Forced Induction Basics - Engine Professional.pdf

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FORCED INDUCTION BASICS – BLOWN TO BE WILD

AN AERA INTERNATIONAL QUARTERLY PUBLICATION

APRIL-JUNE 2012

PHOTO BY MIKE MAVRIGIAN.

Speed Read Beyond the Flow Bench

Diesel to LPG Understanding this engine conversion

Engine Fasteners Correct pre-load with fasteners is critical

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CONTENTS

VOLUME 5, NUMBER 2

4

FROM THE PUBLISHER

6

INDUSTRY NEWS

PUBLISHER

Welcome to new AERA members, calendar of events, news and views

8

AERA ONLINE TRAINING By John Goodman

10 FORCED INDUCTION BASICS By Mike Mavrigian Supercharging and turbocharging tidbits

28 DIESEL TO LPG

10

By Clemens Ortgies

34 CONFERENCE RECAP By Steve Fox Sunnen & Mahle California Conference a huge success; 2012 conference calendar

48 CHEVROLET CRUZE DIESEL WILL BUILD ON GM’S EURO EXPERTISE

EDITOR

John Goodman [email protected]

By Dave Hagen

40 SPEED READ By David C. “Woody” Woodruff Beyond the Flow Bench

AERA - Engine Builders Association 500 Coventry Lane, Suite 180 Crystal Lake, IL 60014 815-526-7600 815-526-7601 fax Chairman of the Board David Bianchi Seattle, WA First Vice Chairman Dwayne Dugas New Iberia, LA Second Vice Chairman Ron McMorris Maple Ridge, BC CANADA Treasurer Dean Yatchyshyn Cumberland, MD President John Goodman

ASSOCIATE EDITOR

42

Jim Rickoff [email protected] TECHNICAL EDITORS

44 THE ROLE OF FASTENERS IN CRITICAL ENGINE MEASUREMENT By Bobby Kimbrough

50 PRO-SIS CORNER By Steve Fox The differences between the PRO-SIS programs

54 TECHSIDE By Dave Hagen, Mike Caruso and Steve Fox Warranty Administration

48

Dave Hagen [email protected] Steve Fox [email protected] Mike Caruso [email protected] Gary Lewis [email protected] Mike Eighmy [email protected] COMPTROLLER

Ellen Mechlin [email protected]

58 ON THE SAME PAGE Engine building book reviews by AERA Technical Specialist Mike Caruso

GRAPHIC DESIGN

64 TECH BULLETINS

Maria Beyerstedt [email protected]

75 MARKETPLACE

ADVERTISING SALES

58

Jim Rickoff [email protected] Hal Fowler [email protected] PRODUCTION

Jan Juhl [email protected] CIRCULATION

Karen Tendering [email protected] Engine Professional® magazine (ISSN 1945-7634) is published quarterly by Automotive Engine Rebuilders Association (AERA). Copyright 2012 AERA. Subscription rates: $70 per year, outside the United States $90, single copy $20. Publication, editorial and business office: 500 Coventry Lane, Ste 180, Crystal Lake, IL 60014. Editorial: 815-526-7600, Advertising: 507-457-8975, Circulation: 815-526-7600. Send change of address to the above. The opinions, beliefs and viewpoints expressed by the various authors in this magazine are those of the individual authors and not of the Automotive Engine Rebuilders Association, which disclaims all responsibility for them.

2 APR-JUN 2012 engine professional AN AERA INTERNATIONAL QUARTERLY PUBLICATION

INTERNATIONAL LIAISON

Yolanda Carranza [email protected] CHIEF TECHNOLOGY ARCHITECT

Richard Rooks [email protected]

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engine professional WWW.AERA.ORG/EP 3

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FROM THE PUBLISHER BY JOHN GOODMAN, AERA PRESIDENT

Golden Memories At some point, I knew this day would come. It happens to everyone and now, retirement is happening to me. As with any event you don’t want to think about, you just bury it away and go about your business. But I am told with age comes wisdom and I thought it wise to move my concentration away from career and focus on Shirley (my wife) and grandchildren. Life doesn’t often give one a second bite of the apple but retirement can do just that. So, without looking back, Shirley and I decided that on June 30, 2012, I should retire from a beloved industry that has given us so many good friends and memories. Given past history, I will stay active and still have a few things to contribute, but family gets the lions share. This is also a great time for reflection. Most of my tenure in the engine rebuilding industry was spent on the other side of the AERA fence and not very close to the association’s internal workings. AERA had always been that shining edifice among engine rebuilders but I never got close enough to see just how good they really were. Nine years ago, when given the unique opportunity to serve as AERA president, I was humbled in the extreme! Although my background was in the engine rebuilding industry, technology that drove the industry interested me most. So, how would my past experience help AERA become more effective? AERA has always been a technically oriented association and it was apparent that I might be able to help in that direction. We immediately began redoing PRO-SIS, AERA’s proprietary engine specification software, to perform better and enlarge specification content. After a few years and with the help of a very talented AERA programmer, PRO-SIS was written in a new, more robust database language. With help from FIRM (an umbrella association of EU engine rebuilders), we created a new PRO-SIS database called PRO-SIS SA. PRO-SIS SA would better serve the EU, North America and the rest of the world. AERA is particularly proud that this was accomplished 100% in house and continues to be supported by us.

One sad note was the ending of our Expo and New Product Showcase. AERA had hosted these two events every year for over 35 years but eventually ran its course and ended in 2006. That left a big hole in our membership but was soon filled by several regional conferences hosted throughout the United States. These regionals have been a big success and there are plans to increase them going forward. Engine Professional magazine (EP) is another milestone for AERA and one of our crown jewels. EP is now in its fifth year of publication serving engine builders and rebuilders worldwide. Editorial content is focused on shop needs and introduces new technology that every shop can use. Each article must have shop application or it isn’t considered for EP. We are especially proud of Engine Professional because it is a magazine created entirely by AERA staff for the engine rebuilder. Anyone who has ever picked up a copy of EP knows it is best in class for our industry and we are proud to enjoy that status. It also means we must work hard to maintain and improve it. The depth of knowledge within AERA is staggering! AERA members constitute a knowledge base equal to none. To that end, AERA launched a certificate program based on Gary Lewis’s book, Automotive Machining and Engine Repair that now has 92 enrolled with 23 graduates. This program is a rigorous 18 unit, self-paced, online course covering all aspects of engine tear down, cleaning, machining and assembly. Every enrollee has up to one year to complete the course but once successfully completed, is awarded two AERA certificates for Cylinder Head and Engine Machinist. It doesn’t matter how long you have been in the industry, you will learn something new if you take the course. Other new things introduced over the past nine years are a new and growing Engine Component Failure Analysis Manual now in second edition printing. With over 128 pages of cause and effect engine component failures, this growing resource is fast becoming the final answer for engine failures. We have many

4 APR-JUN 2012 engine professional AN AERA INTERNATIONAL QUARTERLY PUBLICATION

manufacturers to thank for content in this manual so be sure to see the list when you get your copy. Other new things AERA has engaged is the installation of new data servers in New Zealand and the United States to support Internet based PRO-SIS for users around the world who would prefer using PRO-SIS on line as opposed to their PC. This limits the need for new computer hardware and large storage capacity. We see many current AERA PRO-SIS users switching to this new Internet format. Other new initiatives are meaningful marketing tools for members to better promote their businesses and Shop Financial Analyzer, a tool used by shops who desire to know what their business is doing financially and where to make positive improvements if required. Finally, AERA has been energetic in gathering and archiving thousands of new engine specifications from original equipment manufacturers worldwide and make it available to members upon request. Our three-man tech department is the best in the business and getting better every year. This is just a sample of initiatives AERA has been involved with to strengthen its core values. It would be easy to write a lengthy review of accomplishments for each of the AERA staff and consultants; there is just that much talent within AERA to be able to say that. I am most proud of what my AERA team has created over these wonderful nine years. We may be small but we are quality.■

Prior to becoming president of AERA, John Goodman was director of the Advanced Technology Center (ATC) for Micromatic-Textron. The ATC focused on manufacturing honing solutions and studies for OEM engine manufacturers. Testing of traditional and unique honing abrasive systems, coolants, fixtures, tools and software were primary responsibilities of the ATC lab.

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■

industry news

AERA welcomes new members ACTIVE • Allisons Automotive, Upland, CA • Arkansas Cylinder Head Service, Wynne, AR • Arrow Engines, Temecula, CA • Auto Machine Service, Grand Junction, CO • Baldwin Automotive Machining, Pontiac, MI • Boats Unlimited Crowley, TX • Carquest Auto Parts, Kansas City, MO • Daves Engine Rebuilding, Austin, MN • Genuine Parts Co, . Colorado Springs, CO • Johns Auto Machine Shop, Olathe, KS • Kadena Motor Service, Roselle, NJ • M & D Automotive Machine Shop, Purcellville, VA • Maces Machine Shop, Morganton, NC • Marine & Industrial Machine, Pflugerville, TX • Mikes Bump & Grind, Webster, TX • Motorhead Machine, Riverton, WY • Murtagh Automotive, Charlotte, NC • Neponset Valley Machine, Walpole, MA • Panhandle Head Exchange, Amarillo, TX • Performance Machine, Manteca, CA • Pioneer Automotive Machine, Paso Robles, CA • Q.A.C., Oakhurst, CA • R & A Services, Lufkin, TX • R Johnson & Sons Engine Service, Warwick, RI • Rectificadora Ibara Lazaro Cardenas Mich, MEXICO • Rectificadora Italo Peruano Balera, Edo Trujillo, VENEZUELA

• Rectimotores Casanare Yopal, Dept. Casanare, COLOMBIA • Rogers Auto Specialists, Alamosa, CO • Rubley Racing Engine, White Pigeon, MI • Strand Precision Motor Engineers Strand, Western Cape, SOUTH AFRICA • TDC Engines, Kingston ON CANADA • The Green Machine, Vidalia, LA • Tom’s Garage, Danville, IL • Vegatruck, La Vega DOMINICAN REPUBLIC ASSOCIATE • AMSOIL Inc., Superior, WI • ATI Performance Products, Baltimore, MD • Gold Auto Parts Recyclers, Dallas, TX • International Automotive Core Parts, Hampden, MA • Kumar Bros USA LLC, Katy, TX • Modern Silicone Technologies, Bannockburn, IL MEMBERGETTER • Dave Monyhan, Goodson Tools & Supplies, Winona, MN

PRI Announces Transition and Sale to SEMA Performance Racing Industry (PRI), producers of the motorsports business magazine and trade show, finalized plans to be purchased by SEMA. With 20-plus years of publishing and management experience at PRI, John Kilroy will serve as vice president/ general manager of PRI and assume day-to-day operations for the group. All the operations, employees and offices will remain intact at PRI’s current location in Laguna Beach, California.

6 APR-JUN 2012 engine professional AN AERA INTERNATIONAL QUARTERLY PUBLICATION

calendar “Steve Lewis launched the PRI concept a quarter-of-acentury ago, as an organization totally dedicated solely to the racing industry,” said Kilroy. “It was Steve’s dream that PRI continue to serve the racing community and to ‘nest’ PRI with an organization that clearly understands PRI’s heritage and the role we play in how the racing industry conducts business. We are pleased to have found that strategic partner in SEMA.” Lewis, founder and current CEO of PRI, will now be able to dedicate his time and energy to pursue his lifelong passion for motorsports, which includes management of his Nine Racing midget team and supporting the racing career of his son Michael—2011 Formula 3 Italia Rookie of the Year. SEMA President Chris Kersting said, “The Performance Racing Industry Trade Show and magazine are great complements to the SEMA mission: they help their customers' businesses to succeed. SEMA looks forward to providing the PRI team the resources and support to continue delivering great value to the racing and performance segment.” Founded in 1963, the SEMA trade association provides services and resources to businesses in the automotive specialty equipment industry. Members include manufacturers, distributors, retailers and marketers of products that enhance the styling and functionality of cars, trucks and SUVs. In addition to producing the premier automotive accessories trade show, where more than 100,000 individuals come to do business, SEMA offers education, research and several publications specifically targeted to the industry. For more information, visit www.performanceracing.com or www.sema.org.■

MAY 19 TECH & SKILLS CONFERENCE Hosted by Liberty At Liberty’s New England Warehouse Worcester, MA

JULY 19 TECH & SKILLS CONFERENCE Hosted by EPWI Denver, CO

SEPTEMBER 27-29 TECH & SKILLS CONFERENCE Hosted by Rottler Held in conjunction with the Rottler Open House Seattle, WA

SEPTEMBER 28-29 TECH & SKILLS CONFERENCE Hosted by Comp Cams Memphis, TN

OCT. 30 – NOV. 2 SEMA SHOW Las Vegas Convention Center Las Vegas, NV www.semashow.com

NOV. 29 – DEC. 1 PRI SHOW Orange County Convention Center Orlando, FL www.performanceracing.com

DECEMBER 6-8 IMIS SHOW Indiana Convention Center Indianapolis, IN www.imis-indy.com

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AERA ONLINE TRAINING

AERA Certificate of Completion

BY JOHN GOODMAN, AERA PRESIDENT

AERA Engine Building and Machining Certificate Program With the absence of ASE machinist certification, AERA felt it necessary to offer our industry an alternative. Rather than a test to prove understanding, AERA has chosen to offer a comprehensive online training program leading to diplomaquality certificates in Cylinder Heads and Engine Machinist. Technicians who successfully earn either certificate will hold proof that they have an elevated understanding of fundamentals of machining, measuring tools, shop safety, fasteners, engine theory, engine diagnosis, engine disassembly, component cleaning, inspection, crack detection and repair, component reconditioning and cylinder head and block resurfacing.

This program is an online, self-paced course with up to one year to complete. Gary Lewis’ book, “Automotive Machining & Engine Repair,” will be included with the $150 registration fee. Everything a technician will need is contained in the program with video clips and supplemental readings at key locations within the program. Benefit to the Technician: An AERA certificate of completion means you have successfully finished a difficult program designed to teach and test detailed skills and practices of an operating engine machine shop. It elevates your status and chances of hire with prospective employers looking for qualified, teachable employees. Benefit to the Shop Owner: Knowing that a prospective employee holds an AERA certificate of completion in Cylinder Heads and/or Engine Machinist increases your likelihood of hiring a productive and trainable shop technician. A new hire with an AERA certificate improves your chance of hiring and keeping qualified shop personnel. To find out more about this exciting new certificate program, please call the AERA office at 815-526-7600, extension 202 and ask for Karen Tendering — or email [email protected].■

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As of April 12, 2012, 92 people have enrolled in the AERA online training course for certificates in Cylinder Heads and Engine Machinist. The following is a list of those who have completed both certificates.

• David Roland, Macomb Community College, Macomb, MI

• Jim Connor, Automotive Training Center, Warminster, PA

• Todd Riggs, SRC of Lexington, Lexington, KY

• Joe Wahrer, Allen Correctional Institute, Wapakoneta, OH

• Tom McCully, Automotive Training Center, Exton, PA

• Joe Holthof, AIS Engines, Paul Wiley, Welland, Ontario, Canada — “I am currently employed as an Apprenticeship Technologist at Niagara College. The majority of my work takes place in our auto shop, however, I also work in the areas of cabinet making, general machinist and welding. The AERA program was presented to me and my co-workers as a way of expanding our knowledge of engine machining. This course has been very beneficial for me as an individual because of my work in the machine shop. I really appreciated the approach that was taken with this training because it not only shows the correct methods for work, it also explains in detail why said methods are used. I would strongly recommend AERA online training to anyone looking to gain a more in-depth understanding of engine machining. To date, there have been a few of us at the College who have taken the course and it’s been beneficial to all of us. Thanks, AERA!”

Grand Rapids, MI

• Tom Shoffner, DNJ Engine Components, Chatsworth, CA

• Eric Bouchard, AIS Engines, Grand Rapids, MI

• Damian Mitchel, AIS Engines, Grand Rapids, MI

• Armando Guerrero Sr., Carquest of Surprise, Surprise, AZ

• John Johnson, Niagara College, Welland, CANADA

• Kevin Hachkowski, Niagara College, Welland, CANADA

• Paul Wiley, Niagara College, Welland, ON, CANADA

• Chris Amy, Elk Point, AB, CANADA

• Garrett Moldoff, Northeast Automotive Parts, Nassau, NY

• Rob Kerr, Workman Auto Repair, Brighton, ON, CANADA

• Randy Whaley, Workman Auto Repair, Brighton, ON, CANADA

• Mike Beattie, Niagara College, Welland, ON, CANADA

• Christopher Ens, Precision Engines, Whitehorse, Yukon, CANADA

• Matthew Tedder, MTP Drivetrain, Many, LA

• Jeff St Peter, SPR Enterprises LLC, Port Washington, WI

• Arthur Olivo, Allan Hancock College, Santa Maria, CA

• Kevin Alford, MTP Drivetrain, Many, LA

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Forced Induction Basics BY MIKE MAVRIGIAN PHOTOS BY MIKE MAVRIGIAN UNLESS OTHERWISE NOTED

Supercharging and turbocharging tidbits While this article may be a bit simplistic for those familiar with forced induction, hopefully the information will be helpful to those who are not as experienced with this approach. A naturally-aspirated engine uses available (ambient) air to enter the engine, mix with fuel and ignite in the combustion chamber. A forced induction system (supercharger or turbocharger) does just what the term implies…it forces additional air into the combustion chamber. When mixed with the appropriate ratio of fuel, you create higher cylinder pressure, referred to as boost, which makes more power. While we certainly don’t have the room here to delve into great detail, we’ll try to offer a few informational tidbits that will hopefully help you to better understand the basics.

SUPERCHARGER BASICS Superchargers (blowers) are offered in three types, including the Roots type, centrifugal and the screw type. The Roots type is the least complex, functioning as an air pump. Instead of compressing air inside the unit, pressurization takes place in the manifold and combustion chambers (referred to as external air compression). Centrifugal and screw type superchargers compress air inside the supercharger (internal compression), pushing the compressed air into the intake and combustion areas. A centrifugal unit mechanically functions much the same as a turbocharger, with an internal impeller. Instead of being driven by exhaust gas (as with a turbo), a centrifugal supercharger impeller is driven mechanically by a drive belt. The screw type supercharger features two

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engine professional WWW.AERA.ORG/EP 11

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FORCED INDUCTION BASICS BY MIKE MAVRIGIAN

Especially for retro-fitting for closed-hood clearance, Edelbrock, as one example, offers a complete low-profile screw-type supercharger kit (pictured left) that includes everything needed except for the celebratory pizza once the job is finished. (Courtesy Edelbrock) A thermal “blanket” (shown below) helps to reduce underhood temperatures. (Courtesy DEI)

inter-meshing spiral rotors (if you’re familiar with a twin-screw shop air compressor, it’s easy to understand this style). The two rotors progressively compress the air as they spin and as air passes through the spiral “teeth.” Because of the precision tolerances required in the manufacturing process, screw type superchargers tend to be more expensive. Regardless of the style, a supercharger (and a turbocharger as well) packs more air into the cylinders, effectively forcing the air into the cylinders. This allows (and demands) a more dense fuel/air charge. Igniting a higher-pressure/more dense charge makes more power.

SIZE AND SPEED Boost is affected by both engine displacement and driven speed of the blower. If the blower is driven at a constant speed ratio (between crank and blower), a larger-displacement blower will produce more boost than a smaller blower on the same engine. As engine displacement increases (let’s say going from a small block to a big block), boost is reduced if the blower is driven at the same speed. If engine displacement is reduced (and the blower runs at the same speed), boost is increased. If the blower runs at a higher speed, boost is increased. At a lower blower speed, boost is reduced. This is a very basic overview, but typically you should choose a smaller blower size for smaller displacement and a larger blower size for bigger displacement engines. Drive pulleys can

be selected (larger or smaller diameter) to make the blower run slower or faster, in order to “tune” boost for the given engine. For instance, running a larger blower on a smallblock can be tuned by driving the blower at a slower speed in order to keep the boost level down to a point where you avoid detonation. But, running the blower too slow can reduce boost if the blower isn’t running fast enough to compress the air sufficiently. If you run too-small a blower on a bigblock engine, the blower speed would need to increase, possibly to the point of becoming inefficient (running at too high a speed can create excessively heated intake air, which would ruin air density. In other words, you need to pay attention both to blower size and the speed at which it’s driven.

FUEL SYSTEM Often, customers tend to ignore the fuel system, which will typically need to be adjusted to accommodate the forced induction, in terms of delivery fuel line diameter and richening (via jets, injectors, ECM reprogramming, etc.). When using forced induction (when boost is applied), you’ll need more fuel, since it always takes more fuel to make more power. Plan on tuning with a richer mixture. Retarding ignition timing also allows the use of more boost. We’re speaking in broad generalities here, so talk to the supercharger/ turbocharger manufacturer and plan to spend some time tuning both fuel and spark.

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PRESSURE RELEASE VALVES Installing a form of adjustable pressurerelease valve (blow off/pop-off) offers a safety margin, allowing the release of a pre-set amount of pressure to avoid overboosting (again, lots of variables are involved here. Talk to your forced induction supplier for recommendations based on your specific setup). The two types of valves included here include a wastegate (WG) and a blow-off valve (BOV). In the simplest of terms, a WG regulates pressure on the exhaust side, while a BOV regulates pressure at the intake side. The BOV is usually positioned on the feed pipe between the turbo and the intercooler. When you lift throttle, the BOV prevents forced air from being packed into the engine when decreasing RPM. The WG regulates the amount of boost from the turbo to prevent over-boosting. Both are required.

CAMSHAFT In order to optimize the use of forced induction, ideally the engine will likely prefer a lobe separation angle (LSA) in the moderate-wide range, probably around 112 to 114 degrees. Generally, heavier valve springs are also required, depending on the amount of boost being created. The exhaust is opening against pressure, so this isn’t a huge concern, but with regard to the intake side, you’ll likely need higher rate springs. We’re not

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FORCED INDUCTION BASICS BY MIKE MAVRIGIAN

A twin-turbo installation (during fabrication). Note the large intercooler.

trying to pass the buck here, but it’s best to consult with a cam maker for a recommendation (you’ll need all of your engine specs and forced induction info before you call).

SPARK PLUGS When running a supercharger, it’s generally recommended to run one heat range colder than stock. According to Kenne Bell Superchargers, a gap of 0.035” is common.

COMPRESSION RATIO If you’re building an engine specifically for forced induction, lowering the compression ratio allows more boost with the same octane. Static compression ratio (CR) refers to the compression ratio of your engine without forced induction. Final compression ratio (FCR) refers to the compression that you’ll have when full boost is applied.

The formula for calculating final CR is as follows: (Boost divided by 14.7) + 1 X Static CR = Final Compression Ratio (FCR) Shown above is a compression ratio reference chart that explains how static compression is affected by various forced

14 APR-JUN 2012 engine professional AN AERA INTERNATIONAL QUARTERLY PUBLICATION

induction boost levels (courtesy Silvolite/KB/United Engine & Machine). Note that the higher your final compression ratio, the higher octane fuel you’ll need to prevent detonation. Final compression ratios above 12.4:1 are not recommended for use with premium pump gasoline. Want more FCR? Then prepare to pay for race fuel.

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In addition, these pistons are e n g in e e r e d w i t h T h e r m al Arching Compensation™ ( TAC). TAC utilizes uptilted ring grooves to of fset thermal “arching” distor tion. Uptilt squares the ring face to the c ylinder for reduced oil consumption, b l ow - b y a n d e m i s s i o n s , and ex tended engine life.

sealedpowerpistons.com

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FORCED INDUCTION BASICS BY MIKE MAVRIGIAN

A wastegate valve controls pressure on the exhaust (output) side of the turbo, controlling boost to the engine.

UPGRADING THE ENGINE TO ACCOMMODATE THE NEW-FOUND POWER Consider how your engine will handle the added cylinder pressure. While “simply” installing a forced-air induction system (turbocharger or supercharger) onto an otherwise stock engine may seem tempting (and there are certainly systems out there designed to work with stock engines), we really need to consider the need for a few upgrades in order to allow the engine to withstand the extra boost, in terms of component durability. Remember: any forced induction system will increase cylinder pressure. The extent of this increase may dictate the need to also upgrade stress-related internal components. While today’s commonly-used OE hypereutectic pistons and powder-metal connecting rods are certainly adequate for daily and even spirited driving, when we’re talking about increasing horsepower levels up to about the 450+ HP range and beyond, we’re starting to take risks in terms of durability. If you plan to “boost” the induction system and pack-in a tighter air/fuel mix, you should seriously consider upgrading to forged pistons that are designed to work with forced induction (possibly thicker dome area and a hardness treatment to protect ring lands) and forged connecting rods. By the same token (and granted, this is a debatable area in terms of horsepower level), consideration should also be given to upgrading to a forged crankshaft in place of a stock cast crank. When you’re asking, or expecting, the engine to produce a substantial increase in power, you’ll place added pressures against the pistons, and you’re increasing the forces/stresses that will be placed on the rest of the rotating assembly (crank and rods). Again, depending on the level of added power, the stock engine may not be up to the task. It boils down to how much power you plan to add and at what level you plan to abuse the engine. In some cases, you can get away with changing none of the engine internal components (depending on pressure levels and depending on how the existing engine is already configured), while in other cases where you plan to spit our some serious power, you simply must upgrade certain components if you expect the engine to live. Yes, upgrading the engine (parts, machine shop labor) will add to the

A blow-off valve (also called a pop-off valve) “regulates” air on the intake side of the turbo, to prevent cylinder packing when engine RPM drops (deceleration, between shifts, etc.).

When plumbing a turbo system, flexible hightemp silicone connections allow for pipe movement (vibrations and during thermal growth).

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FORCED INDUCTION BASICS BY MIKE MAVRIGIAN

We recently installed this Vortec supercharger setup onto a 5.0L Mustang. The installation was relatively simple, and after some minor re-arranging, underhood clearance and fit was excellent.

expense, but would you rather spend a fraction of what the engine is worth for upgrading, or do nothing and experience the “thrill” of watching your stock engine hand-grenade, resulting in the expense and hassle of replacing the entire long block? Let’s play devil’s advocate to help illustrate a worst-case scenario. Let’s say that the customer purchased a new “crate” engine (or let’s say that he’s dealing with the bone-stock original production engine). Now, for the sake of argument, let’s assume that this engine has a static compression ratio of 10:1 and is equipped with hyper pistons, powdermetal connecting rods, stock productionline rod bolts, a cast iron crankshaft and powdered-metal or cast iron main caps. Now, the vehicle owner decided to install a supercharger that will add, say, 12 lbs of boost (which can create a compression ratio at around 18:1 at full boost). The engine fires up, the “tuner” adjusts fuel, spark and timing. Everything looks ultra-cool under the hood, and the

engine sounds downright nasty. He drives the car to a couple of local shows, smoke the tires now and then, and everybody’s happy. Then, the little horns pop out of his head and he nails the throttle on a long stretch of country road, really hammering it through the gears and just plain winding it tight. All of a sudden, he hears a big bang, coinciding with a severe or total loss of power accompanied by a nasty bunch of vibrations. There’s an oil trail behind him, there’s lots of smoke, and he coasts to a dead stop, wondering what just happened. Let’s cut to the chase. The car gets towed, the engine gets pulled and torn down, and he’s horrified to find a nice big hole in the block, a loose/crooked crank damper (busted crank snout), a couple of broken rods, busted pistons, bent valves, gouged combustion chambers and maybe a busted cam (not to mention a chunkysoup slurry of metal particles throughout the oiling system). At this point, the engine’s long block is toast, and he’s looking at an expensive

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rebuild (assuming the block can be saved) or a complete engine long-block replacement, not to mention the downtime of the car. All of this could have been avoided with a simple upgrade of a few key components. Suddenly, the catchphrase “pay me now or pay me later” starts to make sense. Remember: when a forced induction engine blows, it can blow in a big way, since it’s still trying to pack in a much higher pressure to the cylinders. PLEASE NOTE: I’m certainly not suggesting that the installation of any supercharger or turbocharger system will destroy an engine. That would be just plain dumb. The point that I’m trying to make is to pay attention and consider the big picture…the existing engine’s limitations and the potential need for a few component upgrades. Again, it boils down to the existing engine components and the level of power increase being planned.

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FORCED INDUCTION BASICS BY MIKE MAVRIGIAN

UPGRADES TO CONSIDER FOR DURABILITY • Pistons (switch to forged aluminum in place of hypereutectic) • Lower compression (where needed) to accommodate added amount of boost • Specialty coatings (thermal barrier and anti-friction) • Moly-coated bearings (rods and mains) • Connecting rods (switch to forged in place of cast iron or powderedmetal cast) • Connecting rod bolts (switching to higher tensile strength aftermarket bolts is always a good idea) • Crankshaft (switch to forged in place of cast) • Double-keyed crank snout • Steel/high performance crank damper • Converting to a keyed damper/pulley on an LS press-fit pulley crank • Cylinder head gaskets (switch to MLS in place of composite) • Cylinder head studs (in place of bolts) • Main caps (billet steel in place of cast iron or powdered metal) • Main cap studs or bolts (using higher tensile strength) • Main cap girdle (depending on engine) • Valves (potential upgrade to higher-quality stainless valves and/or Inconel for exhaust valves) • Higher-rate/more durable valve springs • Rocker arms (more durable aftermarket full-rollers) • Cooling system (make sure the existing cooling system is clean and functions properly; and potential need for more efficient water pump and radiator, especially if using an intercooler)

The turbocharger must be sized for the engine application. For the street, cylinder heads typically may require smaller intake ports and larger exhaust ports. A Borg-Warner T76 turbo is shown here.

There’s no debate that a big ‘ol Roots type blower adds a macho muscle flavor to any engine bay.

Here, a BOV (blow-off valve) is fitted between the turbo and intercooler during a dyno setup at Koffel’s Place in Huron, OH.

Depending on the existing engine type/age/condition, there’s much more to this subject than we have room to discuss in this brief article, but here, I’m pointing out the primary areas of potential concern. 20 APR-JUN 2012 engine professional AN AERA INTERNATIONAL QUARTERLY PUBLICATION

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FORCED INDUCTION BASICS BY MIKE MAVRIGIAN

This twin-turbo drag engine features Banks turbo systems and a meticulouslydetailed dress-up. What a thing of beauty. Note the (costly) carbon fiber air intake feeding the turbos (right). This makes my mouth water.

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FORCED INDUCTION BASICS BY MIKE MAVRIGIAN

An external oil feed connected to a supercharger housing. Individual lubrication for the supercharger is critical.

SPECIALTY COATING ENHANCEMENTS While some (primarily non-enginebuilders) may scoff at the usefulness of specialty engine coatings, there are distinct advantages that various coatings offer to improve either durability or performance, or both. While a wide range of specialized coatings are available to suit a variety of tasks, with regard to coatings that suit forced induction setups, here we’re focusing on the following coatings: • Thermal barrier coating for piston domes • Thermal barrier coating for combustion chambers • Moly (anti-friction) coatings for piston skirts and bearings • Thermal barrier coatings for exhaust valve faces and exhaust ports • Thermal barrier coatings for exhaust manifolds

Thermal barrier coatings (typically involving a ceramic formula) provide what the term implies: a heat barrier. When applied to piston domes, this not only helps to protect the piston from excessive heat (generated via forced induction, especially in turbo setups), but this coating also helps to improve horsepower. More specifically, it enhances combustion efficiency, since the heat that would otherwise be soaked into the piston and combustion chamber is now better contained and aids in the more efficient burning of the fuel/air mixture. The same holds true for thermal barrier coating applied to the faces of the exhaust valves and inside the cylinder head exhaust ports. Instead of losing heat (via soak), the combustion heat is “contained” and scoots out instead of hanging around and soaking into the pistons, valves and heads. Not only is this a heat-protective coating, but because of the thermal efficiency, it may also

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(depending on other factors) provide a slight increase in power. A few years ago, my race team ran two cars with identically-prepared engines in a 24-hour endurance race. Once engine featured thermal barrier coatings and the other engine did not. The coated-engine car generated 7 additional horsepower at the wheels (verified on a chassis dyno prior to the race). During the race, the coated engine provided slightly faster lap times and used slightly less fuel. Naturally, this isn’t a big factor for a street engine, and my engines were naturally aspirated, but my point is that we benefited from the ceramic coatings. Anti-friction coatings (typically a moly-based formula) can be applied to a variety of surfaces, most specifically to cam, rod and main bearings and piston skirts. While this won’t provide additional power, it’s a protective film that helps reduce frictional losses and

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FORCED INDUCTION BASICS

SOURCES

BY MIKE MAVRIGIAN

SUPERCHARGERS The creative turbo pressure feed plumbing passes through the bulkhead and back through to the intake.

• ACCELERATED RACING PRODUCTS 616-885-3626 • ALAN JOHNSON PERFORMANCE ENGINEERING www.alanjohnsonperformance.com • BILL MILLER ENGINEERING www.bmeltd.com • BLOWER DRIVE SERVICE www.blowerdriveservice.com • DYERS SUPERCHARGERS www.dyersblowers.com • EATON www.eaton.com • EDELBROCK CORP. www.edelbrock.com • KENNE BELL www.kennebell.net • LITTLEFIELD BLOWERS www.littlefieldblowers.com • MAGNUSON PRODUCTS www.magnacharger.com • MOONEYHAM BLOWERS www.mooneyham-blowers.com • PAXTON www.paxtonauto.com • PROCHARGER www.procharger.com • POWERDYNE • THE BLOWER SHOP www.theblowershop.com • VORTEC www.vortecsuperchargers.com • WEIAND AUTOMOTIVE INDUSTRIES www.weiand.com • WHIPPLE SUPERCHARGERS www.whipplesuperchargers.com

extends component life, primarily during cold startups and during high-temp/high stress environments (when you’re really hammering it). Again, I’m not claiming that you absolutely need these coatings. But, if you’re building an engine specifically with forced induction in mind, it certainly won’t hurt, and just may extend component life. Specialty coating services (such as Swain Tech Coatings, Polydyn, Calico and others) can provide any of these coatings to your existing parts, or (due to popularity of these coatings) you can simply purchase already-coated pistons and bearings. If you want combustion chambers, exhaust valves and exhaust ports coated, you will need to have these services outsourced. By the way, specialty coatings are also available for supercharger and turbocharger components, which may provide added efficiency as well as

extending durability. If you’re interested in enhancing these units, contact both the forced induction maker and the coating specialists. They can advise you regarding availability and benefits, and what coatings (if any) make the most sense for your application.■

TURBOCHARGERS • AFI TURBO www.afiturbo.com • BANKS POWER www.bankspower.com • BORG WARNER TURBO SYSTEMS www.turbodriven.com • EDELBROCK CORP. www.edelbrock.com • FORCED PERFORMANCE www.forcedperformance.net • GARRETT www.turbobygarrett.com • INNOVATIVE TURBO SYSTEMS 805-526-5400 • PRECISION TURBO www.precisionturbo.net

Mike Mavrigian has written thousands of technical articles over the past 30 years for a variety of automotive publications. In addition, Mike has written many books for HP Books. Contact him at Birchwood Automotive Group, Creston, OH. Call (330) 435-6347 or e-mail: [email protected]. Website: www.birchwoodautomotive.com.

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• PROCHARGER/ATI www.procharger.com • TURBO ENGINEERING www.turboengineering.com • TURBONETICS www.turboneticsinc.com

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DIESEL to LPG How to transform a truck diesel engine into an LPG-powered engine BY CLEMENS ORTGIES

Most ships are powered by diesel engines. This is also true for the roughly 11,000 inland waterway vessels in Europe. Environmental aspects have become increasingly important for operators of these vessels – since they are also subject to the stricter emissions regulations, not to mention the rising fuel prices that drive the demand for cleaner and more economic engines. Engine manufacturers, however, cannot justify the investment needed to develop special engines for such a small market. However, a joint R&D project of the BU DRIVE Group and the University of Bayreuth’s chair on “Environmental Production / Fraunhofer Group for Innovative Processes” does have a solution: under the ZIM program (Central Innovation Program for SMEs), diesel engines would be remanufactured and upgraded to LPG-powered main and secondary engines for ships. This 18-month project is funded by the Federal Ministry of Economics & Technology to the tune of €520,000. Its objective is to remanufacture and upgrade used truck or stationary engines into gaspowered main and secondary engines that conserve resources, are environment friendly, and suitable for ships. Such gaspowered engines are not available. Over 3,700 engines rated between 61 and 1,500 kW operate on German waterways alone, with a total of about 12,000 of this class in use across Europe. Since normal re-motorization every 12 years creates a market of about 1,000 engines annually, this line of business would be attractive for the new gaspowered engines.

A typical European inland waterway vessel is pictured here.

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DIESEL TO LPG BY CLEMENS ORTGIES

There is a huge stock of suitable truck diesel engines of this class. These engines can also serve large inland waterway vessels, which often use tandem engines that are coupled or decoupled as needed. Scheduled for a launch in two years, the newly developed gaspowered engine will cut purchase and operating costs by 30% over that of a conventional diesel engine. Professionally remanufactured drive components like engines, transmissions, and starting motors have proven to be a success from economic, technical, and ecological standpoints for cars, trucks, and rolling stock. The reliability and quality of exchange parts is comparable with that of new ones. Moreover, remanufacturing uses only a fraction of the energy and materials needed for production of new components. This is because an old part undergoes thorough cleaning and quality control, enabling most of it to be reused. Upgrading involves modifying old parts to match the new drive or developing new ones, particularly for injectors and gas mixers.

Most diesel engine types could be useful for a conversion project, some criteria should be concerned: • The OHC-design is difficult for the conversion of the cylinder head. Overhead camshaft could block the space for the spark plug. Cylinder head, exhaust components and the turbo charger should be high temperature resistant. Cylinder head should have inlet with a “spin” and sufficient width. The profile of cams on the cam shaft must allow a grinding to reduce the overlapping of the valve timing. • Cylinder liners should be “wet”. The bore for the injector will be used for the spark plug (drilling process). The space for the spark plug and the wall thickness in the cylinder head must be sufficient. • The timing gear on the camshaft should offer possibilities for variation. Single cylinder unit head is better than a complete bank. The geometry of the piston must allow lathing and milling.

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Even used vehicles or marine engines can be remanufactured and changed into gas engines. This takes into consideration further ecological aspects and it enforces the sustainability. Without loss of quality, up to 90 percent of the energy and natural resources consumption is saved. That has a positive effect on the costs. When remanufacturing engines professionally, used engines are processed in a way that afterwards, regarding the quality, they correspond to brand new engines. The environment, quality and cost record of professional remanufacturing is stunning: compared to new engines the remanufacturing of used engines reuses 50 to 90 percent of the resources. The energy consumption is 80 to 90 percent less, compared to manufacturing a new engine. Even the pollutant emission (CO2) is lower and less resources are used. The propulsion engine needs more power and higher speed than the generating engine. The power must be variable up to 200 KW for a small ferries with two

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DIESEL TO LPG BY CLEMENS ORTGIES

propulsion engines (twin concept). From our experience of the conversion of LPG bus engines we decided to take basically a similar engine MAN D 2866. Instead of adapting existing central LPG vaporizer, we designed a new concept based on liquid LPG injection into the inlet manifold close to the cylinder head. There is no experience with these new systems for higher displacements up to 2 liters per cylinder. But we already successfully converted a Lycoming 160 hp aircraft engine with 1,2 liters per cylinder up to 2,300 rpm engine speed. The new technology required a complete new ECU with two major components. The torque characteristic of the LPG engine is different than the diesel engine, we need more engine speed for higher torque, so the gearbox must be adapted.■

About BU Drive The BU DRIVE companies operate in the German and international market. Customers of BU DRIVE are from the free aftermarket, manufacturers of automobiles, commercial automobiles and industrial engines, as well as part wholesalers and operators of vehicle fleets and stationary units. Besides serial remanufacturing of car engines and transmissions, we focus on heavy duty diesel engines for trucks, busses, trains and for marine, power plant and industrial applications. We remanufacture diesel and gas engines rating up to 4,500 kW or for that matter big assemblies, like crankshafts, up to 8.5 metres. The BU DRIVE distribution focuses on services for wholesalers, workshop chains and the automobile industry, Germany- and Europe wide- especially based on contracts with importers and distribution contracts with OEM’s regarding turbochargers and diesel technology.

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Clemens Ortgies is the Managing Director for BU Bücker & Essing GmbH in Lingen, Germany. He has been with the company since 2007. He has also worked for Daimler-Benz AG, Stuttgart (1987-88); Mercedes Benz AG, Mannheim (1988-90); International Management Consultants, Roland Berger & Partner (1990-97); Kynast AG/Kynast GmbH (member of the board for production and R&D), later Operations Director, Murray Germany GmbH & Co. KG (1997-2004); and Managing Director, Sudhaus GmbH & Co KG (2004-2007).

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CONFERENCE RECAP BY STEVE FOX

Sunnen & Mahle Regional Conference at California’s Citrus Community College a huge success In February, AERA had their first Tech & Skills regional conference of 2012 sponsored by Sunnen and Mahle, held at Citrus Community College in Glendora, California; it was a huge success! There were four technical presentations that were very informative for the attendees and everyone was treated to a great lunch. The day started with a meet and greet between the attendees and the tabletop exhibitors, where people could ask questions of the exhibitors and enjoy some coffee and doughnuts before the presentations began. The first presenter of the day was Bob Dolder of Sunnen Products. Bob has done presentations for AERA at these regional conferences in the past and was a great success; this one was no different. Bob’s presentation was about honing different cylinder coatings and materials on engine blocks today. Bob covered honing applications from NASCAR engines to street engines and everything in between. Other topics included — secrets for honing Nickasil, high nickel cast iron, compacted graphite blocks, the new aluminum Corvette block, Sulzer Metco coatings, bore geometry, surface finish, cross hatch angle, the pros and cons of diamond abrasives vs. conventional abrasives, water based vs. oil based coolants, hot honing and where it is used today. After the presentation, Bob answered some great questions from the audience and the questions continued throughout the break before the next session.

After a short break, Steve Fox from AERA was next on the schedule and he spoke about the history of AERA, as well as the PRO-SIS engine specification software. There were a lot of great questions regarding AERA and what it has to offer to a machine shop, as well as the many benefits of PRO-SIS. (For more information on PRO-SIS, look for Steve’s article in this issue of Engine Professional which discusses the differences between the three versions of PRO-SIS.) Once the questions were answered, it was on to lunch, where everyone was treated to a great Mexican meal. Citrus Community College opened their doors and allowed all attendees to see the shop. The facility was fresh and new, as it was only two years old. Everyone that walked through the shop was impressed with the facility and was happy they had the opportunity to look around. Bill McKnight of Mahle Clevite was our next speaker after lunch and he spoke about race engine bearings, selection and technology. Bill talked about bearing film thickness and how clearances influence it. Attendees learned about crush, parting line relief and eccentricity. Coatings, overlay materials and bearing prep were also discussed. Finally, Bill talked about installation and how to identify different factors that can cause bearing distress. Bill was asked some very technical questions and all the attendees walked away with a better knowledge of engine bearings.

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MAY 19 LIBERTY Liberty’s New England Warehouse Worcester, MA

JULY 19 EPWI Denver, CO

SEPTEMBER 27-29 ROTTLER Held in conjunction with the Rottler Open House Seattle, WA

SEPTEMBER 28-29 COMP CAMS Memphis, TN

DECEMBER 6-8 IMIS TRADE SHOW Indianapolis, IN

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THE BUSINESS OF WINNING STARTS HERE. IMIS 2012 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.

ALL MOTORSPORTS —

circle track, drag, road racing, karting and beyond unite in Indianapolis this December for three action-packed days at this unforgettable, educational tradeshow event. Don’t miss it.

REGISTER TODAY: WWW.IMIS-INDY.COM engine professional WWW.AERA.ORG/EP 35

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CONFERENCE RECAP BY STEVE FOX

The final presentation of the day was from Dave Capitolo from De Anza Community College. Dave spoke about something that really has not been discussed at our regionals before, engine analytics. Dave helped explain that scanners are a valuable tool and what scanners can tell you and how not to make the mistake of heading down the wrong path of repair. Dave also covered the running compression tests using a pressure transducer and lab scope and the value that they have. The presentation was very informative and the questions asked were outstanding. The next Tech & Skills Regional Conference will be hosted by Liberty Engine Parts at their New England Warehouse in Worcester, MA. Information about this conference is posted on the AERA website, www.aera.org. These regional conferences are a great way to network and visit with other machine shops, as well as vendors. I would strongly encourage you to try to attend one of the conferences in your area and see

for yourself the amount of valuable information you can walk away with. Bringing back just one good idea to your shop could change your business. We look forward to seeing you at a future regional conference!■

Attend a one-day conference hosted by

LIBERTY ENGINE PARTS $

+ "

!

R REGISATYE! TOLIMDITED ANCE ATTEND

All shops welcome! NEED NOT BE AN AERA MEMBER TO ATTEND.

AERA Technical Specialist Steve Fox has over 25 years experience in the engine building industry with 10 of those years spent working in the machine shop. Steve is an ASE-certified Master Machinist, as well as a longtime member of the drag racing circuit.

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All attendees receive a FREE 90-day AERA membership and a FREE Failure Analysis Manual — plus many door prizes from several vendors! SPONSORED BY:

500 COVENTRY LANE, SUITE 180, CRYSTAL LAKE, IL 60014

The next Tech & Skills Regional Conference will be hosted by Liberty Engine Parts at their New England Warehouse in Worcester, MA on May 19. Information about this conference is posted on the AERA website, www.aera.org.

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Chevrolet Cruze Diesel will Build on GM’s Euro Expertise U.S. engine being co-developed with diesel center of excellence in Torino, Italy BY DAVE HAGEN PHOTOS © GM COMPANY

When it comes to developing a dieselpowered Chevrolet Cruze for the U.S. market to be introduced in 2013, General Motors powertrain engineers have been there and done that – half a million times last year alone. The Cruze diesel will leverage global powertrain expertise that has helped make GM’s fuel-efficient diesel engines popular options around the world. GM sold more than half a million diesel-powered cars across Europe, Asia, Africa and South America last year,

including 33,000 Cruzes. The introduction of a diesel option for Cruze – one of the top-selling gasoline-powered cars in the United States in 2011 – is expected to fuel GM’s diesel car sales success. Diesel engines have long been known for their fuel efficiency and power. Due to a higher compression rate in the engine cylinders and greater density of energy in diesel fuel itself, diesel-powered engines are able to produce more power per gallon than gasoline-powered engines. For Cruze, powertrain engineers at GM’s diesel center of excellence in

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Torino, Italy, are working daily with counterparts in Pontiac, Mich., to develop a world-class engine that delivers outstanding fuel efficiency and torque while providing a smooth, quiet ride. In addition, GM engineers in Russelsheim, Germany, are supporting the program by developing the accessory drive, acoustic cover and other specialized components. “The market for diesel cars in the U.S. is small at present, but is expected to grow due to Corporate Average Fuel Economy requirements and expected increases in gas prices,” said Mike Omotoso, powertrain analyst at LMC

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Automotive. “So far, the German automakers haven’t had any diesel car competition in North America. GM could do well with it, particularly with younger buyers who don’t have the old prejudices against diesel.” Future Cruze diesel engine development will benefit from GM’s recent commitment to invest 20 million Euros ($26.5 million) to add five new dynamic benches at its Torino facility for climatic, noise and vibration and chassis dynamometer testing. These additions will speed development time. “U.S. customers are going to be pleasantly surprised when they get a chance to drive the Chevrolet Cruze diesel,” said Mike Siegrist, 2.0L diesel assistant chief engineer. “Our global team is providing diesel engineering expertise that will give U.S. Cruze customers great quality, torque and fuel economy in a car that’s both fun to drive and practical at the pump.” Climatic tests simulate temperatures ranging from 40 degrees Fahrenheit (-40 degrees Celsius) up to (158 F) (70 C) and altitudes as high as 10,000 feet (3000 meters). Noise and vibration tests help minimize engine vibro-acoustic response. Chassis dynamometer tests measure emissions. “We’re able to put the diesel engines through rigorous testing to ensure they operate optimally under a wide range of conditions and also can be integrated seamlessly into the production vehicle,” said Pierpaolo Antonioli, managing director of the Torino Powertrain and Engineering Center. “We’ve pushed these engines in the labs so that the customer can depend on them in real-world driving situations.” The latest generation of GM diesels has resolved drawbacks associated with the previous engines. Precisely controlled direct-injection fuel systems create a smooth-running engine. Particulate-capturing filtration systems dramatically reduce tailpipe emissions. “In terms of outward appearances, the difference between the diesel and gasoline engine is going to be difficult to discern,” Siegrist said. “GM’s advanced technologies provide a seamless transition from a gasoline to a diesel car. You get the benefits of the fuel economy and power while preserving a smooth, quiet ride.”■

Dave Hagen, our Senior Technician, has over 41 years of experience in our industry. As an ASE-certified Master Machinist, Dave specialized in cylinder head work and complete engine assembly for the first 17 years of his career. engine professional WWW.AERA.ORG/EP 39

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SPEED READ BY DAVID C. “WOODY” WOODRUFF

Beyond the Flow Bench In the October-December 2010 issue of Engine Professional, I gave you an oversight of CFD (Computational Fluid Dynamics) as applied to cylinder air flow. (An electronic copy of this article can be found on the AERA website, www.aera.org/ep/ep12.html.) After that article, I was contacted by David Vizard to speak at a couple of his HP seminars. One of the questions I posed there was how would you handle the piston in your flow bench during the overlap events? And the response was, “Well, how would you handle it in the virtual flow bench?” Our cylinder filling problem is fundamentally a timing problem. We have a limited time to get the air going and get it up to speed before we squish it! Overlap is the beginning of these events and probably even more critical than we know! Remember air only wants to go straight and be left alone to stabilize its pressure! Our situation is the air has to make a nearly 180° u-turn in a very small time and confined space. And the dome of the piston and the combustion chamber become accomplices in this possibly criminal air activity! So what we will look at are a very high quality set of ports and a flat top piston with two valve notches. With CFD we have to know the physical boundary conditions of the event that we want to analyze. I.E. What are the pressures in the ports at the specific positions of the valves and piston? By the way: These pressures are NOT 28 in. H2O! These are driven by the dynamic pulses in the ports. So we will turn to an engine simulation program (Dynomation5) to give us these values to start our analysis.

The graph below plots all the significant dynamic events but all we want are the pressures in the intake and exhaust ports at the times of interest. The geometry of the piston dome, combustion chamber and valve positions will determine the flow patterns. The pressure differentials and the flow pattern will determine the velocities. Remember that velocity is often used interchangeably with speed but it is speed AND direction!

Intake ranges 4.62 ~ 67.1 in. H2O Exhaust ranges 25.2 ~ 95.4 in. H2O It is a dynamic event but we will take snapshots of the beginning of overlap, TDC and the end of overlap to get our heads around it. 40 APR-JUN 2012 engine professional AN AERA INTERNATIONAL QUARTERLY PUBLICATION

Notice the relative positions of the valves and the piston at the three positions. The piston is chasing the exhaust valve up and the intake valve down so their geometry stays relatively the same. So let’s position the parts in our computer model, apply the pressures and ask for the solutions. Then we will take a slice through the center of the valves and plot the flow trajectories to see what we might see.

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Overlap Run #1

Overlap Run #2

Overlap Run #3

At the start of overlap the intake port (right side) flows across the piston dome to the far side of the exhaust port and does it’s u-turn. The other side of the intake valve flows into the exhaust ports and does another u-turn to re-enter the combustion chamber. Going full circle!?!? Every bend or turn represents lost energy and an opportunity to get the flow started quickly and in the right direction.

At TDC the exhaust flow velocity has now increased but the pattern of reversal continues and less than half the exhaust port is doing what we really want!

The reversal pattern persists as the overlap event is completed. It appears to be greatly influenced by the valve pockets and the combustion chamber shape.

Now to find the best trade-off between compression ratio and flow velocities! If I take in more air but not squeeze it as hard does that work better than less air but squeezing it harder? The TFX guys can provide you with in- cylinder combustion pressure measurements to give you more insight into your decisions! Here is another tool for your tool box! Hey, I never said it would be easy! But we all know that theoretical engines only make theoretical HP! So we still need to look at some real world pressures from some dyno runs and apply those to our models so we have something real to compare to! Intake ranges 5.88 ~ 63.7 in. H2O Exhaust ranges 56.5 ~ 97.7 in. H2O (continued on the next page)

engine professional WWW.AERA.ORG/EP 41

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SPEED READ BY DAVID C. “WOODY” WOODRUFF

If you want to know what these flow patterns look like for a particular cylinder head, then you will likely have to pay someone to find out. But there are some other screenshots (2D & 3D) on my webpage of the first theoretical runs to give you a little more food for thought before you have to ante up. (Visit www.designdreams.biz) Also some other CFD examples you might find of interest as well. I like to treat CFD as a discovery tool first and then use it as a developmental tool. We have all built engines that seem to outperform or underperform the norm but never figured out exactly why. This was certainly the case when I was building performance engines. But here are some new tools that can help us decipher those mysteries! And it’s not just for F1, Indy, NASCAR or NASA anymore! These tools are affordable and available to any engine builder with an interest in using them.■

CREDITS: Dynomation5 Professional Engine Simulation Software www.proracingsim.com/ dynomationmainpage.htm David Vizard’s “How to Build HP Seminars” www.davidvizardseminars.com World Class Cylinder Head Ports www.ultrapromachining.net TFX Engine Technology www.tfxengine.com

David C. “Woody” Woodruff, CMfgE, is president of Design Dreams, LLC. For more information, call (513) 403-3165, e-mail [email protected]. Website: www.designdreams.biz.

Tools for Cylinder Head Work From Tear-Down to Assembly Your Cylinder Head The 3-D Fast Cut™ Valve Seat Resurfacing Supplies Cutting System expands to Headquarters perform several operations Valve Seat Cutting Whether you’re doing single or multi-angle valve seat cutting, the 3-D Fast Cut™ System from Goodson is your best bet. The basic starter kit includes everything you need to cut 45˚ seats from .709" up to 2.362". Choose from the optional accessories available from Goodson and you can expand that range to .550" up to 3.150". Ask about our NEW Micro Tooling for Seat Cutting in Small Heads!

Valve Seat Removal Yes, you can cut valve seat inserts to remove them from the cylinder head with Goodson’s dedicated tip holders and cutter tips.

Bowl Profiling Use the Goodson Bowl Profiler Blade Holder to remove material to recontour bowl areas and unshround valves in combustion chambers quickly and easily.

F a s te s t tu rn a ro u n o n C u s to d C u tte rs m in t in d u s t r y h e !

Spring Pad Cutting The Goodson Universal Spring Pad Cutter holder cust spring pads to size easily.

www.goodson.com 1-800-533-8010 42 APR-JUN 2012 engine professional AN AERA INTERNATIONAL QUARTERLY PUBLICATION

Whatever you use to resurface cylinder heads, Goodson’s got you covered! Polycrystaline Diamond (PCD) Cubic Boron Nitride (CBN) Silicon-Carbide Segments, Wheels & Belts Aluminum Oxide Segments, Wheels & Belts Ceramic & Nor-Zon Belts Cutter Tips for Rotary Broach Style Surfacers Coolants, Cutting Fluids, Lubricants

Need help choosing a solution? Contact the Goodson Techxperts™ at 1-800-533-8010

EP Q2-12 40-53_Layout 1 4/19/12 11:31 AM Page 43

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The Role of Fasteners in Critical Engine Measurement BY BOBBY KIMBROUGH

Almost all metals are elastic and when flexed, bent or stretched, they try to return to their original shape. Knowing that metal is elastic is important to engine builders that deal with very tight tolerances between parts. If metal is elastic, and engine bolts are made of metal, you can correctly assume that engine bolts stretch as they are tightened. We’re going to take a look at how to correctly select, setup, and torque engine fasteners to control critical measurements and clearances within the engine. When it comes to fasteners, a little knowledge goes a long way to keeping engine failures to an absolute minimum.

All About Fasteners The topic of fasteners is a very large and sometimes complex subject. There is an entire industry built around fasteners with lots of very well educated people and sophisticated equipment in labs that work on fastener issues. The industry’s professional association, The Bolting Technology Council, holds routine meetings and seminars concerning fastener technology. We are not fastener engineers and if you are reading this article, you’re probably not either, but having a good working knowledge of the nuts and bolts of this business is important in building solid and dependable high performance engines. To help us get a handle on the subject, we enlisted the help of Chris Raschke at Automotive Racing Products (ARP). Raschke explains how intricate and precise race car fasteners actually are, “Most commercial and aerospace houses don’t hold the tolerances that we need to hold here for race car parts,” says Raschke. Threaded fasteners allow for the removal and reassembly of parts where other types of solid fasteners are a single use item. With the wide range of applications where threaded fasteners can be used, there are basically two categories that fasteners are divided into, critical and non-critical. High stress and high load areas like connecting rods, main bearings and head bolts or studs are examples of critical fastener areas. These critical fasteners generally have exact tightening specifications and procedures whereas the non-critical fasteners have relaxed tightening specifications. Examples of non-critical 44 APR-JUN 2012 engine professional AN AERA INTERNATIONAL QUARTERLY PUBLICATION

Heat treating the bolts to increase hardness can range from an hour and a half to over eight hours depending on the intended application.

fasteners are pan bolts, timing cover bolts and valve cover bolts. Because non-critical fasteners do not require a detailed tightening procedure, we will limit our focus to critical fasteners in this article.

How Fasteners are Made The factors involved in threaded fastener designing range from determining the fastener load to geometric configuration that prevents metal fatigue. In addition to design features, material selection, testing and quality control weigh heavily into the manufacturing of fasteners. Raschke explained the basic process ARP Fasteners are made, “the cold formed fasteners start with a wire coil of material, based on the clamping requirements of the fastener, that goes into a machine that straightens the wire and forms the fastener head.”

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ARP bolts and studs have threads that are rolled into the material.

The ARP stamping process 1. Cut off from wire or bar stock 2. Heading – hot headed or cold headed based on the material and spec 3. Heat Treat 4. Machining – undercut if called for in the spec 5. Thread Rolling 6. Fillet Rolling – if specified 7. Shot Peening – to remove stress risers 8. Metal Finishing – Black Oxide coated, or in the case of Stainless, polishing 9. Packing – bolts are coated to prevent surface corrosion prior to packing and storage

The material used in the wire coil can be anything from steel to chrome moly or stainless steel. “Some materials are coated before they enter the forming machinery depending on the requirements of the material. For example, stainless steel gets a copper coating to prevent galling,” says Raschke. After the heading operations, Raschke explained that the fasteners may go through “aging or heat treating depending on the hardness requirements of the fastener.” During the heat treating process, “temperatures as high as 1550 degrees are used from a one and a half hour treatment to as long as an eight hour heat treatment exposure.” After the fastener comes out of heat treating or aging, the batch of fasteners are shot peened to remove scale and make the surface smooth, then routed through tumblers to deburr the fastener. Centerless grinding technique is used to prep the fastener to get threads rolled into the fastener blanks. According to Raschke, “rolling the threads into the fastener blanks is forging the threads into the material, not cutting material away to create threads. This produces a better, stronger more uniform thread.”

Raschke calls the rolled thread pattern a “J thread” and cautions against running a die over the fastener. “If a thread is damaged, throw it away and get a new fastener. Running a die over the threads weakens the clamping ability of the fastener.”

It’s All About Clamping Force It’s all about clamping ability for fasteners. Every procedural step at ARP is in place to improve the ability of the fastener to provide a specific clamping load. After the threads are rolled into the fastener, spot checks are done on the batch for fatigue testing and tensile testing. Raschke explains that nothing is left to chance, “all the calibration for the machines and testing equipment is done inhouse as well as the research and development of new fasteners.” From the material selection all the way to the oxide coating process, ARP fasteners are manufactured to provide consistent load clamping to desired specs. Jeff Kibler, ARP research and development technician, explained “consistency and repeatability is the key in any application where fasteners are used.” Kibler is an expert on preload in fasteners. Each ARP fastener is designed for a specific preload, which can be undermined by the engine professional WWW.AERA.ORG/EP 45

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THE ROLE OF FASTENERS BY BOBBY KIMBROUGH

Shot peening the bolts to relieve stress risers.

Jeff Kibler checking main bearing measurements on a Ford Coyote engine using ARP fasteners. (Photo by Bill Holland)

Destructive load testing to failure is one of the many spot checks that ARP does to ensure quality control.

method used to torque the fastener. According to Kibler, “proper lubricant helps the torquing procedure become more consistent and repeatable. “We’ve done tests on different lubricants from motor oil to moly based, and the ARP Ultra-Torque assembly lubricant is the only lubricant that produces a consistent preload in multiple cycles. This is true to within a plus or minus 5% for each cycle,” he added. Tightening fasteners to their required preload is critical for proper performance. “If a fastener is not tightened properly, the fastener will not apply the required preload and may become susceptible to failure,” says Raschke, adding “if a fastener is overtightened, it is also susceptible to failure by exceeding its maximum yield point.” There are three generally accepted methods employed to determine how much tension is exerted on a fastener: • Using a torque wrench • Measuring the amount of stretch • Torque angle (rotating the fastener a predetermined amount) It’s widely accepted that measuring the amount of stretch of a fastener is the most accurate method, however, stretch can only be 46 APR-JUN 2012 engine professional AN AERA INTERNATIONAL QUARTERLY PUBLICATION

measured with the use of specialty type gauges or expensive ultra sonic measuring equipment. For most auto enthusiasts, measuring stretch is only practical for measuring the stretch on connecting rod bolts where it is possible to monitor the overall length of a fastener as it is being tightened. Since most fasteners are installed blind and can’t be accessed from both ends to monitor stretch, using a torque wrench is the most common approach for the majority of assembly work. Simply stated, the relationship between torque and clampload is friction. When you tighten a fastener with a torque wrench, you are measuring the amount of friction that is generated by the mating surfaces in the joint as the clampload is increased. The value of the friction in the joint cannot be predicted or measured, but it can be minimized. Using assembly lubricants like ARP’s assembly lubrication stabilizes the torquing procedure making it “consistent and repeatable.” A fastener must be stretched a specific amount in order for it to function properly. The amount of preload you can achieve from a bolt or stud depends on the material, its ductility, the heat treatment, and diameter of the fastener.

EP Q2-12 40-53_Layout 1 4/19/12 11:31 AM Page 47

Every fastener has a yield point, or point where the fastener is overtightened and stretched too much. “As a rule of thumb, if you measure a fastener and it’s 0.0005-inch longer than its original length, it should be replaced,” said Raschke. Raschke explained that “when using a stretch gauge it’s best to measure the fastener prior to starting and monitor overall length during installation. When the bolt has stretched a specified amount, the correct preload has been applied.”

Using a Torque Wrench Kibler explains what happens during the torquing operation with a torque wrench, “friction is at its highest value when the fastener is first tightened. Each subsequent time the fastener is torqued and loosened, the amount of friction lessens. Eventually the friction levels out and becomes fairly consistent for all following repetitions.” Friction is affected by the surface finish of the fastener itself, as well as the receiving threads. Black oxide behaves differently than a polished fastener,” says Raschke, “so, it’s important to follow the torque recommendation with each fastener kit.”

Using a torque wrench to get the correct preload on a fastener is more than just dialing in the preset value and tightening until the wrench clicks.

Almost every engine builder is aware of the burrs and debris in the bolt holes that can affect bolt and stud torque but where the do-it-yourself garage engine builder tends to go wrong is using cutting taps instead of thread chasers to optimize the receiving threads before installation. “There’s a very real problem of burrs and debris in the bolt holes that can significantly affect the amount of torque required to achieve the recommended preloads,” says Raschke, “All bolt holes should be thoroughly cleaned using special chaser taps.”

Cleaning the receiving threads with a thread chaser helps to achieve the correct preload. engine professional WWW.AERA.ORG/EP 47

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THE ROLE OF FASTENERS BY BOBBY KIMBROUGH

Most torque wrenches used in garages today are the click type torque wrench. You simply adjust the wrench to a predetermined “preset” value and use the torque wrench like a ratchet applying rotational force until the wrench “breaks away.” Conventional wisdom is to use a torque wrench within 50% to 75% of its range. These type torque wrenches depend on a calibrated spring for operation and they tend to lose accuracy when you operate them below 20% or above 80% of their rated range. If you take precautions to select the right fastener, a high quality assembly lube like ARP’s Ultra-Torque, and cleaned all the receiving threads, you will want to tighten the fastener with confidence by operating the torque wrench within its most accurate range. Critical components rely on fasteners providing an exact preload in order for the assembly to work properly. Bill McKnight, Team Leader of Training at MAHLE Clevite, explained how preload works on engine bearings,

“the split bearing halves are slightly larger than an exact half, this extension is called crush height. When the split bearings are snapped into place in the housing, as the bolts are tightened the bearings compress like springs. The resulting force holds the bearings tight and prevents them from spinning in the housing bore.” Without the proper preload, it’s possible for internal engine components to fail quickly and destroy an engine.

Fasteners and Torquing Methods Make a Difference We’re pretty satisfied that selecting the correct fastener, manufactured for the intended clampload, and properly installed is the difference between a professional engine build and the amateur engine assembly. It’s simply not enough to buy top shelf engine components without considering how these components are attached to the assembly. Professional engine builds begin at the ground level with proper selection of

48 APR-JUN 2012 engine professional AN AERA INTERNATIONAL QUARTERLY PUBLICATION

fasteners and good torquing techniques. Overlook these fundamentals and you may have overlooked your chance at building an exceptional engine.■

Bobby Kimbrough grew up in the heart of Illinois, becoming an avid dirt track race fan which has developed into a life long passion. Taking a break from the Midwest dirt tracks to fight evil doers in the world, he completed a full 21 year career in the Marine Corps. Educated at Chapman University, Syracuse University and Palomar Community College in California, today Bobby is the Senior Tech Editor for powerTV.

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EP Q2-12 40-53_Layout 1 4/19/12 11:31 AM Page 50

PRO-SIS CORNER BY STEVE FOX

The differences between the PRO-SIS programs Some of the AERA members who started using PRO-SIS when it first came out have seen many changes in the program since its inception. Currently AERA has three versions of PRO-SIS: Regular PRO-SIS, PRO-SIS SA and a web version of PROSIS. An AERA member shop can access all three of these programs and there is no additional cost if you use one, two or all three programs. In this article we are going to break down the differences that are found in each of the three programs. Keep in mind, all the specs, casting numbers and technical bulletins are the same, just some additional features or ease of use.

PRO-SIS PRO-SIS offers nearly 7,000 engine specifications from 120 manufacturers covering light‐duty, agricultural, industrial and import engines. Users can quickly identify cylinder blocks, heads, crankshafts, camshafts and connecting rods by a casting number search. You can save time by not having to search through paperwork or call tech support for engine specs as they are right at your fingertips on the computer. AERA has over 34,000 casting numbers in the database. There are remanufacturing specifications for cylinder blocks, heads, crankshafts, camshafts and connecting rods. AERA has produced over 2,700 AERA Technical Bulletins, which are engine specific and are in a text format.

PRO-SIS SA PRO-SIS SA has all the same data as regular PRO-SIS, but with some additional features. The specifications for gas and diesel engines are separated into two groups. For a shop that works on just

Screen shot of the original PRO-SIS program.

diesel engines, now you do not have to scroll through all the gas engines. You just select ‘Diesel Engines’ and you can search the database for just diesel engines. The same applies to gas engines, you just click on ‘Gas Engines’ and you can search for gas engines. When AERA redesigned the program, one of the main features that members wanted was the ability to search for a technical bulletin by a key word. Well in PRO-SIS SA, you can do that. You can search the title of the bulletin or the text of a bulletin for key word(s) and those results will display. This saves time in trying to remember what the number of the bulletin

50 APR-JUN 2012 engine professional AN AERA INTERNATIONAL QUARTERLY PUBLICATION

is. All you need to do is enter some key words and hit search and you will see the results. Another great feature is the engine history drop down box. This feature keeps track of the last ten engines that were displayed in the program. So let’s say you look up an engine and six people come up after you and each look up a different engine and you come back to the computer and want to look up your original engine. All you need to do is hit the drop down box and find your engine, click on it and it takes you to the specs. Before you had to go through the whole search process to find the engine again.

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PRO-SIS SA has all the same data as regular PRO-SIS, but with some additional features. This new and improved version of PRO-SIS will now allow you to search for engines, specs and bulletins more effectively and efficiently. A new “special search” section (bulletins, rods, blocks and casting numbers) is just one of many new features.

New Web PRO-SIS is the Internet version. This program has all the same data as regular PRO-SIS, but not all of the same features as PRO-SIS SA, at this time. A few of the advantages of using Web PRO-SIS are: No more CDs to install, rapid updates from our tech department, PC and Mac compatible, runs on older OS versions, choose your language at login, English and Spanish bulletins, frees up disk space on your PC, doesn’t require a high performance PC and can be accessible from any PC in your shop. High speed internet is required.

This will save time in looking up previous viewed engines in the program. AERA also added some special searches to the program. Users have the ability to search by cylinder bore size and connecting rod bore size. All you have to do is enter the size into the search box and hit search and results will come back that will show you what engines have those sizes for cylinder bore or connecting rod bore. You can search in either inches or millimeter sizes. Users will also find a couple of tabs at the top of the program for Counter, Shop FA and Worksheets. The counter portion of the program allows you to keep a customer database. You can start an estimate for a customer, turn it into a work order and then when work is completed, you can turn it into an invoice. You will still need to have an accounting program as PRO-SIS SA has NO ACCOUNTING program included with it. Shop FA (Shop Financial Analyzer) is an easy to-use program for your PC that will help give you a better grasp of your profitability and what you can do to improve it. This program allows you to enter your financial information from your accounting program and manipulate some numbers to see where you can become more profitable in the business. Worksheets were put into the program to allow users to print out blank sheets for Cylinder Head, Deck Height and Engine Build. These sheets are blank so that the machine shop can add data to fill in the blanks. These are handy when the engine comes into the shop to take measurements as well as during assembly. The builder can write down the specs and keep a record for the shop as well as a copy for the customer. engine professional WWW.AERA.ORG/EP 51

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PRO-SIS CORNER BY STEVE FOX

Web PRO-SIS The last version of PRO-SIS, and the newest, is the Internet version called “Web PRO-SIS. This program has all the same data as regular PRO-SIS, but not all the same features as PRO-SIS SA, at this time. This program was developed to help machine shops with older machines that could not run previous versions of PROSIS because their machine did not have enough disc space. The specs are still separated into gas and diesel and you can search casting numbers and technical bulletins, just like in PRO-SIS SA. One major advantage of having the web version of the program is that it does not take up any space on your computer. Since it is all done over the Internet, all you really need is an Internet connection in your shop. Previous versions of PRO-SIS would take up a large amount of disc space on one’s computer which in turn would require the shop to have a large amount of disc space available for the program to run. With an Internet connection, you can access the program over the web.

Another problem that is solved with the use of the web based program is installation problems. Since it is all done over the Internet, there is nothing to install; no more discs to put into the computer and install on your machine. Which brings us back to the main part of the web version of PRO-SIS, all you need is a high-speed Internet connection. This program will allow a shop to have two passwords issued per company with the same Internet IP address. This means that two people can be on the program at the same time, at the same shop. Supported browsers for the program are for PCs: 32 bit IE 7, 8 or 9, Google Chrome, and on Macs: Safari and Firefox.

running, all that needs to be done is to pay the annual support fee and you can continue to use the program. If you are a member of AERA and would like to get access to PRO-SIS, please call the office at 888-326-2372 and ask to speak to Karen, she will be happy to assist you in getting PRO-SIS up and running in your shop.■

Try PRO-SIS today! All three of these programs are available to AERA members only, so to get access to them, you must be an AERA member. If you are not a member, join AERA and they will give you a FREE 90 day trial of the program to use in your shop. After the 90 day trial, in order to keep the program

AERA Technical Specialist Steve Fox has over 25 years experience in the engine building industry with 10 of those years spent working in the machine shop. Steve is an ASE-certified Master Machinist, as well as a longtime member of the drag racing circuit.







52 APR-JUN 2012 engine professional AN AERA INTERNATIONAL QUARTERLY PUBLICATION

EP Q2-12 40-53_Layout 1 4/19/12 11:31 AM Page 53

PAY A LITTLE MORE,

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TECHSIDE BY DAVE HAGEN, MIKE CARUSO and STEVE FOX

Warranty Administration The following is an overview of correspondence between a machine shop, equipment dealer and their customer after a premature engine failure in a supplied diesel engine. The preliminary inspection and analysis of the failed 4-53 Detroit Diesel engine revealed uncommon findings. In the following pictures and text, we show the difference between the cause of the engine failure and the effects of that failure. To help show the temperature differences within the engine, it is important to note that multiple heat indicator tags are implemented by the remanufacturing facility. In today’s modern machine shops, failure analysis should be an integral part of your quality control process. By understanding how and why engines fail, you can provide a better quality product to all your customers. Often, the end users do not understand our best attempts to explain failures to them. By combining technical data with pictures and explanations, we hope to make this process easier for all parties involved. It should be noted that all people involved with an engine build are interested in the same end goal, which is a product that operates and performs as good as or better than it did when it was new. Establishing good working relationships with customers before, during and after an engine build is crucial. To enact a successful engine replacement, it’s important that everyone understands their role. If a failure should occur, it is imperative that you’re able to discuss circumstances of failures such as this one freely. If we’re not able to determine the root cause of the failure, we cannot prevent repeat occurrences. On initial inspection, we know that the engine has been very hot by the heat indicator on the oil cooler. However, as was visually pointed out, the thermostat housing did not show signs of excessive heat, nor did the back of the water pump. We will look at this evidence to see if we can determine why we have different heat ranges in different parts of this engine.

The range of the heat stickers goes from 180 to 280 degrees. This is the sticker from the oil cooler housing. As you can see, it shows a temperature in excess of 280 degrees. 54 APR-JUN 2012 engine professional AN AERA INTERNATIONAL QUARTERLY PUBLICATION

This is the heat tag from the back of the water pump. It shows that the temperature here has been up to 200°F. This is not enough to damage the engine, but does show that the engine was starting to get hot. The question that needs to be answered is why is there such a difference in the heat tags between the oil cooler, water pump and thermostat housing. The heat tag on the thermostat housing was 180°F.

All but three of the liner O-rings were burnt all the way through; however, the remaining three were starting to burn. From the pictures below, we can see heat damage on all of the Orings; most of them were burnt through. The question remains at this point, did the O-rings fail and cause the engine to overheat, or did the overheating cause the O-rings to fail?

These are the burnt ends of the failed liner packings. Their texture is sticky – a sign of thermal breakdown. All of the breaks in the packings were burnt. There were no clean cuts or evidence of twisting. There is a line in the center of the packings where they were molded. If they were twisted on installation, these lines would have a candy cane twist to them. Once they are exposed to normal engine heat, this pattern would be “baked in”.

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would be under pressure) and mix with the oil. This would emulsify the oil and turn the oil gray and thick; this would also show up in the bearings as a lack of lubrication. Antifreeze or water in the oil will turn the lead black and quickly expose the copper below the babbit surface.

Only three of the o-rings were not burnt in half. The worst ones appear to have been located in the center cylinders. The ones that were still intact were turning black 180 degrees apart, just like the ones that failed.

In this picture, you can see that the bearings show no sign of lubrication distress. The lack of discoloration and good condition of the bearing surface indicates that the engine has not been running with contaminated oil as would be expected with a slow leak. All the engine bearings in this engine appeared to be wearing normally. There is no indication of antifreeze mixing with the oil or loss of lubricity as indicated by the appearance of the connecting rod bearings shown here.

The pieces that remain in the o-ring lands are burnt and mushy just like the pieces in the previous pictures.

From the apparent damage to the liner O-rings we know that heat played a major role in the failure. So far, we have not separated the cause of the heat from the effect the heat had on the engine. We must look at the cooling system to determine what else was going on. The field tech reported that the radiator was 1 gallon low on coolant when he checked it. He further reported that the radiator was free of obstructions, the fan belt and the water pump belts were tight and turning. There did not appear to be any obstruction of the cooling system externally. The thermostat was checked and it opens fully at 180 degrees as designed. There were no obstructions inside the housing. The water pump was removed and the impeller inspected. The impeller is tight and turned freely: also there was no evidence on the pulley that the belt was slipping. This indicates that the cooling system was operating normally. However, your field tech reported that he drained less than a gallon of coolant from the engine block when he tore it down for inspection. If an O-ring is cut during installation, the failure is immediate, since a cut O-ring will not hold pressure. A cut O-ring is usually the result of being in contact with sharp edges. Since the O-rings are installed into the block before the liner, they would more likely be twisted since there are no sharp edges that would cut it on installation. This would show a spiral pattern on it as the heat tempers the O-ring. There was no twisting evident on any of the O-rings. A cut O-ring would not pass the cooling system pressure test when the engine was dyno tested. If there were a slow leak at the liner packing, the water would seep into the air box and oil pan every time the engine was shut off (since the cooling system

Based on these observations, it is more likely that the liner Oring seal failed suddenly. The oil was just beginning to show evidence of coolant mixing with it, but it had not been in the lube system long enough to have any impact on the bearings. This fact, plus the heat evidence on the liner O-rings would indicate that the overheating was present before the O-ring failure, making overheating the primary cause of the failure. The heat indicator tags on the engine indicate that there was little or no coolant in the engine when the failure occurred. If the cylinders had overheated with the cooling system full, the heat tag on the thermostat housing would show that the top of the engine had been hot with the coolant still circulating.

These are the water grommets from the water ports between the block and the head. The one in the upper left looks normal on the upper portion, but the lower portion is showing heat damage. The one on the lower right shows heavy heat damage. These seals are designed to withstand normal operating engine professional WWW.AERA.ORG/EP 55

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TECHSIDE BY DAVE HAGEN, MIKE CARUSO and STEVE FOX

temperatures of less than 250°F. When an engine is run low on coolant, steam rises up the water ports and begins to break down the compounds. They begin to swell up and split concentrically. These grommets show definite effects of steam damage. Even after running the normal life of an engine, they will not show this kind of stress if they have not been subjected to steam.

We know that the liner O-rings were overheated. If the heat to do so was initiated in the cylinder itself, it would either be from excessive fuel or from inadequate piston to liner clearance. Overfueling is usually isolated to one cylinder, accompanied by black smoke and will only cause a cylinder to overheat if it is run that way over a long period of time. In this situation all liner Orings were damaged. Inadequate piston-to-cylinder wall oil clearance will begin to fail the liner as engine temperature increases. Lack of clearance will also seize the cylinder as soon as the piston expands far enough. The scoring present in the liners is heat scoring as evidenced by the stuck rings from the oil being overheated. For comparison, look at a picture of a cylinder head from a 3-53 engine that was returned as a core. Even though the engine was worn out and ready for remanufacture, there is no varnish under the exhaust ports (circled area).

From the visual created by this picture of the four piston crowns all of the cylinders appear to be burning properly. The spray pattern is evident on the top of the piston and the crowns show no signs of heating from the top down as would be the case if it were chronically over fueled. There is also no sign of coolant entering the combustion chambers, as would be the case if the engine were run with coolant entering the air boxes.

This is a picture of the heat fuse in the head. You can see how close it is located to the exhaust ports. With the cooling system working correctly, this will not melt out the center. The head must be in excess of 257°F for this plug to melt.

This photo shows more evidence of excessive heat. Note the exhaust side of the cylinder head. You can see the exhaust manifold at the top of the picture. The exhaust ports are on this side of the head. Under a load, the exhaust temperature will reach 850° F. The water ports that flow through the head are responsible for removing the heat that is generated. You can see that the area under the exhaust ports has started to turn the oil to a varnish on the right and has progressed to a caked on full burn in the center ports. This is a clear indication that there was no water circulating through the head when the engine failed. In the absence of water to remove the heat, the only way heat will be removed is through the limited oil that is flowing through the engine. 56 APR-JUN 2012 engine professional AN AERA INTERNATIONAL QUARTERLY PUBLICATION

Based on this evidence, we can conclude that there was little or no water circulating in the engine when the failure occurred. We have already determined that the water pump and the thermostat were not preventing the coolant from flowing. If there was coolant in the engine and the thermostat was stuck closed, we would find the heat sticker on the water pump to be just as hot as the heat sticker on the oil cooler since the overheated water would continue to circulate through the engine. The fact that there was no evidence of heat at all on the thermostat housing indicates that there was no water in it to be heated. The only heat it could receive at this point is radiant heat. That leaves us with the oil cooler. When we removed the oil cooler, there was still coolant in it. We were able to save a sample of it. (It was blue coolant – I have not seen blue coolant before, but I assume it is one of these environmentally friendly formulas). The fact that there was water in the oil cooler accounts for the high sticker temperature we found there. As the engine continues to run without any coolant in it, the oil retains its heat as well. This heat caused the water in the oil cooler to superheat and turn the heat tags black.

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We can establish the level of the water by looking at the temperature recorded in the heat tags in the engine as follows (pictured right). The heat tags will not react if there is no water in the engine to heat them. In the absence of water circulating they are subject only to radiant heat. This is why the water pump shows at least 40 degrees hotter than the top of the engine – it was closer to the water as it boiled and turned to steam. We know by the burnt oil on the head and the fuse plug that the head was indeed hot even though the thermostat did not show heat in the top of the engine. From this we can conclude that the piston seizure and liner scoring was not the cause, but the effect. When subject to extreme heat, the parts expand and lose their clearance, causing them to seize. There would be no way for a kit that was just beginning to seize could generate enough heat to cause this much damage with a properly functioning cooling system. If one cylinder failed first, the likely scenario is that the piston would seize in the liner. The cylinder would generate extra heat, but the heat damage would be secondary, not primary. Also, the coolant enters the radiator at the top through the thermostat housing. The cooled water enters the engine at the oil cooler. We should expect to see hotter temperatures at the thermostat housing and the cooler temps at the oil cooler housing. In this case, the opposite is true; the higher temperatures are at the cooler not the thermostats. Again, this indicates where the coolant was and more importantly, where it was not. Based on these observations, it becomes clear that the failure of the engine was not caused by a manufacturing or parts problem. Nor was it the cause of an installation problem, but, normal maintenance procedures require checking fluids routinely. This situation was not just a case of low coolant; it is more like a case of no coolant. If the engine had been running low on coolant, the water pump would still circulate the remaining coolant and we would see signs that the engine was beginning to overheat. At this point, we can only speculate as to what really happened even with our sequence of events previously listed. There appear to be at least two possible scenarios. First, the engine was run low on coolant over a period of time and eventually overheated causing the O-rings to melt and all the coolant to be blown out the air box drains before it had time to

get into the oil pan. A second possible scenario is that the engine was inadvertently run without coolant in the system. For the coolant to run this low from normal operation, the operator should have seen signs of overheating and plus spotted the loss of that much coolant. If the unit was used only for short periods of time, after a point in time when the coolant was low, the failure point would be extended until a longer period of operation occurred. We did note that there was not enough oil to get ample sample required for analysis which would more than likely show signs of chronic overheat. It was also noted during inspection that it appears the engine has been subjected to dirt entry by the looks of the blower area. This did not contribute to this overheating engine failure, but should be noted to inspect and repair during reinstallation of an engine. Also, the vacuum pump attached to this examined engine shows wear as the main shaft has excessive end and side thrust. It requires replacement as well. Failing to repair those two items will reduce engine durability on any subsequent engine. It is our opinion that this evidence needs to be presented to the customer (final user). It would be unfortunate for either the machine shop or garage to be required by the customer to pay for a failure of this nature, since it appears to have been initiated by running the engine with little or no coolant in it. Coolant within an engine is the sole responsibility of the customer or operator. We feel very confident of our conclusions based on observation of the

failed parts. We would be glad to discuss these findings with you before advising your customer to make sure we have not overlooked some critical piece of information before making a final determination. Please feel free to come and look at the evidence personally if desired. There are approximately 25 pictures of the failed engine parts and we would be glad to send copies of any or all that you would like to see. We will hold the engine and parts until we hear from you and want it remanufactured again. We look forward to hearing from you and appreciate your continued business.■

The AERA tech team, from left to right: Steve Fox has over 25 years experience in the engine building industry with 10 of those years spent working in the machine shop. Steve is an ASE-certified Master Machinist, as well as a longtime member of the drag racing circuit. Dave Hagen, our Senior Technician, has over 41 years of experience in our industry. An ASEcertified Master Machinist, Dave specialized in cylinder head work and complete engine assembly for the first 17 years of his career. Mike Caruso brings over 50 years of rebuilding and high-performance experience to AERA. An ASE-certified Master Machinist, Mike came to us from FEL-PRO’s high-performance R&D and tech line, where he worked for 11 years. engine professional WWW.AERA.ORG/EP 57

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ON THE SAME PAGE BY MIKE CARUSO

Performance Automotive Engine Math Pro Series By John Baechtel Everything in the world is designed using math. We use it rebuilding our engines whether a full all-out race machine or rebuilding an engine for a customer looking for better performance. That could be better gas mileage, more low speed torque for towing or a combination of these requirements. When you know how it is done, you can check your own engine with the math presented in this book. After you have done all the calculations for your engine, you will see the big picture. Better yet by seeing and understanding its faults you now will know where to make changes to improve your engine’s efficiency. This book showcases the methodology required to define each specific parameter. As it is always said, numbers do not lie. Trust the data and the good numbers. • Information: Chapter #1 basic math, #2 engine displacement, #3 compression ratio, #4 piston speed, #5 brake horse power and torque, #6 induction math, #7 cylinder head math, #8 exhaust system math, #9 fuel system math, #10 atmospherics and combustion math, #11 camshaft math, #12 tools and equipment, #13 How to build and engine math spread sheet, #14 engine simulation and modeling software. 160 pages with 175 color photos and the debut of the new Pro Series. • Suggestion: Written by John Baechtel who made the math very easy to understand. It is edited by Scott Parkhurst with a foreword by Jim McFarland. This book is so good I am buying a copy for my own library. (Printed in 2011 by SA Design #204; ISBN ID# 978-1-934709-47-4)

How to Install and Tune Nitrous Oxide Systems

How To Port & Flow Test Cylinder Heads

By Bob McClurg

By David Vizard

• Information: Chapter #1 single-stage, single-plate system; #2 single-stage, dualplate system; #3 two-stage single plate system; #4 single-stage supercharger system; #5 Hidden single-stage systems; #6 fogger system; #7 multi-stage systems (showing installation0; #8 Merlin III 540 Nitrous engine (build-up with Wilson 14BBL intake); #9 EFI wet and dry; #10 Nitrous accessories; #11 Commonly asked questions answered by Mike Thermos. This is the History of Nitrous Oxide; who used it first and why it works so well. There are tuning tips (check out page 84 to see ignition timing retard steps), safety tips, solenoid rebuilding, plus choosing the correct system for your application. Follow a Dodge Challenger SRT8 Fly-By Wire Nitrous system install. • Suggestion: Burning more fuel is what Nitrous Oxide is all about. Nitrous Oxide used in propeller-driven aircraft engines allow them to obtain higher altitude which gave an advantage during mid-air combat. Because at higher altitude, air gets thinner or has a lower percentage of oxygen available to burn the fuel. If you are planning to install a Nitrous system, this is a great book to read before you begin. If you would like to know more about Nitrous Oxide, then you have just found the correct book! Nitrous Oxide aircraft engine development was stopped when the jet engine-powered aircraft came on the scene. Bob McClurg has that touch with a camera that few people have. He gets the lighting, the angle and the content perfectly. Most engine people are quite visual and enjoy and learn from well-done pictures. (Printed in 2012 by SA Design #194; ISBN ID# 978-1-934709-34-4)

• Information: Chapter #1 What it takes to make power; #2 Flow testing procedures; #3 A flow bench – buy or build?; #4 Wet-flow testing; #5 Porting aftermarket heads; #6 Porting tools, consumables and safety; #7 Five Golden porting rules; #8 Developing functional ports; #9 Valve shrouding; #10 Developing functional heads; #11 the combustion process; #12 Maximizing compression ratio. Other topics covered are Source Guide Air Flow Research, Audi Technology, Brodix Inc, Calico Coatings, Dart Machinery, Design Dreams, DR.J’s Performance, Edelbrock Corp, EngineQuest, Ferrea Racing Components, Motion Software, Performance Trends, Racing Head Service, Tech Line Coatings, Trick Flow Specialties and Ultra Pro Machining. • Suggestion: Whether you have been porting your own cylinder heads for years or have someone else porting with or without a flow bench, buy them this book! Even if your racing program is buying completely finished CNC ported heads, there is plenty of information that you can still learn from this book. (Printed in 2012 by SA Design #215; ISBN ID# 978-1-934709-64-1)

58 APR-JUN 2012 engine professional AN AERA INTERNATIONAL QUARTERLY PUBLICATION

AERA Tech Specialist Mike Caruso has over 50 years of engine rebuilding and high-performance experience. An ASE-certified Master Machinist, Mike came to AERA from FEL-PRO’s high-performance R&D and tech line, where he worked for 11 years.

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PRO-SIS SA makes finding engine specs as easy as clicking your mouse! • This new and improved version of our popular engine specification software offers nearly 6,300 engine specifications from 136 manufacturers covering light-duty, agricultural, industrial, import, and powersport engines • Quickly identify cylinder blocks, heads, crankshafts, camshafts and connecting rods by casting number • Save time by not having to search through paperwork or call tech support for engine specifications • Over 36,000 casting numbers — plus, you have the ability to search for engines by casting number from blocks, heads, connecting rods, camshafts, and flywheels • Remanufacturing specifications for cylinder blocks, heads, crankshafts, camshafts, connecting rods, and flywheels • Over 2,900 AERA Technical Bulletins that can be keyword searched and printed PRO-SIS SA contains all of the information in AERA’s printed manuals plus additional technical specs and information needed for machining and assembly. Using this program will eliminate almost all the filing of technical bulletins and engine specification sheets. Not only will you have over 6,300 engine specifications at your fingertips, you can also add your own custom engine information to PRO-SIS SA’s database. For the amount of time it takes you to find the manual, using PRO-SIS SA you would have already found your specs and been back to work...that’s a money-making difference! PRO-SIS SA software is free to all new AERA members for 90 days. After the trial period is over, all you pay is a $403 annual support fee (outside the US $437).

AERA – Engine Builders Association 500 Coventry Lane, Suite 180 Crystal Lake, IL 60014 U.S.A. toll-free 888-326-2372 / 815-526-7600 fax 888-329-2372 / 815-526-7601 www.aera.org • email: [email protected] engine professional WWW.AERA.ORG/EP 59

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60 APR-JUN 2012 engine professional AN AERA INTERNATIONAL QUARTERLY PUBLICATION

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engine professional WWW.AERA.ORG/EP 61

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AERA ONLINE TRAINING REGISTRATION FORM NAME COMPANY NAME

AERA ID NUMBER:

COMPANY ADDRESS CITY, STATE, ZIP PHONE E-MAIl AddRESS (REQUIRED ) SIGNED BY

REGISTRATION FEE: $150 per person INCLUDES Gary Lewis book AMOUNT ENCLOSED: ■ CHECK — PLEASE MAKE PAYABLE TO AERA.

CREDIT CARD: ■ VISA ■ MASTERCARD ■ AMERICAN EXPRESS CARD NUMBER:

EXPIRATION:

CARDHOLDER NAME: CARDHOLDER SIGNATURE:

If paying by credit card, please fax completed registration form to AERA

toll-free fax 888-329-2372 Or, mail your completed form with payment to: AERA, 500 Coventry Lane, Suite 180, Crystal Lake, IL 60014. Call AERA toll-free if you have any questions: 888-326-2372 or direct at 815-526-7600.

62 APR-JUN 2012 engine professional AN AERA INTERNATIONAL QUARTERLY PUBLICATION

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AERA ONLINE TRAINING

Cylinder Head & Machinist Certificate Program • AERA now offers a comprehensive online training program (not just a test) leading to diploma-quality certificates in Cylinder Heads and Engine Machinist. Technicians who successfully earn either certificate will hold proof that they have an elevated understanding of machining fundamentals, measuring tools, shop safety, fasteners, engine theory, engine diagnosis, engine disassembly, component cleaning, inspection, crack detection and repair, component reconditioning and cylinder head and block resurfacing. • Each program is an online, self-paced course with up to one year to complete. Gary Lewis’ book, Automotive Machining & Engine Repair, will be included with the $150 registration fee. Everything a technician will need is contained in the program with video clips and supplemental readings at key locations within the program. The book will be used as a syllabus when not online.

To find out more about the AERA certificate program, call AERA at 815-526-7600, ext. 202 and ask for Karen Tendering — or email [email protected]. Karen can answer all your questions and when ready, register you to begin the program. To register immediately, please fill out the form on the opposite page and return to AERA.

The information in this program is presented from the view of engine machine shop operations. Basic procedures are selected from those with wide industry acceptance and represent wellbalanced and competent “state of the art” practice. – Gary Lewis, Instructor and Author

AERA – Engine Builders Association 500 Coventry Lane, Suite 180 Crystal Lake, IL 60014 U.S.A. toll-free 888-326-2372 / 815-526-7600 fax 888-329-2372 / 815-526-7601 www.aera.org • email: [email protected] engine professional WWW.AERA.ORG/EP 63

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tech TB 2580 Internal Engine Noise Or Damage After Oil Filter Replacement on 2004-2010 3.0 & 3.6L GM Engines The AERA Technical Committee offers the following information regarding internal engine noise or damage after oil filter replacement on 2004-2010 3.0 & 3.6L GM engines. Oil filter misapplication may cause abnormal engine noise or internal damage. There has been some copies of name brand parts in some aftermarket parts systems. Always ensure that the parts you install are from a trusted source. Improper oil filter installation may result in catastrophic engine damage. Some aftermarket oil filters share the outside dimensions of factory equipment and AC Delco service filters. Though they look the same, these filters do not meet GM specification and function requirements. The following information is supplied by GM for proper diagnostics. Engine Ticking Noise In Valve Train First, the location of the tick must be determined (exhaust or intake, front or rear engine bank). Using a suitable listening device such as chassis ears or a stethoscope can determine the location of the ticking noise. 1. Does the noise only come from one bank location (intake or exhaust lifter area)? 2. If the noise is in one bank location, then the oil galley lubrication hole may be obstructed with foreign material. 3. When the location is determined, the technician should remove the valve cover and inspect the lifters for aeration. Remove the stationary hydraulic lifter assemblies (SHLA) for the suspect location / cylinder. For Example; Bank 2 Cylinder # 1 A & B exhaust lifters are making noise. Inspect the lifters for the presence of oil. If oil is present, SHLA will be pumped and hard to compress. If aeration is present, the lifter will be spongy. Test by trying to compress with your fingers or a suitable tool. 4. Spongy SHLA (lifters) mean aeration and obstruction to flow oil to SHLA is present. Reference the oil lubrication description document in SI for details of system operation. Inspecting SHLA For Aeration 5. (A) Bank 1 (2, 4, 6) Reference 1-Intake oil galley for lifters, Reference 2-Camshaft Actuator (Phaser) Oil Galley, Reference 3Exhaust Oil Galley for Lifters. (B) Bank 2 ( 1, 3, 5) Reference 1-Intake oil galley for lifters, Reference 2-Camshaft Actuator (Phaser) Oil Galley, Reference 3Exhaust Oil Galley for Lifters. An obstruction to oil flow is present at the engine block deck passage under the head gasket for lifter oil pressure. The passage is the location in the front engine block deck. The oiling passage can be identified as a hole with eye brows cut to each side.

TB 2580, Figure 1: Inspecting SHLA for aeration.

TB 2580, Figure 2: A Bank 1 cyls 2, 4, 6.

A Bank 1 (2, 4, 6)B Bank (1, 3, 5) 1 – Intake Oil Galley For Lifters1 – Intake Oil Galley For Lifters; 2 – Camshaft Actuator (Phaser) Oil Gallery2 – Camshaft Actuator (Phaser) Oil Gallery; 3 – Exhaust Oil Gallery For Lifters3 – Exhaust Oil Gallery For Lifters. 6. One example of obstruction is shown in Figure 4. Filter media material plugging the 2mm lubrication passage hole creating aeration in the exhaust lifter oil galley. The obstruction 64 APR-JUN 2012 engine professional AN AERA INTERNATIONAL QUARTERLY PUBLICATION

TB 2580, Figure 3: B Bank 3 cyls 1, 3, 5.

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TB 2580, Figure 4: Oil filter media obstruction on right.

TB 2580, Figure 8: Failed filter media and relocated debris.

TB 2580, Figure 5: Connecting Rod Bearing welded to shaft. TB 2580, Figure 9: Failed drainback valve (1), new (2)

can be filter media material or an orange silicone rubber material. (The example shown is filter media.) 7. Engine oil passages will have to be cleaned of aftermarket filter media debris or orange silicone rubber.

TB 2580, Figure 6: Orange silicone obstruction oil flow.

Engine Knocking / Piston Skirt Knock 1. One source for oil starvation is due to aftermarket oil filter anti-drain back valves deterioration. Orange silicone rubber material has been found in many cases of oil starvation underneath the main and rod bearings, with material contained in the oil lubrication galley in both blocks and crankshaft lubrication holes. The orange silicone rubber is from aftermarket oil filters anti drain back valve assembly, which is located under the filter media and above the screw on the base. Orange silicone rubber is not used in the assembly of the High Feature V6 as well as most GM engine applications. Examples are below. Rod Bearing Welded To Crank (1) Orange silicone rubber obstructing the oil flow to the main and rod bearings the engine block webbing (1). Piston Cooling Jets (2) Silicon rubber found in the rod and main bearing and in the piston skirt squirters (1) Squirter removed to show obstruction material. Example of Aftermarket Filter Failures First do a general inspection for possible source. With the metal can cut off, you can see detail of media failure. This is an oil filter that is teardown. The left (1) shows a part removed from a failed engine oil main bearing gallery. The right one (2) is a new seal removed from a new aftermarket filter. This is what a drain back valve looks like prior to failure.

TB 2580, Figure 7: Piston Squirter Oil Galley obstructed.

Conclusion Repair as necessary to remove filter media/debris from oil galleys and piston squirter sprayer in the cylinder block. Repair and/or engine professional WWW.AERA.ORG/EP 65

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tech replace damaged engine components as necessary. Engines today require oil filters that can meet the challenges of today’s oil filtration systems, engine oil pressure requirements (both hot and cold) and Oil Life Monitoring systems. Improper oil filter usage may result in catastrophic engine damage or failure.

TB 2581 Prolonged Cranking Condition On 1998-2000 Isuzu 2.2L HEC Engines The AERA Technical Committee offers the following information regarding a prolonged cranking condition on 1998-2000 Isuzu 2.2L HEC engines. This condition may occur because of a timeout circuit used in the PCM software in Rodeo and Amigo vehicles built during 1998-2000 using the Isuzu 2.2L HEC engine. All 1998-2000 Rodeo (UE) and Amigo (UA) models with 2.2L HEC engine, has software installed in the PCM which uses a time-out circuit to reduce emissions and fuel soak. If the vehicle is started cold, and shut down within 10 to 30 seconds after the initial start-up, the timeout software does not allow injection pulse for an extended period of time. On 1998 and 1999 models with 2.2L 4 cylinder HEC engines, the time-out period with no injection pulse can be up to 8 seconds. On 2000 models with 2.2L 4 cylinder HEC engines, the time-out period can be up to 5 seconds. To confirm this condition, disconnect any injector connector and install an injector noid light tester across the connector and watch for an on/off pulse. When the injector pulse width is 0 ms, the injector noid light will not flash. The injector pulse width is 0 ms after the startup time has been exceeded during cold restart. It is imperative not to attempt any repairs for this condition and to verify the condition.

TB 2582 Ticking Noise Upon Start-Up on 2006-07 Mazda 2.3L Engines The AERA Technical Committee offers the following information regarding a ticking noise upon start-up on 2006-07 Mazda 2.3L engines. When the engine is first started, some vehicles may exhibit a loud ticking noise coming from the variable valve timing. The cause of this problem seems to be lock pin of the variable valve timing actuator that is not fully engaging. To cure this problem, heat treating the locking pin has now been added around the hole of the variable valve timing to prevent this from happening. To repair this problem, inspect the variable valve timing actuator for damage around the stopper spring cap (A) or a missing stopper pin cap (B), shown in figure 1. Turn the crankshaft clockwise so that the notches on the variable valve timing actuator can be checked. If the notches are aligned together, (A) there is nothing wrong. If the notches are misaligned (B), follow the procedure below for checking alignment again, shown in figure 2. 66 APR-JUN 2012 engine professional AN AERA INTERNATIONAL QUARTERLY PUBLICATION

TB 2582, Figure 1: Checking stopper spring cap for damage

TB 2582, Figure 2: Checking notch alignment in variable valve timing actuator

Turn the camshaft counterclockwise to align the notches on the variable valve timing actuator. With the notches aligned, turn the camshaft clockwise 90°. Check notches again. If they are aligned correctly, there is nothing wrong. If the notches are misaligned, replace the variable valve timing actuator. Caution: If any parts are damaged or missing, remove the front cover to inspect the timing and oil pump chains and all related components for damage as a result of loose parts. If loose parts cannot be located in the timing chain area, it will be necessary to remove the oil pan to remove loose parts. Replace components as necessary.

TB 2583 Balancer Unit Assembly Installation on 2003-08 Ford/Mazda 2.3L Engines The AERA Technical Committee offers the following information regarding balancer unit assembly installation on 2003-08Ford/ Mazda 2.3L engines. There seems to be some confusion on timing of the balancer unit assembly and Mazda offers the following information to time the balancer unit assembly correctly. Balancer Unit Assembly Installation Confirm by visual inspection that there is no damage to the balancer unit gear and verify that the shaft turns smoothly. If there is any damage or malfunction, replace the balancer unit. CAUTION: Due to the precision interior construction of the balancer unit, it cannot be disassembled.

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Install the SST balance shaft stop tool as shown in the Figure 1. Turn the crankshaft clockwise the crankshaft is in the No. 1 cylinder TDC position (until the balance weight is attached to the SST). Install the adjustment shim to the seat face of the balancer unit. With the balancer unit marks at the exact top center, assemble the unit to the cylinder block as shown in Figure 2. After the unit timing marks are set to the top, set the SST as shown in Figure 3 and then measure the gear backlash using a dial gauge. For an accurate measurement of gear backlash, insert a small pry bar into the crankshaft No. 1 balance weight area and set both the rotation and the thrust direction with the pry bar, using a prying action front to rear as shown in the Figure 4.

TB 2583, Figure 1: Installing SST Tool

Let us straighten your logistics out. TB 2583, Figure 2: Unit Mark Top Center

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TB 2583, Figure 3: Checking Gear Backlash engine professional WWW.AERA.ORG/EP 67

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tech TB 2584 Oil Pump Sprocket Bolt Removal Caution on 200710 Nissan 1.8L Versa MR18DE Engines The AERA Technical Committee offers the following information regarding the oil pump sprocket bolt removal on 2007-10 Nissan 1.8L Versa MR18DE engines. Improper removal of the bolt could cause damage to the crankshaft sprocket.

TB 2583, Figure 4: Prying Back & Forth

Checking Gear Lash If the backlash exceeds the specified range, measure the backlash again using the adjustment shim selection table, shown below, and select the proper shim according to the following procedure. When measuring the backlash, rotate the crankshaft one full rotation and verify that it is within the specified range at all of the following six positions: 10°, 30°,100°,190°, 210°, 280°ATDC. Value range per shim 0.005 - 0.101 mm {0.00019 0.0039 inch}. Using master adjustment shim (No.50), assemble the balancer unit to the cylinder block, then measure the backlash. Select the proper adjustment shim according to the measured value. Install the selected adjustment shim to the balancer unit and then assemble the balancer unit to the cylinder block. TB 2583 – Adjustment Shim Selection Table

TB 2584, Figure 1: Broken oil pump sprocket from impact use.

Proper removal of the oil pump sprocket bolt is to use hand tools; never use an impact. If an impact or other power tool is used, the crankshaft sprocket may break as shown in Figure 1 (above). Nissan suggests always using hand tools with a backup wrench as described in the procedures listed below. Following the procedures listed will not damage the crankshaft sprocket when removing the oil pump sprocket bolt.

TB 2584, Figure 2: Use both a breaker bar and wrench.

• Use a socket and a “breaker bar” on the bolt. Always use a backup wrench on the “Width Across Flat” (WAF) are of the oil pump shaft as shown in Figure 2 (above). 68 APR-JUN 2012 engine professional AN AERA INTERNATIONAL QUARTERLY PUBLICATION

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DESIGNED FOR USE IN THE MOST DEMANDING ENVIRONMENTS TB 2584, Figure 3: Closeup of backup wrench.

• Close up picture of using a backup wrench on “Width Across Flat” (WAF) area of the oil pump shaft is shown in Figure 3 (above) and Figure 4 (below).

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TB 2584, Figure 4: Close up of wrench on pump flat.

TB 2585 Connecting Rod Breakage on All Acura Engines The AERA Technical Committee offers the following information on connecting rod breakage on all Acura engines. Connecting rods are specifically made to withstand brutal forces and temperatures. Yet, every once in a while, they bend or break and wind up as cool conversation pieces for a coffee table or desk. For a connecting rod to bend or break, either the engine must hydro-lock or the connecting rod bearings must fail. When troubleshooting a bent or broken connecting rod, here’s some food for thought: Hydro-locking is the number one culprit for connecting rod breakage. It happens when the volume of liquid that’s entering the combustion chamber (water or fuel) exceeds the chamber’s volume. Since liquids don’t compress, the piston stops before it reaches top dead center (TDC). But the crankshaft keeps on turning from inertia, so as a result, the connecting rod bends and gets shorter. With each compression and power stroke, that rod flexes. You won’t always notice anything wrong, until it finally gives out and breaks from metal fatigue. Hydro-locking can happen if you’re driving through deep, standing water that’s above the level of the air intake,

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tech or you’re driving fast enough through it to splash water over the hood. It can also happen if you’re driving through deep, standing water and someone driving the other way splashes water over your hood. Vehicles with cold air intake systems are especially vulnerable to hydro-locking since the air filter is mounted down low to draw air from the bottom of the engine compartment or the front of the radiator. Water sucked into the air filter gets sucked right into the engine. If you suspect hydro-locking, check to see if the air cleaner element and air cleaner housing are wet. Often times, there’ll be dirt or mud from the road deposited on the inlet side of the air cleaner element or even in the intake air duct. Keep in mind, hydro-locking isn’t a manufacturing defect so it’s not covered by warranty. If hydro-locking is the problem, your service client needs to contact his or her insurance provider; it’s considered accidental damage. Although it’s rare, sometimes a bad ECM/PCM or fuel injector can cause too much fuel to enter a cylinder, causing hydro-locking and resulting in a bent rod. Before that happens, though, there are usually some sort of drivability problems that crop up and remain after the engine is fixed. A bent connecting rod might not show any symptoms until it actually breaks. But a sure-fire indicator is the carbon line it leaves on the cylinder wall. A normal connecting rod leaves a carbon line that’s about 6 mm deep. A bent connecting rod, since it’s shorter, leaves a second carbon line that’s even deeper.

Connecting rod bearings fail for lots of reasons. To find out what really caused a rod bearing failure, you’ve got to take apart all of the rod bearings and main bearings and compare them side by side. If all or most of the bearings and journals show similar damage (scoring, exposed copper, or heat discoloration), the likely culprit is oil starvation, poor maintenance, customer abuse, or running the engine with an aftermarket power booster (a nitrous oxide setup, supercharger, or turbocharger). If just the bearing or journal for the failed rod looks bad, but all the other ones look good (no scoring, exposed copper, or heat discoloration) and the crankshaft journals are smooth with no heat discoloration, then that particular bearing/clearance would be suspect.

TB 2586 Crankshaft Removal Caution For 2008-2010 Ford 6.0L VIN P Diesel Engines The AERA Technical Committee offers the following information regarding crankshaft removal for 2008-2010 Ford 6.4L VIN R diesel engines. This information should be considered any time service work is related to the crankshaft, including clutch and transmission work. This engine uses additional components for the crankshaft assembly. Those components are; a flywheel front adapter, located between the flywheel/flexpate and crankshaft as well as a separate bolt-on rear flange. The rear flange SHOULD NEVER BE REMOVED from the crankshaft. This rear flanged is secured to the crankshaft by six mounting bolts and also provides a concentric rear main seal surface for the seal. If the flange is removed, the orientation will be upset and reestablishing it 100% may not be possible by simply bolting it up. An incorrectly installed rear flange piece will be off the centerline of crankshaft, which will increase flywheel round out and cause engine vibration. Other complications may include oil leakage, seal damage and possible transmission front bushing wear. The rear flange is part of the crankshaft manufacturing process and not intended for service replacement.

TB 2588 Steel Compression Rings with Reduced Radial Wall Thickness TB 2585, Figure 1: Bent connecting rod from hydro-lock.

TB 2585, Figure 2: Left side normal, right side abnormal. 70 APR-JUN 2012 engine professional AN AERA INTERNATIONAL QUARTERLY PUBLICATION

The AERA Technical Committee is advising that some piston ring manufacturers have modified the composition of their top compression rings. MAHLE Clevite is transitioning its popular original ring sets from a grey cast iron top ring to a carbon steel top ring. The advantages include; 35% more strength, 30% less weight and double the resistance to side wear which is a common problem on late-model engines. Since the steel is 35% stronger than cast iron, we can achieve the same ring tension with 35% less weight. That weight savings is made by reducing the radial wall thickness of the steel ring. The net result is a ring that’s lighter, so it has a higher effective RPM potential, stronger - so that it weathers the abuse of today’s high output engines better, and actually seals better because the reduced radial wall allows it to conform to the cylinder wall better.

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Having said all that, there’s some additional explanation needed when it comes to back clearance - that area behind the ring which is calculated by subtracting the ring radial wall width from the root depth of the ring groove in the piston. For example; if I have a ring radial wall of .170" and a groove depth of .195" then my back clearance is .025". Reducing the radial wall of the replacement carbon steel rings does increase the back clearance because they are going into piston grooves designed for the thicker radial wall of the cast iron rings. It’s been a well-accepted piston/ piston ring engineering design criteria, which, for optimum performance, ring back clearance should be minimized. This comes from the fact that the top compression ring needs the pressure from the combustion gases to get in behind the ring and push out on the ring to maintain proper seal on the high pressure, or combustion stroke. The logic was that the smaller the area created by the back clearance, the quicker that pressure would build to push out on the ring, and the quicker the ring would react to its sealing requirements job. That logic is all good but what about the reality of the concept? Since MAHLE makes both components in this equation pistons and the rings, our MAHLE piston ring R&D lab did some testing in conjunction with one of our original equipment customers to see if engine testing could tell us what the right amount of back clearance should be. What the engine lab folks found during testing surprised everybody! The engine wasn’t nearly as sensitive to ring back clearance as it was to ring side clearance. The reason was the gases have to get past the top side of the ring in order to get around to the back of the ring to push out on it. When we tightened up the side clearance to less than .001", the ring went unstable even at normal operating RPMs. Blowby, which is gas leaking past the face of the ring, increased dramatically. Changing the back clearance didn’t show us anything, negatively or positively either direction. We realized it was all about having enough side clearance to let the gases flow back to the back of the ring not how much back clearance we had! We came to the realization that in any cylinder, you have hundreds of cc’s of gases available to fill that relatively small volume behind the ring (0.4 cc’s), Those gases are at a very high pressure, several hundred, or even thousand PSI, so they will fill the small space behind the ring very quickly if you give them enough room, a.k.a. side clearance, to get there. (continued on next page) engine professional WWW.AERA.ORG/EP 71

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tech Most original equipment and aftermarket side clearance specs are in the .0015" - .0025" range. For our regular, nonracing, customers; changing from a cast iron top ring to a steel top ring won’t cause any adverse effect at all from the increased back clearance because the side clearance is adequate to allow the gas movement. Remember, we have hundreds of cc’s of gas to fill the very small amount of space change. The performance engine builders are a different story, but they take care of the issue with custom groove specs. The MAHLE original performance ring catalog supplies radial wall specifications for every ring for just that reason. Many of the true high performance engine builders specify ring grooves with less than .001" side clearance, but they add gas ports, small channels drilled in the piston, either from the top or side of the piston, to give a direct path for those combustion gasses to get directly to the back side of the ring. The engine doesn’t care how the gases get back behind the ring, it only cares that it does, and in enough volume and pressure to do the job. In summary, you can replace cast iron top rings with carbon steel, get all the benefits we’ve talked about in this article, and rest assured we’ve done our homework on the engineering side!

AERA Technical Bulletins also available online AERA mails Engine Professional magazine quarterly. The technical bulletins in English and Spanish can be found online at www.aera.org — as always, if you have any questions or if you need technical support send an e-mail to [email protected]. AERA estara enviando la revista, Engine Professional trimestralmente. Los boletines técnicos en Español e Ingles se pueden encontrar en la pagina web de AERA, www.aera.org — como siempre, si tienen preguntas o si necesitan ayuda técnica comuníquese con Yolanda o envíe un correo electrónico a [email protected].

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AERA and Engine Professional Clothing T-SHIRTS Black, 100% cotton. Screenprinted with either the AERA logo or the Engine Professional (EP) logo. S, M, L XL – $11.95 2XL, 3XL – $16.95 • AERA T-shirt: 10141004 • EP T-shirt: 101410014EP

RACING CAPS Black adjustable cap with racing flame embroidered detail and logo. $19.95 • AERA Logo Cap: 10131001 • EP Logo Cap: 10131001EP

HOODIES Black pullover sweatshirt (70% cotton/30% poly). S, M, L XL, 2XL, 3XL. • AERA tackle twill logo on front with embroidered EP logo on sleeve: 10141001TT S, M, L, XL – $59.95 2XL, 3XL – $64.95 • AERA left chest logo with embroidered EP logo on sleeve: 10141001 S, M, L, XL – $42.95 2XL, 3XL – $47.95

CAMO CAPS Camo print adjustable cap with embroidered logo. $19.95 • AERA Camo Cap: 10131002 • EP Camo Cap: 10131002EP

AERA – Engine Builders Association 500 Coventry Lane, Suite 180 Crystal Lake, IL 60014 U.S.A. toll-free 888-326-2372 / 815-526-7600 fax 888-329-2372 / 815-526-7601 www.aera.org • email: [email protected] 74 APR-JUN 2012 engine professional AN AERA INTERNATIONAL QUARTERLY PUBLICATION

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MARKETPLACE YOUR AD HERE Business Card Ad (3.5" x 2") 1x Rate $200 / 4x Rate $170 For more information, see the MARKETPLACE Ad Form on the following page. To advertise in MARKETPLACE, you must be an AERA member.

YOUR AD HERE Business Card Ad (3.5" x 2") 1x Rate $200 / 4x Rate $170 For more information, see the MARKETPLACE Ad Form on the following page. To advertise in MARKETPLACE, you must be an AERA member.

YOUR AD HERE Business Card Ad (3.5" x 2") 1x Rate $200 / 4x Rate $170 For more information, see the MARKETPLACE Ad Form on the following page. To advertise in MARKETPLACE, you must be an AERA member.

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MARKETPLACE Attention AERA Members! Advertise your business card with Engine Professional magazine and capitalize on the fastest growing hardcore engine publication in the aftermarket…

MARKETPLACE is for AERA members only. It will be featured in every issue of Engine Professional magazine.

Business Card Ad (3.5" x 2")

Four times a year, over 15,000 copies of Engine Professional are sent to an audited list of engine professionals.

1x Rate $200 4x Rate $170 All ads run full color at no extra charge. To advertise in this section, you must be an AERA member. For details on how to join, visit www.aera.org.

“Marketplace” Business Card Ad Order Form Name: Company:

AERA ID #:

Address: City, State, ZIP: Phone: (

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Fax: (

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E-mail: Rate $____________ x # of insertions ______ = Total $__________________ ■ Visa

■ MasterCard

NOTE: Mail business card with payment to Karen@ AERA or e-mail artwork (JPG or PDF) to AERA creative director: [email protected]

■ American Express

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Print Cardholder Name Cardholder Signature

Fax toll-free 1-888-329-2372 Or, mail with your payment to: Engine Professional Magazine / AERA, 500 Coventry Lane, Suite 180, Crystal Lake, IL 60014 U.S.A. Questions? Please contact Hal Fowler 404-427-0171 / [email protected] Jim Rickoff 507-457-8975 / [email protected] — or, call AERA toll-free 888-326-2372 or 815-526-7600. E-mail artwork to — [email protected]

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AERA is a network of professional engine builders, rebuilders and installers with the expertise and connections to provide you with the right answers when you need them. If you’re in the engine building business, there’s no tool more important than an AERA membership.

NEW BENEFITS FOR AERA MEMBERS New Credit Card Processing through TSYS Low member-only processing rates through TSYS (a top-ten processor), electronic check services, free online reporting, all major credit card and debit cards, gift and loyalty programs. Any member who does a cost comparison with TSYS by March 31, 2012 will receive a $25 gift card. No obligation to member. Contact Kit Barret at TSYS Merchant Solutions at 800-516-6242 ext. 4077.

An AERA membership also gives you:

New Discount Program with HP Discounts on computer hardware and supplies, no costs or minimum orders, free ground shipping.

• A voice in Washington, D.C.

New Online Certification Program The only online certification program available for engine builders. New and Improved Products from AERA AERA carries a variety of high-quality shop supplies, unique items which have been selected and produced based on input from members … new and improved temperature recorder labels, tags, bags, and more!

• Toll-free technical support • Specialized engine specification software • Four engine specification manuals and annual membership directory • Engine Professional magazine • Regional Tech & Skills Conferences • Special discounts from a number of “partner” companies to help AERA members reduce costs on insurance, shipping, utilities, waste removal and a variety of other services.

Join today! Complete the membership application on the next page and return to AERA. For more information, call AERA toll-free 888-326-2372 or visit www.aera.org.

AERA – Engine Builders Association 500 Coventry Lane, Suite 180 Crystal Lake, IL 60014 U.S.A. toll-free 888-326-2372 / 815-526-7600 fax 888-329-2372 / 815-526-7601 www.aera.org • email: [email protected] engine professional WWW.AERA.ORG/EP 77

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U.S. APPLICATION FOR ACTIVE MEMBERSHIP ELIGIBLITY REQUIREMENTS: Applicant should be a proprietorship, partnership or corporation that has adequate automotive shop equipment and performs either engine machining, engine modification, engine assembly or engine installation and whose principal business serves the automotive, truck, tractor, marine, diesel and other classes of retail, industrial and commercial accounts and not primarily sell used parts (which term does not include remanufactured parts) in their main place of business. 1. Please remit a sheet of company letterhead, company business card or company invoice with application. 2. If your business meets the above criteria, please complete the form below. (Please print legibly or type.)

COMPANY INFORMATION Company Name

Date business started

Contact Person (one name only) Business Address City, State, Zip Phone

Fax

Email

Website

How many personnel in your shop?

(include part-time personnel)

Please check the appropriate categories for listing in the AERA Membership Directory: ■ ■ ■ ■ ■ ■ ■ ■ ■ ■

AC – Custom, passenger car and light truck engine rebuilding AD – Diesel, heavy-duty and industrial engine rebuilding AF – Foreign, motorcycle and small engine rebuilding AH – High-performance engine rebuilding AL – Drive line rebuilding AM – Marine engine rebuilding AP – Production engine rebuilding (100+ per month) AY – Cylinder head rebuilding specialist AI – Engine installation Other

AERA MEMBERSHIP DUES Select the appropriate personnel category for your shop. Number of shop personnel: ■ 1 - 3...........................................................$342 ■ 4 - 8...........................................................$419 ■ 9 - 24.........................................................$541 ■ 25 or more ...............................................$639

PAYMENT MUST ACCOMPANY APPLICATION

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■ CHECK (please make checks payable to AERA)

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Signature I attest that my firm meets the above requirements and give AERA permission to verify the information. Signature

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★ Recomended for membership by: Send application and payment to: AERA, 500 Coventry Lane, Suite 180, Crystal Lake, IL 60014. Or — fax your completed application with payment to 888-329-2372 (toll-free) or 815-526-7601. You may also apply online at www.aera.org. If you are already an AERA member, please give this application to a friend. Call AERA toll-free 888-326-2372 (or direct 815-526-7600) with any questions.

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ADVERTISER INDEX

NEW monthly payment options AERA now offers monthly installment payment options for your annual AERA membership and PRO-SIS support fees. • Credit card • Direct withdrawl from bank account There will be no additional fees if you elect to pay monthly. Example: A small (1-3 man) shop pays an annual rate of $342 or $28.50 per month for 12 months (credit card or direct withdrawl from bank account).

For more information, call Karen at 888-326-2372 or e-mail [email protected].

AERA – Engine Builders Association 500 Coventry Lane, Suite 180 Crystal Lake, IL 60014 U.S.A. toll-free 888-326-2372 / 815-526-7600 fax 888-329-2372 / 815-526-7601 www.aera.org • email: [email protected]

Access Industries ...........................................................5 AERA ..............................................59, 62-63, 74, 77-78 ATI................................................................................29 Comp Cams.................................................................53 CTP / Costex Tractor Parts ...................inside back cover CWT Industries...............................................................1 DNJ Engine Components ...................outside back cover Durabond .......................................................................7 Elgin .............................................................................13 Endurance Power Products .........................................23 EngineLabs.com (Power Auto Media)...........................67 Enginequest .................................................................49 ESCO Industries...........................................................27 Federal Mogul / Sealed Power .....................................15 Fluidampr .....................................................................71 Fowler Sales & Service.................................................48 FreightQuote.com ........................................................67 Goodson ......................................................................42 Hastings ................................................inside front cover IMIS .............................................................................35 Jamison .......................................................................43 Joe Baker Equipment Sales .........................................52 Joe Gibbs Racing.........................................................72 L.A.Sleeve ....................................................................72 MAHLE Clevite .............................................................37 Maxiforce .....................................................................25 Melling..........................................................................21 PEP........................................................................32, 36 QualCast ......................................................................30 Quality Power Products................................................17 Regis..............................................................................9 Rottler ..........................................................................80 S.B. International............................................................3 Safety Auto Parts .........................................................33 Smith Brothers .............................................................69 Sunnen ........................................................................19 Superflow.....................................................................47 Topline ....................................................................60-61 Tracto-Parts Center......................................................73 TSYS Merchant Solutions.............................................31 Vibratech......................................................................39

ADVERTISING OPPORTUNITIES Get your advertising message directly into the shops who are building, rebuilding and installing engines professionally by advertising in Engine Professional magazine. Engine professionals worldwide will receive this full-color publication four times per year. Each issue will be filled with highly technical and application-driven articles from our staff of writers, as well as feature contributions from industry professionals. Over 15,000 copies of each issue of Engine Professional will be mailed to an audited list of engine professionals comprised of engine builders; custom rebuilders; production rebuilders; heavy-duty, marine, industrial, motorcycle, Nascar, NHRA and sprint car shops. Ad Sales • Hal Fowler: 404-427-0171 [email protected] • Jim Rickoff: 507-457-8975 [email protected] For ad payment, circulation, membership information: Call AERA toll-free 888-326-2372 or 815-526-7600. engine professional WWW.AERA.ORG/EP 79

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