HIGH TECH MEETS REAL PONTIAC MUSCLE

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 18

Contents
FALL 2014 Volume 17 No. 3

ENGINE BUILDS 72
18 REVENGE OF THE WEDGE
755 hp from 466 inches of Mopar big-block
26 PONTIAC POWER
Building 738 hp from 428 cubes of Pontiac
muscle
34 LS IS MORE
The School of Automotive Machinists
incredible 775hp street LS

TECH
44 MASTER OF METERING 44
An advanced look at carb function and tuning
54 LIQUID HORSEPOWER DEPARTMENTS
VP Racing Fuelthe offcial fuel of the 2014 6 FROM THE EDITOR
Engine Masters Challenge 8 EMC PRODUCTS
60 HIGH-TECH LUBE 10 NEW PRODUCTS
AMSOIL synthetic lubricantthe offcial oil of 14 UP FRONT
the Engine Masters Challenge 72 TECH TIPS
66 UNDERSTANDING CAM SPECS 76 PRO SHOP
Knowing the numbers to make the right choice 82 ON THE WEB
FALL 2014 ENGINE MASTERS 3
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2014 AUTOSALES, INC. SOURCE CODE: WHSEEM14
 EDITORIAL ADVERTISING
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FROM THE EDITOR By Steve Dulcich

HEADS, YOU WIN

I
t is no secret that an engines cylinder heads are the key
to engine effciency and horsepower. Hot rodders and rac-
ers have known this since day one, porting and grinding in
search of increased airfow. In the beginning, aftermarket
heads were few and far between, leaving the OEM castings as
the only thing we had to work with. Going back to those old
stock heads of yesterday, I have to wonder why the OEM manu-
facturers did not pay more attention to port design and airfow.
It seems with some of these older engines, just having a hole in
a chunk of metal connecting the intake and exhaust manifolds
to the cylinders was considered good enough.
With so much untapped potential, it was not all that hard
to be an airfow hero. With some cutting, a bad head could be
made mediocre, and that was a huge improvement. There was
a time not so long ago when fow benches were few and far
between, and port work came down to, If it looks right, it will
probably work. As time progressed, expertise in port modif-
cations really advanced, but through the decades of the 1970s
through to the 90s, for the most part the real knowledge was
closely guarded and held by an elite few. It has really only been
in more recent years that highly developed ports have become
so readily available to the masses.
Improvement in technology has to be credited for moving
the state of the art forward. Once, fow testing equipment was
seldom seen; today, we even fnd hobbyists with a SuperFlow
bench sitting in their garage. The information age has also had
an impact, with detailed information and theory ready available
via a few clicks online. In contrast to the tedious grinding and
polishing of the early days, we have CNC equipment that can
perfectly replicate a highly developed port and get the job done
at a very modest cost. Computer modeling, automated machin- performance, but it was basically taking a very poor set of heads
ing, and fast prototyping have also helped make development of and making it less terribleand that was considered a success.
all new aftermarket castings cost effective and opened the door As modest an accomplishment as it was, it was still better than
for an explosion in high-performance aftermarket heads. All of most, and enough to spark an interest in improved cylinder head
these things add up to performance engines of today making airfow in search of more power.
power that was unheard of back in the day. Later, the real education began, owing to crossing paths
The same technology has certainly infuenced OEM engine with engine guru David Vizard. An initial inquiry about getting
development. Modern pushrod engines such as the GM LS a set of my iron big-block Mopar heads fowed on his bench
series or Mopars Hemi prove the point. These stock production led to a close friendship and an open door to his well-equipped
heads eclipse the airfow of yesterdays all-out race cylinder workshop. David had written books on the topic of cylinder
heads. Want to compare even a fully ported Chevy No. 292 head modifcations and was one of the few at the time willing
Turbo casting of the 1970s to an LS7? How about the latest Gen to share his information. Davids tutorage and guidance, and
III Hemi heads versus Bob Mullens best ported W2 castings being able to quantify airfow results for the frst time, led to
of the same era? Fords four-valve overhead cam technology dramatic improvements in airfow and power. Through David,
takes things to another level yet, with technology pioneered and I got to know Roger Dr. Air Helgesen, a master of cylinder
made practical by the Japanese suberbikes of the 70s and 80s. head and manifold fow in his own right, always at the ready
It is no surprise that todays high-performance V8s are making with theory and advice on improving fow. All those years ago,
power that was unheard of from engines of similar displace- airfow theory was still considered a black art, and this kind of
ments back in the muscle-car era. collaboration was the only path into the priesthood.
I can remember picking up a grinder decades ago, carving These days, I spend far more time behind a keyboard than
on a set of old Mopar iron big-block heads for a week. No, the behind a grinder, and the average enthusiast can just go out and
process did not involve a fow bench, and the only guidance buy airfow like never before. The general knowledge of porting
available at that time was a few paragraphs in the old Mopar techniques is more accurate and readily available than ever. All
Direct Connection performance manual. Little did I realize this leads to a wide open road for anyone interested in making
that even that information was pretty much dead wrong in the serious power.
advice it provided. The work did pay off with a good increase in -Dulcich

6 enginemasters.com
 EAGLE ROTATING ASSEMBLIES
CONNECTING RODS CRANKSHAFTS
H-BEAM or I-BEAM CAST STEEL or
with ARP BOLTS FORGED 4340 STEEL
(upgrades available) (lightening available)

ASSEMBLIES INCLUDE
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2014 EM CHALLENGE PRODUCTS
LUNATI CRANKSHAFTS
Lunati started custom grinding camshafts in the 1960s. Today, Lunati
is also famous for its high-quality forged crankshafts, connecting
rods, pistons, and rotating assemblies.
The companys crankshafts incorporate 30 years of experience
and are the choice of many amateur and professional engine
builders like those seen in the Engine Masters Challenge. The
crankshaft line covers popular OEM replacement applications, as
well as the hottest stroker combinations. All Lunati crankshafts come
with the quality youd expect from a leading name in crankshafts.
No matter what your application, Lunati has you covered. Visit
lunatipower.com or contact the company by phone at (662)
892-1500 to see how Lunati can put you in the winners circle.

COMP CAMS CAMSHAFT

Over the years, Comp Cams has made many
dramatic advances in valvetrain technology. So how
does Comp Cams stay on the leading edge of the
technology curve? The answer is simple. Like its
customers, the company is made up of car enthusiasts
who live and breathe performance. It doesnt just
make the camshafts and valvetrain components it
sells, Comp also builds products it proudly uses in its
own cars. If youre looking for the state of the art in
camshaft technology, designed by enthusiasts with a
passion for performance, look no further than Comp
Cams. To fnd out more about Comp Cams and how
its parts can make your engine perform better, visit
compcams.com or call 800-999-0853.

ROSS RACING PISTONS

Ross Racing Pistons began production of high-end forged aluminum
racing pistons in 1979. Ross is known for its ability to design and
manufacture outstanding pistons at a competitive price. With a very
broad listing of stocking pistons, the company has the needs of the
performance enthusiast or racer well covered. If a requirement calls
for something a little different, Ross can meet the challenge with a
custom piston made for the job.
Utilizing the newest, most stable, and most accurate CNC
equipment available for manufacturing, along with a very wide
range of forgings, Ross maintains exacting tolerances on pistons
for the Engine Masters Challenge competitors. Check out its website
at rosspistons.com or call (800)
392-7677.

8 enginemasters.com
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NEWPRODUCTS
EDELBROCK NITROUS MANIFOLDS
Now you can purchase a high-quality Edelbrock intake
manifold with a direct port nitrous system included and
all-in-one-box.
These systems make it easy to install a
performance-matched Edelbrock direct port nitrous
system and intake manifold onto a small-block
or big-block Chevrolet engine. All of the supplied
stainless steel hard lines have been preformed to deliver
a precisely atomized and consistent mixture of nitrous manifold, with 4150-style
and fuel. The plumbing and distribution blocks have been carburetor fange, Performer
routed to ensure ease of use with various high-performance Series fuel and nitrous solenoids,
carburetors and cylinder head combinations. These systems distribution blocks, and preformed high fow
are capable of delivering an additional 250-plus horsepower and lines with E2 stainless steel series nozzles. These
are supplied with jetting for 100 and 150hp levels. systems do not include the bottle or supply lines. Visit
They include an Edelbrock Victor Jr. or Super Victor intake edelbrock.com or call (310) 781-2222 for more information.

the bottom of the sump. Crank scrapers also help reduce

IMPROVED RACING LS SCRAPERS
Improved Racing has just released a line of engine crankshaft
scrapers for the GM LS and Vortec V8 engines. The companys
crank scrapers help reduce oil starvation by closely contouring
the crankshaft to remove excess oil, ensuring more oil makes it to
parasitic drag and windage losses caused by excess oil on
the crank, resulting in a typical horsepower gain of 2 to 4 hp
at the wheels.
Two models are offered initially. Part number EGM-300
is designed specifcally for the 98-02 LS1 Camaro and
Firebird and has extra baffing to help control windage
below the frst two cylinders, which are normally left
uncovered by the factory windage tray. Part number EGM-301 is a
universal model designed to ft all factory 3.622-inch stroke LS and
Vortec V8 engines. Crank scrapers for modifed stroker engines are
currently under development.
For additional information, please contact Michael Ihns at
michael@improvedracing.com or call (407) 705-3054.

SUPERFLOW CONTROLLER
SuperFlow Dynamometers & Flowbenches is pleased to offer AEM
Performance Electronics 4-Channel Wideband UEGO controller
as an optional air/fuel monitoring system for SuperFlow engine
and chassis dynamometers. The AEM unit uses Bosch 4.2LSU
sensors that are calibrated at the factory and never require
free-air calibration as long as they are used with the AEM
controller. This saves dyno operators considerable set-
up time and as a result, money. The unit is also back
pressure compensated so in turbo applications, the
sensors can still be installed pre-turbo for individual
cylinder air fuel ratio, but the data wont be
affected by the pre-turbo back pressure.
The dyno package is only available from SuperFlow and is associated cabling, so were now able to offer a highly advanced
packaged into two-channel, four-channel and eight-channel systems eight-channel air fuel option for considerably less money than
for standard applications. It can also be custom confgured in any before, said SuperFlows Marketing Manager Mike Giles.
channel requirement up to 12 channels. The CAN integration For more information about the new AEM Air/Fuel option, contact
eliminates the need for an analog expansion panel and the SuperFlow at (800) 471-7701 or at sales@superfow.com.

10 enginemasters.com


The most advanced piston kit for your high JE can manufacture pistons for your
performance LS engine now includes
application in an average of 3 weeks!
skirt coating! Designed specifically for extreme levels of
CNC Machined
Lightweight 4032 alloy FSR forging nitrous/boost, these are the toughest LS7
Strong, lightweight designs
Includes a 1.2mm (LS7 style) steel top ring, pistons available!
8 High Performance Coatings available
1.5mm napier 2nd ring and 3.0mm oil ring
Ultra-strong 2618 alloy 100% CNC precision Designed and Manufactured in USA
60% less top ring wear when compared
FSR forging machined Forgings available for most applications
to ductile iron!
Smooth radiused .927" x 2.250"
Available for standard and stroker combinations 3, 5 and 7 day expedite services available
22cc dish premium wrist pins
Premium wrist pins and wire locks included
Enlarged valve reliefs 1.5mm, 1.5mm,
for aftermarket cams 3.0mm JE Pro Seal
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15312 Connector Lane Huntington Beach CA 92649 714-898-9763 Fax 714-893-8297 www.jepistons.com
NEWPRODUCTS
RAM FLYWHEELS
Six steel friction-inserts lay at the heart of Ram
Clutches latest lightweight aluminum drag racing
fywheels for single-disc clutch systems. Developed
as a direct-replacement item for sintered iron or
metallic clutches, the chief motivation for employing
friction inserts is their resistance to warping or distortion.
Inevitably, as the threat of distortion recedes and heat
dissipation improves, durability increases.
Available for small-block and big-block Chevrolets and Fords
the new fywheels offer an overall weight reduction of 5 pounds or
more. Reduced mass lowers the polar moment of inertia thus improves
acceleration. It also induces less wheelspin. Fully machined in-house from
7075 material, these fywheels use the same friction inserts successfully employed in
Rams aluminum pressure rings. Furthermore, they are easily serviced in the feld as they are mounted with
screws from the rear side. To learn more, telephone (803) 788-6034 or visit ramclutches.com.

EDELBROCK
CNC PONTIAC HEADS
Edelbrock Performer RPM cylinder heads for 455-
cid Pontiac engines are now available with a CNC-
machined chamber. Performer RPM CNC cylinder
heads have the same specifcations as Edelbrocks
Performer RPM cylinder heads for 1962-79 455-cid
Pontiac engines but feature a revised CNC-machined Performer RPM CNC cylinder
combustion chamber design with an all-new spark plug heads with 72cc chambers are
location for improved performance. best for higher-compression engines. Both
Performer RPM CNC cylinder heads are available in two are patterned after the same port fange confguration
chamber sizes. The 87cc chamber version is ideal for 9.5:1 engines as the 69-70 Ram Air IV Pontiac cylinder head. Visit
and will deliver excellent street performance on low-octane fuel. edelbrock.com or call (310) 781-2222 for more information.

AEROMOTIVE FUEL PUMP

Aeromotive is proud to The A3000 Fuel Pump provides more mounting
announce the release of provisions, enhanced performance, and better
the all-new A3000 Fuel pressure control than any fuel pump in its class.
Pump. This new pump is This crafty modular design affords the racer a
an upgrade and redesign variety of options for mounting and pressure
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12 enginemasters.com
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UPFRONT
READERS LETTERS
Editors Note: We at Engine Masters strive to give you, our readers, the kind of engine tech that you really want to see. To keep us informed
on what you would like in these pages, we welcome any comments, praise, or criticism, just to let us know where we stand, and where we
might need to go. Keep the comments coming and let us know what you think. I will read every email at steve.dulcich@sorc.com.
NEEDS TITLE
I wanted to give you guys a shout-out for
the buildup on the stock big-block Chevy
heads in the last issue. This is why I am a
fan of Engine Masters magazine. The story
set the premise, showed all of the steps
involved, and showed the before and after
test results. This is the kind of information
that separates the meat from the fuff.
I know there are all kinds of choices in
aftermarket big-block heads, and I dont
need an article suggesting how I should
spend my money. I can fgure that out on my
own. On the other hand, showing the valve
upgrade, machine work, porting, and what it
gets you is valuable to me.
I have an original big-block Impala, and
I am not going to use it as a race car. I
want to keep the stock parts just like it
left the factory in 1967, but I have nothing
against tricks to get more power out of
the factory engine while it is being rebuilt.
To me, if I was going to change the heads
to something other than stock, why even
rebuild the stock engine? I could just go and
get a 540 or 572 and drop that in. Just to
make things clear, I do have a 73 Camaro
drag car with a 496 pushing well over the
700hp mark with AFR heads and a big roller
cam. That was originally a small-block car
and is a gutted drag car. The point is, it
isnt always about making the most
horsepower possible. An engine like that
is not what I want for my Impala. The head
story was a breath of fresh air when most
magazines just want to push the latest
aftermarket parts.
Fred Collins
Fred, you and I pretty much see eye to
eye on your points. Realistically, that
14 enginemasters.com
story is aimed at a different crowd than
the guy looking for making maximum
power. Actually, it was about making more
power within a given constraintin this
case, the factory castings. Was it aimed
at the low-buck guy looking for bargain
performance? Id say not really. When you
add up the cleaning, machining, decking,
porting, valves, guides, seals, and all the
time and effort running the heads around
and ordering the parts piecemeal, cost was
defnitely not the motivation for rebuilding
the OEM heads. The heads for our story
were going into an OEM-style stock
restoration of a 70 Chevelle. Also note that
we were not aiming to create the very best
set of production closed-chamber oval-port
iron heads created by the hand of man. The
mods were simple, effective, cost conscious,
and practical to apply while in the process
of a rebuild anyway.
ROLLER REALIZATION
The article on roller cams in the fall issue
of Engine Masters gave me some good
information at a time when I could use it.
I am building a 383 stroker for my 72 El
Camino and was convinced that I needed
a solid roller cam. This thing is going to be
used 100 percent on the street, and I want
to use it for long-distance touring far away
from home. I was thinking about going with
a small solid roller, but realistically, the
engine is a pump-gas combination with
modifed factory Vortec heads that will
make about 450 hp, and I have no plans
of running more than 6,000 rpm once in
a while.
My goals are pretty conservative, but
I guess I wanted that solid roller for the
bragging rights as much as the extra power.
When I started thinking about reliability on
the road after reading that article, I decided
a hydraulic roller was the way to go. Thanks
for the good tech advice.
Larry Moore
Larry, solid rollers defnitely have their
place, and with the premium lifters available
now, they can be run reliably in limited
street use. If the plans include OEM-level
reliability, the best bet is the way you
decided to goa hydraulic roller setup.
BIG BRUTE
I read about Eric Weingartners 540-cube
big-block with quite a bit of interest. The
engine seems pretty basic as far as the
parts involved, with a conventional head,
the single four barrel, mild compression, and
small cam. At 852 hp, it seems like a lot for
the combination. I have built quite a few
Chevy big-blocks over the years, and I must
be missing something. Even with higher level
parts and much more compression ratio, I
have not got numbers like that. For what
its worth, if those numbers are legit, I have
to give this young man some credit. That is
huge power from what he was working with.
Mike Sullivan
Mike, I will agree that Weingartners engine
was unusually powerful, but keep in mind
that this engine is a very highly developed
piece. Guys like Weingartner spend all
year on these engine combinations,

looking to dial in the last horsepower.
For veteran AMSOIL Engine Masters
Challenge competitors like Weingartner,
the experience of competition and the
knowledge exchanged at the event have
defnitely improved their game over
the years.
ODDBALL STUFF
I read Engine Masters regularly, and I dont
want to seem like I am complaining here.
I have learned a lot from the tech stories
and it has helped me in my own projects.
The thing is, I dont seem to build the same
engines as everyone else. The last three
engines I have put together have been a
Buick straight-eight, a 215 Oldsmobile, and
a Jeep fathead. I like reading about the
usual V-8 muscle car engines and such,
but how about throwing out some of the
more unusual stuff? Information such as
parts sources, modifcations, and real dyno
testing is almost nonexistent outside the
mainstream. I would like to read about a
build on a Packard V-8, a Pontiac or Jeep
OHC 6, an early Olds or Caddy, Dodge
fathead six, or even a Holden V-8 or
Chrysler of Australia Hemi six. You name it;
if it is something different, I want to read
about it.
Greg Hammon
Greg, I may never have turned a wrench
on a Packard, but Ive built quite a variety
of engines, from the early GM aluminum
V-8s, Australian Holdens and Hemis, to the
Jeep fours you bring up, not to mention
weird British and Japanese stuff including
rotories; I like it all. I have been tempted to
start a regular feature in Engine Masters just
along these lines. I dont know if guys like
you and me are out of line digging on this
kind of content, so to everyone out there,
if you have an opinion on this, let me know
via email.
READERS TECH Q&A:
SCORED BEARINGS
I am a longtime car enthusiast and although
Ive worked on quite a few engines over
the years, I am no expert engine builder.
My current project is a 55 Chevy, and I
was building a simple Chevy 350 for it.
The engine is a later truck piece, with the
hydraulic roller lifters and four-bolt mains.
I had the block bored 0.030-inch over,
square decked, and line honed. The factory
crankshaft was machined 0.010 inch on the
rods and mains. I put the engine together
with a set of Probe fat-top forged pistons,
using the stock rods. I went with a mild
Comp hydraulic roller cam and the stock
lifter setup with the factory spider and
yokes holding the lifters in place. The heads
are Enginequest Vortecs, and the intake is
an Edelbrock Performer. I used SpeedPro
rings and Clevite bearings. I put in a new
Melling stock-style oil pump and run 10w-40
diesel grade conventional motor oil.
The problem I had was what seemed to
be low oil pressure. I had less than 20 psi
at idle, sometimes getting as low as about
10 psi when hot idling. I never did measure
the crank-to-bearing clearance but didnt
notice anything unusual while putting it
together. Anyway, I ended up pulling the
engine and tearing it down. One of the
things that surprised me is that I found the
bearings were scored. They did not look
overheated or burnt, but they showed clear
scoring. Also, I found some light scoring on
the cylinder walls. These were vertical lines
that could be clearly seen in the crosshatch
honing. I have two questions. Is the scoring
in the bearings the cause of my low oil
pressure? I dont want to put the engine
back together with new bearings and still
have low oil pressure. Next, what do you
think could have caused the scoring in the
frst place? One more thing, do you think a
high-volume oil pump would be better?
Rick Greene
Rick, usually scoring is the result of debris
in the engine, and usually with a fresh build
it was already in there when the engine
was assembled. I am going to assume you
had a clean workspace and took reasonable
care not to allow grit into the engine. So
where is the grit coming from? First, how
was the block cleaned prior to assembly?
The engine builder should always clean the
block and parts, even if they come bagged
from the machine shop. This includes
removing all the core plugs and oil gallery
plugs and brushing those areas thoroughly.
It is surprising how much grit can hide in
these areas, and they are directly in the
lubrication systems fow path.
The technique used to clean the block
also presents a question. These days, an
oven bake and shot tumbling process is
common. This system does get the block
nice and clean, but the builder must ensure
that all of the shot has been cleared from
the block. Often, shot and debris collect in
the bottom of blind holes and threads, and
again the oiling passages. It is essential
that these areas be cleaned by brushing,
and using a thread chase in all the fastener
holes, followed by a solvent such as carb
cleaner, and compressed air. Examine
the block for any locations where grit,
machining debris, or abrasive media can
collect and make sure they are cleaned.
Finally, even though the parts were all
new and the crank was freshly machined,
measurement is the only way youll know
for sure if the clearances are within the
desired specifcations. This will include
measuring the main bores and rods big
end bores, the crankshaft journals, and
the bore diameter of the mains and rods
with the bearings installed and the caps
torqued to specs. Check the diameter and
also check for eccentricity and taper on the
crank journals. If everything is correct, you
should not need a high-volume oil pump
FALL 2014 ENGINE MASTERS 15
UPFRONT
after all, Chevrolet built millions of small-
blocks with the standard pump.
WONT SHUT OFF
I own a 74 Camaro with a GM 383 High
Torque crate motor. I love the motor; it
does everything I need it to except stop
running when I turn the key off. It has a 750
Edelbrock with no choke, 178-inch headers,
and a 212-inch exhaust. It is an auto with a
built Turbo 350 tranny. The torque converter
is a 2,500-rpm stall. I know the stall should
be higher, but I only cruise the car. I have
had some people tell me to go to a hotter
plug and some people tell me to go to
a cooler plug. If I remember correctly,
the timing was set to specs when the
engine was installed, which I believe was
12 degrees advance at idle. The car is my
pride and joy, but it is embarrassing when
I pull into a cruise and it diesels for a few
seconds before stopping. Any ideas?
Fredrick Morse
Fredrick, you may be able to adjust out
the problem, though run-on is a pretty
common problem. The two major causes
are insuffcient fuel octane and excessive
throttle opening at idle. Lowering the
initial ignition timing will make it less
likely to run on. However, taking out
timing may unnecessarily cost power and
effciency. Coolant temperature can have
a signifcant effect on whether the engine
runs on. Make sure the cooling system
is up to the task and is high enough in
capacity to keep the engine temperature
under control. A colder plug is less likely
to run on, though your engine should be
fne with the recommended heat range.
Defnitely do not go with a hotter plug, but
a step or two colder wont hurt.
Of course, stepping up the fuel octane
would be a good move, particularly if you
are running lower-grade gasoline. Next,
Id look at the basic adjustments, and the
best place to start is at the carburetor.
First, consider the idle speed. The lower
the idle speed is set, the less likely the
engine is to run on. Make sure the idle
speed is set as low as practical while
maintaining good driveability. A related
adjustment is the idle mixture and idle
throttle position. Carefully adjust the
mixture and throttle position to get the
best idle quality with a minimal throttle
opening. These adjustments should be
enough to prevent run-on. Turning the
engine off while the transmission is in
gear will usually prevent the engine from
running on.
CHEVY ROCKERS FOR
MOPARS
Im planning a Magnum head conversion
on my LA 318 street engine and need
some advice on the Magnum heads
valvetrain. The heads will be either new
castings or rebuilt ones. I have read in
a past article about Edelbrock Magnum
heads that small-block Chevy rockers can
be used. I am thinking of using some ARP
rocker studs made for SB Chevy PN 134-
7101, which are 38-inch top and 716-inch
bottom along with 1.6 ratio SB Chevy rocker
arms. Do you think this setup is possible?
If so, would 516-inch diameter pushrods,
Mopar Performance PN P5007477 mate
up with the Chevy rockers? Your help is
appreciated.
Armando Moran

First, lets get the rocker situation clarifed.

Aftermarket rockers designed for the small-
block Chevy engine will work in Magnum
Mopar applications. The Edelbrock heads
come set up for Chevy rockers, with the
required guideplates and studs. Putting the
Chevy design rockers on a factory Magnum
head is a conversion, rather than a matter
of just bolting on the rockers themselves.
The biggest consideration is in the studs.
The stock Magnum used 516-inch fasteners
to bolt the rocker to the heads, while most
aftermarket Chevy setups use 716-inch
threads into the head, and either 38 or 716-
inch studs for the rocker, depending on the
size the rocker is designed for.
For a direct bolt on, special studs are
required that have 516 threads to screw
into the head and 38-inch threaded studs
for a set of 38-inch stud-mounted rockers.
You will also need pushrod guideplates
with the correct center-to-center spacing
for the Mopar heads. Competition Cams
carries a conversion package with the
required studs and guideplates, as well
as their rocker arms, or the parts can be
purchased individually for installing the
rockers of your choice. Another alternative
is to machine the heads (drill and tap) to
accept the standard 716 NC thread used
in Chevy applications, and use standard
Chevy studs. With the additional fastener
diameter, this would be the stronger way to
go, though you will still need the conversion
guideplates. EM
BUILD

REVENGE
OF THE
WEDGE
755 hp from 466 inches
of Mopar big-block
By Steve Dulcich;
Photography by Robert McGaffn and
Johnny Hunkins

I
n the Mopar world, the Hemi revels in superstar status,
while the related big-block wedge is the quiet hero provid-
ing power to the masses. Built in large numbers from 1958
through 1978, the wedge came in tall-deck and low-deck
confgurations, in displacements from 350 to 440 ci. While
Hemis exotic layout deservedly garners attention, it is the
very simplicity and commonness of the big-block wedge that
make these engines attractive. Simple, straightforward, and
rugged, the Wedge could be found in all manner of Chrysler
products, powering everything from factory muscle cars to
trucks, boats, motorhomes, and even industrial units.
Though out of production for decades now, the Wedge
Mopar is still readily available and remains relatively cheap to
build. These days, the most popular combinations are built on
either the low-deck 400 or the tall-deck 440, the biggest bore
versions of their respective series. Jesse Robinson of RRAM
is a longtime Mopar fan and recognizes the capabilities of the
Chrysler Wedge. Building an engine for the 2013 AMSOIL
Engine Masters Challenge, Jesse had the ideal venue to show-
case the engines potentialand RRAMs ability to tap into
that potential.

Modifed Production
Jesse started with a production 400 block, a confguration with
a stock bore and stroke of 4.342/3.375 inches, produced from
1972-1978. The short stroke 400 is readily upsized with a
bump in crank stroke, with a wide range of aftermarket shafts
available. However, Jesse turned to the popular approach of
using a factory 440 crank in the 400 block, which required
the main journal diameter to be reduced to the 400 dimension.
This alone would up the stroke to 3.75 inches. Taking things
one step further, the rod journals were offset ground to the
big-block Chevy 2.200-inch dimension, allowing the swing to
be increased to 3.900 inches. Diehard Mopar purists may be
appalled by the thought of Chevy parts in a Chrysler Wedge.
However, besides the cost advantages of using the common

18 enginemasters.com
 it is the very simplicity and commonness of the
big-block wedge that make these engines attractive.

FALL 2014 ENGINE MASTERS 19

BUILD
REVENGE OF THE WEDGE

A factory block and crank is not what you would normally expect
440 steel crank, the 2.200-inch rod journal uses big-block to serve as a foundation for an engine producing north of 750
Chevy rods, which really opens up the rod and bearing selec- hp. This factory Mopar 400 Wedge gains considerable beef via
RRAMs custom-fabricated girdle arrangement. A factory forged
tion and improves crankcase clearance. This modifcation is crank from a Mopar 440 provides 3.900 inches of stroke thanks to
such an advantage that many aftermarket crankshafts are built an offset grind to big-block Chevy journals.
to this specifcation.
With a clean-up bore to 4.360 inches and the 3.900-inch
stroke, the displacement of the engine increased sizably to
466 ci. With the Chevy journals, there is a wide range of rod
lengths available. Here, Jesse bucked conventional Mopar
long-rod wisdom and went with a short rod arrangement, opt-
ing for a set of Scat I-beam rods in a 6.135-inch length. Jesse
relates, I have been rethinking the rod length presumptions,
and looked to gain the higher piston speeds near TDC with the
short rod setup. In an engine like this, I see no disadvantages
to the short rod, but I did need to cut extra material from the
counterweights for piston clearance.
This stroke and rod length combination worked out to
allow a factory 440 stocking piston from Icon to be used. Jesse
explains, The Chevy rod is so popular these days that many
manufacturers are building parts with this in mind. These Icon This detail reveals the magic stack that ties the bottom end
pistons feature a Chevy spec 0.990-inch pin, so they are com- together, starting with the stock main caps machined to be
patible at the rod small end. Although the forged Icon pistons topped with a billet aluminum spacer, which in turn mates to a
custom -inch steel girdle, all cinched together by premium ARP
were an off-the-shelf item, to meet the compression ratio limit fasteners. The deep-skirted Mopar block is ideally suited to this
of 11.5:1 for the Engine Masters competition, the pistons kind of reinforcement.
were heavily modifed. Jesse continues, The pistons actu-
ally started out as fat tops, but with the small chambers in the
heads, we needed to machine them to a dish and add the large Unlike the cross-bolted
valve relief for volume. I preserved as much of the squish area
around the circumference as practical and brought the volume Hemi, the deep-skirted
to where it needed to be to meet the required specifcation.
One of the areas where the factory Hemi has a distinct Wedge blocks all carried
advantage over the Wedge is in the bottom end. Unlike
the cross-bolted Hemi, the deep-skirted Wedge blocks all two-bolt mains.
20 enginemasters.com
Pistons are Icon units for a 440 Mopar application with a Chevy The Icon pistons are made for a common 116-116-316 ring pack,
0.990-inch pin. These are readily available stocking units, but the which is handled by a conventional ring set from Mahle Clevite.
crown was heavily modifed to reduce the compression ratio to this Rods are Scat I-beam units measuring 6.135 inches, center to
dished confguration. center.

The Mopar 400 was factory endowed with the largest bore of any Holding the oil is a
Chrysler big-block, at 4.342 inches. RRAM simply opened the production truck oil pan,
bores to the frst standard oversize, at 4.360 inches. Although with no additional windage
their bore sizes are similar, Jesse Robinson of RRAM tells us the tray, baffes, or scraper. The only
low-deck 400 block is considered to be more rigid than the taller modifcation here was dimpling
440 block. to clear the rear main studs.

carried two-bolt mains. Here, a girdle can add signifcantly
to the structure, tying the main caps to the heavily webbed
crankcase. Although manufactured girdles are available,
Jesse was not satisfed with their design and machined his
own. I started with a -inch-thick ground steel bedplate
and machined the girdle. The engine uses factory main caps,
which were machined to accept aluminum spacers between
the cap and girdle. The cap and spacer assembly was sized at
0.001 inch proud of the pan rail, allowing the girdle to solidly
tie the bottom end together. The ARP studs pass through the
cap, spacer, and girdle, securing the assembly.
Power Parts
Although many of the components in the bottom end, includ-
ing the block itself, were based on OEM components, the
modifcations resulted in tremendously improved power

FALL 2014 ENGINE MASTERS 21

BUILD
REVENGE OF THE WEDGE
To top the engine, RRAM started with a Procomp cylinder head
casting, which is manufactured with material to accommodate a
Max Wedgedsized port and can accommodate even larger custom
port forms.
To feed the Wedge, RRAM radically altered the port size and
position, going to a wide raised runner layout. Note the original
port size indicated by the epoxy-flled area on the foor. The
available space between the pushrod is the limitation to port
width. The offset intake rockers allow for signifcant enlargement.
handling capabilities. To generate that power, the heads, cam,
and induction are the key. Jesse put a great deal of emphasis
on the cylinder head development program, starting with a set
of Procomp castings. Jesse details, I started by angle-milling
more than I had ever done before, which really improved the
chamber. The other major change was to move the cylinder
head over on the dowels toward the centerline of the block.
This improves the valve position in the cylinder, and I took it
out as far as practical with the available material. It was a time-
consuming process, taking four hours of machine time per
The key factor to extracting that kind of power
from a Wedge was giving it what it lacked from
the factoryairfow.
22 enginemasters.com
Heavy angle milling dramatically improves the combustion
chamber form and reduces airfow-robbing cylinder wall shrouding.
The heads were also relocated on their dowels, moving the valves
to a more advantageous position relative to the cylinder wall. Note
the extensive elongation of the head boltholes to accommodate
the modifcation.
Valves are hollow stem units from Ferrea, selected to reduce
weight for improved valvetrain stability. The intake valves measure
2.250 inches, while the exhaust specs at a 1.750-inch diameter.
head just to elongate and spot-face the boltholes. From there, it
was an extensive rework of the ports, moving the intake ports
up and taking them out the widest dimension possible.
The heads use Ferrea valves in 2.250-/1.750-inch sizes,
with hollow stems to reduce weight and improve stability
at high rpm, an important consideration with an aggressive
hydraulic roller cam. The custom Competition Cams grind
measures 256 degrees of duration and delivers 0.752-inch lift,
moving the valves in a hurry through a T&D shaft-mounted
rocker system. Getting the hydraulic roller to cross the
 A Comp billet
hydraulic roller
camshaft operates
Scorpion limited
travel lifters. Jesse
found the limited
travel lifters added
considerably to
the rpm capacity
of the engine. The
cam measures
256 duration, with
0.752/0.705-inch
lift via 1.6/1.5 ratio
rocker.

A Holley 4150 carb supplies the air/fuel mixture, in this case a

950-cfm Ultra HP. Jesse tells us that other than minor tuning-
related changes, the carb is out of the box stock and was
remarkably easy to set up.

Delivering the
airfow to the heads is an
Indy single-plane manifold, modifed
with extensive porting and flling to match
the work done to the cylinder heads.
The headers are a sprint carstyle stepped primary set from
Schoenfeld. The long collector was a result of testing by RRAM,
fnding an improvement in low-end torque

7,000-rpm mark proved diffcult, as Jesse details, I was hav-
ing trouble with valvetrain stability at 6,700 rpmand power
just dropped off a cliff at that point. I was using a conventional
hydraulic roller lifter and then changed to a limited travel
design from Scorpion. That completely solved the problem,
letting the engine pull cleanly to well over 7,000 rpm.
Feeding the cylinder heads is an Indy single-plane
intake manifold, a design that has earned an outstanding
reputation among Mopar wedge builders. The work to the
manifold primarily involved matching the modifed port
size and location of the cylinder heads. Considerable material
was removed to match the port width, while the foor of the
runners were flled to meet the height of the raised intake
runners. The plenum area required little attention. Carburetion
is handled by a 950-cfm Holley Ultra HP, a unit that
Jesse found impressive. There were not any special tricks
in the carb, just jetting changes. The fuel curve looked
very good with a minimal amount of time need to get there.
Another item Jesse found to be outstanding was the
Firecore distributor. As soon as you pick up this distributor,
you will be impressed by the manufacturing quality. Its just
a beautifully made part that functions perfectly. The engine
was also equipped with a Firecore spark plug wire set, while
ignition is handled by an MSD 7AL. Up front, Jesse ftted an
Innovator West crankshaft damper and a replacement-style
PRW water pump spun by a remote electric drive. The exhaust
headers proved to hold an important infuence on the power
curve, as Jesse relates, The headers are a Schoenfeld Sprint
Carstyle dyno header, with stepped 178- to 2-inch primary
tubes and 3-inch collectors. We found tuning the collector
length had a big effect on the torque at the bottom end of the
rpm range. There was a pronounced dip in torque at the bot-
tom of the curve, and by altering the collector length, we were
able to tune it completely out.

FALL 2014 ENGINE MASTERS 23

BUILD
REVENGE OF THE WEDGE
At the 2013 AMSOIL Engine Masters Challenge,
RRAMs deceptively simple-looking Wedge
delivered remarkable power, recording 755 hp
and 674 lb-ft of torque.

VITAL SPECS
466 MOPAR BIG-BLOCK Dyno Duty
BORE 4.360 INCHES In qualifying eliminations at the 2013 Engine Masters
STROKE 3.900 INCHES
Challenge, the power of the Wedge was on display for all
to see. Wed have to say that Jesse and the crew at RRAM
DISPLACEMENT 466 CI
took advantage of the strengths inherent in the Mopar big-
COMPRESSION RATIO 11.48:1
block, while making all the right moves to address its short-
CUSTOM COMP HYDRAULIC comings. While a stock block might become questionable
CAMSHAFT
ROLLER
at the 600hp level, Jesses modifcations to the bottom end
VALVE LIFT 0.752/0.705 INCH
have seen this engine operate reliably over countless dyno
ROCKER AND RATIO T&D 1.6/1.5:1 pulls at signifcantly higher output. How high? We had 755
PISTON RINGS MAHLE CLEVITE 116-116-316-INCH hp on display recorded at 6,300 rpm, with 674 lb-ft of torque
twisting the dials at 4,800 rpm. The key factor to extracting
PISTON ICON FORGED that kind of power from a Wedge was giving it what it lacked
BLOCK PRODUCTION MOPAR 400 from the factoryairfow. The expertly applied modifca-
CRANKSHAFT PRODUCTION MOPAR 440 tions to the cylinder heads, along with the effective induction,
RODS SCAT 6.135 INCHES camshaft, and valvetrain unleashed massive power from the
CYLINDER HEAD PROCOMP ELECTRONICS Wedge. The crafty modifcations to the block, along with the
INTAKE VALVE DIAMETER 2.250 INCHES right aftermarket parts, ensure it will live. RRAM stepped up
EXHAUST VALVE DIAMETER 1.75 INCHES this simple-looking wedge to a power level that would make a
INTAKE MANIFOLD INDY Hemi proud. EM
CARB HOLLEY 950 ULTRA HP
HEADER
SCHOENFELD STEPPED
PRIMARY Diehard Mopar purists
IGNITION
DAMPER
FIRECORE/MSD
INNOVATORS WEST
may be appalled by the
OIL PAN
FUEL
STOCK MOPAR
VP 100 UNLEADED
thought of Chevy parts in
OIL AMSOIL 15W50 a Chrysler Wedge.
24 enginemasters.com
ON THE DYNO
466CI MOPAR
RRAM DTS POWERMARK ENGINE DYNO
TESTED AT UNOH
RPM TQ HP
3,000 495 283
3,100 511 301
3,200 533 325
3,300 553 347
3,400 570 369 One item that Jesse specifcally
pointed out was the distributor from
3,500 585 390 Firecore. As he puts it, I dont know
3,600 595 408 how they can manufacture a unit this
nice at the price they do. Firecore
3,700 604 426 wires and an MSD ignition box
3,800 607 439 complete the system.
3,900 606 450
4,000 607 462
4,100 614 479
4,200 625 500
4,300 635 520
4,400 640 537
4,500 647 554
4,600 660 578
4,700 670 600
4,800 674 616
4,900 672 627
5,000 668 636
5,100 666 647
5,200 666 659
5,300 667 673
5,400 667 686
5,500 667 699
5,600 666 710
5,700 664 721
5,800 662 731
5,900 656 737
6,000 651 744
6,100 645 749
6,200 639 754
6,300 629 755
6,400 618 753
6,500 605 748
6,600 590 742
6,700 575 733
6,800 565 731 At the 2013
AMSOIL
6,900 551 725 Engine Masters
7,000 542 722 Challenge,
Jesse Robinson
(left) and
SOURCES: the RRAM
crew(left
ROBINSON RUTTERS AUTO to right) Joe
MACHINE (RRAM) Rutters, Ron
Apple Hill, Ontario, Canada Maclean, Bryant
(613) 525-5982 MacDonald
proved that
AMSOIL with the right
amsoil.com mods, Mopars
VP RACING FUELS ordinary Wedge
is capable of
vpracingfuels.com extraordinary
power.

FALL 2014 ENGINE MASTERS 25

BUILD
Pontiac
Power
Building 738 hp From 428 Cubes
of Pontiac Muscle
By Steve Dulcich;
Photography by Robert McGaffn and Johnny Hunkins
I
n the specialty muscle car engine world, Pontiac
retains one of the most loyal followings. With a
heritage that includes some of the most iconic
vehicles of the era, that loyalty is founded in a
tradition of performance. For the hard-core Pontiac
enthusiast, real Pontiac engines are the only way
that performance is delivered. Engine builder Mark
Dalquist of Throttles Performance found himself in
a convergence of circumstances that lead him to build
one of the most impressive examples of Pontiac perfor-
mance we had ever seen for the 2013 AMSOIL Engine
Masters Challenge.
As Mark tells us, I have watched Engine Masters
since the very frst one, and it is by far and away my
favorite event of the year. I have always wanted to do
Engine Masters, but the budget has never been there
to do it right. The opportunity presented itself and
we went for it. The engine we built was a customers
engine, and he wanted to do an engine for the AMSOIL
Engine Masters Challenge. The one stipulation was
that it had to be a Pontiac engine. It was actually the
frst Pontiac I have ever built.
One of the key elements to the success of the effort
was building a team with the event experience and
specialized know-how that would be critical for a
frst-time competitor. The Throttles Performance team
included a number of veteran competitors from the
deceased Dan Millers early Chrysler Hemi team. Mark
tells us, I was doing some engines for David Vizards
big-block Chevy engine book, and one of them was
an EFI motor, so I was looking for an EFI specialist.
I saw what Scott Clark had done with the early Hemi
at Engine Masters and decided that is the guy I want
26 enginemasters.com
doing my EFI. Right after I fnished the big-block
for the book, we went right into the Engine Masters
Pontiac. I asked Scott if he wanted to be involved with
the Engine Masters team, and it just so happened that
they didnt have an Engine Masters entry, so some of
the guys from the early Hemi team came aboard my
Pontiac Team.
Another key to the personnel puzzle was cyl-
inder head man Chad Speier. Mark continues,
I have been watching what Chad had been
doing for a while, and he is a talented man
with a grinder. When I started looking at
the Engine Masters rules, out of the cyl-
inder heads that were available for the
Pontiac, I picked the Edelbrock Pro
Port. It had the most potential because
of the port location, and it allowed us
to do our own chamber. I called Chad
and asked him what it would take for
him to do the cylinder head develop-
ment and have them digitized and CNC a
pair of heads. He asked what we were doing,
and when I told him it was for Engine Masters, he
jumped on board, taking charge of the entire cylinder
head program.
Brawny Bottom End
The foundation for this build was a bulletproof after-
market Pontiac block from the specialists at Kauffman
Engineering. Mark found the Kauffman block to be an
impressive unit. We used a Kauffman MR1 block. We
started out with a different block and it was awful. It
had a bunch of porosity, water leaks, and the machine
 The one
stipulation
was that it
had to be
a Pontiac
engine.

FALL 2014 ENGINE MASTERS 27

BUILD
PONTIAC POWER

I called Chad and asked

him what it would take
for him to do the cylinder
head development...
work was terrible. It would have taken 40 to 50 hours to cor-
rect all the problems. I called Kauffman and they had a block
on hand, so I told them to ship it out. The quality of the Kauff-
man block is absolutely phenomenal. It is probably the nicest
aftermarket block I have ever used, and that includes all of the
top names in the industry.
This block comes with bronze bushed lifter bores, but I
ordered them undersized so that we could fnish size the lifter Looking into the crankcase of the Throttles Pontiac, the sheer
beef of the Kauffman block greatly exceeds the strength of any
bores to our lifters. We decked it to 10.215 inches, and that production Pontiac block. The Scat crank features pendulum cut
left the pistons 0.015 inch in the hole, and the boring and hon- and profled counterweight and provides 3.600-inch of stroke.
ing. That was pretty much it for the block work on this one;
the block really just didnt need anything more.
The bore and stroke combination comes to 428 ci, a dis-
placement identical to some of the most powerful factory Pon-
tiac engines. Actually, the fnal displacement was derived by
the bore and stroke combination that best suited the engine for
competition. As Mark relates, I asked Chad what we needed
to make the cylinder head work, and he said really it was
going to take the biggest intake valve that will ft, which for us
was 2.350 inches. I asked how much bore would it take to get
that to work, and we came up with the 4.350-inch bore.
From there, I started playing around with the stroke, and
at 3.600-inch stroke we were at 428 ci, which is a legacy
Pontiac number. Our rod-to-stroke ratio with this setup came
down to 1.84:1, which really isnt ideal for Engine Masters,
but if I shortened the stroke up any more, the ratio would have This detail reveals the massive structure of the Kauffman blocks
gone even higher. I wanted to keep the rod-to-stroke ratio billet steel splayed main bearing caps. The block features the
3.00-inch Pontiac small mains, as opposed to the 3.25-inch
under 1.8:1, and ended up at 1.84:1. But if I went with even mains used by Pontiac on their largest engines. ARP studs provide
less stroke, I would have been over 1.9:1, and that would have the clamping force, while the bearings are from SpeedPro.
been awful.
With the bore and stroke combination in mind, from there familiar with the Edelbrock Pro Port heads and had the key
it was simply a matter of flling the bottom end with the data like the valve locations. I said, I need the trickest pistons
required parts to make the most of the confguration. Mark you have, and I need them right away. They did an expedite
continues, The crank is from Scat. The crank had a Chevy order, and I had a set of full custom pistons by Friday.
pin on the rod journals, with 3.00-inch small journal Pontiac The rings are a set of 0.043/0.043/3mm AP steel piston
mains. From my experience, the Scat stuff I have had in the rings from Total Seal. It is their high-end ring, and I use
past has always offered a very good product for the price. them in everything I build. The quality control is second to
They had a forging on the shelf that would go 3.600 inches, so none, and with the steel top ring there is no wear. I use the
that was perfect. I ordered it from Scat with the profled coun- Napier second, which I feel gives much better oil control
terweights, and it just dropped right into the engine. and the low-tension oil ring is a ring package that is very
I used 6.700-inch Scat I-beam rods for a big-block Chevy hard to beat.
application. These are really their entry-level rods, but at the
rpm we are turning, their entry-level rod is strong enough. I Power Parts
personally dont like the H-beam rod, because to me it looks With a well-built bottom end providing the necessary durabil-
like it will collect oil. ity, a strong power curve would depend on a well-developed
The pistons are custom by Ross. As it turns out, they set of heads, a capable induction system, and the cam timing
provided the best customer service I have ever experienced to make the most of the engines potential. Mark explains
from any aftermarket manufacturer. Originally, I had another how it all came together, The heads are our design from
company make a set of pistons, but they were wrong. They the ground up. Chad, of course, did all the velocity mapping
basically just forgot about me after that, and we were three and the actual port work. We talked back and forth on where
months into the build. We needed to get onto the dyno, and I we were at, and we had the heads over 430 cfm at one point.
still didnt have pistons. I called Ross on a Monday and said However, at the rpm range and cubic inches we were running,
we were doing the Engine Masters Challenge. They were it was too much head. We pulled them back, and the thing we

28 enginemasters.com
The AMSOIL synthetic motor oil is pushed
through the engine via a Melling oil pump.
The pick-up tube is welded in place and
features a strut to prevent failure in
service.
Pistons are custom units from Ross cut for a 4.350-inch bore size specifcally for the
Edelbrock Pro Port cylinder heads. The Scat I-beam rods are for a big-block Chevy
application and measure 6.700 inches, while SpeedPro bearings and Total Seal rings
complete the package.

Holding the oil is

a Stefs fabricated
aluminum pan, with a
built-in screen and baffe
system. This pan is an NHRA
stock eliminator class
legal unit for the Pontiac
application.
The Kauffman block comes through with bushed lifter bores.
Throttles specifed an undersized fnish on the bushing so they
could precisely size the bushings to the lifters. The lifters roll on a
custom Lunati cam specd by cam guru Harold Brookshire.
Note the reliefs in the lifter valley to provide
clearance for the lifters.

To top the engine, Throttles started with

Edelbrock Pro Port cylinder head castings, which
are manufactured semi-fnished. This essentially
requires creating your own ports and chambers.

FALL 2014 ENGINE MASTERS 29

BUILD
PONTIAC POWER
The valve springs, retainers, and keepers
were all Manley items, while the stud
girdle was from Jomar. Throttles custom-
fabricated the required guideplates, to
work with the 1132-inch pushrods.

The entire
engine build was
based around that
2.350-inch intake valve.

To feed the Poncho, Throttles Performance
tapped cylinder head man Chad Speier to
handle the head development. Chad cut
the port and chamber shapes and then
developed the CNC program to replicate
the effort.
The valves were manufactured by REV,
with a large diameter 2.350-inch intake
valve being a central aspect of the engine
build. The exhaust valve measures 1.650
inches.
Custom-built Scorpion stud-mounted
rockers operate the valves. Based on big-
block Chevy rocker bodies, the rockers
were built with a custom intake offset of
0.250 inch, providing clearance for wider
intake ports.

experienced with the head was that the velocity in the port is
really fast. Even when we made the port bigger, the velocity
stayed fast and the head just fows more air. Chad just put an
incredible amount of effort into the intake port of the cylinder
head. It is a raw casting, and a huge amount of aluminum
needed to be removed.
The entire engine build was based around that 2.350-inch
intake valve. The big intake valve will fow more air at mid
lift and low lift. With the big valve comes a big port bowl,
so we can slow the air down around the short side. It allows
us to have very high velocity through the port, and then we
can slow the air down at the turn so it doesnt separate off the
foor. This really creates a high pressure area above the valves,
and it seems to work well.
All of the valvetrain is Manley, with the exception of the
valves, which are REV. The stud girdle is made by Jomar,
while the guideplates are custom made. A unique item is the
rocker set from Scorpion. The offset rocker arms are custom
rockers that Scorpion made specifcally for this engine. The
rocker body is actually a part made for the big-block Chevy
application, which Throttles found ft perfectly on its Pon-
tiac cylinder heads. Working within the tight confnes of the
Pontiac architecture, Scorpion manufactured the rocker arms
with a special offset of 0.250 inch. Scorpion also provided the
hydraulic roller lifters, which were used 100 percent out of the
box. An area of diffculty was with the pushrods. Clearance
limitation only allowed for a pushrod diameter of 1132-inch
pushrod. It took very careful attention to detail in the valve-
train to make that work.
As with the cylinder heads, the camshaft design included

30 enginemasters.com

Delivering the airfow to the heads is an
Edelbrock Victor single-plane manifold with
provisions for port injection. The Rons throttle body features
a single butterfy and proved to be the best performing throttle
body tested.
The headers are a Tri-Y confguration custom-fabricated by
Throttles Performance. This layout proved to offer a broader
power curve than a typical four-into-one design.
input from a leader in the feld. Mark tells us how it came
about, We played with simulations on the lift and duration
and we kind of knew where we needed to be according to
the simulation. I called cam designer Harold Brookshire and
discussed the combination. Right off the top of his head, he
came up with numbers within a degree or two of what we had
been talking about. I had Harold design the cam specifcally
for our engine.
Supplying the airfow is an Edelbrock Victor single-plane
manifold, which according to Mark saw minimal modifcation.
The intake manifold is an out-of-the-box Edelbrock Victor
set up for EFI. Chad just did a really quick plenum blend to
it, and a port match, and that was it. Mark did see signifcant
variation in power related to the throttle body. We had three
throttle bodies we tested, and we also tested a carburetor. The
Chad Speier handled
the intake manifold
porting, blending the
plenum and
port matching
the runners.
An extensive electronics package was employed in the engine
management system, centering on a MegaSquirt MS3 Pro fring
OEM Ford coil packs. Here we see the digital readout for the
individual cylinder air/fuel ratio management. Note the reams of
wiring in neatly loomed harnesses.
EFI outperformed the carburetor by 17 points. However, that
was only with the Rons throttle body. With the other two
throttle bodies, the carburetor would have outperformed them.
The Rons outperformed the others all the way through the
rpm range, from 3,000-7,000 rpm. We think the mono-blade
throttle body had a smoother transition into the plenum, while
the four-blade throttle bodies have a more abrupt entrance to
the plenum, and more turbulence there.
One of the most impressive aspects of the engine had to
be its elaborate engine management and electronics pack-
age. As Mark details, The electronics on this thing are wild.
We wanted to run a coil-on-plug ignition. The spark plugs
are angled in toward each other, so we needed coils with
a 45-degree bend. I thought the coils from a modular Ford
would work; I ordered up a set and they ft. Scott Clark was
FALL 2014 ENGINE MASTERS 31
BUILD
PONTIAC POWER

VITAL SPECS
428 PONTIAC
BORE 4.350 INCHES
STROKE 3.600 INCHES
DISPLACEMENT 428 CI
COMPRESSION RATIO 11.48:1
CUSTOM LUNATI HYDRAULIC
CAMSHAFT
ROLLER
VALVE LIFT 0.840/0.772 INCH
ROCKER AND RATIO SCORPION 1.85/1.7:1
PISTON RINGS TOTAL SEAL 0.043 INCH
PISTON ROSS FORGED
BLOCK KAUFFMAN MR1
CRANKSHAFT SCAT
RODS SCAT 6.700 INCHES
On the dyno at the 2013 AMSOIL Engine Masters Challenge,
Throttles highly developed Pontiac delivered remarkable power, CYLINDER HEAD EDELBROCK PRO PORT
recording 738 hp and 601 lb-ft of torque. INTAKE VALVE DIAMETER 2.350 INCHES
EXHAUST VALVE DIAMETER 1.650 INCHES
able to make them work with the MegaSquirt management INTAKE MANIFOLD EDELBROCK
system. Thats how we picked the coils.
THROTTLE BODY RONS
Scott is a big proponent of the MegaSquirt, and we went
with the MS3-Pro. I just didnt realize the capabilities of HEADER THROTTLES PERFORMANCE
the MegaSquirt electronics. It is a $1,300 ecu that has more ENGINE MANAGEMENT MEGASQUIRT
features than some of the top systems on the market. The DAMPER INNOVATORS WEST
capabilities of the MegaSquirt are just amazing. We coupled OIL PAN STEFS
the NGK wideband O2 sensors to the MegaSquirts so that we
FUEL VP 100 UNLEADED
actually had individual cylinder air/fuel trim control that is
self-correcting. All the way through a pull, our air/fuel ratio OIL AMSOIL 5W20
per cylinder stands within 0.1 ratio of target on each cylinder.
Another important aspect of the engines power production system, while the state-of-the-art electronics package pre-
was the header confguration. As Mark explains, We tested sented a high-tech overlay on the classic 1960s muscle pow-
three sets of chassis headers plus the set that I built. We played erplant. As the engine revved against the SuperFlow DTS
with collector choke sizing, secondary length, and collector Powermark dyno, it was obvious that each of those 428 ci
length. We did a fair amount of exhaust testing and found the were delivering more than their fair share of toque, topping
smoother and gentler the primaries are, the more power it will the 600-lb-ft mark by 5,500 rpm. As the rpm ran up the scale,
make. You want to run the smallest tubing you canthe tube power output climbed quickly, reaching a peak of 738 hp at
doesnt need to be any bigger than the area of the exhaust port 6,400 rpm. Output like that is more than enough to put some
to start off with. The higher velocity small tubes will make serious muscle in your classic Pontiac machine. EM
more power. Also, the four-into-two-into-one design is
going to have a wider power curve than the four-
into-one; the four-into-one will be peakier.

Dyno Time
With the Throttles Performance Pontiac
entering qualifying eliminations at the
2013 AMSOIL Engine Masters Chal-
lenge, interest was high in seeing
how it would perform. The essen-
tial OEM Pontiac architecture
was substantially optimized
with the highly developed
cylinder head and induction

At the 2013 AMSOIL Engine Masters

Challenge, Throttles team leader Mark
Dalquist (left) and the Throttles crew
(left to right) Scott Clark, Mat Adams,
Tony Wright, Mike Hed, and Chad
Speier proved that Pontiac muscle is
alive an well.

32 enginemasters.com
 The quality of the ON THE DYNO
Kauffman block is 428CI PONTIAC
THROTTLES PERFORMANCE

absolutely phenomenal. RPM

3,000
TQ
479.6
HP
274
3,100 479.3 282.9
3,200 485 295.5
3,300 500.6 314.5
3,400 517.6 335.1
3,500 533.1 355.2
3,600 551.1 377.7
3,700 565.7 398.5
3,800 578.7 418.7
3,900 590 438.1
4,000 602.1 458.6
4,100 610 476.2
4,200 618.5 494.6
4,300 623.8 510.8
4,400 629.7 527.6
4,500 634 543.2
4,600 638.5 559.2
4,700 640.5 573.2
4,800 644.3 588.8
4,900 646.7 603.4
5,000 647.8 616.7
5,100 647.1 628.4
5,200 647.5 641.1
5,300 649.6 655.5
5,400 651 669.3
5,500 651.9 682.6
5,600 650.3 693.4
5,700 647 702.2
5,800 643 710.1
5,900 638 716.8
6,000 632.6 722.7
6,100 626.6 727.8
6,200 621 733.1
6,300 613.6 736
6,400 605.4 737.8
6,500 595.7 737.2
6,600 583.6 733.4
6,700 567.1 723.4
6,800 551.5 714
6,900 535.8 703.9
7,000 521.5 695.1

SOURCES:
THROTTLES PERFORMANCE
Argusville, ND
(701) 893-5010
AMSOIL
amsoil.com
VP RACING FUELS
vpracingfuels.com

FALL 2014 ENGINE MASTERS 33

BUILD

LS IS MORE
The School of
Automotive
Machinists
Incredible
775hp Street LS
By Steve Dulcich;
Photography by Robert
McGaffn and Johnny Hunkins

W
hen GM frst introduced
its all-new LS-series
small block, performance
enthusiasts were slow to
get on board. After all, the traditional
small-block Chevy had long been the
darling of the aftermarket, and as a per-
formance platform was demonstrated
more than capable. What a different
world we are in today. The LS has been
embraced as the go-to engine when the
name of the game is serious power from
a compact V8 package. These modern
GM engines are so popular, in fact, that
youll fnd them powering everything
from sand rails and custom off-road
machines, to drag race vehicles of other
manufacturers. This popularity didnt
come about by chanceit grew from
proven performance.
Although the LS was originally
criticized for its two-valve pushrod
layout, it was pure genius. The tradi-
tional two-valve inline cylinder head
arrangement and single block-mounted
cam results in compactness that cannot
be matched by a four-valve or overhead
cam arrangement. Upping the ante on
power was a modern cylinder head
designed for much higher fow than the
earlier small-block. With a symmetrical
port confguration and a much fatter
15-degree valve angle, the basic archi-
tecture was in place to support tremen-
dous airfow. Downstairs, youll fnd
the structural integrity of a battleship,

34 enginemasters.com
 Although the
LS was originally
criticized for its
two-valve pushrod
layout, it was pure
genius.
FALL 2014 ENGINE MASTERS 35
BUILD
LS IS MORE

with the deeply skirted block and cross-

bolted mains. By its very design, the
LS was destined to be a superstar of the
performance scene.
When contemplating an engine
combination to compete in the 2013
AMSOIL Engine Masters Challenge,
the advantages of the LS series engine
were not lost to Judson Massingill of
the School of Automotive Machinists
(SAMs). Jud had been an early adopter
of the Chevy LS and has years of suc-
cess with LS power on the dragstrip.
The LS would be the basis of the build,
the only question being how it would
be confgured.

The Bottom End

As an OEM engine, the LS engine was
offered with both aluminum and iron
blocks, in a variety of bore sizes and A look inside the crankcase with the oil pan removed shows a bottom end well protected
from power-robbing oil splash and windage. The tubes opening below the pan rail direct oil
crankshaft strokes. While the produc- from the top end to below the rotating assembly, while the Schumann oil pump redirects
tion block can be the basis of a very bypass oil back to the pickup tube.
powerful build, the SAMs team elected
to go with the GMPP LSX block.
As Jud explains, The basic thing is
the strength of the block to keep the
cylinders round and straight. That is
why we prefer a cast-iron block to the
aluminum blocks. Also, this block has
the six-bolt pattern for the heads, and it
accommodates a bigger bore. We have
used one of these blocks in our drag
car for the last fve years, and when we
take the engine down to freshen it, we
observe that the cylinders stay round.
Our experience with this block made us
confdent that it was the right choice for
this build.
Jud continued, We decided to build
the engine to 436 ci, going with 4.164
inches on the bore and 4.00 inches on
the stroke. We were thinking the larger
engine capacity would help with power
down low. The crankshaft is a billet
piece from Bryant, and the main thing Removing the windage tray reveals the very effective crank scraper, painstakingly ftted
on the Bryant crank is that it is a very to the rotating assembly. The scraper features a Tefon edge. Note the open breathing area
adjacent to the main caps, allowing air pressure to move freely within the crankcase.
strong and lightweight crank; it is made
of premium metal. It probably is not
needed at this horsepower level, but
even if we decide to do something more of the rod connects the pistons to the do not even like a 4.00-inch stroke in a
serious with this engine later, we will crank. We have been building engines street LS using a production block. The
not have to worry about the crankshaft. for a long time and we really do not see piston comes way out of the cylinder
We used a Scat 6.00-inch H-beam rod, enough difference to register. at the bottom, and that lets things rattle
which gives us a compression height The pistons are custom-dished forg- around; you need to put more oil ring
of 1.240 inches. We dont like anything ings from Diamond. As Jud tells us, the in it, and that adds friction. With the
below about 1.200 inches if possible, block choice, along with the stroke and LSX block, you can go with the longer
because the piston can get unstable. piston, all work together. The LSX stroke and still keep the piston stable in
Im not too much of a believer in the block has a longer cylinder than a con- the cylinder.
rod length theories, and I know there ventional LS block, and that keeps the Jud detailed the piston crown con-
is a lot of debate on the topic, but our skirt from hanging out of the bottom of fguration as an important aspect of
main thing is that the center to center the cylinder at bottom dead center. We the build. What we like is a small

36 enginemasters.com
 The windage tray from
WindageTrays.com features
louvered drains at the bottom
We found
and incorporates a full-length
screen at the crankshaft side. tightening the
A Bryant billet crank bumps the stroke
to 4.00 inches and is treated with an oil-
separation was
shedding coating. Note the extremely stout
structure of the GMPP LSX iron blocks main
cap structure. Fasteners are from ARP.
better than
running less
duration.

The Scat H-beam rods

measure 6.00 inches and
are also treated to the oil-
shedding coating. Pistons are
custom units from Diamond,
featuring a 0.043/0.043/2mm
ring pack and a full
complement of coatings.

A look deep in the block exposed a fully tunneled cam bore,
completely separating the crankcase from the top end. SAMs
accomplished this by boring the tunnel and press-ftting cylinder
sleeves, and then line boring and honing the inside diameter to
accept the cam bearings.
With the pistons installed in the block, we can see the full dish
confguration of the crown. The combination of a full dish and the
corresponding smaller chamber leads to improved combustion
effciency. Note the six cylinder head fasteners employed by the
LSX block.

chamber, and though we like quench,
sometimes when loading the engine
down at 2,500 rpm, we dont think it
is our best friend down there. So we
didnt worry too much about quench
on this engine. What putting the dish
in the pistons does is it puts the spark
plug in a more central position in the
combustion space, because the top of
the piston becomes a part of the com-
bustion chamber. The theory seemed
to play out when looking at the ignition
timing requirements, needing only
between 26 to 29 degrees total tim-
ing throughout the full rpm range. The
pistons also made use of extensive
custom coatings from Polydyne Coat-
ings, with a ceramic heat barrier coating
on the crown and oil shedding coat-
ings on the skirts and underside of the
pistons. The same oil shedding coating
was also employed on the rods and the
crankshaft.
The compression rings are from
Total Seal, including a 0.043-inch
ceramic-coated top ring and a 0.043-
inch Napier-faced second ring, while
the oil ring is a 2mm assembly from
Mahle. Jud expanded on the ring selec-
tion, The ceramic on the top ring is
a proprietary coating from Total Seal,
and we have a hone job that works with
this ring. I can say that they run forever
and we really like them. To us, the
second ring is just another oil ring, and
the Napier second allows us to run less

FALL 2014 ENGINE MASTERS 37

BUILD
LS IS MORE

tension on the oil ring. The Mahle oil

ring just right out of the box was right
on the specs for what wanted to do, and
it is also a very nice ring assembly.
The oiling system, including oil
control within the engine, was an area
where the SAMs team focused a great
deal of attention. Jud detailed, The
scraper has a Tefon lip on it, and we
ftted it extremely tightlythis was
indeed a crank scraper. The wind-
age tray features a screen that breaks
up the oil and prevents the oil from
splashing on the inside of the tray. To
further control the oil, we bored the
cam tunnel out and actually put sleeves
in to create a closed cam tunnel. Then
we bored and line-honed the sleeves to
size the new tunnel for the cam bear-
ings. We then used tubes to drain oil
from the tunnel, bypassing the rotating Inside the lifter valley, additional oil control measures were
assembly completely. At the top in the evident. The lifter bores were bushed to restrict oil fow
lifter valley, each segment of the cam to the lifters with a 0.030-inch orifce. The valley drains
to the enclosed cam tunnel via a drain at each cell, with
bore has an oil drain provision from a ventilation standpipe adjacent to each drain. From the
the top end and a standpipe to allow tunnel, oil is drained to the pan via fabricated tubes.
ventilation. The oil drains into the tun-
A custom Comp hydraulic roller dials in the
nel and reaches the level of the drain rpm range. Specifcations here are 240/240
tubes and then runs down the tubes to degrees duration, and 0.840 lift, with a tight
the sump. An additional trick com- 102-degree lobe separation. The installed
centerline was set to 97 degrees.
ponent of the oiling system is the oil
pump itself, a specially confgured
unit from Schumann, with a unique
bypass system using an internal hose
to run the bypass oil right back to the
pickup tube.
Jud went further in describing the
measures taken to control the oil, this
time at the lifters, We bushed the
lifter bores only to control the oil. In
this way, we were able to restrict the
oil passage to just a 0.030-inch hole to
the lifter. We could go even less than
that with a solid lifter, but to work the
hydraulic lifter, we opened it up a little.
We also set the lifter to bore clearance
tighter than normal at just 0.0008 inch.

Working the Valves

The 2013 AMSOIL Engine Masters
Challenge rules specifed hydraulic
cams only, and here the SAMs team
went with a high-lift custom ground
camshaft from Competition Cams. Jud
elaborated on the camshaft develop-
ment process, Our problem with the
cam was we kept making power at
too high an rpm. Generally, we tend
to overdo it with our heads, and that Bullet 0.842-inch hydraulic roller
makes the engine want to rpm. We lifters follow the cam, while the stiff
Smith Brothers tapered 38 to 716-
kept shortening the duration until we inch pushrods transfer the motion.
got down to the 240-degree number. Minimizing pushrod defection is an
Then we tightened the lobe separation important aspect of valvetrain stability.

38 enginemasters.com
Signifcant custom work was involved at the rocker arms, starting Note the tight fgure-eight-style combustion chambers and
with Harland Sharp aluminum bodied ftted with Comp trunions. A the full port work evident in the bowls. SAMs handled the port
custom rocker bed plate actually mounts the studs, and the offset development and cut the seats for a 2.230/1.57-inch valve
intake rockers are anchored with custom combination.
supports that capture the trunion.
The handiwork here was to
meet the stud mounted
rocker rule.

Providing airfow
in abundance is a set
of CID cylinder heads.
These heads feature the large
LS-7-style port and are a key The fully ported intake ports top the 420-cfm mark in peak airfow.
component in producing the output Although the port is relatively large, the extreme fow obtained
displayed by this engine. points to an effcient port with good velocity characteristics.

and ended up at 102
degrees, installed at
97-degree intake centerline.
The heads were carrying the
engine all the way to 7,000 rpm, even
with these centerline numbers. We
found tightening the separation was
better than running less duration. For
example, 240 degrees at 102-degree
centers was better than 236 degrees
duration at say 104-105-degree cen-
ters. What it really did was bring the
torque in sooner, without having a
dramatic effect on the actual peak
torque value. The manifold, head, and
header combination is going to play
an important role here, and the tight
centers will not necessarily work best
with every combination.
Jud went into the valvetrain, The
lifters were Bullet hydraulic rollers, and
we used Smith Brothers pushrods. The
pushrods were custom-built tapered
pieces, going from 38 inch to 716 inch.
The pushrod is one part where we
used to worry about weight, but now
we know this is one part that has to be
ridged beyond belief. We can run much
more radical and faster cam profles if
we have a pushrod that will not defect.
These are probably a little overkill for
7,000 rpm, but you will always want
to miss it big. In other words, you
want the biggest pushrods that will go
through the heads. We built the rocker
stands to meet the rule requiring stud-
mounted rockers. The rocker arm body
is a 1.8:1 ratio Harland Sharp, but we
used adjusters from Jesel, with Comp
Cams trunions. We bored the rockers
for the Comp trunions, and then we
machined stands to capture the intake
rocker trunion bearing. This stabilizes
the offset intake rocker and keeps it
fxed in the required alignment.
The Flow System
The cylinder heads are from CID,
which feature LS7-style castings poured
in Australia and machined in the USA.
The heads deliver phenomenal fow,

FALL 2014 ENGINE MASTERS 39

BUILD
LS IS MORE

reaching 420-cfm peak intake fow and Feeding the cylinder heads
240 cfm on the exhaust. As Jud told us, is a Mast Motorsports
single four-barrel
The heads are everything. What you intake manifold.
do is try to not lose power in the short- The vertical split
block, and then the heads have to make across the center
allows full access
the power. You do everything to reduce to the runners and
windage and friction on the short-block, plenum for porting.
and then you have the cam consider- Fuel rails are from
Aeromotive.
ation, but if the heads dont go, nothing
goes. All of the port development was
done in-house at the School of Auto-
motive Machinists. Jud described the
process, We do one set of runners and
then digitize it and cut them with the
CNC machine. We have a cross-sec-
tional area on these heads of 3.2 square
inches. That is pretty big, but when
they are moving 420 cfm, you still have
some velocity; if you are at 3.2 square
inches in a 350-cfm head, your velocity A look inside the plenum shows the extensive
is not there. port work performed in the manifold. Runner
cross-section varied to compensate for runner
Jud continued detailing the induc- length variations inherent in a central throttle
tion, We tried a couple of differ- body single plane manifold.
ent intake manifolds in testing and
selected the Mast intake. What you
fght all the time with the manifold is
getting it big enough to make the top
end, and small enough to keep the bot-
tom end. If the cylinder heads move
air, you can have bigger runners in
manifold and still have good velocity.
As far as the length of the runners,
there is not a lot that we can doyou
can lay back the dividers in the runners
to try to equalize them, but the casting
will dictate what you can do. What we
do is make the longer runners bigger
than the center runners. The shorter
ones do not have as much area in them
as the longer runners, and that is how
we compensate for the disparity in the
length. We like the Dominator confgu-
ration at the fange because it spreads A Rons single-plate throttle body features very high fow and also moves the throttle plate
up and away from the plenum.
everything out and it helps even if you
do not need the extra airfow.
The Holley EFI system played an What you do is try to not lose
important role as Jud described, We
use the Holley fuel injection, and we power in the short-block, and then
love that system. Everyone seems to
catch on to it quicker than anything the heads have to make the power.
else, and it just works great. We put
eight oxygen sensors in the headers 20 hp in tuning each cylinder indi- a bigger throttle body is an advantage.
and just make pulls to make sure we vidually compared to a sensor in each You cannot do this with a carburetor,
get the distribution right. Of course, bank. Also, the distribution changes but with EFI, bigger is normally better;
you can change it from cylinder to with the rpm range; you cant assume at worst power just remains the same.
cylinder, and we add fuel and take the distribution at 3,000 rpm is going Exhaust tuning is also a critical fac-
fuel out until it makes the most power. to be the same as at 7,000 rpm. With tor, as Jud explained, On the headers,
You can change the curve all the way the EFI system, you can just change it what we do is buy a set of headers and
through the rpm range; it is just a all the way through. We metered the then start experimenting with lengths
really good system. The individual air with the Rons single-plate throttle and collectors; it is just hit and miss,
cylinder tuning is absolutely a beneft. body and liked it just because it is big. seeing what effect we get from going
To put a number on it, there is at least Generally with fuel injection, we fnd in a certain direction. We test with the

40 enginemasters.com
We heard nothing but good things about
the ease of use and capabilities of the
Holley EFI engine management system.
Fine-tuning each cylinder individually
defnitely paid dividends in power output.
Finding the best performing header was a result of extensive testing development at
SAMs. The fnal confguration features 178- to 2-inch primary tubes and merge collectors.
Note the oxygen sensor bung in each primary tube to allow individual cylinder tuning.

The ignition system features MSD The build at the School of Automotive Machinists included students and instructors. At
components, including these high-powered the Challenge, SAMs was represented by Judson Massingill, Chris Bennett, Shawn Hooper,
coil packs and crank trigger. Dominic Castrovinci, and Vincent Manighetti.

same exhaust system that is required in
competition. We do not go into it with
preconceived notions, but just look at
changes and start tearing things apart
to fnd what works. I can guarantee you
that the smaller header will not make
more bottom end every time, as a lot
of people believe. We have put smaller
headers on and found less power every-
where. The header will make you or
break you; there is no doubt about that.
Dyno Time
So, if you take one of the best domes-
tic engine types and work the kind of
magic described earlier, what do you
get? SAMs had the opportunity to
demonstrate the engines capabilities
in competition at the 2013 AMSOIL
Engine Masters Challenge. What they
showed was power production in a
league of their own, taking the LS
Chevy to the highest outright power per
cubic inch of any two-valve engine in
competition. The peak power of 775 hp
recorded at 6,800 rpm is just unheard
of for a naturally aspirated production-
based engine of this displacement. Keep
in mind that number was achieved with
the competition limitations requiring of
a hydraulic camshaft and a maximum
of 11.5:1 compression ratio, as well
as stipulating a maximum test rpm
of 7,000.

FALL 2014 ENGINE MASTERS 41

BUILD
LS IS MORE

While the peak power achieved is with the torque shooting straight up ON THE DYNO
an incredible accomplishment in itself, from there, achieving a peak of 677 436CI LS CHEVY
what is more amazing about the per- lb-ft at 5,700 rpm. That, my friends,
formance is the overall power curve. is rewriting the textbook for output, RPM TQ HP
Right at the beginning of the test rpm even in an unlimited two-valve engine. 3,000 526.6 300.8
range, at 3,000 rpm, the Schools LS Jud Massingill and the professionals at 3,100 538.9 318.1
produced an absurd 526 lb-ft of torque. the School of Automotive Machinists 3,200 558.9 340.5
To put this number into perspective, are dedicated to educating their select 3,300 577.8 363.1
that is more than 1.2 lb-ft per cubic students in the secrets of making horse- 3,400 595.1 385.2
inch, which would be a respectable power. Without at doubt, class was in
3,500 609.9 406.4
peak torque output for a good street session when this LS demonstrated
performance engine. That was just the its abilities at the AMSOIL Engine 3,600 619.3 424.5
beginning of the story here, however, Masters Challenge. EM 3,700 624.1 439.7
3,800 626.8 453.5
VITAL SPECS 3,900 629 467
ENGINE TYPE CHEVY LS 4,000 628.3 478.5
DISPLACEMENT 436 CI 4,100 628.9 491
BLOCK GMPP LS-X IRON 4,200 634.7 507.6
BORE X STROKE 4.164 X 4.00 4,300 643.4 526.7
COMPRESSION RATIO 11.35:1 4,400 651.8 546.1
COMPRESSION HEIGHT 1.240 4,500 660.3 565.8
CRANKSHAFT BRYANT RACING 4,600 667.4 584.6
4,700 670.6 600.1
ENGINE BEARINGS MAHLE CLEVITE
4,800 672.3 614.5
CONNECTING ROD SCAT, 6.00
4,900 672.3 627.3
CONNECTING ROD BEARINGS MAHLE CLEVITE
5,000 673.6 641.3
PISTONS & RINGS DIAMOND RACING, TOTAL SEAL/MAHLE
5,100 673.2 653.7
COMPRESSION & 2ND RING 0.043, 0.043
5,200 674 667.3
CAMSHAFT COMP CAMS
5,300 674.4 680.5
CAM DURATION AT 0.050 240/240
5,400 675.1 694.1
VALVE LIFT 0.850/0.850
5,500 675.7 707.7
HEAD GASKET FEL-PRO, 0.053 5,600 676.1 720.9
CYLINDER HEADS CID 5,700 677 734.3
VALVES (IN/EX) FERREA, 2.230/1.570 5,800 675.4 745.9
VALVE LIFTERS BULLET CAMS 5,900 671.1 754
PUSHRODS SMITH BROS. 6,000 666.2 761.1
ROCKER ARMS HARLAND SHARP, 1.8 6,100 660 766.6
ENGINE GASKET SET FEL-PRO/COMETIC 6,200 651.1 768.6
INTAKE MANIFOLD MAST MOTORSPORTS 6,300 639.7 767.3
EFI ECU HOLLEY DOMINATOR 6,400 627.8 765
INJECTOR SIZE 39 LB/HR 6,500 616.7 763.2
THROTTLE BODY RONS FUEL INJECTION SYSTEMS 6,600 610.7 767.4
IGNITION SYSTEM MSD PERFORMANCE 6,700 604.1 770.6
SPARK PLUGS & WIRES CHAMPION, MSD PERFORMANCE 6,800 598.2 775
FASTENERS ARP 6,900 588.5 773.1
FLYWHEEL PRW 7,000 577.1 769.2
ENGINE DAMPER INNOVATORS WEST
WATER PUMP MEZIERE SOURCES:
SCHOOL OF AUTOMOTIVE
HEADERS SAM, 178 - 2-INCH
MACHINISTS
VALVE COVERS PRO-FORM samracing.com
HOSES & FITTINGS EARLS (713) 683-3817
AMSOIL OIL VISCOSITY 5W20 AMSOIL
OIL PUMP SCHUMANN amsoil.com
VP RACING FUELS
OIL PAN STEFS PERFORMANCE PRODUCTS
vpracingfuels.com
MUFFLERS FLOWMASTER

42 enginemasters.com
 SUPER VICTOR II INTAKE MANIFOLDS FOR BIG-BLOCK CHEVY
Extra large carb outer flange with a
Ultra thin divider walls create 5"x 5" opening fits high flow carbs
a superior runner layout for and throttle stops
better fuel distribution
15% larger runners than our
Super Victor are Ideal for 1,000+
Accepts standard horsepower drag race engines
height (9.8") with high air flow requirements in
distributors the 3500-8500 rpm range

Manifolds Available for

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- Standard Deck (9.8")
- Standard Deck CNC (9.8") - NEW
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- 10.2" Deck for use with Brodix SR20 Heads - NEW
FOLLOW US ON:
FOR MORE INFORMATION VISIT EDELBROCK.COM
Get FREE catalogs: 800-386-8326 Tech: 800-416-8628, 7am-5pm PST. M-F.
2014 EDELBROCK, LLC All parts for use in racing applications only.

SPOT INK
TECH

Master of
An Advanced Look at
Carb Function
and Tuning

44 enginemasters.com
Metering
By Steve Dulcich
Photos By Steve Dulcich and courtesy of Holley

U
nlike an EFI system, a carburetor is a purely
mechanical device that meters air and fuel in the
proportion needed for combustion. While this might
seem simple enough, a carb takes advantage of a
handy characteristic of nature identifed way back in 1738 by
the physicist Daniel Bernoulli called the Bernoulli Principle,
better known as the Venturi Effect. The key aspect of the Ber-
noulli Principle is the inverse relationship between velocity
and pressure, which dictates that as the air speed increases
through a carburetors venturi, the pressure will drop. This
lower pressure is just what is needed to pull fuel out of the
carbs bowl, which is at atmospheric pressure. The beauty of
a carb is that its operation is based on the simple properties
of physics. Harnessing the velocity dependent pressure drop
to meter air and fuel in exactly the needed proportions over
a wide range of operating requirements relies on a complex
system of calibrated orifces, and those are the items that set
what we refer to as the carbs calibration or Tune. What is
actually being calibrated here is how the carburetor as a meter-
ing device will respond to changing pressure differentials in
its various circuits.
The level of carburetor tuning that an enthusiast can practi-
cally perform will depend on the design of the carb and the
tuning components available. The most basic level here is a
backyard mechanic armed with nothing more than a screw-
driver and a good ear to attack his OEM carb. With a little
talent, this guy can adjust the idle mixture and speed and call
it a day. The Holley modular carbs were a game changer in
the world of carb tuning by adding just one additional tun-
ing point for the average enthusiast, the main jet. The main
jet is, as the name implies, the main metering orifce that
restricts fuel fow into the main metering circuit. The Holley
carb provided ready access to the main jets, and the company
supported the ability to tune the main jets with readily avail-
able replacement jets and kits. Sure, most other carbs fea-
tured replaceable main jets, but with limited replacement jet
availability and accessibility, few bothered. The Holley carb
brought jet changes trackside.
Of course, there are many other tuning points on a tradi-
tional Holley carb, but with the earlier units, these were regu-
lated by fxed orifces. Here, carburetion gurus practiced their
black art by drilling and sometimes flling these occult tuning
points, while the average guy went no further than the famil-
iar jet change. While that may have been enough, higher end
modern carburetors have taken carb tunability to an extreme
level. These days, we fnd replaceable metering orifces at
virtually every tuning point of the carburetor, giving the poten-
tial to calibrate virtually every aspect of the carbs metering.
That alone might be too much of a good thing, but with the

FALL 2014 ENGINE MASTERS 45

TECH
MASTER OF METERING
Though all Holley carbs feature nearly identical circuits, how the carbs are equipped will affect the tuning ability. A base street carburetor
such as this Holley Street Avenger is factory equipped with fxed drillings for the air bleeds, power valve channel restriction, idle feed
restriction, and emulsion bleeds. Basic tuning here is limited to accelerator pump components, jets, idle circuit, and foat level.
addition of readily available Lambda meters capable of detail-
ing air/fuel ratio in real time, we have both the ability to make
advanced tuning changes and the instrumentation to readily
quantify those changes.
Just because you can change so many of the calibration
points of a Holley carb does not necessarily mean you should.
To start, Holley puts extensive work in the base calibration of
their carburetors to ft their intended applications. Experience
here over many years of testing and data logging has shown
that they do a very good job. Chances are, unless you are seri-
ous about a methodical approach to dialing in the carb, or are
looking to address a specifc aspect of its metering, sticking
to simple jet changes will handle the majority of carb tun-
ing requirements. However, pick up a new HP series carb,
and those tuning points are there for the tweaking. If you are
contemplating getting into this level of advanced carb tuning,
you had better know exactly what those tuning changes do and
how they affect the carbs metering. To illustrate the causes
and effects, well go through the key tunable metering points,
their function, and how tuning changes affect fuel metering.
Idle Speed Screws
You might as well forget about getting into the exotic aspects
of carb tuning if the simple stuff is all fouled up. One of the
most basic of carb adjustments is the idle speed setting. This is
simply setting the position of the throttle plates via a mechani-
cal stop at the adjustment screw, thereby setting the idle speed.
46 enginemasters.com
Youll fnd an idle speed adjustment on almost every carb, but
adjusting it properly involves a little more than just reading
the tach. A properly calibrated carb should idle just off the
idle circuit, therefore you should not see fuel dribbling from
the carb booster at idle. The engine idle speed is a function of
several variables, from the ignition timing to the air/fuel ratio,
to the amount of air getting in.
As noted earlier, the idle should feed off the idle circuit,
which includes the idle port and partially the transition slot.
Large idle openings position the throttle blades too far past the
idle port for the mixture screws to be effective. Always use the
least amount of idle opening to achieve the required idle rpm.
If the mixture screws do not seem to have any effect on idle
quality, as can happen when tuning with large cams with poor
idle vacuum, chances are the blades are open too far. Read on
for other ways to get air in and close the throttle idle setting.
The rule of thumb here is to set the throttle blades to expose
just a small portion of the transition slot below the butterfies.
If getting a satisfactory idle speed required a departure from
this general rule, something else in the engines tune is caus-
ing a problem.
Idle Mixture
A second basic carb adjustment that is universal on most
carburetors is the idle mixture screw. What this does is vary
the quantity of mixture (idle emulsion) entering the engine
through the idle circuit. A needle valve in the idle port simply

A look down the throat of a Holley Ultra HP shows the replaceable
air bleeds; note the drillings in the center tower routing air to the
air bypass adjustment under the air cleaner stud.
varies the quantity of idle emulsion that can fow passed
and into the airstream. The general rule of thumb here
is to adjust the screws the same amount, whether, in the
case of a four barrel carb, there are two idle mixture
screws, or the more advanced four corner adjustments.
Keep the settings at the same number of turns out from
a lightly seated baseline. Holley carbs can be set at a
baseline of 34 turn from seated, and fne-tuned from
there. If the mixture screws have no effect, look for an
overly open idle speed screw.
Auxiliary Idle Air Bypass Bleed
Sometimes an engine will need more idle airfow, par-
ticularly with long-duration camshafts. Simply cranking
the idle speed screws will open more area to idle air, but
will result in out-of-position throttle blades to effectively
use the idle circuit as intended. In the old days, carb whizzes
would drill the throttle blades to compensate for higher idle
airfow requirements, but this has been incorporated as a tun-
ing point in modern carbs as an additional adjustment point
controlled by a needle and seat feeding into the plenum. This
lets air into the plenum by a means other than past the throttle
butterfies, keeping the throttle plates at their intended orienta-
tion to the idle circuit and transition ports at idle.
Opening the idle air bypass as required will allow the
throttle butterfies to be closed down to make the idle circuit
responsive where large cams and low vacuum are dictating too
much throttle blade opening for idle speed adjustment. Holley
carbs come with the idle air bypass adjustment in the center of
the carb, fed by four holes surrounding the center boss of the
carb. Tune in air here, and close the butterfies to the normal
position, showing just a square shape of exposed transfer slot
below the throttle blades. With this idle air bypass, there is
no longer the need for the hit-and-miss old-time carb-tuning
trick of drilling the carb butterfies to get the air bypass effect.
Additional idle airfow is turned into a simple adjustment.
Inside, modern carbs feature replaceable tuning points at virtually
all calibration orifces. These tuning capabilities offer a major
beneft to the carb tuner, but only once the function is understood.
The emulsion bleeds, power valve channel restrictions, and idle
feed restrictions are all found on the metering block.
This cutaway view of a Holley Dominator metering block
shows the circuits behind the replaceable tuning orifces. The
jet at the top is the idle feed restriction, while the vertical
series of fve jets are the emulsion bleeds, which can alter the
fuel curve. The two angled jets at the center are the power
valve channel restrictions, which allow more fuel into the
main well when the power valve is open.
Idle Feed Restriction
The idle feed restriction is similar to the main jets but
affect the idle circuit. This tuning point can be used to
solve idle problems by altering the richness of the idle air
emulsion. The tuning parameters are simple, with a larger
orifce supplying more fuel and a richer idle emulsion,
and a smaller orifce delivering less fuel fow and leaner
idle emulsion. The idle feed restriction is a drilling in the
metering block and is factory set in street carbs, but racier
carbs have replaceable idle feed restrictions. Basically, the
volume of idle emulsion supplied is a function of the mix-
ture screw setting, while the idle feed restrictions infuence
the richness of the emulsion itself.
When tuning for radical cams, youll often fnd the need
FALL 2014 ENGINE MASTERS 47
TECH
MASTER OF METERING
Greatly aiding in the pursuit of
a perfect carb calibration is the
modern lambda sensor, giving
fast and accurate data on air/fuel
mixture. Instrumentation such as
this LM-2 lambda from Innovate
Motorsports can show air/fuel ratio
in real time taking data from an O2
sensor, and can even data log. This
kind of technology has eliminated
the guesswork form carb tuning
and replaced it with valid numerical
feedback.

Rather than keeping a massive The carburetor booster venturi

selection of different sized
metering orifces on hand, they
can be ordered as blanks and
drilled to size using a precision
drill set and hand drill vice.
amplifes the pressure drop in
the main venturi and serves
as the fuel discharge point
of the carbs main circuit.
Boosters come in a variety of
confgurations, each with their
own characteristic affect on
fuel delivery.

for lots of carb air bypass, and this will require a fatter idle
emulsion to generate the needed idle mixture strength. Idle
feed restriction tuning is sensitive to small changes. Changes
to the idle feed restriction will alter the required idle mixture
screw setting. This may be exactly what is required if the
best idle quality setting is found to be in an out-of-range idle
mixture screw position like nearly all the way in, or way out.
Think of the idle feed restriction as an asset in balancing the
function of the idle mixture screw. A lambda meter is a helpful
tool here.
Idle Air Bleed
A partner to the idle feed restriction is the idle air bleed; they
work hand in hand to determine the quality of the idle air/fuel
emulsion. The idle air bleed, like the feed restriction, alters the
proportions of air/fuel in the idle emulsion. Adjustment of the
orifce here can be used to fne-tune the idle or solve an idle
problem. The purpose of the idle air bleed is to draw air into
the idle circuit to emulsify the idle mixture. Larger bleeds add
air into the mix, making a leaner mixture. Smaller bleeds have
the opposite effect. However, the air bleeds are not as simple
and direct as adding more milk or dough to your pancakes.
The bleed peels off a portion of the pressure differential that
draws on the idle circuit, effectively acting as a leak. This
infuences the timing or sensitivity of the idle circuit.
The air bleeds are a fxed drilling in street-type carbs, but
higher end carburetors come with replaceable metering orifces
to allow easy changes here. When it comes to changing the air/
fuel ration of the idle mixture, the idle air bleed is not as sensi-
tive as the idle feed restriction. Generally, the bleed will have a
greater effect on the signal to the idle circuit, and because of the
effect on timing the idle circuit, it will have an infuence on the
transition from the idle to main circuits.
Main Jet
This is the familiar tuning point that made Holley carbs a
favorite. Simply put, it is a sized orifce that restricts fuel
fow into the main metering circuit. It is easy to understand
what the main jet does; a bigger jet allows more fuel to
fow to the booster, while a smaller jet gives less fuel. The
jet is a major factor in controlling the main circuit air/fuel
ratio. A lambda sensor and some wide-open real estate is
generally all you need to dial in the main jet. A common
fallacy is relating the main jet to idle functions. The main

48 enginemasters.com

circuit is not operational at idle, so the jet has no effect on
idle quality on a properly calibrated carb. When your buddy
tells you he pulled four jets because it made his eyes water
idling in the garage, you know you are being punked.
It is common knowledge how jets workbigger equals
more fuel is pretty easy to understand. While a lambda at
wide-open throttle will tell you the running air/fuel ratio,
the information missing here is what air/fuel ratio is making
the most power in your engine. A racetrack combined with
trial and error will zero in on the best jetting, but a well-
instrumented chassis dyno will get you there sooner. One of
the shortcomings of a carburetor is that it works on the effects
of velocity of air through it, but is dumb to air density. This is
Just because
you can change
so many of
the calibration
points of a Hol-
ley carb does
not necessar-
ily mean you
should.
Adjustments as fundamental as the idle
speed setting will affect other areas of the
carbs tune. The throttle blade position
at the required idle speed should be just
revealing a square portion of the transition
slot in the baseplate. Setting the idle
speed screws to 1/2-turn from the zero
position will put you in the ballpark.
why ideal jetting changes with atmospheric conditions, pres-
sure, and density.
High Speed/Main Air Bleed
A common additional tuning point to modern carbs is the
replaceable air bleed. The high-speed air bleed is tied to the
main circuit, and similar to the idle air bleed, it alters the
signal strength to the main circuit, as well as the emulsion,
essentially introducing a controlled air leak. The high-speed
air bleed spills a portion of the main circuit pressure differen-
tial created in the venturi and draws air into the main circuit.
Larger bleeds lean the mixture but can also delay the main
circuit activation and alter the fuel curve in a given rpm range;
smaller bleed will do the opposite.
The high-speed air bleed is commonly a fxed drilling in
street carbs, but is replaceable on high-end race units. Since
the air bleed and jet both act on the main metering circuit,
air bleed tuning will alter the main jet requirement. If the jet
sizes are out of the normal range, an air bleed change can
sometimes regain jet sensitivity. Changes to jets and air bleeds
worked in unison can sometimes dial in a jet/bleed combina-
tion that shows more power, even though the fuel mixture
ratio reads little changed. Air bleed changes can affect booster
signal and sensitivity, and timing. Dyno or track testing are the
territory of true air bleed tuning.
Power Valve and Channel Restriction
The main jet is the primary restriction of fuel supply into the
main metering circuit, but when a power valve is introduced,
there is another variable. The power valve is a simple vacuum-
operated valve, opening when a predetermined amount of
Always ensure the base calibration is properly set before
attempting exotic carb tuning changes. These simple procedures
are often neglected but can drastically affect all of the tuning done
later. First on the list is the foat level, made easy with the sight
glass ftted to newer carbs.
FALL 2014 ENGINE MASTERS 49
TECH
MASTER OF METERING
Basic adjustments to the main circuit air/fuel ratio is
by changing jets. The jet is the primary restriction to
fuel fow into the main circuit. Changing the jet orifce
size will vary the air/fuel ratio, making the overall
mixture of the main circuit richer or leaner.
When your buddy tells you he pulled four jets
because it made his eyes water idling in the garage,
you know you are being punked.
vacuum applied to the diaphragm overcomes the operating
spring. Upon opening, the power valve opens an additional fuel
supply passage to the main circuit. This allows the main cir-
cuit to be calibrated to an effective leaner cruise air/fuel ratio,
while opening to supply more fuel for a richer mixture once the
valves vacuum threshold has been crossed. The amount of fuel
that reaches the main circuit is limited by a sized orifce called
the power valve channel restriction (PVCR). Historically, the
PVCR was a fxed orifce often tuned by experts via drillings.
Today, replaceable jets allow the quantity of additional fuel
added by the power valve to be fne-tuned.
Power valve tuning is a matter of selecting the vacuum
point at which the additional main circuit fuel is needed. Hol-
ley valves are rated in inches HG of vacuum, and this variable
controls the timing of the extra fuel. In contrast, the channel
restriction orifce controls the quantity of extra fuel provided
by the power valve. The object here is to differentiate the
cruise and wide-open throttle mixture to suit their specifc
requirements, thus improving both power and economy.
The Booster
For the most part, the boosteror booster ventureis
50 enginemasters.com
determined once you buy a carburetor, though hard-core carb
tuners have swapped boosters for years. Today, some carbs
even come with replaceable boosters, essentially making
this too a tuning point. What the booster really is is a venturi
within the main venturi, which improves or boosts the pres-
sure differential or signal to the main circuit of the carb. There
are many styles of booster venturi in common use, with the
straight leg, downleg, and annular being the most familiar.
Both the straight leg and down leg use a single discharge
point: a simple nozzle discharging the main circuit emulsion.
The straight leg is most often found in budget carbs as this
design is more restrictive than the streamline downleg confg-
uration. The annular booster differs by incorporating multiple
discharge points arranged within the inner circumference of
the booster. This spreads the fuel emulsion distribution over
a broader portion of the airfow and produces a sharper com-
munication of the pressure drop across the booster venturi, or
more signal to the main circuit.
The booster is not an item normally changed, but is
replaceable in some high-end carbs. Variables here include
boosters of various discharge nozzle sizes in the downleg
design, usually specd for a corresponding venturi diameter.

A carbs idle mixture screw at -turn out from lightly bottomed
at all four corners serves as a good baseline bench setting. The
running engine should be responsive to changes in the idle mixture
setting from here.
The diaphragm side of the power
valve resides in a chamber open
to manifold vacuum from the
baseplate below. At a calibrated
vacuum point the power valve
adds fuel enrichment to the main
circuit. This allows the engine
to run leaner at lighter loads,
for better economy, and adds
fuel when the vacuum drops to
the opening point under load,
richening the mixture. The power
valve is rated by the inches of
vacuum at which it opens. Note
the power valve protection check
valve in this cutaway of the power
valve circuit.
Specialty boosters of a wide range of confgurations are
manufactured to perform a multitude of functions both real
and imagined, including segmented vanes, fuel shearing steps,
bell-mouths, and virtually anything else that can be dreamed
up. A key item to look out for here is airfow restriction result-
ing from the booster shape. A traditional downleg booster is
much more airfow effcient than an annular booster and is
usually the best compromise.
Emulsion Bleeds
The emulsion bleeds of a Holley carb are built into the meter-
ing block and have traditionally consisted of a series of fxed
drillings introducing air from the high-speed bleed into the
main well. The most tunable of modern Holley carbs include
replaceable metering orifces in these locations. Both the loca-
tion of these bleeds vertically as well as their size control the
shape, timing, and sensitivity of the main circuit fuel curve.
Since the emulsion bleeds introduce air into the main
column of fuel before it exits the booster, the fuel becomes
emulsifed with air, hence the nomenclature. Larger emulsion
bleeds give a leaner more emulsifed main circuit mixture,
and quicker timing earlier in the curve. Smaller bleeds have
the opposite effect. The bleeds nearer the bottom affect high-
rpm mixture more than the upper bleeds, while the centrally
located bleeds have more of an infuence on the midrange rpm
fuel curve. Tuning of the emulsion bleeds is effective in cor-
recting undesirable changes in wide open throttle air/fuel ratio
as the engine pulls through its operating rpm range.
Accelerator Pump
Unlike the function of the other circuits of a carburetor that
respond to pressure differentials within the various channels
Typically, you will fnd
two air bleeds per
barrel, the smaller
inside ones being for
the main metering
circuit, while the larger
outer bleeds are a part
of the idle circuit. In
both instances, larger
bleeds lean the mixture
by diminishing signal,
while smaller bleeds
will enrich the mixture.
FALL 2014 ENGINE MASTERS 51
TECH
MASTER OF METERING

The accelerator pump circuit is mechanically

controlled by the throttle linkage. Tuning
parts here include various cams that control
the fuel volume and timing, as well as
discharge nozzles that affect the fuel fow
You might as
rate and discharge time.
well forget about
SOURCE: getting into the
HOLLEY
(270) 781-9741
holley.com
exotic aspects of
carb tuning if the
simple stuff is all
fouled up.

to control fuel fow, the accelerator pump circuit is con-

trolled by a direct mechanical linkage. The diaphragm pump
at the bottom of the foat bowls is operated by a replaceable
cam acting on the operating arm. The pump cam is mounted
to a fange on the throttle shaft, which in turn is controlled
by your right foot. Pumps are rated at maximum volume
delivered in cc over 10 full pump strokes. The cam can offer
less than the rated volume, with the volume simply based on
the net lift at the pump arm provided by the cam. The cams
profle will infuence the circuits curve of fuel delivery,
though in a full-throttle stomp the pump effectively gets full
displacement instantaneously. Larger pumps are also avail-
able from Holley, most commonly the 50cc pump, some-
times referred to as the Rio pump by old-timers because of
its OEM use on Reo commercial trucks.
Cam displacement is a matter of the cam shape and place-
ment. Holley offers replacement pump cams with varied pro-
fles to fne-tune the pump shot. The cam mounting position The timing of the secondary opening on a vacuum secondary carbs
can be varied as a function of multiple potential mounting can be tuned by changing the spring tension in the actuating
diaphragm with a spring swap. While this was a cumbersome
holes, with common cams having from one through three operation on older-style Holley carbs, the newer quick-change
holes, and typically two available positions in the throttle shaft diaphragm housing makes it quick and easy.
mounting face. Changing hole positions essentially changes
the timing of the cam by either advancing or retarding it in little effect on the total volume delivered. Larger squirters will
relation to the throttle position. provide a faster, high-fow fuel delivery over a shorter period
From the pump, solid fuel is directed to the discharge noz- of time, while smaller squirters will prolong the duration of
zles or squirters. The squirters act as jets, restricting the pump the shot, but at a lower fow rate. Holley offers pump squirt-
shot, thereby spreading the volume of discharge over a longer ers in an assortment of sizes, as well as a variety of specialty
period of time. Contrary to popular belief, the squirter size has nozzle confgurations. EM

52 enginemasters.com
FOLLOW THE
ENGINE LEADERS!
AT THE WORLD-FAMOUS
ENGINE MASTERS CHALLENGE!
October 6th - 10th
T
he 2014 AMSOIL Engine Masters Challenge
dares engine building teams
to search out every possible
ounce of power they can
make through a painstaking
selection process of
performance products
and use of their own secret
high-performance recipes.
Different engine brands
over 400 ci are massaged
to performance excellence
in the quest for the best
possible horsepower and
torque averages to win this
prestigious event.
Follow your favorite selected
engine-building teams as they meet at the
University of Northwestern Ohio October 6 to do battle on
SuperFlow/DTS engine dynometers. Builders take advantage of the
power gains possible through the use of some of the worlds best engine
performance parts, whose manufacturers support the competition through
Contingency Sponsorship.
The action is fast paced as each team has a 35-minute period to
complete their three competitive dyno runs. Performance is measured and
scores derived as engines are fed VP Racing Fuels HP101 fuel and run
from the 3,000- to 6,500-rpm range lubricated exclusively by AMSOIL
synthetic products for for a chance to compete in Fridays final eliminations.
Official Lubricant
Follow all the action of the 2014 AMSOIL Engine Masters Challenge
at www.popularhotrodding.com.

Contingency Sponsors
Camshafts COMP Cams
Lunati, LLC Gaskets Cometic Gaskets
Harmonic Balancers Innovators West
Carburetor Demon Fuel Systems
Holley Performance Products Headers Hooker Headers Official Host Official Racing Fuel
Connecting Rods Eagle Specialty Products Ignition System FAST
MSD Performance
Crankshaft Bryant Racing, Inc.
Eagle Specialty Products Intake Manifolds Edelbrock
Lunati, LLC Holley Performance Products
Lifters COMP Performance Parts
Cylinder Heads CPG/Racing Head Service
Crane Cams Official Fuel Pump
Edelbrock & Regulator
Jon Kaase Racing Pistons Diamond Racing Official Dyno
MAHLE Motorsports
Supplier
Engine Bearings MAHLE Clevite, Inc.
Fuel Injection Edelbrock Piston Rings MAHLE Motorsports
FAST Rocker Arms COMP Performance Group
Holley Performance Products Spark Plug Wires MSD Performance
Fuel Rails or Fuel Logs Aeromotive, Inc. Throttle Body Accufab, Inc. Banquet Sponsor

For Updates & News, Visit www.PopularHotRodding.com

TECH

LIQUID
HORSEPOWER
VP Racing Fuel
the Offcial Fuel of the
2014 Engine Masters
Challenge

F
or the 2014 AMSOIL Engine
Masters Challenge, VP Rac-
ing Fuel will be fueling the fre
inside our competition engines.
When pushing engines to the limit of
power production, the fuel used becomes
a critical factor. The move to VP racing fuels not only
helped build horsepower, it also reduced fuel-related engine
failures in competition to virtually zero. As an industry leader
in a wide range of both professional and amateur motorsports,
VP Racing Fuel comes with the hard-earned credentials
of spectacular success in variety of racing venues. That
success makes VP a natural choice to fuel the Engine
Masters Challenge.

Where it Began
VP Racing Fuels was founded by Steve Burns, who initially
exhibited his aptitude for R&D in the early 1970s as a young
racer in San Antonio, Texas. Self-taught in chemistry and
physics, Steve was convinced the race fuel manufacturers of
the day were falling short in their quest for optimum horse-
power. To address this shortcoming, he began experimenting
with exotic blends of fuel, much to the dismay of his parents
whose garage served as Steves laboratory. Steve began at the
local tracks of Texas, where racers tried his fuel and liked the
power gains. His frst fuel was christened C12. The word
spread and Steves company was founded as VP Racing Fuels
in 1974.
VPs frst offcial paying customer was a relatively
unknown drag racer named Warren Johnson. Early on, Steve
met two other young TexansBuddy Morrison and David
Reher. Most of VPs early testing and development was done
alongside the Reher-Morrison team, along with Warren John-
son and Bob Glidden. Ultimately, each evolved into household
names in NHRA pits around the country, with C12 going
on to become arguably the
most successful race fuel in
motorsports.
VPs forays into the motor-
cycle market met with similar suc-
cess, as Steve and his team worked
personally with each of the factory motocross
and road racing teams to develop custom blends for their
applications. VPs dominance of this market is illustrated by
its fueling of every American Motorcycle Association (AMA)
Pro Class champion for the last fve consecutive years through
2008. VPs R&D team also developed fuels specifcally for
sanctioning bodies in Europe, including FIA (Automotive)
and FIM (Motorcycle).
World Leader in Race Fuel Technology
VP is now recognized by many as the world leader in race
fuel technology, with a catalog of nearly 70 fuel blends and
a growing roster of VP-fueled champions across the entire

54 enginemasters.com
 spectrum of motorsports.
VPs reputation for product
quality, along with superior
service and technical support,
helped secure its position as
the Offcial Racing Fuel of the
largest racing sanctioning body in
the worldNHRA Championship
Drag Racingas well as sponsor of
more than 50 other series and sanc-
tioning bodies, including American
Drag Racing League (ADRL), Ameri-
can LeMans, AMA Flat Track, Star
Mazda, UMP DIRTcar, and World
of Outlaws Sprint Cars and World of
Outlaws Late Models, among many oth-
ers. Together, VPs distributors support a
network of more than 1,300 dealers around
the world. EM

FALL 2014 ENGINE MASTERS 55

TECH
LIQUID HORSEPOWER
The effort at VP goes beyond the laboratory and onto the
track. By direct interaction with racers, engine builders,
and performance specialists, the company
can gauge the needs of enthusiasts and
respond quickly to meet those needs.

Through the VPs fast-growing Retail Branding

Program, VP products can be as close as the
corner gas station. Look for the VP logo
at a station near you.

VP RACING FUEL HITS THE STREETS

With its position at the technological forefront of performance fuels secure, VP is ready to move its brand to the next level by Tak-
ing it to the Streets. VP will leverage its history and winning tradition to launch VP-branded retail gas stations and convenience stores
across the U.S. Working with a select group of quality distributors and cutting-edge marketing and technology, VP Racing Fuels will
become the next major retail gasoline brand. What this brings to the retail environment is the same passion for performance that is
instilled throughout VP Racing Fuels.
VPs whole philosophy is built on helping its customers achieve success, and VP is dedicated to helping its retail branding partners do
the same. For most of VPs history, that meant helping racers achieve optimum performance as they pursued their passion. This same
mind-set is now being carried over to VPs new product lines, its retail branding program, and VP gas stations and convenience stores.
Helping retail customers optimize performance is a key goal of the retail brand program. While grounded in the world of high perfor-
mance, the new products and branding program put VP in a position to help customers not only on the track, but on the street, in the
yard, at home, or at work, offering the championship performance that built the companys reputation.
The idea of retail branding under the VP Racing fuels banner brings the companys reputation as a track-proven winner in motor-
sports to the broad retail environment. Momentum is gaining quickly, as the number of VP-affliated stations continue to expand. For
performance-minded customers, what could be better than walking into the local VP service station when taking care of your fuel or
specialty product needs?

56 enginemasters.com
 As VP Racing Fuels President Steve Burns
tells us, engineering, chemistry, and the
lab are where the real action takes place
looking to develop the latest formulation
of specialty racing fuel. This is the engine
lab, where one of the functions is using
test engines to determine octane ratings
for fuels.

A racing fuel consists of many

components that make up the fnal
product, and controlling the chemistry
of any given fuel is crucial to consistent
performance. Here, a gas chromatograph
is used by Duane Minazzi, VPs chief
chemist, to verify blended fuels contain
the correct composition prior to drumming
and shipping.

At the AMSOIL Engine Masters Challenge,

engines like Jon Kaases radical Ford take
naturally aspirated power to the extreme.
VP Racing Fuel becomes a critical part of
the combination in demanding conditions
such as this, or with power-adders such as
blowers and nitrous.

FALL 2014 ENGINE MASTERS 57

TECH
LIQUID HORSEPOWER

ON THE DYNO
TESTING A TRIO OF 116-OCTANE VP FUEL
We had a fairly radical 565ci big-block Chevy on the dyno, and with power approaching the four-fgure mark and a compression ratio
of more than 14:1, it offered a great opportunity to put some of VPs racing fuels to the test. The test engine was equipped with a Holley
1050 Ultra Dominator carb by Nickerson on an Edelbrock Super Victor manifold. AFR 377cc cylinder heads feed the beast, with a 55mm
Crane cam working the valves. Cam specifcations were 284/292 degrees duration at 0.050 inch, with valve lift numbers of 0.775/0.767
inch coming through a set of Jesel 1.8/1.7:1 ratio rockers.
This Chevy is a serious piece of hardware requiring serious fuel. The tests were tightly controlled for operating parameters, and the
jetting was optimized for each fuel. We found best power with a slight increase in jet when changing to the X16, while the oxygenated
Q16 required a much more signifcant jet increase. Note that the X16 made very comparable power to the old standby, C16. When
switching to the oxygenated Q16, the fuels internal oxygen content generated a substantial boost in output, putting the 565 within a
few numbers of the 1,000hp mark. Here is a breakdown of the fuels tested and the dyno numbers we found.

With its incredible array of products, there are many VP fuels to
choose from. We tested C16, X16, and Q16 fuels through a high-
powered drag racing Chevy big-block.
C16
C16 is a longtime favorite high-octane racing fuel considered
by many as the standard of the industry. C16 is used in turbo-
charged engines, blown engines, and nitrous applications with
CRs up to 17:1. Recommended by the top nitrous oxide compa-
nies. Spec Fuel for NHRA Comp Eliminator.
TYPICAL VALUES
Color: Blue
Motor Octane 117
Specifc Gravity: 0.735 at 60 degrees F
X16
This newest offering from VP is the perfect blend of performance
and economy. VPs X16 was designed for naturally aspirated
engines and is an economically priced option for two- and four-
stroke engines with compression ratios of up to 16:1 and for
engines using nitrous up to 300 hp. X16 offers the power and
protection of leading 116-octane racing fuels for a lower price
and is an ideal fuel for a wide array of motorsports applications.
TYPICAL VALUES
Color: Red
Motor Octane 114
Research Octane: 118
R+M/2: 116
Specifc Gravity: 0.710 at 60 degrees F
Q16
Q16 will work well in any drag racing applicationnaturally aspi-
rated, nitrous, or blowers. Q16 is highly oxygenated, requiring a
4-6 percent increase in fuel fow, which will make 3-5 percent
more power than competitive 116-octane fuels. Q16s oxygen-
ation will signifcantly expand the range of air/fuel ratio accept-
ability, so performance will be more consistent and wont vary as
dramatically with altitude or density changes. For bracket racers,
variations in e.t. from run to run will be substantially reduced.
This added fuel fow also effectively increases its octane by six
to eight numbers above its standard ASTM octane rating.
TYPICAL VALUES
Color: Yellow
Motor Octane 116
Research Octane: 120+
Specifc Gravity: 0.716 at 60 degrees F

SOURCES:
VP RACING FUEL
(210) 635-7744
General Tech Support: Tech@vpracingfuels.com; (812) 878-2025

Specialty Tech Support:

Jetting was optimized for each fuel, and as advised by VP,
the oxygenated Q16 required the biggest change in jetting to
compensate for the fuels oxygen content. As expected, the Q16
delivered a healthy increase in power.
dragtech@vpracingfuels.com; (812) 878-2025
motorcycletech@vpracingfuels.com; (210) 241-1192
ovaltracktech@vpracingfuels.com; (302) 521-1767
streetlegaltech@vpracingfuels.com; (812) 466-2222
tractiontech@vpracingfuels.com; (812) 878-2026
sef94@vpracingfuels.com; (877) 515-1733
vpracingfuels.com

58 enginemasters.com
 Our 565 big-block test engine
featured a Dominator carb, high-
fowing heads and induction, and
14:1 compression. With power
output potential of nearly 1,000 hp,
it proved to be a perfect test piece.

DYNO RESULTS
565 CHEVY BIG-BLOCK
RPM C-16 CLB-FT X-16 CLB-FT Q-16 CLB-FT C-16 CHP X-16 CHP Q-16 CHP
5,200 770.9 772 783.6 763.3 764.3 775.9
5,300 773.4 772.9 785.6 780.4 779.9 792.8
5,400 776.9 775.6 790.1 798.7 797.5 812.4
5,500 779.5 777.7 793.5 816.3 814.5 831
5,600 780.5 779.7 796.6 832.2 831.4 849.4
5,700 780.7 781 798.7 847.3 847.6 866.8
5,800 779.7 781.2 799.4 861 862.7 882.8
5,900 777.5 779.6 798.6 873.4 875.8 897.1
6,000 774.5 777.4 796 884.8 888.1 909.4
6,100 770.7 773.6 792.6 895.1 898.5 920.5
6,200 767.1 769.1 788.5 905.5 907.9 930.8
6,300 762.1 764 784.3 914.1 916.4 940.7
6,400 757.1 758.2 779.1 922.6 923.9 949.4
6,500 751.7 752.3 774 930.3 931.1 957.9
6,600 746.1 746.5 768.5 937.5 938 965.8
6,700 740.6 740.9 763.4 944.8 945.1 973.9
6,800 734.6 735 757.3 951.1 951.6 980.6
6,900 729 728.8 750.9 957.7 957.5 986.6
7,000 722.7 722.3 743.3 963.2 962.7 990.7
7,100 716.1 715.8 735 968.1 967.7 993.6
7,200 708.7 707.8 726.2 971.6 970.3 995.5
7,300 700.1 699.7 715.9 973.1 972.5 995

FALL 2014 ENGINE MASTERS 59

TECH

P HIGH-TECH
utting on a competition
like the annual Engine
Masters Challenge
requires plenty of outside
expertise. One of the most vital

LUBE
aspects is ensuring that the lubrica-
tion needs of the competitors are
met with a top-performing product.
AMSOIL has taken the lead as our
Title Sponsor, so it seems ftting to
have a closer look at what this fne
company has to offer. The back-
ground here starts within the ranks
of our United States Air Force and
the vision of a jet fghter squadron
commander, Lieutenant Colonel
Albert J. Amatuzio, the founder
of AMSOIL. Jet engines used in
aircraft created a critical need for
improved lubrication. The applica-
tion requires oil with extraordinary
temperature capabilities, lubricating
ability, and resistance to chemical
breakdown. To meet these needs, Synthetic Lubricantthe Offcial Oil
these jet engines made use of syn-
thetic lubricants well before this of the Engine Masters Challenge
technology was considered for
automotive use.
The history of synthetic oil can
be traced back as far as 1877 with
the synthesizing of hydrocarbons,
but the development really took
a leap forward during the years
following World War II. By the
1960s, when Amatuzio was lead-
ing a fghter squadron stationed in
Northern Minnesota, synthetic oil
had taken over in the critical lubri-
cation of jet engines. The advantage
of these super-lubricants was self-
evident in this application, and Lt.
Col. Amatuzio set out to apply this
improved technology for use in

60 enginemasters.com
 AMSOILs nine-acre facility in Superior Wisconsin
is a state-of-the-art lubrication plant where the
blending of these special lubricants takes place.
The plant also contains bulk storage, bottling,
packaging, warehousing, and distribution facilities.
Each AMSOIL product is blended from components
and additives meant to address its specifc role
in the marketplace. This specialization ensures
that the lube in your engines crankcase has the
characteristic required to do the job.
FALL 2014 ENGINE MASTERS 61
TECH
HIGH-TECH LUBE

AMSOIL produces a staggering range of synthetic lubricants

for virtually any engine or gear application. Automated bottling
machines package the specifc lubricants for the consumer
market. AMSOIL products are distributed through a network of
independent dealers.

AMSOIL: A COMPANY OF INNOVATION IN SYNTHETIC LUBES

First to develop an API-rated 100 percent synthetic motor oil.
First to introduce the concept of extended drain intervals with a recommended 25,000-mile/1-year drain interval.
First U.S. company to utilize the NOACK volatility test as a standard of performance excellence.
First to produce synthetic motor oils for diesel engines, racing engines, turbo and marine engines.
First to introduce synthetic oils that legitimately contribute to improving fuel effciency.
First to manufacture synthetic gear lube for automotive use.
First to manufacture a 100:1 pre-mix synthetic 2-cycle oil.
First to manufacture a synthetic automatic transmission fuid for automotive use.

62 enginemasters.com
When it comes to producing specialty
lubricant products targeted at specifc
requirements, success requires
continual product development
and testing, incorporating what is
learned at the track and applying that
experience in the research lab.

AMSOIL continues as the title sponsor

for the annual Engine Masters Challenge
engine-building competition. This contest
pits some of the countrys best engine
builders in a dyno challenge. Here, AMSOIL
products are on deck in the receiving area,
ready for use in the competition engines.

automotive applications. This pursuit

was not simply a matter of substituting
the aviation oil in place of conventional
oil. Amatuzio set out to develop an oil
formulation specifcally designed to
bring the advantages of synthetic lubri-
cants to automotive applications.
Automotive use in an internal com-
bustion piston engine involves a differ-
ent set of requirements than those of jet
aviation. An automotive engine must
deal with contamination from the by-
products of combustion as well as aspi- From this beginning, AMSOIL has performed fawlessly. It takes a superior
ration. Convinced of the synthetic oils grown and remains a leading com- product to gain the trust and confdence
benefts in terms of temperature range pany in the synthetic oil market, with of some of the top engine builders in
performance, wear protection, and an expanding product line that now the country. We can say that AMSOIL
service life, Amatuzio set out to build includes a huge selection of synthetic lubricants have demonstrated their
his ideal lubricant from the ground up lubricants for all types of engine and outstanding performance through the
using synthetic base stock. After much gear applications, as well as companion rigorous demands of our engine com-
research and experimentation devel- products from fuel additives to fltration petition. AMSOIL products are distrib-
oping his formulation, AMSOIL was systems. With several years of experi- uted through a worldwide network of
created as the frst diester-based engine ence relying on AMSOIL motor oil in independent dealers, bringing the high
oil to pass the API sequence test and the critical environment of the Engine performance of synthetic lubricants to
receive API qualifcation in 1972. Masters challenge, the product has crankcases everywhere.

FALL 2014 ENGINE MASTERS 63

TECH
HIGH-TECH LUBE

PUTTING AMSOIL TO THE TEST

Every horsepower counts in competition, in power to be had with a lower viscosity.
and this is especially true at the AMSOIL A gain in peak power was recorded at
Engine Masters Challenge. At the com- 1.7 hp, with as much as a 2.5hp gain at
petition, we have had the championship 6,500 rpm. There was undoubtedly more
decided by as little as a single average power to be had with the lower viscosity
horsepower number. Our competitors oilas much as 7.3 hp between the heavi-
decide which grade of AMSOIL motor est and lightest oil tested at 7,500.
oil to select for running in the competi- So, is lower viscosity always the right
tion, and we are sure that outright power choice? There are many factors that play
has to be near the top of their criteria. a part in selecting the correct viscos-
Generally, conventional wisdom has it ity of motor oil. Things like the engines
that the lighter the grade of oil, the more internal clearances play an important
power an engine should make, especially role. Just as important are operating
at high rpm. Naturally, the engine has to factors such as load, speed, operating
live, so there are other considerations to environment, and operating temperature.
be aware of. We wanted to see frsthand All of these criteria must be balanced
what kind of power was really on the in selecting what viscosity is best for a
table relative to oil viscosity. given application. EM
To fnd out, we headed to the dyno
with a range of AMSOIL Dominator racing
oils. As with all AMSOIL motor oils, these
are premium synthetic lubricants, with We had a look at how oil viscosity can
this specifc product blended for the pur- impact power output by running a test
pose of competition use. At our disposal using various viscosities of AMSOIL in a
small-block Chevy. Our 355ci small-block
was a high-rpm 355 Chevy test engine, Chevy test engine was a high-rpm piece,
a stout little beast making peak power making peak output at 7,500 rpm.
at 7,500 rpm. What is unique about this
engine is that like our AMSOIL Engine
Masters Challenge competition engines,
it is equipped with a hydraulic roller cam.
This engine is set up to reach the rpm
level where windage and drag from the
wet-sump system would become a factor
in power output.
With AMSOIL Dominator racing oil in
viscosities of 15w50, 10w30, and 5w20,
and with our test engine mounted to the
SuperFlow 902 engine dyno, we were
ready to run. In a test of this kind, we
had to pay very close attention to the
test procedure to ensure representative
and repeatable data. The power curve
for each oil viscosity is derived from
an average of three pulls to obtain the
fnal result. We began testing with the
AMSOIL 15w50, the heaviest grade of
the oils to be tested. This served as a
benchmark for comparison to the lower
viscosity oils to follow. With three virtu-
ally identical dyno pulls completed, the
runs were calculated into an average, With a baseline of 581.3 hp set with the Although lighter viscosity lubricants
showing a peak output of 581.5 hp at initial runs using the 15w50 AMSOIL generally show a power increase,
Dominator racing oil, we moved to the selecting the right grade of motor oil
7,400 rpm. An oil change to the popular lower viscosity AMSOIL 10w30 Dominator requires balancing the engines operating
lighter grade 10w30 oil showed a defnite race oil to gauge the effect on output. requirements with the potential power
power advantage, bumping peak output Power increased by as much as 6 hp. gains. Many of todays top engine
by 5.4 hp, with as much as a 6hp gain Next, we moved to AMSOIL 5w20 grade builders specifcally set up the engine
of Dominator race oil and found another in the building stage to take advantage
at 7,200 rpm. Changing to the AMSOIL incremental increase in power output. of the potential power gains of lower
5w20 showed there was still an increase viscosity lubricants.

64 enginemasters.com
The competitors at the AMSOIL Engine
Masters Challenge are aware that when
the competition scores are tallied, a
slight change in output can make the
difference between victory and defeat.
These engine builders have expressed
an overwhelmingly favorable opinion of
the AMSOIL lubricants.

AMSOIL is dedicated to
fulflling the specifc needs
of the performance market,
offering the enthusiast a
broad selection of lubricants
and allowing them to cater
to virtually any engine
lubrication requirement.

SOURCE:
AMSOIL
925 Tower Ave.
Superior, WI 54880
(800) 956-5695
amsoil.com

FALL 2014 ENGINE MASTERS 65

TECH

Knowing the Numbers to

Make the Right Choice
Text and Photography by Steve Dulcich

O
ne of the most satisfying aspects of engine building
is selecting the parts that go into the build, com-
ing up with a combination that is right on target
for the intended application. When that new bullet
is fnally assembled and comes to life, its kind of like fnal
exam timeand the results are your report card. The actual
goals for an engine are as varied as the intent of the builder,
with success measured by an engine that performs to its
potential and does what it supposed to do. It doesnt matter
if the engine project is an 8,500-rpm drag racer or a torque
monster for your dump truck, it isnt going to make the grade
unless the camshaft is the right type and ground to the needed
specifcations.

Understanding
Cam Specs
Lift
Of all the specifcations related to a camshaft, lift is the
easiest to understand. Lift simply refers to how far a valve
is opened off the valve seat, with the specifcation given as
a fraction of an inch. Where does the lift specifcation come
from? The gross lift is the cams actual lobe lift, multiplied
by the rocker ratio. As a cam lobe rotates from the base cir-
cle to the ramp, the lifter is displaced upward by the eccen-
tricity of the lobe until the point of maximum lift is reached.
This action at the lobe of the cam is called the lobe lift,
and the lobe lift is generally given as a base specifcation on
a cam card or in a catalog. The lobe lift isnt the same as the the valve? Not necessarily, since
amount of lift at the valve, since valve lift is the product of the actual ratio any given rocker
the lobe lift and rocker ratio. Typically, the factory rocker delivers may be somewhat off the
ratio for most production V-8 engines ranged from 1.5:1 to quoted ratio specifcation, and subtle
1.75:1, depending on the engine type, but aftermarket rock- valvetrain geometry factors can also have
ers are available in a wide selection of ratios. Usually, the lift a measurable effect on the true valve lift. The
given in manufacturers catalogs are based on the cams lobe only way to precisely know the valve lift is to take a
lift multiplied by the engines original rocker ratio. direct measurement using a dial indicator on the valve stem
While the gross valve lift specifcation given for a given with the valvetrain fully assembled and adjusted. How much
cam is generally derived from the lobe lift and factory rocker valve lift is right for your engine? Generally, more lift equates
ratio, the actual lift delivered may vary substantially from to more power and torque, however, the trade-off is compo-
this spec. Clearly, if the rockers are a ratio other than stock, nent life, reliability, and the ability to control the valvetrain at
the valve lift will change. The gross valve lift can be deter- higher rpm.
mined for any rocker ratio by simply multiplying the lobe
lift specifcation by the rocker ratio. For instance, a cam Duration
with 0.320-inch lobe lift will provide 0.480, 0.512, 0.544, We know from the lift specifcation how far the valve is
or 0.576-inch lift with rocker ratios of 1.5, 1.6, 1.7, or 1.8:1, opened, but it is just as important to know how long the
respectively. valve open event lasts. This measurement is referred to as
So, is the gross lift as given above exactly the true lift at duration and is referenced by degrees of crankshaft rotation.

66 enginemasters.com
FALL 2014 ENGINE MASTERS 67
TECH
UNDERSTANDING CAM SPECS
Essentially, the duration measures
degrees of crank rotation from the time
the lifter rises to begin the valve-open-
ing event, until the event is completed
by dropping the lifter back to the start
position. The actual procedure used for
taking the measurements requires a ref-
erence point called the checking height.
The checking height simply means
at what amount of lifter movement off
the base circle the duration measure-
ment is actually recorded. Generally,
camshaft duration is given in advertised
numbers (sometimes called gross dura-
tion) and duration at 0.050 inch. The
difference is the actual start and stop
lifter rise specifcation over which the
duration is recorded. With advertised
(gross) duration numbers, there is no
clear consensus among manufacturers
on what lifter rise to use for making
the measurement. In order to provide a
standardized means of specifying dura-
tion, camshaft manufacturers reached a
consensus to list the duration at 0.050-
inch tappet rise. Since the duration at
0.050 explicitly defnes the checking
68 enginemasters.com
height, using this duration specifcation
ensures meaningful comparisons.
With more duration, all else
being constant, every valve event is
extended, improving cylinder flling at
higher rpm. At high rpm, cylinder fll-
ing is limited by the ever-decreasing
time factor, and a longer duration
period will help compensate to a point.
Again, we must consider cylinder head
fow, cubic inches, and the cylinder
heads cross-sectional area. A long-
duration cam will only take the engine
so far in terms of additional top-end
power and rpm when the engine is
rpm-limited by the fow capacity
and velocity of fow in the cylinder
head ports.
Keeping all else constant, more
duration will make the engine less
effcient at low rpm, with more overlap
dilution of the induction charge, and
the later intake valve closing reduces
the trapping effciency. Therefore, a
long-duration cam will cause rough
running at idle (lope) and a loss of
low-rpm torque.
Lift specs are usually
quoted at the valve,
a value that is the
product of the
cam lobe lift and
rocker ratio. Direct
measurement is the
most accurate way
to determine the
true lift with a given
valvetrain setup.
Lobe Separation Angle
(LSA)
Lift and duration adequately describe
a given lobe of a camshaft, and indeed
we can map the profle of the entire
lift curve of an individual lobe by just
plotting lift versus duration. However, a
running cylinder requires two lobes, an
intake and an exhaust, and these events
must happen at the appropriate time
relative to each other in an operating
engine. While many enthusiasts will
only look at the lift and duration speci-
fcations, these specs tell nothing of the
missing piece of the puzzle, the phasing
of the intake and exhaust lobes relative
to each other. To defne this important
aspect of the cams design, we use the
lobe separation angle.
The lobe separation angle is the sim-
ple angle between the peak lift point of
a cylinders intake and exhaust lobe pair.
This is a direct angular measurement at
the cam, in contrast to degrees of crank-
shaft rotation used in deriving duration.
As you might imagine, the relative
phasing of the intake and exhaust valve
 Duration is a measure
of the time the valve
is open, with the
specifcation given
in degrees of crank
rotation. Duration
can be measured
using a degree wheel
and dial indicator
engaging a lifter.

The lobe separation angle is the actual

angle between the intake and exhaust
lobe pair for a given cylinder. Since the
exhaust valve is still closing while the
intake opens, both the intake and exhaust
are open at the same time during a period
known as the overlap phase.

directly add to the cams overlap, and

the overlap effects are signifcant (see:
Overlap). Rather than individually look-
ing at all the subtle interrelated effects
created by a change in lobe separation
angle, it is more useful to just bottom-
line it here. As the lobe separation is
narrowed, expect the cam to exhibit a
nastier idle with more lope. Typically,
once on the cam, the peak torque and
horsepower are improved, however, the
engine will drop off more quickly past
peak horsepower rpm.

Installed Centerline Angle

events has a serious effect on engine per-
formance. Typical lobe separation angles
run in a range from about 102 to 116
degrees, with most performance after-
market cams ground between 106 and
112 degrees. Even within this relatively
narrow range of common LSAs, there
is quite a dramatic difference in how the
engine will behave when comparing a
narrow LSA such as 106 degrees, to a
wide one such as 112.
Lets look at how a change in LSA
will affect the valve events (assuming a
fxed installed centerline). As the sepa-
ration is narrowed, the exhaust opens
and closes later, while the intake will
open and close earlier. The later exhaust
closing and earlier intake opening
(ICA)
All of the camshaft specifcations listed
so farlift, duration, and lobe separation
angleare attributes of the camshaft
itself. The installed centerline angle
specifcation (ICA), in contrast, is a
specifcation that describes how the cam
is installed in the engine. What we are
referring to here is the camshaft timing,
or phasing, and this is measured relative
to the crankshaft and given as a point in
degrees of crankshaft rotation.
When a cam is installed, it must
be phased to operate the valves in the
correct relationship to piston posi-
tion. A simple reference is provided
by the marks on the timing set that
will normally put the camshaft in the
ballpark. Since the installed centerline
angle will have a direct effect on every
valve event relative to piston position,
the true installed centerline will have a
signifcant impact on the running char-
acteristics of the engine. The process of
degreeing-in the camshaft measures
the installed centerline.
When a camshaft is installed at
centerline equal to the lobe separation
angle, the cam is said to be installed
straight-up. For example, a cam

FALL 2014 ENGINE MASTERS 69

TECH
UNDERSTANDING CAM SPECS

ground on a 108-degree lobe separa-

tion angle will be straight-up when
installed at an intake centerline angle
of 108 degrees after TDC. This will
also put the exhaust centerline angle at
108 degrees before TDC and split the
overlap event evenly over TDC. This
straight-up or split-overlap camshaft
position is the zero reference for the
cam position, and any advance or retard
is relative to a straight-up installation.
Advancing the cam will move all of the
events to an earlier position relative to
crank rotation, while retarding the cam
will have the opposite effect.
Normally, we fnd positive effects
from moderate amounts of cam advance,
while retard can produce negative

The timing of the cam in relation to piston

position is a key aspect of performance.
This specifcation is referred to as
the installed centerline angle and is a
measurement of the cams phasing to the
crank in degrees.

Altering the installed centerline angle is an important part of tuning for maximum performance. A belt drive such as this Jesel unit makes
the cam timing adjustment a quick and easy process.

70 enginemasters.com
results. Consequently, most aftermarket
cams are ground with a small amount of
advance relative to the keyway or pin,
usually 4 degrees. An advanced posi-
tion favors low-rpm operation, helping
idle quality, cylinder pressure, low-rpm
torque, and vacuum.

Overlap
Overlap is a measurement of duration,
given in degrees of crank rotation, spec-
ifying the period during which both the
intake and exhaust valves are both open
off their seats. During overlap, there is Whats Your Passion?
open through-fow between the intake
and exhaust ports of the engine, and this
Check Out the One-Stop Hub for
can be a very useful situation for the Everything Enthusiast
production of power. As with any dura-
tion measurement, the actual checking
height used to determine the overlap
will directly impact the measured over-
lap specifcation, so the checking height
needs to be known to make meaningful
comparisons of overlap.
It is useful to touch on the dynamics
of overlap, to gain some perspective of
how it affects the engines output. In
a running engine, the exhaust header
system produces signifcant scavenging
force in the form of negative pressure at
the exhaust valve. This is a combination
of the inertia of gas fow and refected
pressure waves. These forces combine
to clear the cylinder and chamber of
residual exhaust gases and draw intake
charge to improve cylinder flling.
The downside is that the negative
pressure generated by both inertial
and pressure wave effects are rpm
sensitive. At low rpm, the open area
(overlap duration and lift) can work
in the opposite direction, causing rever-
sion and the subsequent lope, rough
idle, and even misfre.
The amount of overlap is not some-
thing that can be altered independently
in a camshaft design, but rather it is
determined by the duration and lobe
separation angle. The fow area during
overlap is also directly infuenced by
the overlap lift, and as the overlap dura-
tion increases, so does the lift during
overlap, multiplying the effect. As dura-
tion is increased and/or the lobe separa-
tion is narrowed, overlap increases as a
direct result. EM
Visit: tenappstore.com
SOURCE:
COMPETITION CAMS
(901) 795-2400
compcams.com
TECH TIPS
UPLIFTED LIFTERS
Before a camshaft can be pulled out for a cam change, the lift-
ers need to be moved out of the way. In the old days when fat
tappets were the rule, the intake manifold would invariably come
off for the installation of fresh lifters with that new cam. With
todays hydraulic roller cams, that is no longer the case, and in
some engine designs, pulling the lifters will also require removing
the cylinder head for clearance. With modern engines such as the
GM LS series and the Mopar Gen III Hemi, the job of changing the
cam is actually much simpler than it was in the days of old. Once
the valvetrain and cam drive are removed, all that is required is to
give the cam a quick spin by hand. The lifters will hang in the up
position, clearing the way for your fresh camshaft.

LOCATION,
LOCATION,
LOCATION
Keeping the valvesprings in control in a high-performance engine
is hard enough a task in itself. A major step in the right direction
is to corral those springs in position, giving them little opportunity
of get out of position. At the top of the spring, the retainer should
be sized correctly for the spring, with the register step ftting
with minimal or no clearance. At the bottom, spring locators do
the same job, and as with the retainer, the locators need to be
matched to the spring diameter. Two types of locator designs are
commonly used: the cup style that locates to the outside of the
spring, and the internal locator that locates the spring via the
inside diameter, usually of a dual spring assembly.

CHECK PLATE
There are many checks and measurements made with a dial
indicator, such as net valve lift, retainer-to-guide clearance,
or piston-to-valve clearance. Traditionally, the dial indicator
partnered with a convenient magnetic base for such measure-
ments, providing a quick and easy mounting setup for the indi-
cator. With more and more engines being built with aluminum
components like heads and even blocks, the magnetic base
has nothing to stick to. The simple solution here is to fabricate
steel mounting plates for the types of engines you work on
most frequently. These can be made at a very low cost using
common 18-inch steel plate and mounted conveniently to the
valve cover rails or other areas where frequent measurements
are performed. Remember that the measurement is only as
good as the setup, and the plate must mounted rigidly without
defection.

72 enginemasters.com
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INK FALL 2014 ENGINE MASTERS 73

TECH TIPS

COLD AIR
When setting up an induction, the most
common air inlet system is just a wide-open,
14-inch air cleaner sitting above the intake
manifold. We can see why this arrangement
is so popular, since it looks great and takes
virtually no effort to install. However, breath-
ing hot underhood air is not the fast track
to high power. Air density decreases with
temperature, and less air means less power.

BRACED FOR
STRENGTH
 Th e M a r k O f A
Professional
Everyone knows that when it comes
to high performance fasteners,
theres nothing better than ARP. All
ARP fasteners are manufactured in-
house to rigid AS91000 and ISO-9001
standard. Look for the ARP stamped
on each fastener as your assurance of
quality. Your customers will.

Hotter air is also more likely to detonate,

unnecessarily limiting maximum cylin-
der pressure and power. These days we Download the
cant think of a single production vehicle latest ARP
without some form of cool-air induction. 800-826-3045 catalog or request
Cold-air induction can be achieved in a w w w. a r p - b o l t s . c o m a free printed copy.
variety of ways, including anything from a
hoodscoop to some creative homemade
duct work. This effective system was built
from a stock air cleaner, modifed with a
large, 4-inch snorkel.

While a shaft-mounted rocker system is

generally considered the ultimate setup,
for budget-conscious performance fans,
stud-mounted rockers defnitely offer
a price advantage. The problem with
stud-mounted rockers is that all the load
is concentrated at the base of the stud,
leaving the rocker unsupported and sim-
ply hanging in the breeze at the working
end. While this isnt the most advantaged
arrangement from an engineering stand-
point, the stud-mounted system is simple,
inexpensive, and effective in milder appli-
cations. A midrange improvement for any
stud-mounted system is adding a stud
girdle. The stud girdle ties in the upper
part of each stud, essentially spreading
the load to the adjacent studs. This reduc-
es the stress each individual stud sees,
improving durability and making failure
less likely. While we wouldnt recommend
a stud-mounted rocker system in an all-
out race engine, we wouldnt hesitate to
add a stud girdle to a performance engine
that uses stud-mounted rockers. EM
PROSHOP By Steve Dulcich

STROKER
SCIENCE

76 enginemasters.com
Basic Considerations When Building
I
t has long been the hot rodders
credo that there is no substitute for
a Stroker Engine Combination cubic inches. The fact is, added
displacement will manifest as added
torque, and if you can feed those cubes
to satisfy the additional demand for air-
fow, big power gains can be had. Addi-
tionally, because of the inherent torque
advantage, a given power level will be
made at a lower rpm as displacement
grows. This allows an engine builder to
make more power while keeping the rpm
range within practical limits. With the
very high fow available from todays
cylinder heads, more cubes help make
effective use of that fow. For instance, a
302ci small-block Chevy with a 350-cfm
head will need better than 9,400 rpm
to use up all that air. Obviously, that is
outside the practical limits of what most
guys are able to build. On the other hand,
the same amount of airfow is just about
ideal to supply a 434 small-block into
the 6,500-rpm range. That is right in the
sweet spot for a durable and powerful
street/strip combination.
So, we can see how increased dis-
placement is a worthy goal, but how do
we get there? Displacement is a prod-
uct of the bore and stroke, and within
an existing cylinder block, increases
in bore are generally quite limited. In
many cases, however, the potential
for increased stroke is huge. There are
many popular stoker combinations,
many available with complete internal
assemblies from a single aftermarket
source. The aftermarket has already
done the homework on these combina-
tions of cranks, pistons, and rods for a
given block. Popular kits include the
4.250-stroke Chevy big-block, 4.00-inch
cranks for 351 Windsor Ford and Mopar
small-blocks, and the ever-popular
3.75-inch-stroke Chevy 383. Virtually
every popular engine has an established
stroker setup readily available. How-
ever, if you are putting together your
own stroker combination, or collecting
parts piecemeal, it pays to have frst-
hand knowledge of the basics of stroker
engine combinations.

Simple Math
The space available for a stroker com-
bination in a given block is limited by
the deck height. The deck height is the
measurement from the main bearing

FALL 2014 ENGINE MASTERS 77

PROSHOP
Clearance Considerations
Just because you can pencil out a certain
combination on paper does not necessar-
ily mean it is going to come together as
a working engine. In the physical world
of an engines internal assembly, the
parts will need to ft and clear. The frst
item on this list is going to be crankcase
clearance. The increased stroke will push
the crankpins further out, often creat-
ing interference with the bottom of the
cylinders or even the pan rail. This clear-
ance can often be obtained by grinding
relief where required. The situation is
also improved by using a reduced jour-
nal diameter, which results in a more
compact connecting rod big end, tight-
ening up how wide the rods will swing
in the crankcase. Likewise, capscrew
rods improve clearance in comparison
Clearance issues are going to be a primary concern when building a stoker combination.
Even common stroker combinations often required some clearance grinding in the to the production-style nut and bolt
crankcase to accommodate the increased stroke. The most common area for modifcation arrangement.
is at the bottom of the cylinders.

centerline to the top of the deck. It

all has to ft within this space. The
formula here is one half the stroke,
plus the rod length, and plus the com-
pression height equals the deck height.
Lets say we have a 9-inch deck block
and want to compare a 3.00-inch stroke
to a 4.00-inch stroke. Lets assume both
engines will run a 6-inch rod. All of
the factors in our formula are set here,
except for the piston compression height,
which becomes the variable. In the short
stroke engine, we have a compression
height of 1.500 inches, while the longer
stroke must bring the compression
height down to just 1 inch to use
the same rod. Alternatively, the
rod length can also be modifed,
such as substituting a shorter
5.700-inch rod, thereby gaining
0.300 inch in piston height to
1.300. Generally, rod length and
piston compression height are going
to be the two specifcations you will play
with to determine what combination will
work with a given stroke and deck.

Clearance is affected by component

selection. Reduced journal diameter, the
design of the big end, and the connecting
rod fasteners will all play a major role in
available clearance.

78 enginemasters.com
 Clearance concerns do not end there.
Another area that can prove troublesome
is the clearance between the connect-
ing rods and the camshaft. Even with
the popular 383 Chevy, this can be a
concern, with reduced base-circle cams
being one of the remedies. As with the
crankcase clearance, reduced journal
diameter, capscrew fasteners, and spe-
cially profled rod big ends all help to
increase the clearance to the cam. An
often overlooked area in relation to Camshaft clearance to
clearance is the piston skirt clearance the connecting rods can foul a
stroker combination. The small-block Chevy
to the crankshaft counterweight, which is tight in this area. Solutions are aftermarket blocks with
becomes more diffcult as the connecting raised cam positions or reduced base circle camshafts.

One of the most radical stroker engine combinations we

have seen was the Jon Kaase Racing four-valve Cobra
engine at the 2013 AMSOIL Engine Masters Challenge. In
this engine, the factory 4.165-inch stroke was increased
to a whopping 4.700 inches.

An often overlooked aspect of a stroker assembly is the

piston position at bottom dead center. As a result of the
increased stroke, a large portion of the piston skirt can exit
the bottom of the bore, resulting in piston instability and
poor oil control. Often, aftermarket blocks offer additional
cylinder length in the crankcase to address the issue.
We have even seen extra-long sleeves installed to lengthen
the cylinder.

FALL 2014 ENGINE MASTERS 79

PROSHOP

Meeting the airfow

needs of the added
displacement is the
key to making the
most of a stroker
engine combination.
With the high-fowing
heads available today,
powerful stroker
engine combinations
are more practical
than ever.

rod length is reduced. Lightweight rods
and pistons can allow the counterweights
to be reduced in diameter, gaining back
some of the required clearance. Also,
when the compression height begins to
become very short, clearance between
the small end of the rod and the under-
side of the piston can become a problem.
Here, reduced piston pin diameters can
improve the available clearance. When
working a custom stroker combination,
clearance to anything that can get in the
way of the swinging crank needs to be
verifed. This includes easily overlooked
items like the windage tray or the oil
pump pickup tube.
Use the Cubes
Physically ftting the increased stroke
of the engine is one part of the game,
but to make it all worthwhile, the rest
of the engine combination should be
built to take advantage of that newfound
displacement. We have seen plenty of
big-inch stroker engines assembled with
disappointing results. All those extra
cubes are going to be of little beneft
if the combination does not make the
most of them. The major consider-
ation here is airfow. At a given rpm,
the increase in airfow demand will be
roughly proportional to the increase in
displacement. If your current engine
runs out of air at 5,500 rpm, adding
30 percent more cubic inches will
just make it run out of air at less than
4,000 rpm. Big engines need higher
fow, a bigger cross-sectional area in
the ports, and more carb capacity. The
entire airfow system into and out of the
engine needs to be proportional to the
displacement.
Often, engine builders will focus on
the camshaft, marveling at how all that
increased displacement eats up cam
duration. The fact is, if the airfow is
proportionally increased, the cam tim-
ing requirements are little changed,
as are the running characteristics
with a given duration. If the myth of
displacement alone eating cam timing
was true, small four cylinder engines
would carry very limited cam timing,
which just isnt the case. In fact, this
mythology is an outgrowth of using the
cam to compensate for inadequate fow
for the displacement. When it comes
to successful stroker combinations, the
main things to focus on are making it ft
and making sure its fed. EM
SOURCES:
EAGLE SPECIALTY PRODUCTS
(662) 796-7373
eaglerod.com
JON KAASE RACING ENGINES
(770) 307-0241
jonkaaseracingengines.com
LUNATI
(662) 892-1500
lunatipower.com
SCAT
(310) 370-5501
scatcrankshafts.com

80 enginemasters.com
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What do you get when you take one of the best modern per-
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just what can be done. Looking at the power level at 775 peak
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Judson Massingill shares all the secrets of what went inside
this one-of-a-kind Chevrolet LS.
While true Pontiac engines have been out of production for
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ogy that were only a dream when these Pontiac engines frst hit
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TUNE LIKE A PRO

Modern carburetors are far more advanced than those of decades past, particularly in their built-in tuning potential. While at one time much
of the fueling characteristics were dictated by fxed calibrations, take apart a modern high-end carb and virtually every metering orifce is
changeable. This offers an unprecedented potential for tuningor an unprecedented opportunity to mess it up. Tuning to the carbs full poten-
tial requires a detailed knowledge of how each of these tuning points work, and what they do. We dig into carb tuning and take it far deeper
than a simple jet change.

82 enginemasters.com
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THE CUTTING EDGE
 Jon Kaase
KAASE RACING
ENGINES

Winner of the 2013 AMSOIL

Engine Masters Challenge
Jon Kaase is a premier race engine builder who has been turning
wrenches since he was a kid. He followed his passion and learned
everything he could from those he sought to emulate. Now Im the
guy with young guys working for me, says Kaase, and Im hoping
Im the guy who teaches them and gets them to be successful.
The 2013 Engine Master, who has worked a lot with AMSOIL synthetic
motor oil, had this to say about the experience after his qualifying run:
Were doing great with it. It makes great power and it doesnt ever
give up. Weve never found anything that makes better power if
you change it, and believe me weve tried. We just made six or eight
dyno pulls; the last one was the best. So what does that say about the
oil? It did good.
Accept No Substitutes.

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