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>Engine Bearings
>Oil and Lubricants
>Performance Rings
SERVING ENGINE BUILDERS & REBUILDERS SINCE 1964 2012 OCTOBER
EngineBuilderMag.com
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Contents 10.12
2 Contents 10/17/12 10:56 AM Page 2
Features
ON THE COVER
Takin’ It To The Street
Getting Your Bearings
Senior Executive Editor Brendan Baker speaks to engine bearing manufacturers to find out what direction technology is heading regarding bearing materials and design, as well as how engine builders can better understand which bearings to use in specific applications ..................................................22
Whether you build hopped-up Hondas or musclepowered Mopars, the street performance market has something for everyone’s taste. And with the SEMA Show just around the corner, Senior Executive Editor Brendan Baker gives us a SEMA Product Preview ....30
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Crack Detection and Correction
If you understand how to find and fix them, cracks don’t necessarily have to spell the end of an engine component’s life. Editor Doug Kaufman examines detection and repair methods available for today's engine builder ....................46
Columns
Diesel Dialogue ............................16 By Contributor Bob McDonald Understanding the Importance of Today’s Common Rail Injection Systems
46
Profitable Performance ................19 By Contributor Bill Holder Developing Engine Building Experiences in School Starts With Instructors
Performance Piston Rings Rings run the gamut from cast iron to ductile iron to steel, with various dimensions, edge profiles and wear coatings. There are a lot of choices available and a lot of questions to answer. Some piston sets come with rings while others do not, leaving the choice up to you. Tech Editor Larry Carley looks at what kind of piston rings you should use when you’re building a performance engine..............................................................52
DEPARTMENTS Events ..................................................................4 Industry News......................................................6 Shop Solutions ....................................................12 2012 Supplier Spotlight ........................................61 Classifieds/Cores/Ad Index ..................................66 Final Wrap............................................................68
52 COVER DESIGN BY NICHOLE ANDERSON
ENGINE BUILDER founded Oct. 1964 Copyright 2012 Babcox Media Inc.
ENGINE BUILDER (ISSN 1535-041X) (October 2012, Volume 48, Number 10): Published monthly by Babcox Media Inc., 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874. Periodical postage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Send address changes to ENGINE BUILDER, 3550 Embassy Parkway, Akron, OH 44333. A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, Ext. 275, to speak to a subscription services representative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89 for one year. Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via air mail: $129 for one year. Payable in advance in U.S. funds. Mail payment to ENGINE BUILDER, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted. Publisher reserves the right to reject any subscription that does not conform to his standards or buying power coverage. Advertising which is below standard is refused. Opinions in signed articles and advertisements are not necessarily those of this magazine or its publisher. Diligent effort is made to ensure the integrity of every statement. Unsolicited manuscripts must be accompanied by return postage.
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Events
Industry Events November 26-28 23rd AETC Conference Orlando, FL aetconline.com or 866-893-2382
November 29- December 1 Performance Racing Industry Show Orlando, FL performanceracing.com/tradeshow or 949-499-5413
December 6-8 International Motorsports Industry Show Indianapolis, IN imis-indy.com or 317-429-1004
January 21-23 2013 Heavy Duty Aftermarket Week Las Vegas, NV hdaw.org or 708-226-1300
February 2-3 V-Twin Expo Cincinnati, OH vtwin-expo.com or 877-889-4697
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February 22-24 Race and Performance Expo St. Charles, IL raceperformanceexpo.com or 630-584-6300
March 14-16 Hot Rod and Restoration Show Indianapolis, IN hotrodshow.com or 800-576-8788
March 21-23 Mid-American Trucking Show Louisville, KY truckingshow.com
May 1-3 AAIA Spring Leadership Days Bonita Springs, FL aftermarket.org or 301-654-6664
For more industry events, visit our website at
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VISIT US AT PRI IN BOOTH 3785 OR AT IMIS IN BOOTH 2231
Industry News
6-11 Industry News 10/17/12 10:55 AM Page 6
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NPW Acquires Sacramento-Based Motor Warehouse National Performance Warehouse (NPW) Companies has announced the addition of its ninth location as a result of its acquisition of Motor Warehouse in Sacramento, CA. This is NPW’s second acquisition in 30 days. In September, the company an-
nounced that it had purchased Karbelt Warehouse in Ajax, Ontario. Larry Pacey, company president and CEO, had these remarks: “We said we would grow by acquisition. We stated we have a lot of irons in the fire, and this is one of those examples of the timing being right and we used one of the irons. Motor Warehouse specializes in engine
parts so whether your LS-6, Hemi, Coyote, Cummins or ’29 Caddy needs an overhaul, we can provide the parts and the expertise. Where else can you buy an engine kit for a Model T? We are excited about the scope of the engine parts business this lets us specialize in.” Motor Warehouse will maintain its current staff and management team. The company has been in the engine parts business since 1933. David “DK” Kenmonth, Motor Warehouse’s previous owner and president, has been named the new vice president of engine components of NPW’s Motor Warehouse. “The Motor Warehouse team is proud of what this family owned and operated business has done since our founding in the ’30s,” said Kenmonth. “I am excited about having the resources of NPW to grow and expand beyond our historic footprint. With our proud heritage, we are very excited about being the engine part professionals of the National Performance Warehouse Companies family.”
Crane Cams Named As 2012 ‘Florida Company to Watch’ Award Winner Crane Cams has been recognized as a recipient of the 2012 Florida Companies to Watch award, an honor presented by the Florida Economic Gardening Institute (GrowFL) at the University of Central Florida. Florida Companies to Watch is an awards program that celebrates privately held second-stage companies headquartered in the state. Award winners are selected for demonstrating the intent and capacity to grow based on employee or sales growth, exceptional entrepreneurial leadership, sustainable competitive advantage, outstanding corporate culture, inspired community giving and other notable strengths. “We’re extremely honored to be recognized by the GrowFL organization as a Florida Company to Watch,” said Sean Holly, president Circle 6 for more information 6 October 2012 | EngineBuilder
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of Crane Cams. “We’re solidly committed to American manufacturing and to be recognized for that, and our efforts to grow manufacturing jobs here in Florida, is extremely rewarding.” Crane Cams was founded in 1953 and has grown to be an internationally respected leader in the manufacturing of high performance camshafts, valve train and ignition components. Today, Crane Cams is owned by George and Ken Smith, who have achieved global recognition for their leadership of S&S Cycle, as well as their passion for racing and hotrods.
Crane Cams has significant manufacturing resources to rely on, including state-ofthe-art CNC machining centers and Spintrons. The company has the ability to produce fully digiRick Morley of Allendale, MI was the winner of the race engine from Engine Pro
tized camshafts using Landis CNC equipment, as well as grinding cams via traditional methods using production masters. The company also says it has the industry’s largest camshaft database, which exceeds 80,000 grinds.
Rick Morley of Michigan Wins $20,000 Race Engine from Engine Pro
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It takes a lot of skill and the right equipment to win big at the drag strip. But a little luck doesn't hurt either. This year’s Engine Pro race engine giveaway was held during the Funny Car Nationals event at US 131 Motorsports Park in Martin, MI. Rick Morley of Allendale, MI had plenty of luck on his side when he won the $20,000 race engine at the Fifth Annual Engine Pro/Dart/Performance Engineering Engine Giveaway. Jim Sebright of Holland, MI was the runner-up. Sebright won an intake manifold courtesy of Profiler Performance. Kalamazoo driver Christine VanderSloot walked away with a six-switch panel with pig tails courtesy of R&R Wireloom. Mark Boardman won valve covers powder coated from Pro Finish Powder Coating. Participating sponsors of the engine giveaway include Engine Pro, Performance Engineering, Melling Engine Parts, Hastings Manufacturing, Pro-Finish and AERA. In addition, many manufacturers contributed parts for the engine including Icon Forged Pistons, Comp Cams, Ferrea Racing Components, Oliver Connecting Rods, PRW Performance Products and Victor Reinz Gaskets. Last year’s engine winner, Rick Baad of Mattawan, MI is the newly crowned 2012 Top ET Track Champion.
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THIS ISSUE:
PG 22 >> Engine Bearings
MAHLE Clevite Champion Tech Contest to Reward Talented Engine Specialist MAHLE Clevite Inc. recently announced the second annual MAHLE Clevite Champion Technician Contest, a contest designed to honor the skills and experience of engine technicians and specialists nationwide. Through a short essay submission, a winner will be determined and receive a VIP trip to the 2012 NASCAR Sprint Cup Series Champion’s Week in Las Vegas, NV. “Coming off the success of last year’s contest, MAHLE Clevite wanted to celebrate the passion, hard work and dedication of today’s engine technicians throughout the country for the second consecutive year,” said Ted Hughes, manager – marketing for MAHLE Clevite. “The Champion Technician contest is just one of the many ways we observe and salute those who support us day in and day out.”
PG 30 >> Street Performance
PG 64 >> Product Spotlights
In order to enter, participants must submit a maximum 250-word essay that describes how the engine technician or specialist demonstrates success, creativity and furthers the field of engine development, showcases their passion for engines and engine building, and describes the skills and talents the individual exemplifies to categorize them as a “champion” in every aspect. Participants can either submit an entry about themselves, or on behalf of the nominee. Applications can be downloaded at championtechnican.mahleclevite.com and submitted via email mahle.clevite@us.mahle.com until 11:59 p.m. ET on Nov. 2, 2012. The grand prize winner will receive a trip to Las Vegas Nov. 28 to Dec. 1, 2012, including coach airfare for two, a three-night hotel stay, a special meet-and-greet with a NASCAR personality, MAHLE Clevite VIP dinner for two at a five-star Las Vegas restaurant, two tickets to NASCAR Victory Lap and NASCAR After The Lap, as well as tickets to
Industry News
the NASCAR Sprint Cup Series Awards and the NMPA Myers Brothers Awards Luncheon, a feature on MAHLE’s website and social networking sites, and a commemorative plaque. For more information on the contest and the rules, visit Championtechnican.mahleclevite.com.
Variety of Key Performance Speakers Slated for 2012 AETC in Orlando, FL Hundreds of race engine builders will arrive early in Orlando the week of the Performance Racing Industry Trade Show to attend the three-day Advanced Engineering Technology Conference (AETC) that begins on Monday, Nov. 26, and runs through Wednesday, Nov. 28. It is the oldest and most respected race engine conference in the world, and will feature a broad spectrum of speakers this year. With more speakers yet to be an-
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Industry News nounced, the current list of AETC speakers includes Brad Green, Mahle; Chris Brown, ARP Fasteners; Tim Ander-
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son, Racepak; Billy Godbold, Comp Cams; Mark Cronquist and Scott Diehl, Driven Racing Oil; Mike Osterhaus, Melling; Bob Sturk, Federal-Mogul; and Dr. Robert Prucka and Justin Callies from Clemson University International Center for Automotive Research. “It’s one of the most important weeks of the year for anyone in the business of building race engines,” said John Kilroy, producer of the PRI Trade Show. “The AETC provides plenty of insight into the cutting-edge of race engine technology today.” For more information, and to register for the AETC (there is a fee to attend), visit aetconline.com.
Calico Coatings Moving to New, Larger Consolidated Facility in North Carolina
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Calico Coatings has moved its operations from two buildings (9,000 sq. ft. total) in Denver Industrial Park to its newly constructed 20,000 sq. ft. location on Balsom Ridge Road in Denver, NC, effective Oct. 1. “We have been planning this move for more than a year now,” said Calico Coatings president, Tracy Trotter. “We’re having our best year since we’ve been in business and it was crucial that we completed this expansion in order to keep up with current demand and accommodate future growth opportunities.” Headquartered in the Denver area, Calico Coatings was recently honored by the Lincoln Economic Development Association (LEDA) for 15 successful years in business in Lincoln County. A staple business in the Denver community, Calico currently has 24 employees and estimates adding nine more over the next three years. The company says it will also be purchasing new equipment and adding a third shift in the fourth quarter of this year to meet the growing demands of its customers. Calico Coatings is a performance coatings applicator that works with race teams, engine builders, the military, firearm and numerous other industries that have issues with friction, wear, heat, corrosion and fuel consumption. Calico Coatings specializes in ceramic thermal barrier, Teflon, DLC, dry film lubricants, phosphate, powder and PVD/PECVD coatings that increase performance by reducing friction, heat, drag, wear and corrosion. For more information, visit Calicocoatings.com.
Engine Rebuilders Council to Co-host Reman Section at AAPEX in Las Vegas The Engine Rebuilders Council (ERC), along with the Motor & Equipment Remanufacturers Association (MERA), will co-host the 8,000square-foot Remanufacturing Section at the Automotive Aftermarket Products Expo (AAPEX), Oct. 30 - Nov. 1. Circle 62 for more information 10 October 2012 | EngineBuilder
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Industry News This new section will be centrally located on the main show floor and will focus on the economic, environmental and product performance benefits of remanufactured motor vehicle components. ERC also will co-sponsor an engine repower demonstration area along with the Engine Builders Association (AERA), Production Engine Remanufacturers Association (PERA) and MAHLE Clevite, which will feature live engine rebuilding demonstrations by Hendrick Motorsports technicians, as well as information on the benefits of repowered engines. Demonstrations will occur twice daily, at 10 a.m. and 2:30 p.m., on Tuesday, Wednesday and Thursday, Oct. 30 - Nov.1. “We are honored to co-host the new Remanufacturing Section as well as co-sponsor the engine repower demonstrations at AAPEX,” said Ken Carter, chairman of the Engine Rebuilders Council. “These two new featured areas will allow us to meet with the industry firsthand to further educate members about the many economic and environmental benefits provided by a remanufactured/rebuilt engine.” For more information about the Engine Rebuilders Council, visit Enginerebuilder.org or Facebook.com/ EngineRebuildersCouncil.
Since its inception in 2008 at the Race and Performance Expo in St. Charles, IL, the Hot Rodders Of Tomorrow Engine Challenge has seen explosive growth in the number of competing teams. The competition has been seen by more than 760,000 people, and has raised over $6 million in scholarship money donated by OTC, SAM and UNOH over the last four years.
For more information about Hot Rodders Of Tomorrow, visit HotRoddersofTomorrow.com. ■
More Industry News & Info At Our Website enginebuildermag.com or aftermarketnews.com Submit your news and events to: dkaufman@babcox.com
Hot Rodders of Tomorrow National Championship To Be Held at PRI in 2013 The 26th Annual Performance Racing Industry Trade Show in Orlando, FL, will host the final round of the nation’s premier engine build competition for young automotive talent, it was recently announced. Each year hundreds of automotive technology students from high schools across the country take part in regional competitions to determine which teams can disassemble and reassemble a small-block Chevrolet engine with aftermarket components in the fastest time, with the top scorers advancing to the National Championship. In 2013, a select group of teams with the best time will be invited to compete for scholarship money and industry recognition. Circle 11 for more information EngineBuilderMag.com 11
12-13 Shop Solutions 10/17/12 11:20 AM Page 12
This month marks the 5th Anniversary of Shop Solutions. And to celebrate this milestone, Engine Pro is offering prizes for the “Top 5 of the Past 5.” Prizes will be awarded to authors of the Top 5 Shop Solutions: 1st Place $1,000 cash; 2nd - $250 Visa gift card; 3rd, 4th, 5th - $100 Visa gift card. Five additional $100 Visa Gift Cards will be awarded to VOTERS. To vote for your favorite Solution, e-mail the title and issue date to shopsolutions@enginebuildermag.com. Shop Solutions can be viewed online at http://bit.ly/TgCfge. Submit votes by 12/31/12. A random drawing of all voters will be held on 1/1/13. Winners will be announced in the January issue of Engine Builder.
Intake Manifold Cleaning Caution - Ford 4.6L VIN ‘W’ Engines (1991-’98)
and it just seems like the thing to use. Wet TP – HA HA HA!
If piston failure occurs in this engine, it is possible for broken pieces of piston to end up in the intake plenum. This is due to the design of the engine, which has tuned runners with the plenum located below the runners. The piston pieces may be ingested into the engine if they aren’t removed during cleaning. Failure may not occur immediately, as it may take wide open throttle operation to create enough turbulence to ingest the pieces. To properly clean this manifold requires removal of at least one of the large core plugs from the bottom of the manifold. This cleaning process must be properly and thoroughly performed to avoid catastrophic engine failure.
Ray Crowley Ray’s Precision Engines Taylor, MI
Competition Engines Eagen, MN
Moveable Multi-Use Shop Hoist We use an A-frame hoist that can span an entire machine shop, moving blocks and other parts to all locations in the shop. One end rests in a track running along one wall. Interlocking wheels are mounted to the opposite corners of the A-frame keeping the hoist square and on a path parallel to the wall. The frame is welded using 'I' beam angle-iron, and can lift up to 2,000 pounds. Will Schaller Ag & Industrial Engine Machine Norfolk, NE
Removing Crankshaft Pilot Bearings - Method 1 When removing crankshaft pilot bearings I have found the easiest way is to 12 October 2012 | EngineBuilder
Oil Leaks? Try Putting the Silicone Away!
use toilet paper! Soak the paper in water and stuff it into the hole, and then drive it in with a bolt or other tight fitting tool. Keep cramming in more wet toilet paper until the bearing pops out. In my experience, this method is much quicker than using bearing removal tools and is way cleaner than using grease. Arus Kinney Austin-Jordan Engines Wyoming, MI
Removing Crankshaft Pilot Bearings Revisited (The previous Shop Solution was published in April ’08. Not long after, we received another alternative.) When removing a crankshaft pilot bearing, the easiest way is to use modeling clay or Play-Doh. Pack the clay into the hole first by hand, and then hammer it in with a tight fitting bolt or blunt chisel. It doesn't take much force to make the bearing pop out. There is no mess, and the clay can be used over and over again. We have been removing pilot bearings this way ever since there were pilot bearings. We all got a laugh out of your April edition where a reader suggested using wet toilet paper rather than grease. We already have clay around to balance crankshafts,
Many times oil leak comebacks are caused by the use of silicone or some other type of sealant coating that is used with the gasket. Newer, high-tech gaskets, in many cases today, require no sealer at all, just a clean dry surface, proper torque and good mating surfaces. Intake manifold applications may require a very thin layer of RTV sealer around the cooling passages if they are pitted. Cork gaskets may also require a small amount of RTV sealer to make up for imperfections in the sealing surfaces. In the old days guys put cork gaskets in warm water to make them swell a bit before installation. Just remember: don’t over torque! Urethane steel reinforced gaskets should not be used with any sealers. Just torque to manufacturer’s specs, and if the parts and sealing surfaces are clean and not damaged, you’ll have a good seal. Bill Williams Beaver Ridge Auto Fairplay, CO
Avoiding Flat Cam Syndrome Along with the use of assembly lubes, break-in oils with ZDDP (Zinc Dialkyl Dithiosphate), and a lifter bore grooving tool our shop does this; on all flat tappet cam engines our shop has added one step before final assembly. With the block in a bare and clean state we’ll put in the two end cam
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bearings and install the cam with only light oil. Next we install the lifters with only light oil. Install a bolt in the front of the cam and spin it quickly clockwise with a speed handle and observe each lifter’s spinning action when the engine is running. You can use a felt pen to mark the lifters so it’s easier to see them spinning. If you find any of the lifters not spinning, this could be a potential problem if it leaves your shop like that. Lifter bore or even cam bore alignment could be the problem. Many times the cam bearing bores get closer (fall) towards the crank centerline going front to back, (especially on BB Chevys) which in turn causes the taper on the cam lobe to be lessened towards the back of the motor. Zero or too little taper can keep the lifter from spinning, and this can cause
the cam to fail shortly after fire-up. To remedy this problem without reboring lifter or cam bores check local listings or the internet under custom cam grinding to have the cam reground with more taper grind into the lobes. After regrinding we do the test again. We’ve had great luck and no flat cams when all of the lifters spin before we fully assemble the engine, even with today’s lousy oils! Yes this will cost more, but what will really cost more – an extra cam grind, or a flat cam, or a comeback and angry customer? Thanks and good luck. ■ Norm Johns Norm’s Auto Machine Petaluma, CA
Shop Solutions – The Power of Knowledge Engine Builder and Engine Pro present Shop Solutions in each issue of Engine Builder Magazine and at enginebuildermag.com. The feature is intended to provide machine shop owners and engine technicians the opportunity to share their knowledge to benefit the entire industry and their own shops. Those who submit Shop Solutions that are published are awarded a free one year membership to the Engine Rebuilders Council and a prepaid $100 Visa gift card.
Engine Pro is a nationwide network of distributors that warehouse a full line of internal engine components for domestic and import passenger car, light truck, heavy duty, industrial, marine, agricultural and performance applications. They also produce engine parts under the Engine Pro name that offer premium features at an affordable price.
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Diesel Dialogue
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Common Rail Injection Understanding its importance to today’s diesel engines
I
CONTRIBUTING EDITOR Robert McDonald rmcdonald@enginebuildermag.com
f you are observant of your surroundings on your daily the injector’s nozzle and enters the combustion chamber in a commute, you may notice something missing: you rarely very fine mist. The pistons inside the engine are unique in see diesel engines emitting nasty black sooty smoke anydesign by having what is generally known as a pre-ignition more. It seems that there have been some improvements in chamber, a small bowl-shaped area inside the piston dish diesel injection technology that have allowed some “clean which helps compress the fuel to help ignite the mixture as up” work on the diesel exhaust system, and I think we all the piston moves close to the top of the bore. can appreciate the change. Fuel pressure in a mechanical system will vary by the Even though some may feel the need to complain about manufacturer of the pump, but usually will be in the neighthe increased use of electronics and how the government is borhood of around 1,800 to 3,000 psi. This amount of prescracking down by adding more emissions components on sure is needed to lift the injector’s pintle off the seat to allow engines that may give you trouble down the road, things fuel to be sent through the injector’s tip. Most injection may not be all that bad. It’s worth asking this question: if the pumps are sealed and cannot be tampered with, so whatold-school mechanical indirect-injection technology was so ever the injection pump delivers to the injector is what the good, then why did the manufacturers convert to common cylinder is going to receive. rail? Let’s face it, the use of electronics has made the same Even though these systems worked well and were typidiesel engine more powerful, more efficient and cause less cally trouble-free, they were very inefficient. This predeterpollution. The true cold hard fact is that nothing is going to mined, metered amount of fuel may not always be enough change back to the way things used to be, and the electronics or sometimes was too much. Either way, these diesel engines in diesel engines are only going to continue to evolve. did run and often performed flawlessly and went many Why is there a need for common rail injection in diesel miles before servicing. engines? In order to explain common rail, we need to start However, a better system that seemed to change the way with a brief description of mechanical fuel injection. The we looked at diesel engines was developed. You have to basic layout of a mechanical injection system starts with the admit that today’s diesel engines are much quieter than the injection pump. The injection pump is ruggedly durable, driven by the gear train of the engine and usually housed in the front cover of the engine. Fuel is generally supplied to the injection pump by a mechanical engine driven fuel pump actuated by the camshaft or an electric pump mounted somewhere on the vehicle. As the injection pump is turned by the engine’s gear train, which is very similar to the distributor of a gasoline engine, fuel enters a delivery chamber inside the pump at a specific time. The fuel is then compressed and sent out through a hard This injector is being removed metal line that leads to the injector at from a 2002 Duramax. The the cylinder head. So the injection higher the pressure at which pump not only compresses fuel to a diesel can be injected, the more specific pressure, but also serves as a efficient it will burn. timing device for when the fuel will be compressed inside the pump. When the pressurized fuel reaches the injector, the pressure of the incoming fuel opens the pintle inside the injector and fuel is delivered through 16 October 2012 | EngineBuilder
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Diesel Dialogue
older ones. A friend of mine recently mon rail pump does not reach the drove up in a 2011 Ford F250 with a 5,000 psi threshold it indicates that 6.7L diesel engine and I thought that there may be a problem in the system the truck was outfitted with a gasoline and the engine will not run. engine. It was so quiet and smooth that As the fuel is being pressurized, it I could not hear the engine run. is then delivered to a high-pressure This quiet and smooth operation is fuel rail, often called a fuel log. The thanks primarily to common rail injec- high-pressure fuel rail also has the tion. How does common rail differ high-pressure fuel lines connected to from the old mechanical injection sysit, which deliver fuel to the injectors. tem? To give a basic understanding of This fuel rail is the storage center for common-rail, think of it this way: the the pressurized fuel and the delivery higher the pressure at which diesel unit that supplies the injectors. Once can be injected, the more efficient it pressurized fuel reaches the injectors, will burn. the injectors are commanded by inThe common rail system consists of puts to the computer that tell the injeca high-pressure pump, high-pressure tor when to open. Pressurized fuel can fuel rail, fuel lines, and inthen be sent to jectors. The high-pressure the cylinder at The high pressure fuel pump is driven by the enrail (this one is on the passenger gine much the same way side of a Duramax) is often called the fuel log. It’s the storage center as the mechanical injecfor the pressurized fuel. tion pump. Fuel is generally supplied to the high-pressure pump; in the case of the Duramax, the high-pressure pump is also the supply pump. As the engine turns the high-pressure pump, fuel inside is pressurized to around 5,000 psi, the amount of pressure that most common rail system manufacturers select for proper idle. This 5,000 psi of pressure is considered to be the “threshold” at which the engine will fire – if a high-pressure com-
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a precise time and with the precise amount. Now, for the common rail to function properly, there are various sensors and actuators that must be utilized in the electronics outlay of the vehicle by the manufacturer for the high pressure fuel actuation. The electronics help dictate how and when fuel is delivered, based on engine load and operation. Great caution must be taken when servicing common rail systems because pressures can reach as high as 28,000 psi under wide-open throttle. In the next Diesel Dialogue, the common rail components will be explained and detailed with the operation of the engine. ■
19-20 Prof Performance 10/17/12 10:52 AM Page 19
CONTRIBUTING EDITOR Bill Holder PHOTOGRAPHY BY Phil Kunz
T
hough many high school automotive programs have been cut or reduced in recent years due to funding, community colleges and technical schools are seeing steady enrollment in their automotive programs. For some older technicians and mechanics, servicing vehicles and tearing down engines was something learned on the job. For others, automotive skills were developed through an automotive program at a high school or technical college. According to an employment forecast from the Bureau of Labor Statistics (BLS), between 2010 and 2020, the nation’s workforce will add positions for 124,800 automotive service technicians and mechanics. The BLS expects the nation will add another 32,700 automotive body and glass repairers and 13,800 painting and coating workers in those 10 years. While some may say that growth rate is not explosive, the labor department foresees steady employment for those with training and certification. And though many high school automotive programs have been cut or reduced due to funding, community colleges and technical schools are seeing steady enrollment in their automotive programs. In fact, Automotive Technology is one of the big names of the game at Sinclair Community College in Dayton, OH. Sinclair has been entrenched in that discipline since the 1970s, but its automotive training actually stretches back to earlier in the 20th century. Currently, there are some 530 students in the Auto Technology program. A majority of them are striving
Developing engine building experiences in school starts with instructors
for associate degrees in one of four programs: the General Motors ASEP Program, the Chrysler CAP Program, the Honda PACT Program and the Comprehensive Program, which covers automotive service for all brands. There are also two one-year certificate programs that include the Ford MLR (Maintenance Light Repair) and the High Performance Program.
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Profitable Performance
Career Building
And it’s that latter program that will be addressed in this article. Fully accredited by the National Automotive Technicians Education Foundation (NATEF), the automotive technology degree program at Sinclair Community College provides hands-on, certified automotive training for skilled entry-level positions in automobile dealerships,
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Performance independent garages, and motorsports and other auto-related industries. Its auto department is highly recognized as a leader in training for automotive mechanics and technicians in the industry, and provides a substantial advantage to its graduates in seeking employment, as well as the independent shops hiring them. The High Performance program, which was developed by Professor Mike Garblic, covers a complete school year of three quarters. The professor of the course is Blaine Heeter (seen at right), who Sinclair Community College has been assisted by Kevin Smith and Jim high performance instructor Butts. Blaine Heeter Engine building, though, goes far beyond
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just the teaching hours at Sinclair as both Garblic and Heeter are involved with high-performance engines after hours. Garblic, a longtime vintage drag racing fan, has been heavily involved in building of functional replicas of two dragsters of former NHRA superstar Arnie Beswick, including a Pontiac Trans Am-based “Boss Bird” Funny Car. Heeter serves as a crew chief for a local Ford drag racing team, tending to a 427-powered Falcon, along with a 408 cid Fairmont and an ’83 Mustang. The prime purpose of Heeter’s course involves the build-up (from scratch) of a high-performance powerplant. There is no assigned engine type or model from the instructor; it is the choice of the student. It is also the responsibility of the student to provide all the parts and pieces for his particular build-up. The students explained that sometimes the parts cost up to $5,000-$6,000, but nobody’s complaining here. It’s definitely a once-in-a-lifetime opportunity! Needless to say, the starting point for these build-ups is quite different. Some of the build-ups start off with new parts and pieces, while others show up with old, and sometimes rusty, junkyard parts. It’s a laid-back atmosphere during the nine months of the build-up. And there is a close relationship with the instructors. Surprisingly, the age range of the students in a recent class varied between 19 and 65. You can read more about some of the students who are participating in the program at Sinclair Community College by reading two case studies – that of 19-year-old Kasey King and his 454 GMC pickup-engine-turned-drag-racemotor and 42-year-old Dave Lemke’s 500 hp 5.3L LS-1 – both featured online in the enhanced version of this story at enginebuildermag.com. ■ 20 October 2012 | EngineBuilder
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Feature
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Getting Your Bearings
Engine bearing suppliers talk about materials, selection and more
E
ngine bearings have a tough than .0004˝, the shape (design) and job to do for such a small commanufacturing precision are key to ponent. They must support big assisting the generation of stable oil loads on a thin film of oil (between films and ensuring shaft-to-bearing .0001-.0004˝ thick) between themseparation under all operating conselves and the crankshaft journals to ditions,” he explains. prevent metal-to-metal contact. Although quality bearings have One of the biggest causes of bearinherent properties that compensate ing failures is dirt and debris that for a degree of misalignment (what enters into the oil pan and gets bearing engineers refer to as consucked between the bearing surface formability) and provide protection and the crankshaft, interrupting that from hard contaminants within the thin film of oil, creating a metal-onoil (embeddability), engine builders metal contact. From that moment, can do a lot to ensure bearing duravarious engine applications and bility by paying close attention to bearing materials may react differcrankshaft preparation and overall ently but the end result is usually cleanliness of the build. In fact, a sigstill the same – a wiped bearing. nificant percentage of bearing failAnd no engine builder or bearing ures can be traced back directly to manufacturer wants that. the assembly process, so it is a good We spoke to bearing manufacturidea to keep it as clean as possible. ers to find out what direction technology is heading regarding bearing materials and design, as well as how engine builders can better understand which bearings to use in specific applications. “As engines have developed, ‘design’ and ‘manufacturing’ have become increasingly important terms,” says Mike Scott of ACL Bearings. “This is predominantly driven by the increase in engine efficiencies resulting in higher bearing loads and higher bearing operating temperatures while utilizing lower viscosity lube oils.” The result, according to Scott, has been generEngine bearing design and development have become more ally decreasing oil film important in the quest for inthicknesses between creased efficiency and performjournal and bearing. ance. (Photo from ACL) “As minimum oil film thicknesses can be less 22 October 2012 | EngineBuilder
SENIOR EXECUTIVE EDITOR Brendan Baker bbaker@babcox.com
“What is most important for installers is cleanliness in the assembly,” says Federal Mogul’s Bob Sturk. “Everything must be as spotless as possible. Dirt is the number one killer of bearings. When we have failures it’s always, by a vast majority, from debris and embedded dirt.” Echoing Sturk’s cleanliness comments, MAHLE Clevite’s Brett Dayringer says that thoroughly cleaning the block after machining is the best way to prevent dirt and debris getting into the oil system after a rebuild. “Using hot soapy water and a good selection of bristle brushes is the best method for cleaning cylinder blocks, crankshafts and other engine parts before reassembling the engine,” says Dayringer. “Remem-
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Bearings
Experts say that polymer coated bearings are the
ber, any debris remaining next big thing and can increase bearing life by after a rebuild will be more than five times in extreme applications. picked up by the oil sys(Photo from Federal-Mogul) tem and make its way to the bearings.” Another important consideration when working with your engine bearings to pay attention to is that the wall sizes are consistent so that you can set the clearances without having to go through and measure several bearings for the right fit. From a manufacturer's perspective, King’s Ron Sledge says they recognize that bearing sizes and application-matched materials are very important to the installer and end user. “The installer wants very consistent bearing wall sizes to easily zero in on his desired clearance,” says Sledge. “His cranks are supplied with a consistent size, so he parative basis, much softer than the wants the bearings to measure coniron and steel crankshafts that run sistently also. He can also save time against them. and money not having to measure “Bearing materials are called on different bearing shells to get the correct one to achieve his clearance.” to satisfy many different conditions in the engine including load, embedACL’s Scott says that his comdability and seizure resistance, just pany’s solution, similar to King’s, to name a few obstacles that they has been to enhance their precision must overcome,” says Sledge. in the manufacturing process. “We Luckily, say manufacturers, years have a portfolio of bearing materials of research and testing have develwith proven robustness across the oped different material solutions for range of engine applications,” he everything from street duty use to says. “This provides the engine ultra high performance to optimize builder with the basic confidence of bearing performance in the afteroperating capability. The enhanced market. precision, particularly over bearing As most engine builders know, wall thickness, provides additional modern engines (late ’90s and confidence that optimized bearing clearances will be achieved resulting newer) use bi-metal aluminum bearings, but each manufacturer has its in: optimized high pressure oil film own recipe for the construction and generation for better load support; characteristics they are looking for. increased durability; more preThe basic construction is a steel back dictable oil pressure and flow rates with a layer of silicone-aluminum to ensure constant supply throughfacing the crankshaft. out the engine; and adequate bearIf you are doing a stock rebuild, ing cooling under all operating Federal-Mogul’s Matt Barkhaus says conditions.” that it is very simple to choose the Materials Matter right bearing from the catalog, The selection of the right bearing which will list all the specs and varimaterial is vital to a trouble free per- ous sizes available. formance with any application. The Barkhaus says that on their bimost commonly used materials in metal bearings the IDs are bored so crankshaft bearings are aluminum, the debris is flushed out instead of copper, lead and tin. Obviously being embedded. “That’s one of the there are others, say experts, but real benefits of it,” he says. “The these are the primary elements that other benefit of bi-metal is the wearare used. And they are all, on a com- ability. They will last virtually for24 October 2012 | EngineBuilder
ever, as long as you keep the oil changed and the engine is run in a fairly normal operating condition.” Aluminum bearings can last much longer in mild load applications because of the wearability and the hardness of the silicon composite that actually polishes the crankshaft and wipes any nodes or debris out of the way or flushes it out, Barkhaus continues. “OEMs have moved to bi-metal bearings because they are lead-free, economical to manufacture, and are extremely hard, which allows them to perform a very long time in passenger car applications,” says MAHLE Clevite’s Dayringer. “As we’ve all seen, it is not uncommon for modern engines to run 150,000 miles or more on the original bearings.” Virtually all performance bearings today are constructed using a tri-metal construction. Tri-metal bearings have the same steel back as a bi-metal bearing, a copper-lead intermediate layer, and a surface layer of soft material like Babbitt. “Tri-metal bearings work very well on race and performance engines because they are more forgiving, which allows for better embeddability than a harder bimetal bearing,” says Dayringer. Bearing materials are, in some ways, the hidden secret of bearing design, according to our experts. The
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THIS ISSUE:
PG 46 >> Crack Detection
“hidden” aspect of bearing material capability is in the design of the metallurgical properties embodied in the alloys. So, while all tri-metals and all bi-metals might look alike their properties and abilities can be significantly different. “While proper fitment provides the basis for bearing system operation the materials provide the basis for system durability,” says ACL’s Scott. “To operate successfully, bearings require a range of attributes that, in terms of material properties, require a degree of compromise. For instance, the strength required to transmit high cyclic loads has to be moderated in order to provide good seizure resistance. How this balance is achieved is different for each bearing’s material/alloy combination. The clearest example is the comparison of properties between aluminum base ‘bi-metals’ and copper-lead based ‘tri-metals.’” What are the primary differences in hardness, strength and embeddability between today’s aluminum
PG 52 >> Piston Rings
PG 61 >> Product Spotlights
and tri-metal bearings? “Generally aluminum bearings offer greater embeddability and conformability while tri-metal bearings offer greater fatigue strength and hardness,” says Sledge. “The aluminum alloy layer on top of a steel
Bearings
and embeddability. “In my view, embeddability isn’t really that big of a problem. I think today’s aluminum bi-metal bearings can handle a reasonable amount of debris. But if there are excessive amounts, that’s where the tri-metal bearings are bet-
“Luckily, say manufacturers, years of research and testing have developed different material solutions for everything from street duty use to ultra high performance to optimize bearing performance in the aftermarket.” back is a minimum .012˝ thick and can embed particles larger than .0005˝ in dia. The overlay thickness on tri-metal bearings range from .0005˝-.0008˝ therefore allowing less embeddability.” Federal-Mogul’s Sturk says there are basic differences in the hardnesses of the two bearings as well as some other differences in strength
ter. The over-plate embeddability allows them to handle debris a bit better. If it’s a reasonable amount, if oil has been properly maintained, I don’t really worry about the aluminum’s embeddability.” If you are looking to extract more power, experts say the copper/lead bearings are likely the optimal choice. Sturk explains that bearing
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Performance coated bearings are sprayed with a dry lubricant that acts as a protective barrier in a dry run situation. These are made specifically for Nitro drag racing where there isn’t enough time to develop an oil wedge. (Photo from MAHLE Clevite)
engineers are primarily concerned with unit load as opposed to horsepower numbers in order to rate the strength of a specific bearing or material. Unit loads come from the cylinder pressures that are developed above the bearings in the combustion chamber. It’s hard for an engine builder to estimate combustion pressure without a lot of expensive testing equipment that an OEM or bearing manufacturer would have, so Sturk says it’s probably best to go with a tri-metal bearing for any upgrade, just to be safe. There is just a big difference in the wear rates of the copper/lead trimetals and aluminum bimetal bearings, say experts. The copper lead tri-metal bearings are still the strongest materials available today, says Sturk. He says if you are upgrading or adding a supercharger or using other methods to extract more horsepower, it usually puts higher loads on the bearings. “In that case,” he says, “the tri-metal bearings will handle much higher loads. Our H14 materials (copper/lead) will handle unit loads up around 15,000 psi. The aluminum will handle much less, around 8,000-9,000 psi. It’s a big difference in strength characteristics,” he notes. According to Dayringer, race and performance engines see more crankshaft deflection, rod housing bore distortion, and thinner oil film Circle 26 for more information 26 October 2012 | EngineBuilder
thickness compared to passenger car engines and therefore require a different material and construction than bi-metal aluminum bearings. “The softer Babbitt facing allows the bearing face to ‘move’ slightly with the crankshaft to avoid seizure during high load and rpm situations, which makes tri-metal bearings the preferred choice for performance and race engine builds,” he explains. The attributes that a bearing needs to have can be compared to a tightrope because on the one hand you need hard fatigue strength components for durability and load carrying capacity, but on the other hand you need soft phase characteristics for conformability (when things are out of alignment), embeddability and sliding properties. When manufacturers select a bearing material, they look at the engine application and try to determine the most important thing the engine needs and then design the bearing around that. Today’s bimetals contain a mix of other materials such as silicon, which is a hard particle that is added for increased durability. They have tin which is considered a soft face metal that is for the embeddability and conformability aspect, so today’s aluminum bi-metals have alloying elements in them to address those issues. But still, not all alloys are the same. While all tri-metals and all bi-
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Bearings
metals might look alike their properties and abilities can be significantly different. Bearing material capability is in the “hidden” part of the design of the metallurgical properties embodied in the alloys. “The differences get down to alloy composition, casting conditions, bonding methods and heat treatments for bi-metals,” says Scott. “And for tri-metals, it’s the alloy composition, sinter/casting conditions and electroplating/coating technologies that account for any differences.” All these factors give the bearing manufacturers a great deal of freedom to tailor materials, and it can be confusing for engine builders trying to understand how appropriate the materials are for their specific application. Because the quality of the material may not be clearly apparent it is also hard for engine builders to make a judgment between competing products.
Tri-metal bearings typically are made of the highest strength material for fatigue resistance. (Photo from King Engine Bearings)
Different suppliers materials do behave differently, and within each family of materials there is a substantial range of capability. It is nearly impossible for a rebuilder to judge, on face value, how any brand of bearing is going to perform across a broad range of characteristics, so experts say it is best to rely on bearings from reputable, established brands. When bearings are found to be
Circle 28 for more information 28 October 2012 | EngineBuilder
damaged or show unusual or uneven wear, it typically indicates other problems that need correcting, problems that if left uncorrected may cause the replacement bearings to suffer the same fate. ■ Special thanks to MAHLE Clevite, King Engine Bearings, ACL and FederalMogul for their input into this article.
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Feature
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Takin’ It To The Street
From Imports to American Iron, street performance has something for every engine builder
SENIOR EXECUTIVE EDITOR Brendan Baker bbaker@babcox.com
B
ack in the old days, the late ’90s, when the economy was strong and incomes were high, people had a lot more money to put toward their favorite hobby, which for many was a souped up car that could be driven on the street but maybe also a little on the track as well. Today, the economy may not be as strong as it was then, but that hasn’t changed the appetite consumers have for performance goods. Why is that, you may ask? There seems to be a couple of factors. One is that many of us have the desire to build something unique or own our dream ride from the past. Thankfully, the automobile is still a top obsession in this country and the street performance market can serve two purposes: transportation and entertainment. Judging by the latest Machine Shop Market Profile, a survey that we have been doing for more than 20
years, the majority of shops work on performance engines (86 percent, up 6 percent from the previous year). And of those shops that do this work, it accounts for approximately 20 percent of their business. It’s a significant number and a lot of the industry’s ups and downs are tied to the health of this important market. Whether you work on performance diesels, domestic iron or highrevving sport compacts, the market for performance engine modifications is far reaching. There are several small markets within this niche market so finding what works for your shop is usually tied to what you enjoy doing the most. With the 2012 SEMA Show at the end of the month, we thought we would use this space to showcase some of the hot products in the street performance category. And if you’re attending the show, be sure to stop by and visit some of your favorite engine part suppliers that we’ve highlighted here, and then stop by our location in the Central Hall at booth 23428.
GM LS-Series Cylinder Head Guide from CarTech The GM LS-Series V8s are easily the most popular engines in the aftermarket right now. They have proven to be full of power potential and are readily available in either new or used condition in a wide range of displacements. Choosing the bestpossible cylinder head to match the rest of the package is key to making any LS-based project engine perform to its highest potenCarTech’s LS Cylinder Head Guide is a good resource for engine builders tial. 30 October 2012 | EngineBuilder
This book reviews every readily available factory and aftermarket cylinder head designed for GM LSSeries engines, and delivers the facts about each in an easily comparable format. It includes the basic dimensions of each head, along with their claimed airflow rates. Also included is information on interchangeability, combustion chamber sizes, compression ratios, applications, performance characteristics, helpful tips, and even a chapter on intakes. Whether you re a budget enthusiast looking for the best-possible factory head to top your specific combination, an engine swapper looking to modernize your vintage muscle car, or an engine builder looking for the best-flowing head out there, High-Performance GM LS-Series Cylinder Head Guide is essential for accomplishing your goals. The book is available from CarTech for $24.95 plus $6.95 shipping and handling and may be ordered by visiting cartechbooks.com.
Performance-Prepped Engine Blocks from Atech Motorsports Build a strong foundation for a small block Chevy, small block Ford, or
Summit Racing’s performance small block Chevy cast iron block
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Performance
GM LS at a great price with a fully prepped Summit Racing Remanufactured Cast Iron Engine Block. Summit Racing Engine Block for Chevy 350 - Ideal for building a 383 stroker engine, Summit Racing takes a 1996-2000 4-bolt main block and does all the machining and prep work, including a .030˝. overbore, proper clearances for stroker cranks, and H-beam rods, machined deck surfaces, line honed mains, and line bored cam bearings. (p/n: SUM150100) Summit Racing Engine Block for Ford 302 - Turn a 302 into a 347! The 2-bolt block has a .030˝ overbore, proper clearances for a 3.400˝ stroker crank and H-beam rods, machined deck surfaces, line honed mains, and line bored cam bearings. (p/n: SUM150110) Summit Racing Engine Block for GM LS 6.0L - Summit Racing’s cast iron 6.0L LS block can be used to build a 408 cubic-inch stroker engine
Summit Racing Ford 302 Block
and is capable of handling over 1,400 horsepower. This seasoned 6-bolt block is CNC-machined for precise clearances, and features a finished 4.030˝ bore and a 9.240˝ deck height. (p/n: SUM-150105) For more information about Atech Motorsports, call 800-517-1040 or visit AtechMotorsports.com. SEMA Booth 24529
ARP Introduces Stronger Rod Bolts For Diesels Industry leader ARP has introduced Pro Series rod bolt kits for Ford,
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GM LS 6.0L Block from Summit
Chevy/GM and Dodge/Cummins diesel engines. Forged from proprietary ARP2000 material, the premium grade fasteners are nominally rated at 220,000 psi tensile strength and are substantially stronger than the OEM fasteners. Given the increased loads placed on rod bolts – typically the weakest link in an engine – by engine modifications, ARP’s new rod bolts are important reliability “insurance” for owners of performance-enhanced diesel trucks. In addition to being made from
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THIS ISSUE:
PG 39 >> Oil & Lubricants
ARP Performance Diesel Rod Bolts
superior material, ARP rod bolts are thread rolled after heat-treating, which adds significantly to their fatigue strength. All manufacturing operations, including forging, heattreating, machining and finishing, are done entirely in-house at ARP’s California facilities to stringent AS9100 and ISO-9001 quality control standards. ARP rod bolts are available for the Ford 6.0L/6.4L Powerstroke (p/n 250-6301). Chevy/GMC 6.6L Duramax (p/n 230-6301), Dodge/Cummins 5.9L (p/n 247-6303) and 1999-2001 Ford 7.3L Powerstroke (p/n 250-6302). For additional information call ARP’s tech staff at 800-826-3045 or visit its dedicated diesel website, ARPdiesel.com. SEMA Booth 22549
PG 46 >> Crack Detection
PG 68 >> Final Wrap
bronze bushings for full floating pins and top of the line CARR multiphase fasteners. This design retains the factory eighteen degree split line angle for proper ease of assembly. CP-Carrillo also introduced a new line of low compression 2618 alloy forged pistons for the new Subaru BRZ/Scion FR-S FA20 engine under p/n SC7402. These pistons will include CP-Carrillo’s 51 series wrist
Performance
Calibration Kit for Street Demon Carbs
pins, Sure-Lox’s, and premium CPN ring set which includes a gas nitride steel top ring, taper hook groove second ring, and low tension oil ring. For more information about CPCarrillo, visit cp-carrillo.com. SEMA Booth 23128
New Calibration Kit for Street Demon Carburetors Subaru BRZ/Scion FR-S Piston
Demon Carburetion has released a new calibration kit (p/n 1921) that enables engine tuners to dial-in exact air-fuel ratios for each specific engine.
Subaru BRZ/Scion FR-S Connecting Rod for FA20 Engine
CP-Carrillo Pro-H Rod and Piston for Suburu BRZ/Scion FR-S FA20 Engine CP-Carrillo has released its new ProH profile connecting rod for the new Subaru BRZ/ Scion FR-S FA20 engine. Forged from a proprietary 4330M steel alloy for strength, fully machined, and shot peened for stress relieving, these connecting rods come bushed with premium silicone Circle 33 for more information EngineBuilderMag.com 33
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Performance Whether additional fine-tuning is precipitated by altitude, exotic cam, high-compression, or engine displacement, or uneven distribution from an intake manifold at different engine speeds, this new calibration kit will fine-tune the fuel curve. It provides four different sizes of primary jets, six different sizes of metering rods, four different weights of metering rod springs, and two different sizes of secondary jets. All components are supplied in pairs and all jets and needles are stamped for easy identification.
boosted motors. Dealer pricing is Generally, the metering rods are available. For more information changed to adjust air-fuel ratios in finer increments; the jets are changed about Race Engineering, visit raceeng.com or call 561-533-5500. to adjust air-fuel ratios in larger increments. The tuning kit eradiToyota 2JZ Billet Caps cates eye-watering exhaust fumes or puffs of smoke under acceleration. At the chassis dynamometer it enables the tuner to accomplish maximum efficiency. The Street Demon calibration kit is priced at $54.95. For more information about Demon Carburetion, visit demoncarbs.com. SEMA Booth 22525
EVO 4G63 H-Beam Billet Connecting Rod
EVO 4G63 H-Beam Rod
36 October 2012 | EngineBuilder
Race Engineering has re-engineered its 4G63 H-Beam billet rod to incorporated massive 7/16Ë? ARP 2000 capscrews, instead of the more common 3/8Ë? bolt. No other rod in the industry has this. There is a tremendous increase in strength without any added cost. Applications include EVO 1-8 and all second generation engines. Perfect for severely
Circle 36 for more information
Billet Main Caps For 2JZ Toyota Engines Race Engineering offers CNC machined main caps from 4140 billet steel and carefully heat treated. No modification needed to install thrust (like competing designs). Dealer pricing is available. Visit raceeng.com or call 561-533-5500.
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Performance
New Pipe Wrap & Stainless Steel Locking Tie Kit Design Engineering, Inc. (DEI) has long been recognized as a top manufacturer of thermal pipe wrap; used for street, track, marine and powersport applications to reduce the transfer of heat. Excessive under the hood heat can rob horsepower, affect exhaust gas velocity and reduce cabin comfort causing stress and fatigue. Now this proven and versatile pipe wrap is available in a new cost savings kit that includes one roll of 2” x 25’ thermal pipe wrap and four 8” stainless steel locking ties. The combination kit ensures a secure fit regardless of use. For more information, go to designengineering.com. DEI’s Thermal Pipe Wrap Kit SEMA booth 20113
High Inertia Series Flexplates Designed for use with Turbo 350/400 and GM 4L60E, 4L80E & 4-L85 transmissions including 11.5˝ 6-Bolt Torque Converter. This plate is SFI 29.1 certified with a 4-5 mm thick core. Constructed from cold-rolled premium steel and has a long lasting white zinc finish that helps prevent rust. For more information about PRW, visit PRW-USA.com. SEMA booth 23217 Circle 39 for more information
PRW’s High Inertia Flexplates
LS Engine Swap Headers and Swap Mount Kit and for S13/S14 Nissan 240SX Hooker Headers recently released their new Engine Swap Headers and Engine LS Swap Headers for Nissan 240SX Swap Mount Kit, allowing installation of GM’s LS engine into the S13 and S14 Nissan 240SX chassis (1989-1998 year models). For more information, visit holley.com. SEMA booth 22667
EngineQuest Releases New Big Block Chevy Replacement Cylinder Heads EQ’s BBC replacement cylinder heads surpass any production unit by producing EngineQuest’s BBC Cylinder Head outstanding horsepower and torque improvements for virtually all Big Block Chevy engines from a mild 454 to a supercharged 572. For more information, visit enginequest.com. For more SEMA Show Products, stay tuned to our website and social media during the show. ■ Circle 38 for more information
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Feature
Breakin’-In is Hard to Do
How break-in oils are different than the rest and why you need them
CONTRIBUTING EDITOR John Martin jmartin@enginebuildermag.com
B
efore we begin discussing asthe accompanying photos (page 40 sembly lubes and break-in and 42) provided by Jerry McLain oils, I would like to emphaof McLain’s Automotive Machine size that no one factor is responsible Shop in Cuba, MO. This small block for racing success (or failure). It’s was completely worn out after only like an algebraic equation Heavy greases offer the best with a lot of variables, all protection for cam lobes and of which must be adflat tappets in new engines. dressed. The same is true Grease will stay on a cam lobe of engine assembly and indefinitely, and oil will be rebreak-in. You must utilize leased from the grease only only those parts which when it is required. have worked best for you and machine components such as cylinder walls to the proper specifications before you consider whether or not to use specific break-in oils and assembly lubes. A significant mistake in any of these areas, and the game is over. I say this, because I’ve discovered the ‘fatigue limits’ of a number of engines simply by not paying attention to ALL the variables. That’s called experience, and most of us gain it the hard way. To illustrate this point, look at
a few hundred miles. Upon teardown and inspection, Jerry noticed that the cylinder walls had received only a light honing after the boring bar passed through the bores. Do
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Oil & Lubricants
not shortcut the honing process. Jerry says the better engine builders spend hours honing a block, not minutes. Or, as he puts it, “Honing is also part of the break-in process.” Jerry says after every machining operation, the parts must be meticulously cleaned to remove aggressive metal shavings and abrasive grinding stone debris. I once inspected an engine that was totally worn out in 90 miles. The engine builder had glass beaded many parts including the intake manifold, but he failed to remove the tin heat shield on the bottom of the intake to remove all the glass beading debris. When the engine was started, the vibration caused debris to fall out of the intake into the crankcase. Abrasive debris such as this doesn’t care what it cuts – it will cut piston rings just as fast as anything else. Years ago, racers could only use those engine oils that were provided by the major motor oil marketers.
40 October 2012 | EngineBuilder
Since racing was such a small portion of their overall businesses, oil marketers seldom provided any specialized products. When they did
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Do not shortcut the honing process or your great engine just won’t last. Notice that there are still marks from the boring bar in the worn portion of the cylinder walls
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those products usually weren’t based on sound research and development. We now have a plethora of racing oil suppliers, and considerable research and development has been performed to determine exactly what oil characteristics racing engines prefer. Let’s eliminate blown alcohol and nitro methane fueled engines from this discussion, because their major issue is durability, not the production of horsepower. Those engines require very different properties from their lubricating oils. Gasoline and naturally aspirated alcohol-fueled engines have two distinct lubrication requirements that separate them from typical passenger car engines. Racing engines need additional protection from cam and lifter failures and optimized piston ring and cylinder wall sealing. Cam and lifter protection is primarily needed by these racers running flat tappet camshafts. Roller cams are more forgiving if their needle bearings are properly lubricated, but extreme cam profiles have been known to burn up pushrod tips on roller cam engines if sufficient EP lubrication wasn’t available. The main things to remember here are that flat tappet cams and lifters (and pushrod tips) essentially need three things from a lubricant: • First, cam lobes and lifters (and roller bearings) must never be allowed to run dry. As soon as metalCircle 42 for more information 42 October 2012 | EngineBuilder
Remember, honing is also part of the break-in process. This small block was completely worn out after only a few hundred miles. Honing was insufficient to remove boring bar marks
to-metal contact occurs, a part is forever altered, and destruction is the end result. Early cam and lifter lubes were liquid because cam manufacturers only wanted one product for both cam and lifters and cam bearings. Occasional cam and lifter failures were observed when cam lobes either weren’t adequately lubricated or engines were stored for considerable length of time. Remember, establishing oil pressure throughout the engine prior to first startup does nothing for most cam lobes and lifters, because they are usually lubricated by splash only after the engine is operating above idle speeds. Heavy greases offer the best protection for cam lobes and flat tappets in new engines. Grease will stay on a cam lobe indefinitely, and oil will be released from the grease only when it is required. Remember, grease is essentially oil encapsulated in a soap matrix to keep the oil from flowing away from the part being lubricated. When the grease gets hot enough, it will release the oil to flow to the part and lubricate it. Cam journals are, of course, lubricated by pressurized oil. • Second, cam lobes and flat tappets need sufficient zinc dithiophos-
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Oil & Lubricants
phate (ZDP or ZDDP) in the oil to form a sacrificial film on the lifter and cam lobe surfaces preventing metalto-metal contact with extreme valve spring pressures (EP protection). Modern passenger car engine oils contain less than half as much ZDP as is needed. Racing oils utilize in-
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creased ZDP levels in their formulations. You can add ZDP to your existing oil, but how do you know you’re adding the right amount at the right temperature? • Third, cam lobes and flat tappets need oil to allow only sufficient wear to remove roughness inherent to machining practices and properly mate the surfaces to each other. Flat tappets are machined slightly convex (the center is highest) and cam lobes are machined slightly tapered to cause the lifters to rotate. Excessive wear causes these surfaces to flatten, and lifter rotation stops. When lifters don’t rotate, they soon fail. Mineral oil-based racing oils do a good job of providing a reasonable wear rate to facilitate break-in. Synthetic oils, however, sometimes tend to slow the break-in rate because of their inherently lower friction. To ensure that break-in is being accomplished quickly and safely, I use only break-in oils. Now to the production of horsepower! Ask any competent engine builder, and he will tell you that optimum ring and cylinder wall sealing is essential to the production of maximum horsepower. Notice how many serious racers check cranking compression pressures and cylinder leakdown rates prior to that big race. When I was doing R&D for several head engine builders in NASCAR and NHRA, I was often asked, “What can you do with the oil to improve piston ring sealing?” The engine builder can do everything he knows how to do to have the perfect
surface finish on the cylinder walls, but the piston rings must correctly mate to those walls to optimize cylinder sealing. To optimize ring and cylinder sealing as rapidly and safely as possible, use break-in oils specifically formulated for this purpose. Break-in oils are formulated to allow more rapid mating of the rings to the cylinder walls. Sure, you can break the rings in without using break-in oils, but it will take longer to do it. Remember, the better the oil is for durability, the worse it should be for break-in. Also avoid highly friction-modified oils until after the engine is completely broken in. We will discuss the horsepower benefits of highly friction modified oils at another time. A few years ago Daimler-Benz was having trouble breaking in their large diesels when using very highly compounded synthetic diesel engine oils. We tore down and inspected some of these engines after a few hours of operation and observed a “glazing” of the cylinder liners midway down the bore where piston speeds were highest. The rings were literally sliding over the tops of the honing pattern and not removing asperities. Metal filings and other debris were literally filling in the low spots. The solution was to provide each Mercedes factory with a breakin oil designed to be used for the first oil change interval. In conclusion, I use break-in oils to seat piston rings and cams and lifters as quickly as possible without engine damage. I realize we’ve all done it other ways in the past, but now we have the technology to do it correctly and safely. ■ John Martin is a “motorhead” physicist who worked for Lubrizol for 25 years, and before that he worked for Shell. He has formulated and tested racing oils for NASCAR and NHRA Pro Stock engines for decades. He has 22 patents to his credit through his work on engine and driveline testing and optimization. He is currently building a fuel-injected 692 big block Chevy for his street rod.
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Feature
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Crack Detection and Correction Cracks don’t necessarily have to spell the end of an engine component’s life EDITOR Doug Kaufman dkaufman@babcox.com
F
irst off, let’s get one thing perfectly clear – there’s no such thing as “flawless.” Like those shocking tabloid photos of that Hollywood actress who gets blindsided beside a bistro, even the most conscientious engine builder sometimes has to deal with surprising surface imperfections. And just as she has paparazzi to expose the damage and makeup artists to cover it up, today’s engine builders can call on a number of state-of-the-art tools and techniques to locate, identify and remediate cracks and other damage in a variety of engine components. Without excellent crack detection and repair methods, what you can’t see can most definitely hurt you.
Crack Detection Depending on their locations, crack severity will vary. They tend to form, spread and get worse as heat, thermal stress, heavy loads, repeated bending and flexing, metal fatigue, pounding and vibration take their toll on a part. Cracking is an indication that an area is experiencing more stress than it can handle. Finding those cracks will enable you to determine whether you should repair or replace those parts. You simply can’t afford to spend a lot of time machining or reconditioning cores or used parts that may be destined for failure. With hard-to-find and high value cores and parts, the decision may hinge on the extent of the damage. If the part can be repaired economically and with a high degree of success, then it’s probably worth fixing. But if it can’t, you’ll have to factor in the cost to replace it. Never assume a part or a casting is 46 October 2012 | EngineBuilder
okay just because you can’t see any visible cracks. Always assume there may be cracks – although, because engine parts are made of so many different materials these days, finding them may be a challenge.
Magnetic Particle Inspection Magnetic particle inspection is most often used to inspect cast iron or steel alloys that are “ferromagnetic” and can be temporarily magnetized for such things as surface cracks in and around the cylinder head combustion chambers and for inspecting crankshafts, camshafts and connecting rods. But the technique can also be used to check gears, shafts, axles and steering and suspension components for cracks, too. Magnetic particle inspection won’t work on nonferrous metals such as aluminum, magnesium, titanium, nonmagnetic alloys of stainless steel or plastic. A magnetic field created in various ways causes tiny iron oxide particles that are sprayed or brushed on the part to reveal any cracks. If there are any cracks in the surface of the part, they will disrupt the magnetic field and act like a pole to attract the iron particles. The iron particles (sized between .125” and 60 microns), may be applied in a dry powder or a wet solution. They can be dyed yellow, white, red, gray, black or other fluorescent color to improve their visibility against the metal background. With the fluorescent particles, an ultraviolet black light is required to make the particles stand out. The wet particle detection method is more sensitive than the dry method for finding very small cracks, but dry par-
ticles are better for finding cracks that may be just under the surface (subsurface flaws). The light, size of the particle and even the type of electrical current your equipment can produce can impact your ability to find cracks and other anomalies. The training of the operator is imperative, and so is part cleanliness. Sometimes, casting lines or a rough surface finish on the component that’s being inspected can hide cracks. That’s one of the reasons parts should have be as clean as possible with no dirt, oil, grease or carbon on the surface. Parts can be chemically cleaned, spray washed or baked in an oven, but don’t shot blast them prior to inspection because blasting may peen shut small cracks that could reopen later. Experts say one of the most important parts of magnetic particle inspection comes after testing has been completed: demagnetization. There are various ways to ensure the magnetism has been eliminated but don’t take it for granted. Parts should be checked with a Gauss meter to make sure there is no residual magnetism.
Dye Penetrant Inspection Another method for finding surface cracks and flaws is to use a penetrating dye. Though used mostly on aluminum parts, this technique also works well on cast iron, steel, composite materials and even plastic. The theory behind this technique is that a very light oil will wick into a crack. It’s the same idea as using penetrating oil to loosen a fastener except that the oil contains a dye. If the oil finds its way into a crack, the dye should then make the crack visible.
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Crack Detection
Some penetrating dyes use fluorescent dyes and a black light to make the cracks stand out, while others use a chemical developer to make the dye more visible. Several different styles of penetrants are available, depending on your needs. If you’re using a UV light and fluorescent dye, a shroud that blocks ambient light will make it easier to see the cracks. Cracks will glow green under the black light. With ordinary dyes, no special light is needed. Cracks usually stand out as a stark red line against the bright aluminum metal. Multi-stage penetrating dyes typically use a three-step process to highlight cracks. The advantage of this process is that it is simple to do and can be used with non-ferrous metals. However, the drawbacks to the process are that it can only locate cracks or defects that break the surface of the part, it may be less sensitive than some other methods, it uses a relatively large amount of solution and may take extra time to complete testing. While magnetic particle inspection and penetrating dyes can do a good job revealing surface cracks, neither technique can effectively look below the surface or find damage hidden inside a casting. In this case, pressure testing can help you see what’s going wrong inside the engine. It is often used in conjunction with these other methods of crack detection to check the integrity of the cooling jackets in the cylinder head and block, to find leaks other techniques can’t (such as porosity leaks in aluminum castings) and to see if visible cracks are really leaking or not.
Vacuum Testing
Crack Repair
Vacuum testing is the same basic idea as pressure testing, except in reverse. Instead of using air pressure to test the cooling jackets for leaks, vacuum is used on a head or block after the water outlets have been plugged. If the casting holds vacuum, there are no leaks. But if it doesn’t, you’ve found a leaker. Unfortunately, this technique does not use water or dye to pinpoint the leak so you still have to use one of the other techniques to find the leak. It’s mostly a quick check for verifying the integrity of a casting.
According to Engine Builder’s 2012 Machine Shop Market Profile (published in the July issue and available online), cylinder head work remains one of, if not the biggest part of many machine shops’ production. Though production numbers have shown some declines, cylinder heads continue to be profitable in gas and diesel rebuild facilities. Yet despite our industry’s traditional ability to get the most out of its components, we learned that fewer cylinder heads are being repaired. We found that nearly 26 percent of diesel heads and nearly 30 percent of aluminum heads are being scrapped, both numbers significantly higher than last year. Obviously, part of this can be attributed to the low cost alternatives available in the aftermarket. But in cases of value or scarcity, parts are repaired and many shops do the work themselves. How they do it depends on what it is. Apparently, the mystery of aluminum welding is less frightening because an increasing number of respondents say they weld cracked aluminum cylinder heads. Welding is used nearly 83 percent of the time, up from 77 percent last year. For diesel heads, welding is performed 25 percent of the time. Pinning remains the most-often used method for repairing cast iron cylinder heads, and has opened up a huge lead over welding. “With later model heads, we find many cracks are caused by design issues,” says Gary Reed, of Lock-NStitch. “These may be related to lighter castings, 3- and 4-valve heads with
Ultrasonic Testing More commonly used in industrial and aviation applications, ultrasonics can also be used to find internal flaws in castings and other parts. The technology uses sound waves to find cracks. A transponder generates an acoustic signal (up to 25 MHz) that passes into and through the part. Cracks or flaws will reflect some of the sound waves back to the detector, which allows the information to be displayed on the tester. The best applications for ultrasonic testing include heavy castings, large shafts and expensive parts that may be used for racing or extreme-duty service. Ultrasonics can also be used to check the integrity of welds and welded castings. They can also be used to check for the integrity of cylinder wall thicknesses before or after boring. You can find a lot more detail about each of these crack detection methods online at enginebuildermag.com or in the September 2006 issue of Engine Builder magazine.
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seats nearly touching each other and everything else from too few head bolts to induction hardened valve seats in cast iron heads. Compared to engines manufactured 30 or more years ago, the cracking rate is much higher now. Reed classifies all cracked castings into two categories: those that cracked due to an accident or incident like impact, freezing or overheating and those that cracked during normal operating conditions, which indicates a design issue or usage beyond the design capabilities. Within aluminum cylinder heads, Reed finds stripped sparkplug threads and other threaded bolt holes, cracks between valve seats and corrosion due to lack of coolant maintenance are frequent complaints. With cast iron heads, he says induction hardened seats will eventually result in cracks across the seats but cracks in the combustion chambers due to poor cooling caused by design or maintenance issues is still the biggest problem. Small diesel heads
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that frequently crack in areas with little or no coolant exposure have become common. Valve seat insert bores that are too close together often don’t have enough strength to support the press fit of the seat inserts. Most of the cracking issues with engine blocks are related to cylinder wall thickness…or to be more precise, thinness. “Core shift has always been an issue but in today’s blocks the dramatic thinning of the walls often leads to strain cracks,” Reed says. Other problems are seen with main and head bolt hole cracks due to the damaging radial forces exerted form the threads when torqued. Freezing still occurs but not as often as earlier blocks. Light marine blocks always provide a great source of revenue and profit due to the increased value over automotive blocks of the same design. “Diesels seem to crack more than gas engines mostly due to their life cycle,” Reed says. “Also, more diesels are made from cast iron now while gas engines see a higher number of alu-
Crack Detection
minum components. In diesel blocks, connecting rod failures are fairly common and remain some of the easiest and most lucrative to repair.” Pinning is the most commonly used technique for repairing cracks in cast iron heads because it’s fast, reliable and cheap. It can also be used to repair aluminum castings, too. Pinning is a relatively easy technique to learn and use, doesn’t require any special tools other than a drill, guide fixture and tap, and uses no heat. The technique involves drilling holes in both ends of the crack to keep it from spreading, then drilling holes at various intervals along the length of the crack, installing overlapping pins to fill the crack, then peening over the pins with an air hammer to seal and blend the surface. Either tapered pins or straight pins may be used. If a crack is along an outside edge or corner that requires support to hold the sides of the crack together, or if the crack is in an area that would open up or pull apart when the casting is
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Crack Detection
under load or gets hot, ordinary pins won’t work. One solution is to use “locks” to hold the two sides of the crack together, and/or to use special pins that have a “spiral hook” or “reverse pitch” thread pattern. These pins can actually hold a crack together rather than just fill it. Cracks in thin areas of a casting (thinner than 1/8˝) can be difficult to repair because the metal isn’t thick enough to support the threads on a standard pin. For these applications, very small pins must be used to fill the crack. On some applications, the crack between the valve seats can often be repaired with a single soft steel pin that has a countersunk shoulder. A steel pin works best in this application because it can withstand heat better than a cast iron pin. After the crack has been fixed, the seats can be remachined. There should be no need to cut the head to
accept valve seat inserts. Welding is another exceptional method of repairing damaged components, says Karl Hoes, instructor at Lincoln Electric’s Motorsports Welding School. Welding techniques vary, but the basic idea is to melt the surrounding metal and fill the crack with molten metal and filler rod. An experienced welder can even “recast” a badly damaged area, saving a head that would otherwise be junk. The strongest welds are achieved by using a filler rod that’s the same alloy as the head, or very close to it. Hoes says there are many ways to repair aluminum and cast iron components with welding. While none of them are easy, exactly, experience and skill can allow you to repair many parts you might have trashed before. “With aluminum cylinder heads, for example, TIG welding is commonly used. But heads are a really thick mass,
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and can be hard to weld on. Typically, we would weld aluminum on AC, alternating current. What we’ve been seeing is guys going to DC on aluminum heads,” explains Hoes. “They use straight helium gas, which allows them to get the heat into it very quickly. The helium adds a lot of heat to the arc.” Aluminum is a superhighway for heat, says Hoes, conducting heat rapidly away during the welding process. “To get the aluminum to melt, you’ve got to get it up to 1,200 degrees F. You may have a 10,000 degree F arc but that huge chunk of aluminum is pulling it away as fast as you’re putting it in. And it’s expensive to use helium instead of argon to TIG weld. But sometimes you have to add helium to the gas just to get more heat into the work faster.” Hoes points out that size does matter, especially when it comes to welding equipment. “These guys are using large machines. A lot of hobbyists have TIG machines at home – but they don’t have the equipment needed to do this kind of work. It’s definitely not hobby equipment for a professional engine shop. You just won’t get good results. You may be able to fool yourself into thinking you’re doing the work, but you won’t fool the metal.” It is true for aluminum, that you have to have advanced welding skills. You have to know how to TIG or MIG weld to repair aluminum blocks. For cast iron, you have to understand a little bit about metallurgy. There’s more involved than just running a nice bead. It’s understanding what happens to that steel when you weld on it, that you’re likely going to harden it up and make it brittle. You need to remember that filler material makes a huge difference, says Hoes. Depending on the materials you’re trying to weld, their application, the desired sheer strength or ductility and many other factors, filler materials wil be very different case-to-case. “But while welding does take a certain skill set, as far as it being a profit center, yeah, it is,” says Hoes. “Because when it takes more skill or special equipment to do something, there’s not as many people willing to do it.” ■
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Feature
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Performance Piston Rings There are a lot of choices available and a lot of questions to answer TECHNICAL EDITOR Larry Carley lcarley@babcox.com
W
hen you’re building a perster engines still run ductile iron formance engine, what plasma moly faced rings. Why? Bekind of piston rings cause the moly rings provide the should you use? Rings run the gamut sealing and lubrication required in from cast iron to ductile iron to steel, this extremely demanding applicawith various dimensions, edge protion. Of course, the rings are changed files and wear coatings. There are a after every run – which is something lot of choices available and a lot of that would not be a practical option questions to answer. Some piston sets for most other types of engine applicome with rings while others do not, cations. leaving the choice up to you. Ductile iron moly faced rings are The type of rings that are “best” still the best choice for many tradifor any given engine will depend on tional types of street and strip perhow much power the engine will formance engines. They are the most hopefully make, the kind of fuel it economical choice for a typical natuwill use, and the kind of racing The top ring is first and foremost a compresor performance environment in sion sealing ring. Its sole job is to seal the which it will operate. An engine combustion chamber and prevent blowby. that is being built for a street perThe second compression ring backs up the formance application will not extop compression ring from a sealing standperience the same kind of loads point but primarily functions as an oil and conditions as an engine scraper. that’s being built to run on a dirt track, a drag strip or in a boat. Whatever type of rings you choose, they should provide the best combination of sealing control, durability, heat resistance and oil control.
Ring Materials Generally speaking, steel piston rings are more durable than ductile iron rings, and ductile iron rings are more durable than cast iron rings. For the past decade most stock production engines have been factory equipped with steel top compression rings to handle the higher operating temperatures and loads of today’s higher output engines. Yet many Top Fuel drag52
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rally aspirated SB/BB Chevy or Ford engine, and can safely handle compression loads of up to about two horsepower per cubic inch. Power adders such as nitrous oxide, a turbocharger or supercharger increase the heat load in the combustion chamber significantly, which also increases the risk of ring-damaging detonation. For higher output performance engines, moving up to a stronger steel ring is highly recommended. Grey cast iron is a fragile material with very little tensile strength compared to either ductile iron or steel. Cast iron rings are less expensive than ductile iron or steel, and are perfectly adequate for relatively stock to moderate performance engines. But
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Piston Rings as an engine’s power output goes up, cast iron rings soon reach their limit. Ductile iron is a strong ring material and has been utilized in both performance applications and in diesel engines for many years. Ductile iron rings are therefore a good upgrade over grey cast iron rings in higher output engines. Steel rings, however, can provide a 20 percent or more improvement both in tensile strength and fatigue
strength compared to ductile cast iron. One of the reasons why more and more rings are now made of steel is because of the narrower face widths that are now being used in so many ring sets (both original equipment and aftermarket). Thinner, low tension rings reduce friction and are more conformable to the cylinder wall. Consequently, they provide better sealing and less blowby. A traditional 5/16˝ compres-
sion ring may generate 7 to 8 pounds of tension compared to maybe half a pound of tension in a 0.7 mm compression ring in a NASCAR engine. That’s a significant reduction in friction and drag. But it also requires a stronger, more durable ring material. According to one ring supplier we interviewed, there are two basic types of steel rings being manufactured for the performance aftermarket. One is carbon steel, which is used in ring sets for both performance engines and late model OEM replacement sets. It is 35 percent stronger than grey cast iron, can be coated with moly, chrome plated or run unplated in the bore. The other type of steel is stainless, which is the material of choice for NASCAR, NHRA Pro Stock and other high end applications running rings as narrow as 0.7 mm. Stainless steel rings cannot be run in a cast iron bore without some type of surface treatment such as gas nitriding or PVD (Physical Vapor Deposition) with an alloy of titanium or chromium.
Ring Coatings Rings are available with no coating (plain faced), moly faced or with some type of PVD surface treatment (titanium, chromium or ceramic). Titanium nitride is a very popular surface treatment for high performance steel rings in high end racing engines because it reduces friction and improves wear resistance. Chromium nitride ring treatments offer many of the same advantages and are typically more popular for street performance engines and even many stock production engines. Chromium nitride is also a popular coating for rings that go into dirt track engines because dirt won’t stick to chrome and scour the cylinders. But as another ring supplier pointed out, moly rings work just as well in dirt track engines provided the engine has good air filtration that keeps the dirt out. Chrome nitrided PVD rings are not the same as traditional chrome-plated rings. The surface treatment on PVD chrome nitrided rings adheres to the ring very well and won’t crack and flake off like electroplated chrome rings can under adverse operating conditions. Chrome rings have been around since World War II and are made by electroplating chrome onto the surface 54
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Piston Rings of the ring. Chrome rings became a popular choice for off-road and dirt track engines because of their ability to resist abrasion caused by airborne contaminants. However, chrome rings have about 1,000 degrees F less resistance to scuffing than moly coated rings. Since heat is a prime consideration in almost every performance application, moly has been the ring face coating of choice for many years. Moly faced rings typically bed-in faster than chrome, reaching full sealing capacity more quickly, while providing significantly higher scuff resistance. Some ring suppliers improve the abrasion resistance of their moly coatings by combining it with a nickel chrome alloy (which increases face life by 65 percent compared to conventional moly faced rings). The only disadvantages with moly is that the facing material can be damaged by severe engine detonation, and it may be incompatible with some bore coatings such as nickel/carbide or aluminum based alloys. For such
applications, a PVD coated steel ring would be the right choice. Some ring suppliers also do not recommend using moly rings in engines where alcohol based fuels are used for extended periods of time.
Ring Profiles Piston rings are available with all kinds of edge profiles including square face, taper face, center barrel, offset barrel and napier. The top compression ring will usually be some type of barrel face, while the second ring will often be a taper face or napier face ring. The reason for the different profiles is to optimize the performance of the ring for the job it has to perform. The top ring is first and foremost a compression sealing ring. Its sole job is to seal the combustion chamber and prevent blowby. The top ring receives the brunt of the heat and compression loading so it has to be strong and durable. A barrel faced top compression ring usually provides the best combination of sealing ability and
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October 2012 | EngineBuilder
wear resistance. A square faced ring seals well but eventually develops a barrel-like profile from ring flex as the piston moves up and down. Giving the ring a barrel profile to begin with reduces ring wear for longer ring life. The second ring’s job is usually about 80 to 90 percent oil control and 10 to 20 percent sealing. The second compression ring backs up the top compression ring from a sealing standpoint but primarily functions as an oil scraper. A slight taper is applied to the face of the second ring (2 to 4 degrees) so it will scrape oil off the cylinder wall when the piston moves down. Undercutting the bottom edge of the 2nd ring face to create a groove (hook groove or napier profile) improves the oil scraping ability of the ring even more, especially in naturally aspirated engines. The groove also provides a relief area under the ring face for blow-by gas evacuation. Because of this, a napier style second ring is usually the best choice for oil control. An important point to note is that
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the second ring is obviously a directional ring and must be installed with the correct side up, otherwise it will pump oil in the wrong direction and increase oil consumption. For engines running volatile fuels like nitromethane and engines running large amounts of boost like blown alcohol and diesel pulling trucks and tractors, napier style second rings are NOT the best choice. These type of engines run such high cylinder pressures that the second ring is forced to deal with substantially more gas pressure blowby. Consequently, many blown alcohol engines run a ductile iron reverse twist style second ring or use a top ring in the second piston groove. Some also use a Dykes style ring with a barrel faced ductile iron plasma moly ring in the second groove. The third ring is the oil ring, typically a 3-piece design with a pair of thin chrome faced or nitrided steel oil rails supported by an expander. Advantages of the three piece design are: low cost, good conformability to the cylinder bore, ease of installation and the ability for the ring manufacturer to modify the oil ring tension as demand requires. The 3-piece design is widely used in both OE and performance ring applications. The general consensus is that the traditional 3piece oil ring design works great so why mess with it? The 3-piece oil ring provides good oil drain back, good side sealing of the oil groove and allows the two rails to seal against the cylinder bore independently of each other, something a one-piece oil ring cannot do. A 3-piece oil ring also has less mass which reduces inertia forces for better ring stability especially at higher engine speeds. One piece oil rings are used in many low rpm diesel engines and in some European gasoline engines, but are relatively uncommon here in performance applications. However, they do exist and are successfully used in a variety of F-1, NASCAR and NHRA Pro Stock engines. The onepiece oil rings are available on special order, are very expensive and are quite different than a traditional 3-piece oil ring. But they do have their advantages. According to one supplier of these rings, their one-piece oil ring in a 4.180˝ cylinder bore with a 1.5 mm oil ring groove in the piston exerts only about 10 Newtons of load against the cylinder bore. Of course, conventional 3-piece oil rings have also gotten thinner to reduce tension and friction. A traditional 3-piece, 3/16˝ thick oil ring that used to create 20 lbs. of tension has now been replaced by smaller, thinner 3-piece oil rings that generate only 3 to 4 pounds of tension. Less tension means less friction and more horsepower.
Ring Gaps Regardless of what type of rings you choose for an engine, the ring end gaps have to be right for the application. The more power an engine makes, the more heat it generates in the combustion chamber and the more the top ring expands in response to all that heat. As the ring expands, the distance between the ends of the ring in the ring gap narrows. Hopefully, there’s enough clearance so the ends of the ring don’t overextend and butt up against each other, causing the ring to scuff. Engines with power adders such as nitrous oxide, a turbocharger or blower obviously create more heat the combustion chamber than most naturally aspirated engines, so requires more end gap clearance when the rings are installed. A rule of thumb for the top compression ring is .0045˝ of end gap per inch of bore diameter for a naturally aspi58
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Piston Rings rated engine, and .006˝ for a power adder application. What’s more, many ring suppliers recommend opening up the second ring .005˝ to .010˝ more than the top ring gap in naturally aspirated engines to prevent gas build up between the top and second rings. This can cause the top ring to flutter or bounce and lose its seal. But in a boosted engine, the second ring is exposed to more blowby and should be gapped nearly the same as the top ring. Piston ring manufacturers publish end gap recommendations in their catalogs and on their websites. Always refer to these recommendations as they will vary from one manufacturer to another depending on the type of rings used, what the rings are made of (cast iron has a higher rate of thermal expansion than steel), and the application.
Final Thoughts On Ring Selection Though books have been written on
this subject, we can boil it down to the following points: 1) What is your total engine budget, and what percentage of that budget can you spend for rings? For example, if you buy a set of exotic one-piece oil rings that cost almost $600 for a V8, the rings alone might cost more than the pistons! Such an expensive outlay for a set of rings wouldn’t make much sense for a typical street/strip engine, but it might be justified for a high dollar Pro Stock engine. 2) Are you building a naturally aspirated engine or one that will be jacked to the max with nitrous oxide, a turbocharger or blower? The higher the power output, the stronger the ring material that will be needed to handle the heat and pressure. 3) How will the engine be used? Drag racing, truck pulling, circle track, marine, street driven, etc. If the application is a street performance engine, how much time realisti-
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cally will it actually spend at full throttle? Choose a ring facing that provides the kind of durability that matches the application. 4) How often will the engine be refreshed? Will the rings have to last tens of thousands of miles (as they do on the street) or will they be replaced every season? 5) What type of rings are others using in similar applications? If a certain type of ring or facing material is working great for everybody else, trying to be a pioneer may prove to be expensive! 6) What kind of rings are available for the engine’s bore size and piston configuration? For some applications (like engines with unusually large bore diameters or extremely short lightweight pistons), this may limit your options quite a bit. ■ We thank the following ring suppliers for their input to this article: Federal Mogul/Sealed Power, Hastings, MAHLE, NPR and Total Seal.
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Product Spotlights
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Dec. 6-8 2012 IMIS 2012, held December 6-8 2012 in Indianapolis, IN, is your destination to explore the newest equipment and innovative technology in the motorsports industry. World-class exhibitors, technical seminars, endless networking, banquets, special events, and much more promise to make your visit to this year’s IMIS 100% hardcore.
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Product Spotlights
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10W-30 Synthetic Diesel Oil New AMSOIL OE 10W-30 Synthetic Diesel Oil provides outstanding fuel economy benefits for applications requiring an SAE 30 or 10W-30 diesel oil. The new addition to the company’s OE line offers high-quality protection and performance for manufacturer-recommended drain intervals at a very attractive price point.
Amsoil Inc. www.amsoil.com Circle 110
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Product Spotlights
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Product Spotlights
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Web Valvetrain Parts Catalog SBI has released a Web-based version of its acclaimed catalog in order to provide users with real-time updates on additions to the company’s line of replacement valvetrain parts for close to 3,000 applications divided among late-model domestic and import passenger car, light truck, performance, marine, agricultural, heavyduty and forklift/industrial. The catalog also features listings of K-Line Bronze Bullet-brand valve guide liners and miscellaneous K-Line tooling stocked by SBI, Exclusive Master Distributor for K-Line. Based on SBI’s CD-ROM catalog, the SBI Web-based catalog allows the user to search the database by part type/part number, vehicle type, engine manufacturer, or specific engine and make codes.
S.B. International Phone:1-800-THE-SEAT
www.sbintl.com Circle 119
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Stock Replacement Gaskets from Engine Pro Engine Pro has added to its line of stock replacement gaskets, with full sets and head sets now available. All gasket components are produced to OE standards and are ISO 9001:2000 certified. Cylinder head gaskets have an exclusive perforated steel core to resist scrubbing, special aluminum sealing compound for better load spread, and Teflon-graphite coatings for better heat resistance and more effective sealing. Go to goenginepro.com for your local Engine Pro Distributor.
Engine Pro Phone: 1-800-ENGINE-1
www.goenginepro.com Circle 122 64 October 2012 | EngineBuilder
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Product Spotlights
Stock-Appearing Performance Nitrided Rocker Arms Elgin® PRO-STOCK® Nitro™ rocker arms look just like stock replacement components but feature a nitrided, casehardened metallurgy that is significantly more resistant to wear. These exclusive rocker arms are ideally suited to applications with high valve spring pressure and which are raced in classes/series requiring stock-appearing parts. For more information, please contact your Elgin PRO-STOCK supplier, visit www.elginind.com or call 1-800-323-6764.
Phone:800-323-6764
www.elginind.com Circle 125
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MaxDry STL Intake Manifold Gaskets Magnum Gaskets offers MaxDry STL™ steel-carrier gaskets for the most demanding intake manifold applications. They feature super premium FKM synthetic rubber, precision-molded onto corrosion-resistant aluminized steel carriers. They offer maximum protection from exposure to harsh chemical environments and extreme operating conditions, including extended-life anti-freeze, known as OAT (Organic Acid Technology) coolants.
Magnum Gaskets, an MSI brand Phone: 847-580-6110
magnumgaskets.com Circle 128
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Classified/Cores
66-67 Class-Cores 10/17/12 10:37 AM Page 66
Call now to order or to receive a free 2012 catalog 1-800-434-5141 www.autobodysupplies.com
USED AND REBUILT EQUIPMENT
Used/New Automotive Equipment 1-800-223-2573 www.AllStates.com
MACHINE REBUILDING
CBN TOOLING: WE RESHARPEN CBN’S!
JAMISON EQUIPMENT 1908 11th St., Emmetsburg IA 50536 800-841-5405 Check out our used equip. list at www.jamisonequipment.com
AUTO COMPUTERS ECM’s & MAF’s SAVE 70%
If We Don’t Have It...It Doesn’t Exist
• 325,000 units in stock • All Foreign & Domestics • ECU’s & BCM’s • ABS & Airflow’s • Same Day Shipping • R & R Service • 1-Year Warranty • Free Tech Help on Web • Inhouse Reprogramming: GM, Ford, Jeep & Chrysler
Call Toll Free
1-UPS-OUR-ECMS (1-877-687-326 7 ) 570-883-9930 www.autoecms.com 66 October 2012 | EngineBuilder
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Classified/Cores
Advertiser Index
HELP WANTED Experienced automotive engine machinist needed to work in a fully equipped and well organized engine machine shop. To view our company visit www.orasengines.com. References required, pay based on experience and qualification. Email resume to orasengines@msn.com or fax to 918-422-4441.
SPECIALIZING IN ENGINE CORES
GRANT
Simply the Best Lists:
(314) 421-5585 ST. LOUIS ★ FAX (314) 421-1436 (888) 421-5585
WE BUY • CAMS • CRANKS
WE SELL • HEADS •RODS
3815 N. 21st ST.
ST. LOUIS, MO 63107
To Advertise in
CLASSIFIEDS! Call
Roberto Almenar at 330-670-1234, ext. 233 ralmenar@babcox.com
Automotive Aftermarket Truck Fleet & Powersports Markets
What Type of Direct Marketing Initiatives Do You Have in Store for 2012? Direct Mail E-Mail Marketing Telemarketing New Business • Prospecting Drive Web Site Traffic
Database Enhancement Catalog Mailing Promote Upcoming Tradeshows
Don Hemming, List Sales Manager Babcox Media, Inc. Phone: 330-670-1234 x286 Fax: 330-670-0874 dhemming@babcox.com www.babcox.com
COMPANY NAME American Gasket Amsoil Inc Atech Motorsports Brad Penn Lubricants Cam-shield Lubricants Centroid Corp. Cloyes Gear & Products Inc. Dakota Parts Warehouse Dart Machinery Ltd Darton International DNJ Engine Components Driven Racing Oil, LLC Dura-Bond Bearing Co Edelbrock Corp Elgin Industries Engine Parts Group Engine Parts Warehouse Engine Performance Warehous EngineQuest ESCO Industries Evans Cooling Systems Federal Mogul/Fel Pro GRP Connecting Rods IMIS Injector Experts King Electronics Liberty Engine Parts Los Angeles Sleeve Mahle Clevite Melling Engine Parts Magnum Gaskets Moroso Performance Products Motor State Distributing Mr Gasket Performance Group NPR of America, Inc. Packard Industries PAI Industries Inc Performance Trends PRI Show Pro-Filer Performance Product PRW Industries Quaker City Castings Quality Power Products Ross Racing Pistons Rottler Manufacturing Safety Auto Parts Corp Sardello, Inc SB International Scat Enterprises Schaeffler Group USA T & D Machine Products United Engine & Machine Vibratech TVD Wiseco Piston Inc
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Final Wrap
68 Final Wrap 10/17/12 10:36 AM Page 68
Butterfield, Bubba and Me
How Seattle’s skyline provided a great backdrop to industry talk
O
kay, so saying “I have to play golf when I’m at the PERA Annual Convention” doesn’t sound like the toughest way to spend an afternoon. But when you’re A; not much of a golfer (me), B; teamed with some industry bigwigs (Peter Butterfield of LKQ, Ken Carter of MAHLE Clevite and Robert Yarbrough of Bishop International) and C; expected to contribute something to a scramble foursome, the stress level can start to rise. Luckily, we found Bubba. Bubba happens to be a buckeye, which also happens to be the Official Tree of the Great State of Ohio from which Mr. Carter and I both hail. Bubba became, after a mediocre first few holes, our team mascot and propelled us to first place in last month’s Annual PERA Golf Outing in Seattle, WA. It’s probably more accurate to say that the efforts of Messrs. Yarbrough, Carter and Butterfield did more to contribute to our victory than my finding the lucky buckeye did, but
enginebuildermag.com 3550 Embassy Parkway Akron, OH 44333-8318 FAX 330-670-0874
330-670-1234
we’ll just give credit to Bubba. Obviously, giving credit where credit is due is important, and I’d like to heap some praise on someone else who may feel that she’s treated like a nut, Engine Builder graphic designer extraordinaire, Nichole Anderson. As you’ve no doubt noticed by now, Engine Builder has undergone a fairly significant redesign. We think it’s a cleaner, fresher and more contemporary look, and we owe much of it to Nichole. While I hope that working with me isn’t as frustrating as golfing with me, I will admit that things don’t always go as smoothly as I (or anyone else) would like. Thanks to the great efforts of the crack team of Senior Executive Editor Brendan Baker, Ad Services Queen Tina Purnell and the aforementioned Designer Par Excellence Anderson (in addition to a few others), my false swings and failings never got the chance to derail this project. We hope you like the design and promise even more improvements in the months ahead, both in print, on-
Publisher Dave Wooldridge, ext. 214 dwooldridge@babcox.com
Advertising Services Tina Purnell, ext. 243 tpurnell@babcox.com
Associate Publisher/Editor Doug Kaufman, ext. 262 dkaufman@babcox.com
Director of Distribution Rich Zisk, ext. 287 rzisk@babcox.co
Senior Executive Editor Brendan Baker, ext. 228 bbaker@babcox.com Graphic Designer Nichole Anderson, ext. 232 nanderson@babcox.com Tech Editor Larry Carley lcarley@babcox.com
68 October 2012 | EngineBuilder
Circulation Manager Pat Robinson, ext. 276 probinson@babcox.com Sr. Circulation Specialist Ellen Mays, ext. 275 emays@babcox.com
ASSOCIATE PUBLISHER/EDITOR ASSOCIATE PUBLISHER/EDITOR Doug Kaufman Doug Kaufman dkaufman@babcox.com dkaufman@babcox.com
line and in various other formats. Engine Builder will continue to address this industry’s changing needs and we appreciate your comments on how we’re doing. For me in Seattle, the challenge of trying to golf in the presence of greatness paled in comparison to the chance to talk openly about the challenges we face. As we all know, things aren’t easy in this industry. But as those of us who participated at the PERA Convention can attest, there’s a great network of support for all of us. Gone are the days when industry members operated on an island – today, teamwork is much more evident. Remanufacturers and suppliers alike were readily exchanging ideas, questions and solutions. Certainly, business is still business and healthy competition will be necessary for the continued survival of our industry. But we’re all in this together and whatever skill set you happen to bring to the party, know that your contributions will be appreciated by the rest of the team. ■
Sales Representatives Bobbie Adams badams@babcox.com 330-670-1234, ext. 238
Dean Martin dmartin@babcox.com 330-670-1234, ext. 225
Roberto Almenar ralmenar@babcox.com 330-670-1234, ext. 233
Jim Merle jmerle@babcox.com 330-670-1234, ext. 280
David Benson dbenson@babcox.com 330-670-1234 ext. 210
Tom Staab tstaab@babcox.com 330-670-1234, ext 224
Don Hemming dhemming@babcox.com 330-670-1234, ext. 286
Glenn Warner gwarner@babcox.com 330-670-1234, ext. 212
Karen Kaim kkaim@babcox.com 330-670-1234, ext. 295
John Zick jzick@babcox.com 949-756-8835
Dean Kelly dkelly@babcox.com 608-523-4271
Babcox Media Inc. Bill Babcox, President Greg Cira, Vice President, CFO Jeff Stankard, Vice President Beth Scheetz, Controller In Memoriam: Edward S. Babcox (1885-1970) Founder of Babcox Publications Inc. Tom B. Babcox (1919-1995) Chairman
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