0.40 (0.016) 0.76 (0.030) 3937430
0.55 (0.022) 0.91 (0.036)
3902392
0.40 (0.016) 0.76 (0.030) 3933583
0.25 (0.010) 0.61 (0.024)
2831145
0.30 (0.012) 0.46 (0.018) 3904347
0.25 (0.010) 0.61 (0.024)
3902393
0.25 (0.010) 0.61 (0.024)
Part
Number
Minimum
Gap
(mm/inch)
Maximum
Gap
(mm/inch)
1.0 mm [0.04 in] Oversize Piston Ring
Top ring
Intermediate ring
Part
Number
Minimum
Gap
(mm/inch)
Maximum
Gap
(mm/inch)
4898856
0.22 (0.009) 0.38 (0.015) 4898859
0.60 (0.024) 0.86 (0.034)
3957245
0.26 (0.010) 0.40 (0.016) 3943546
0.85 (0.033) 1.21 (0.048)
3937429
0.35 (0.014) 0.51 (0.020) 3942267
0.25 (0.010) 0.61 (0.024)
3919051
0.40 (0.016) 0.76 (0.030) 3937431
0.55 (0.022) 0.91 (0.036)
3902441
0.40 (0.016) 0.76 (0.030) 3933585
0.25 (0.010) 0.61 (0.024)
2831146
0.30 (0.012) 0.46 (0.018) 3904348
0.25 (0.010) 0.61 (0.024)
3902442
0.25 (0.010) 0.61 (0.024)
Part
Number
Minimum
Gap
(mm/inch)
Maximum
Gap
(mm/inch)
TB 2596
Flywheel housing seals for 2010-2012
GM 6.6L Duramax Diesel Engines
The AERA Technical Committee offers the following
information concerning flywheel housing seals for 2010-2012
GM 6.06L Duramax diesel engines. This information should
be considered any time the rear flywheel housing has been
removed on these engines.
Models affected:
2010-2012 Chevrolet Express
2011-2012 Chevrolet Silverado 2500HD/3500 Series
2010-2012 GMC Savana
2011-2012 GMC Sierra 2500HD/3500 Series
All equipped with 6.6L Diesel Engine RPO LGH or LML
Some vehicles equipped with the Duramax Diesel were
involved in a mid-year change. Some of the vehicles may
have been built with a flywheel housing that uses two
different style seals; a left side (2) and a right side (1) one as
installed.
On affected vehicles that need these seals replaced (for
example; if coolant is leaking out of the rear cover), the left
side (as installed) seal is an orange O-ring (2), GM P/N
94056175, and the right side seal is a blue/green (1) press-inplace seal, GM P/N 12627895.
The machining of the flywheel housing for each style of
seal is different and not cross compatible. If the flywheel
housing is removed for service, replace the seals with the
appropriate part in the right area.
THE RIGHT
PUSHROD
FOR
YOUR APPLICATION
PERFORMANCE CARS, TRUCKS, MOTORCYCLES,
TRACTORS, RESTORATION & CUSTOM PROJECTS
DESIGNED FOR USE IN THE MOST DEMANDING ENVIRONMENTS
P/N 94056175
P/N 12627895
Seal, Turbo Tube (Orange O-Ring)
Seal, Flywheel Housing to Engine
(Blue-Green Seal)
1 800 367 1533
62958 Layton Ave, Ste. 4
Bend, OR 97701
www.pushrods.net
tech
TB 2597
Mack Cooling System Maintenance to
Avoid EGR Cooler Failure
The AERA Technical Committee offers the following information
regarding cooling system maintenance for Mack diesel engines.
This information should be reviewed and considered for all Mack
diesel engines and implementing it into the engines maintenance
schedule.
An EGR cooler failure on an ASET™ AC engine can, in many
cases, be attributed to poor cooling system maintenance.
Contaminants in the cooling system, such as sludge, corrosion
and other types of debris in the coolant, will enter the EGR
cooler coolant inlet, plugging the small passages and restricting
coolant flow through the cooler. With restricted or no coolant
flow, the cooler will overheat significantly and crack in the area
of the exhaust outlet. Because of this, vehicle owners and
operators must be instructed about the importance of cooling
system maintenance when EGR cooler failures are experienced.
More detailed information concerning cooling system
maintenance can be found in the Mack Publications Maintenance
and Lubrication Manual, TS494.
To prevent EGR cooler failures, the following information must be
followed to avoid repeat failures:
1) Replace Coolant
If replacement of the EGR cooler is required, discard the existing
coolant. The system must be refilled with fresh approved coolant
(the same type of approved coolant that was originally drained,
i.e., ethylene glycol, propylene glycol or extended-life coolants).
Whether using a pre-mixed product or undiluted antifreeze mixed
with water, either product must meet the MACK specifications
outlined in the Maintenance and Lubrication Manual, TS494.
Use “quality water” when mixing undiluted antifreeze.
Specifications for “quality water” are also given in the
Maintenance and Lubrication Manual.
The photograph below shows an extreme example of a
clogged inlet screen. The top of the screen in this example has
separated from the body due to the coolant being forced through
a plugged screen.
TB 2597, Figure 1 — Clogged Oil Cooler Coolant Inlet Screen
2) Inspect EGR Cooler Hoses and Pipes
When replacing an EGR cooler, remove and inspect the EGR
cooler coolant pipes and hoses for damage and blockages.
Replace any hoses or pipes as required.
TB 2597, Figure 2 — Clogged EGR Cooler Coolant Pipes
If severe build-up of corrosion and/or scale is observed in
these coolant pipes, it is necessary for the cylinder block and
heads must be disassembled and then “professionally cleaned” in
a hot tank. This is the only way to thoroughly clean the internal
coolant passages of those components.
3) Inspect Cooling System for Upgrades
Inspect the cooling system and determine if all upgrades outlined
in service bulletin SB215025 (revised thermostat housing, water
pump inlet and static fill tubes) have been performed. If these
upgrades have not been made, perform the modifications outlined
in that service bulletin. In addition to those modifications, also
determine if the thermostat housing utilizes one 180°F thermostat
and one 185°F thermostat. If both thermostats in the thermostat
housing are 180°F, replace both existing thermostats with the
thermostat replacement kit (part No. 215SB169A). This kit
includes a 180°F and a 185°F thermostat. There is no specific
port location for the thermostats, either thermostat can be
installed into either port (refer to service bulletin SB215038).
4) Instruct Vehicle Owner/Operator on Proper Cooling System Care
Instruct the vehicle owner/operator about proper care of the
cooling system. Detailed information concerning the proper care
of the cooling system can be found in the Maintenance and
Lubrication Manual, TS494. Below is a summary of this
important information:
• The coolant mixture must be checked at regular intervals
for proper freeze protection, nitrite level and proper pH level.
Three-way test strips (part #7046-3001M) are available through
the MACK Parts System for testing coolant nitrite, pH and freeze
protection levels. Refractometers, which measure coolant freeze
protection only, are available from SPX Kent-Moore. Tool #J
23688 measures coolant protection in degrees Fahrenheit and
tool #J 26568 measures coolant protection in degrees Celsius.
Coolant pH level can also be tested with a coolant pH electronic
tester (tool #J 41660). This electronic tester is also available from
SPX Kent-Moore.
• Coolant pH level is a measure of coolant corrosiveness, and
must be checked and maintained between 8.5–10.5 for traditional
coolants, or 7.0–10.0 for extended-life coolants. Failure to do so
will result in corrosion and/or scale build-up inside cooling
system components, as well as inside the coolant passages of the
cylinder head and cylinder block.
• Extended-life coolants must be checked every 161 000 km
(100,000 miles), 2,000 hours or once per year to ensure that the
mixture has not been contaminated with traditional coolant
(ethylene or propylene glycol-type coolants). Test strips (Part
#CPS 900546) are available directly from Chevron Texaco by
calling 800-822-5823. This is a pass/fail-type test which indicates
contamination with traditional coolant. If the test indicates
contamination, the system should be drained, flushed and refilled
with fresh extended-life coolants.
TB 2598
Engine Oil in the Coolant On 2004-2010
Chrysler 2.4L Turbo Engines
on engine oil located in the engine coolant for 2004-2011
Chrysler 2.4L turbo engines. First thoughts of possible leakage
locations may be a cracked cylinder head or a leaking head
gasket, as those are most common. That may not be the
condition for these turbo engines.
These engines also incorporate an engine oil cooler which
should be considered during the diagnosis process. It is located in
the oil filter header and can be accessed without major engine
disassembly.
• Drill a small pilot hole in the cup plug.
• Using a suitable slide hammer with a sheet metal screw, remove
the cup plug(s).
• Clean off the cylinder head holes with Isopropyl Alcohol to
remove any the remaining sealant.
• Use MotorCraft® Threadlock 262 on the walls of the head
and on the cup plug(s) before installation.
• Install the new cup plug(s) using a suitable tool such as SnapOn® 2009 FPI Kit, Freeze Plug Installer or equivalent.
Installation depth should be flush to the top, or up to 1/32" (1
mm) below bottom cut in the flange of the cup plug hole. Also
allow the sealant to cure for 30 minutes before starting the
engine.
• Install the valve cover.
• Refill the Cooling System.
TB 2599, Figure 1. Coolant Leaking From Cup Plug
1. Oil Cooler Coolant Tubes
2. Oil Cooler Coolant Hoses
3. Oil Filter Cartridge
4. Oil Cooler Element
TB 2599
Coolant Loss and Engine Misfire On
2011-2012 Ford 1.6L Engine
regarding coolant loss and a possible engine misfire on 20112012 Ford 1.6L engines.
Some Fiesta vehicles may experience a coolant leak from the
cup plug in the spark plug well area. The vehicle may exhibit
coolant leak from the valve cover breather orifice located on the
back center of the valve cover behind spark plug boot number 4
with or without symptoms and may also experience an engine
misfire with diagnostic trouble codes (DTCs) stored in PCM
memory due to the coolant leak in the spark plug well area.
If coolant is observed in the spark plug well area, follow the
procedure listed below to replace the cup plug(s) in this area.
• Remove the valve cover.
• Drain the coolant system.
• Apply grease to the cup plug(s). This will keep the metal
shavings from entering the coolant system.
If there is still a cylinder misfire, it may be the result of a
damaged spark plug wire. Refer to the chart below for parts
replacement.
Part Number
W528008-S900
TA-26
CYFS-12-YEC
B8EZ-12286-B
B8EZ-12286-C
B8EZ-12286-A
B8EZ-12286-D
Description
Expansion Cup Plug 25
Threadlock 262
Spark Plug
Ignition Wire #2
Ignition Wire #3
Ignition Wire #4
Ignition Wire #1
AERA Technical Bulletins
also available online
AERA mails Engine Professional magazine quarterly.
The technical bulletins in English and Spanish can be
found online at www.aera.org. If you have any questions
or if you need technical support send an e-mail to
[email protected] or call toll-free (888) 326-2372.
tech
TB 2600
Engine Oil Consumption On 2007-10
GM 5.3, 6.0 & 6.2L Engines
The AERA Technical Committee offers information regarding an
engine oil consumption problem on 2007-10 GM 5.3, 6.0 &
6.2L engines. This information only applies to vehicles equipped
with aluminum or cast iron block V8 engines with Active Fuel
Management (AFM) on them. Refer to the table below to
determine the affected engine codes that may exhibit engine oil
consumption.
Cylinder Block Material: Aluminum
RPO Code: L94, LZ1, L99, LC9, LH6*, L76, L92, LFA (HYBRID
ENGINE ONLY – LFA)
Cylinder Block Material: Cast Iron
RPO Code: LMG, LY5
*Does not apply to Buick Rainier, Chevrolet Trailblazer & GMC
Envoy equipped with RPO LH6 due to different design oil pan
and AFM pressure relief valve.
Some customers may comment about engine oil consumption
of vehicles with higher mileage (approximately 30,000 to 40,000
miles). Verify that the PCV system is functioning properly. If
diagnostic procedures indicate that oil consumption is
piston/piston ring related, verify that oil consumption is greater
than 1qt in 2,000 miles. If these conditions are met and oil
consumption is greater than 1qt in 2,000 miles, perform the
information provided below.
This condition may be caused by two conditions. Oil pulled
through the PCV system or oil spray that is discharged from the
AFM pressure relief valve within the crankcase. Under most
driving conditions and drive cycles, the discharged oil does not
cause a problem. Under certain drive cycles (extended high engine
speed operation), in combination with parts at the high end of
their tolerance specification, the oil spray quantity may be more
than usual, resulting in excessive deposit formation in the piston
ring grooves, causing increased oil consumption.
1) Old Design, 2) New Design
PCV pullover or an overactive lifter can cause oil to be pulled
through the PCV system even at low vehicle mileage. A correctly
functioning PCV system will only leave a film of oil in the intake
manifold. Inspect the intake manifold to see if there is any oil
puddling in the bottom. If there is you will need to replace the
Left valve cover. Two new left rocker arm covers have been
released for trucks and vans. Please refer to the table below for
correct application for ordering valve cover.
Part Number
12642655
Part Description
Cover assembly valve rocker arm
2009-10 Truck Models
12570427
2007-08 Truck Models
12642655
2010 Camaro
The revised rocker arm cover has a relocated PCV drain hole that
prevents oil from entering the intake manifold.
Note: These rocker covers are for specific years. The PCV
orifice is different for each. The correct cover must be used or a
SES (Service Engine Soon) light may set.
TB 2601
John Deere View on Understanding Engine Oil
The AERA Technical Committee offers the following Information
about break-in oil, oil additives, recommended oil types, service
intervals, and more for John Deere engines.
• SITUATION OR PROBLEM
Proper engine oil maintenance is essential to protecting your
equipment. The tips below are intended to answer common
questions about engine oil. Always read your John Deere
operator manual for information that pertains specifically to your
equipment. For more information on any of the tips below, see
the John Deere Oil Guide (55 pages long), available online:
https://jdparts.deere.com/partsmkt/document/english/featbene/
DKD1801OilGuide.pdf
Break-in Oil
The first hours of an engine’s life are among the most important
in determining its longevity and performance. Friction between
pistons and cylinders will cause the surfaces to wear in a
particular pattern and become a matched set. John Deere breakin oil contains additives that are extremely important in this
process. Using the wrong type of oil during this break in period
could prevent the parts from wearing properly.
All new and remanufactured John Deere engines are shipped
from the factory with John Deere brand break-in oil, which is
formulated to work with the specific alloys and part tolerances
used in John Deere engines. If your break-in oil is low or requires
changing, see your John Deere dealer for purchasing information,
or consult your operator's manual for information on substitute
oils.
Read your operator manual for specific engine break-in
instructions. Most equipment requires 50-100 hours of break-in,
depending on how hard the engine is being worked.
Break in oil should not be used for more than 100 hours of
operation! Any material worn off engine components during
break-in will accumulate and eventually contaminate the oil. If
proper break-in requires more than 100 hours of operation, be
sure to drain the oil, replace the filter, and use new break-in oil.
• SOLUTION STEPS
Selecting an Oil
Most operator manuals do not specify a particular type or weight
of oil. You will need to select a particular type of oil based on
your application and operating environment. This requires
choosing an appropriate brand and viscosity (weight). Follow the
steps below to determine which type and viscosity your
equipment requires.
Oil Viscosity
Step 1: Determine the required certifications. Engine oil is rated
and certified by organizations such as API and SAE. Any brand
of oil will be compatible as long as it meets the required
certifications, listed in your operator's manual. John Deere Plus50 is the recommended oil and meets all required certifications.
Step 2: Determine the required viscosity (or weight) based on the
air temperature of the operating environment. Multi-viscosity oils
are recommended and cover a broader temperature range.
Oil Additives
Modern engine oils are a precise blend of highly refined oils and
additives. This blend is designed and certified to give your engine
the best performance and protection possible. Additional
additives will upset this precise balance and may lead to engine
damage. A thorough discussion on the history and use of
additives can be found on page 10 of the John Deere Oil Guide
(see above).
Using proper oils and following the recommended
maintenance intervals is the best way to protect your engine. No
engine oil additives of any kind are recommended or endorsed by
John Deere. Any failure resulting from the use of additives or
non-approved oils will not be covered by warranty.
Oil Change Intervals
All John Deere machines do not have the same recommended oil
change intervals. For example, engines with larger quantities of
oil may require less frequent oil changes. Be sure to read the
operator's manual or maintenance guide for each John Deere
product you own and follow the proper maintenance schedule.
The oil change intervals listed in your operator manual or
maintenance guide are guidelines only, your use may dictate more
frequent intervals.
Under some conditions, they may be extended if higher grade
oils are used. In many cases, oil change intervals must also be
reduced if lower grade oils or certain fuels are used. Consult your
John Deere dealer before extending any maintenance interval,
including oil changes.
Consider extending oil change
interval only if oil meets
any of these certifications
John Deere Plus-50
ACEA E7
ACEA E6
ACEA E5
ACEA E4
Decrease oil change interval
by 50% if any of the following
oils or fuels are used
API CG-4
API CF-4
ACEA E2
High-sulfur diesel fuel (above 5000 ppm)
Biodiesel (some situations)*
Note: Engine oil should be checked daily with biodiesel use.
If biodiesel is found diluted into engine oil, reduce oil change
interval by 50% and monitor oil quality closely.
Oil Filters
A good high quality oil filter is just as essential as good quality
oil. Poor quality filters can reduce oil life and engine
performance. However, selecting an oil filter is not as easy as
choosing oil.
There are a number of factors to consider, including:
• Beta ratio
• Collapse/burst pressure
• Cold weather performance
• Capacity (quantity of particles that can be retained)
• Gasket quality
All John Deere filters have been thoroughly tested in labs and
fields across the globe to deliver unsurpassed performance. Before
purchasing a competitive filter, use the links below to familiarize
yourself with the characteristics that define a good quality oil
filter.
• Filter ratings
• Oil filter customer tips
• Competitive comparisons
• General filter terminology
• Oil filter failures and causes
Warning Signs
Checking and changing oil on a regular basis is important.
Equally important is to know what to watch for. Whenever oil is
drained from the engine, it should be thoroughly inspected for the
presence of water, engine coolant, or diesel fuel. Water and engine
coolant will separate from the used oil and be especially easy to
notice in the drain pan. These warning signs will often be
accompanied by other problems such as a rough running engine,
excessive or odd colored exhaust smoke, overheating, or poor
performance in general.
Contact your John Deere dealer immediately if you notice any
of these signs.
OILSCAN fluid analysis kits are also available, which allow a
sample of engine oil to be sent to a lab for analysis. Lab results
can provide information about remaining oil life or
contamination. See your John Deere dealer for more information
about the costs and benefits of OILSCAN kits.
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 94 for a membership application.
tech
TB 2602
Cam Bearing Installation on Caterpillar 3406E
& C15 Diesel Engines
The AERA Technical Committee offers the following
information regarding camshaft bearing installation on
Caterpillar 3406E and C15 diesel engines. This information
should be considered to determine the correct location of the
bearing inserts within the cylinder head.
The correct bearing location within the cylinder head
insures optimum bearing lubrication and assists in
preventing engine damage. Before installing new cam
bearings be advised of the following details and make certain
the bores are clean and free of burrs.
1. Bearing Joint Orientation:
20 ± 5 degrees above horizontal
2. Camshaft Bore Diameter:
3.5821 ± 0.0008 inch (90.985 ± 0.020 mm)
FIGURE 1. Identifying Camshaft Bearings Installation Depth
From Engine Front
The installation depth of the camshaft bearings is critical
to ensure long engine life.
Install the new cam bearings to the following depths:
D:
E:
F:
G:
H:
J:
K:
0.3 ± 0.02 inch (8.0 ± 0.5 mm)
7.01 ± 0.02 inch (178.1 ± 0.5 mm)
13.76 ± 0.02 inch (349.5 ± 0.5 mm)
20.5 ± 0.02 inch (521.0 ± 0.5 mm)
27.26 ± 0.02 inch (692.4 ± 0.5 mm)
34.008 ± 0.02 inch (863.80 ± 0.5 mm)
40.76 ± 0.02 inch (1035.3 ± 0.5 mm)
SEALING
SCIENCE
FEL-PRO®
200 hour dynamometer test
“OTHER” GASKET
“Other” gasket part began leaking
coolant at 140 hours.
UNIQUE “FEL-PRO ONLY”
CHEMISTRY
On the surface, most molded
rubbers look the same. But
their chemical properties are
invisible, so who do you trust?
You can trust Fel-Pro® to always
utilize the most advanced
molded-rubber materials,
applied with computercontrolled precision in stateof-the-art Federal-Mogul
manufacturing facilities. Another
Let us straighten your logistics out.
example of Fel-Pro sealing science
staying ahead to provide
the best sealing solution.
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.
Don’t get lost in a maze of logistics.
Visit Freightquote.com or call us at
800.323.5441 today.
Fel-Pro® PermaDryPlus®
intake manifold gaskets
feature proprietary
molded rubber technology.
ONLY
FEL-PRO
®
is backed by the world-class, global resources
of Federal-Mogul, and combines proprietary
design, engineering and manufacturing
capabilities to create gaskets proven to
withstand the stresses and extremes that
cause other gaskets to fail. For decades,
technicians have placed their trust in
Fel-Pro® and its team of dedicated engineers
who continually push forward to develop
new sealing science.
S E A L I N G
ENGINE REPAIR
S C I E N C E
LEAK REPAIR
SYSTEM-SPECIFIC REPAIR
See our superior sealing science for yourself at
www.felpro-only.com
©2012 Federal-Mogul Corporation.
All rights reserved.
product spotlight
CWT Industries Turbo-Charger
Balancing Machine
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Expanded Range of Elgin®
PRO-STOCK® Performance
Camshafts for Ford Engines
New Hydraulic Roller Cams Help Maximize
Output of Ford 5.0L, 5.8L Applications
Elgin Industries has released a new series of Elgin®
PRO-STOCK® hydraulic roller camshafts engineered
to help maximize the performance of Ford 5.0L and
5.8L engines. These billet steel camshafts are
designed for engines that were originally equipped
with roller lifters. Elgin PRO-STOCK camshafts
combine premium materials and advanced
engineering to deliver unsurpassed power and
durability. For additional information regarding these
and other Elgin® PRO-STOCK® performance engine
parts, please contact your engine parts supplier, visit
www.elginind.com, call 1-800-323-6764, or email
[email protected].
Maxiforce Announces
New Line of Engine Parts
Maxiforce®, recognized as a brand leader in replacement diesel engine parts, is proud to announce the
launch of its Yanmar® line, a first in the diesel aftermarket. Maxiforce® is the only US brand offering
Yanmar® aftermarket engine parts, reinforcing their
commitment and leadership in the small diesel engine
market. Maxiforce’s Yanmar® range currently covers
engine models 3TNE84 & 4TNE84D/T found in both
Yanmar® and John Deere® (3015D, 4020D/T) OEM
applications. For more information, call (800) 4142095 or go online: www.maxiforce.com.
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This universal stand accommodates Sioux .385", Black & Decker
.375" or original Kwik-Way .437" piloted stone holders. Simply
order the pilot you need for your stone holder and allow this heavyduty dressing stand to accurately dress your stones up to 3.5”
diameter. Includes Regis premium grade diamond dresser and one
pilot. For more information, call 800-527-7604 or visit the
website: www.regismanufacturing.com
product spotlight
IPD Remanufactured
Fuel Injectors
High Quality Precision Fuel Injection
For Heavy-Duty Engines
IPD now offers remanufactured fuel injectors for Cat®
3126B, 3406E, C10 and C12 engine applications.
Each is fully disassembled, cleaned and inspected.
Injector nozzles are either new or reground, surface
lapped, matched and flowed. Also, each is tested for
correct fuel delivery, injection pressure, and timing.
More new components utilized than the competition.
For more information, call (800) 299-4248, email
[email protected], or go online: www.ipdparts.com.
Vibratech TVD Heavy Duty
Harmonic Dampers
Vibratech TVD offers viscous
dampers ranging from
5” to 36” for diesel and
gas engines used in the
trucking industry, off
highway construction
vehicles, agriculture, stationary power applications, off shore drilling,
mining, mass transit and
military applications.
Heavy duty harmonic
dampers should be
replaced every 500K to
750K miles or at every
major overhaul or in-frame
rebuild. A worn out damper leads
to uncontrolled harmonic vibrations which adversely affects
engine performance and longevity.
Reducing torsional harmonic vibrations equals increased
engine power, increased engine torque, increased fuel
economy and increased engine longevity. Protect your bottom line by installing a Vibratech TVD damper.
www.vibratechtvd.com ph. 716.592.1000
Made in the USA
GOODSON Hyper-Finish Diamond
Valve Guide Sizing System
• Features the largest range of any guide hone
• Size guides from .154” to .566”
(3.9mm – 14.4mm)
• Diamond abrasive delivers
finish required for today’s
valve guides
• Balanced yoke and
body for symmetrical
honing at any
speed
• Standard
Master Kit
(HF-KIT) includes
driver head, 4
mandrel assemblies
(7mm – 3/8”), 4 nylon brushes
and 8 oz. Diamond Honing Oil
Goodson Tools & Supplies for Engine Builders
Email: [email protected]
Internet: www.goodson.com
Toll-Free: 800-533-8010 • Local: 507-452-1830
MAHLE Original®
Performance Piston Rings
and Clevite® Engine Bearings
MAHLE Clevite has some
of the most recognized
brands in the
performance
market, including
MAHLE Original®
performance rings
and Clevite®
engine bearings.
Sunnen SV-20 Honing System
New large-capacity vertical honing machine
drives multi-stone diamond tools with true linear
stroke for OEM-quality cylinder bore geometry
30-inch X-axis, 1500-lb weight capacity and 20-inch
stroke length – capacity enough to handle extreme
“mountain motors” with deck plates. Ideal for race
shops, production rebuilders, and fleet repair facilities
handling automotive/truck blocks, cylinder liners,
off-road machinery or motorcycle/ATV engines.
For more information, call (800) 325-3670, visit
www.sunnen.com or email [email protected].
MAHLE Original
performance rings are the
most extensive and technically advanced high performance
rings in the industry. Driven by today’s requirements for
reduced oil consumption, lower friction, higher power
output, and longer life, MAHLE Original is in the forefront
with the latest technology.
Since NASCAR’s inaugural 1948 season, Clevite engine
bearings have been used in the engine of every NASCAR
champion and continue to be the only choice for NASCAR
engine builders. Built above industry standards for strength
and durability, our performance engine bearings are
specifically designed to provide winning results in the most
demanding applications.
www.mahle-aftermarket.com
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).
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]
MARKETPLACE
YOUR AD HERE
Business Card Ad (3.5" x 2")
1x Rate $200 / 4x Rate $170
For more information, see the MARKETPLACE Ad Form
on the following page. To advertise in MARKETPLACE,
you must be an AERA member.
,
YOUR AD HERE
1x Rate $200 / 4x Rate $170
MORE THAN 75 YEARS STRONG
Original & quality replacement engine parts for
classic British vehicles
www.gosnays.co.uk
email: [email protected]
For more information, see the MARKETPLACE Ad Form
on the following page. To advertise in MARKETPLACE,
you must be an AERA member.
Tel: ++44 (0)1708 748320
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 of
Engine Professional
magazine.
Four times a year,
over 15,000
copies of Engine
Professional are sent
to an audited list of
engine professionals.
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
■ Discover
■ American Express
■■■■ ■■■■ ■■■■ ■■■■
NOTE: Please mail payment to Karen at AERA (see address below).
E-mail electronic artwork (JPG or PDF) to: [email protected]
If you do not have an electronic file, mail business card along with payment.
Expiration Date (MM/YY) ________ / ________
3-digit CSC: ________
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 Karen at AERA toll-free 888-326-2372 or 815-526-7600 / [email protected].
Hal Fowler 404-427-0171 / [email protected] or Jim Rickoff 507-457-8975 / [email protected]
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. Contact Kit Barret at TSYS Merchant Solutions at
800-516-6242 ext. 4077.
An AERA membership also gives you:
• Toll-free technical support
• Specialized engine specification software
• Four engine specification manuals and
annual membership directory
• Engine Professional magazine
New Discount Program with HP
Discounts on computer hardware and supplies, no costs
or minimum orders, free ground shipping.
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!
• Regional Tech & Skills Conferences
• A voice in Washington, D.C.
• 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
APPLICATION FOR U.S. 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........................................$359
4 - 8........................................$440
9 - 24......................................$568
25 or more ............................$671
($29.92/month)
($36.67/month)
($47.33/month)
($55.92/month)
PAYMENT MUST ACCOMPANY APPLICATION
■ ENTIRE AMOUNT ENCLOSED: $
★ MONTHLY PAYMENT PLANS AVAILABLE: Contact AERA for details.
CREDIT CARD: ■ VISA ■ MasterCard ■ American Express ■ Discover
■ CHECK: Please make check payable to AERA
Cardholder Name (please print)
Card Number
Expiration:
Security Code:
Cardholder Signature
I attest that my firm meets the above requirements and give AERA permission to verify the information.
Signature
Title
★ RECOMMENDED 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
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 $359 or $29.92 per month
for 12 months (credit card or direct withdrawl
from bank account).
For more information, call Karen
at 888-326-2372 or
Access Industries ...........................................................5
ACL........................................................................11, 13
AERA ..............................................45, 74-75, 90, 93-94
AETC ...........................................................................44
ATI................................................................................53
Comp Cams.................................................................57
CTP / Costex Tractor Parts ...................inside back cover
CWT Industries...............................................................1
DNJ Engine Components ...................outside back cover
Durabond .....................................................................83
Elgin .............................................................................17
Endurance Power Products .........................................59
Enginequest .................................................................63
ESCO Industries...........................................................55
Federal Mogul / Fel-Pro ..........................................84-85
Fluidampr .....................................................................58
Fowler Sales & Service.................................................64
FreightQuote.com ........................................................84
Goodson ......................................................................60
Hastings ................................................inside front cover
IMIS .............................................................................35
IPD...............................................................................82
iSystems ......................................................................52
Jamison .......................................................................33
Joe Baker Equipment Sales .........................................66
Joe Gibbs Racing.........................................................77
K-Line ..........................................................................32
L.A.Sleeve ....................................................................84
MAHLE Clevite ...............................................................7
Maxiforce .....................................................................67
Melling..........................................................................29
Packard ..................................................................48-49
PEP........................................................................36, 38
Performance Racing Industry .......................................41
QualCast ......................................................................34
Quality Power Products................................................23
Regis............................................................................69
Rottler ..........................................................................95
S.B. International............................................................3
Safety Auto Parts .........................................................39
SEMA...........................................................................71
Smith Brothers .............................................................77
Sunnen ........................................................................19
Superflow.....................................................................65
Topline ....................................................................72-73
Tracto-Parts Center......................................................61
Ultrasonics, LLC...........................................................47
Vibratech......................................................................37
ADVERTISING
OPPORTUNITIES
toll-free 888-326-2372 / 815-526-7600
fax 888-329-2372 / 815-526-7601
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.
For more information, download a media kit from our website at
www.aera.org/ep or contact our ad sales staff.
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.
P69
5-Axis CNC Cylinder Head
Digitizing and Porting Machine
F69ATC
CNC Machining Center with
Automatic Tool Changer
SG8 Cylinder Head Valve Seat
& Guide Machine utilizing
FIXED Pilot Tooling
SG80A Heavy Duty
CNC Cylinder Head Valve
Seat & Guide Machine
S8 Cylinder Head and
Block Surfacing Machine
F8A
Programmable
Cylinder Boring
and Resleeving
Machine
HP6A
Programmable
Power Stroke
Automatic Diamond
Honing Machine
SG9M Cylinder
Head Seat & Guide
Machine utilizing
UNIPILOT Tooling
SG9A CNC Cylinder
Head Seat & Guide
Machine utilizing
UNIPILOT Tooling
F69A
Programmable
Automatic
Machining
Center for Small
Size Blocks
F109
Multi Purpose CNC
Machining Center for
Medium to Very Large
Blocks
F69A Multi
Purpose CNC
Machining
Center for Small
to Medium
Connecting Rods
SG7 Cylinder Head
Valve Seat & Guide
Machine utilizing
FIXED Pilot Tooling
F99Y CR Multi Purpose
CNC Machining Center
for Medium to Very Large
Connecting Rods
F79Y
Multi Purpose CNC
Machining Center for Small
to Medium Block Heads
VR9 Centerless Valve
Refacing Machine
VR7 Valve
Refacing Machine
F99Y Multi Purpose CNC
Machining Center for Medium to
Large Blocks
Since 1923 Rottler Manufacturing has developed precision
performance racing and engine rebuilding machinery with
unmatched dedication, diversity and innovative product
development. Rottler’s advanced designs and equipment
continue to meet the most demanding engineering needs
of engine builders around the world.
Rottler offers a complete range of machines for every type of
engine builder from a performance racing shop, to a diesel jobber
shop or a demanding production remanufacturing facility. Rottler
has a machine for your specific application. Rottler equipment is
manufactured to the exacting standards demanded by the most
accurate machining companies in the world.
8029 South 200th Street
Kent, WA 98032 USA
1-800-452-0534
THE CUTTING EDGE
+1 253 872 7050
www.rottlermfg.com
www.youtube.com/rottlermfg www.facebook.com/rottlermfg
email: [email protected]
96 OCT-DEC 2012 engine professional AN AERA INTERNATIONAL QUARTERLY PUBLICATION