FORCED INDUCTION BASICS

EP Q2-12 Cover_EP 4/20/12 8:31 AM Page 1
FORCED INDUCTION BASICS – BLOWN TO BE WILD
AN AERA INTERNATIONAL QUARTERLY PUBLICATION

APRIL-JUNE 2012
PHOTO BY
MIKE MAVRIGIAN.
Speed Read
Beyond the Flow Bench
Diesel to LPG
Understanding this engine conversion
Engine Fasteners
Correct pre-load with fasteners is critical
EP Q2-12 1-9_Layout 1 4/19/12 11:50 AM Page 1
CONTENTS
VOLUME 5, NUMBER 2
4 FROM THE PUBLISHER
PUBLISHER
6 INDUSTRY NEWS AERA - Engine Builders Association
Welcome to new AERA members, 500 Coventry Lane, Suite 180
calendar of events, news and views Crystal Lake, IL 60014
815-526-7600
8 AERA ONLINE TRAINING 815-526-7601 fax
By John Goodman Chairman of the Board
David Bianchi
10 FORCED INDUCTION BASICS Seattle, WA
By Mike Mavrigian First Vice Chairman
Supercharging and turbocharging tidbits Dwayne Dugas
New Iberia, LA
10 Second Vice Chairman
28 DIESEL TO LPG
By Clemens Ortgies Ron McMorris
Maple Ridge, BC CANADA
34 CONFERENCE RECAP Treasurer
By Steve Fox Dean Yatchyshyn
Cumberland, MD
Sunnen & Mahle California Conference
a huge success; 2012 conference calendar President
John Goodman
48 CHEVROLET CRUZE DIESEL WILL EDITOR
BUILD ON GM’S EURO EXPERTISE John Goodman
By Dave Hagen john@aera.org
ASSOCIATE EDITOR
40 SPEED READ 42 Jim Rickoff
By David C. “Woody” Woodruff
jimrickoff@gmail.com
TECHNICAL EDITORS
44 THE ROLE OF FASTENERS IN Dave Hagen
CRITICAL ENGINE MEASUREMENT dave@aera.org
By Bobby Kimbrough Steve Fox
steve@aera.org
50 PRO-SIS CORNER Mike Caruso
By Steve Fox mike@aera.org
The differences between the PRO-SIS programs Gary Lewis
engines@msn.com
54 TECHSIDE Mike Eighmy
By Dave Hagen, Mike Caruso and Steve Fox 48 mikeeighmy@gmail.com
Warranty Administration
COMPTROLLER
58 ON THE SAME PAGE Ellen Mechlin
Engine building book reviews by ellen@aera.org
AERA Technical Specialist Mike Caruso GRAPHIC DESIGN
Maria Beyerstedt
64 TECH BULLETINS maria@mcreative.us
75 MARKETPLACE ADVERTISING SALES

Jim Rickoff
Hal Fowler
58 hal@fowlersales.com
PRODUCTION
Jan Juhl
jan@aera.org
CIRCULATION
Karen Tendering
karen@aera.org
Engine Professional® magazine (ISSN 1945-7634) is published quarterly by INTERNATIONAL LIAISON
Automotive Engine Rebuilders Association (AERA). Copyright 2012 AERA. Subscription Yolanda Carranza
rates: $70 per year, outside the United States $90, single copy $20. Publication, edito-
rial and business office: 500 Coventry Lane, Ste 180, Crystal Lake, IL 60014. Editorial:
yolanda@aera.org
815-526-7600, Advertising: 507-457-8975, Circulation: 815-526-7600. Send change
of address to the above. The opinions, beliefs and viewpoints expressed by the various
CHIEF TECHNOLOGY
authors in this magazine are those of the individual authors and not of the Automotive ARCHITECT
Engine Rebuilders Association, which disclaims all responsibility for them. Richard Rooks
richard@aera.org
2 APR-JUN 2012 engine professional AN AERA INTERNATIONAL QUARTERLY PUBLICATION

engine professional WWW.AERA.ORG/EP 3

FROM THE PUBLISHER

BY JOHN GOODMAN, AERA PRESIDENT
Golden Memories
At some point, I knew this day would One sad note was the ending of our manufacturers to thank for content in this
come. It happens to everyone and now, Expo and New Product Showcase. AERA manual so be sure to see the list when
retirement is happening to me. As with any had hosted these two events every year you get your copy. Other new things AERA
event you don’t want to think about, you for over 35 years but eventually ran its has engaged is the installation of new data
just bury it away and go about your course and ended in 2006. That left a big servers in New Zealand and the United
business. But I am told with age comes hole in our membership but was soon States to support Internet based PRO-SIS
wisdom and I thought it wise to move my filled by several regional conferences for users around the world who would
concentration away from career and focus hosted throughout the United States. prefer using PRO-SIS on line as opposed
on Shirley (my wife) and grandchildren. Life These regionals have been a big success to their PC. This limits the need for new
doesn’t often give one a second bite of and there are plans to increase them computer hardware and large storage
the apple but retirement can do just that. going forward. capacity. We see many current AERA
So, without looking back, Shirley and I Engine Professional magazine (EP) is PRO-SIS users switching to this new
decided that on June 30, 2012, I should another milestone for AERA and one of Internet format. Other new initiatives are
retire from a beloved industry that has our crown jewels. EP is now in its fifth year meaningful marketing tools for members
given us so many good friends and of publication serving engine builders and to better promote their businesses and
memories. Given past history, I will stay rebuilders worldwide. Editorial content is Shop Financial Analyzer, a tool used by
active and still have a few things to focused on shop needs and introduces shops who desire to know what their
contribute, but family gets the lions share. new technology that every shop can use. business is doing financially and where to
This is also a great time for reflection. Each article must have shop application or make positive improvements if required.
Most of my tenure in the engine rebuilding it isn’t considered for EP. We are especially Finally, AERA has been energetic in
industry was spent on the other side of proud of Engine Professional because it is gathering and archiving thousands of new
the AERA fence and not very close to the a magazine created entirely by AERA staff engine specifications from original
for the engine rebuilder. Anyone who has equipment manufacturers worldwide and
association’s internal workings. AERA had
ever picked up a copy of EP knows it is make it available to members upon
always been that shining edifice among
best in class for our industry and we are request. Our three-man tech department
engine rebuilders but I never got close
proud to enjoy that status. It also means is the best in the business and getting
enough to see just how good they really
we must work hard to maintain and better every year.
were. Nine years ago, when given the
improve it. This is just a sample of initiatives AERA
unique opportunity to serve as AERA
The depth of knowledge within AERA has been involved with to strengthen its
president, I was humbled in the extreme!
is staggering! AERA members constitute a core values. It would be easy to write a
Although my background was in the
knowledge base equal to none. To that lengthy review of accomplishments for
engine rebuilding industry, technology that
end, AERA launched a certificate program each of the AERA staff and consultants;
drove the industry interested me most. So, based on Gary Lewis’s book, Automotive
how would my past experience help AERA there is just that much talent within AERA
Machining and Engine Repair that now to be able to say that. I am most proud of
become more effective? has 92 enrolled with 23 graduates. This what my AERA team has created over
AERA has always been a technically program is a rigorous 18 unit, self-paced, these wonderful nine years. We may be
oriented association and it was apparent online course covering all aspects of small but we are quality.■
that I might be able to help in that engine tear down, cleaning, machining
direction. We immediately began redoing and assembly. Every enrollee has up to
PRO-SIS, AERA’s proprietary engine one year to complete the course but once
specification software, to perform better successfully completed, is awarded two
and enlarge specification content. After a AERA certificates for Cylinder Head and
few years and with the help of a very Engine Machinist. It doesn’t matter how
talented AERA programmer, PRO-SIS was long you have been in the industry, you will
written in a new, more robust database learn something new if you take the
language. With help from FIRM (an course.
umbrella association of EU engine Other new things introduced over the
rebuilders), we created a new PRO-SIS past nine years are a new and growing
database called PRO-SIS SA. PRO-SIS Engine Component Failure Analysis Prior to becoming president of AERA, John Goodman
SA would better serve the EU, North Manual now in second edition printing. was director of the Advanced Technology Center (ATC)
America and the rest of the world. AERA is With over 128 pages of cause and effect for Micromatic-Textron. The ATC focused on
manufacturing honing solutions and studies for OEM
particularly proud that this was engine component failures, this growing engine manufacturers. Testing of traditional and unique
accomplished 100% in house and resource is fast becoming the final answer honing abrasive systems, coolants, fixtures, tools and
continues to be supported by us. for engine failures. We have many software were primary responsibilities of the ATC lab.

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■ industry news calendar

AERA welcomes • Rectimotores Casanare “Steve Lewis launched the MAY 19
new members Yopal, Dept. Casanare, PRI concept a quarter-of-a- TECH & SKILLS
COLOMBIA century ago, as an organization CONFERENCE
ACTIVE totally dedicated solely to the Hosted by Liberty
• Rogers Auto Specialists, At Liberty’s New England
• Allisons Automotive, Alamosa, CO racing industry,” said Kilroy. “It
Warehouse
Upland, CA was Steve’s dream that PRI Worcester, MA
• Rubley Racing Engine,
• Arkansas Cylinder Head continue to serve the racing
White Pigeon, MI
community and to ‘nest’ PRI JULY 19
Service, Wynne, AR • Strand Precision Motor with an organization that clearly TECH & SKILLS
• Arrow Engines, Engineers Strand, Western understands PRI’s heritage and CONFERENCE
Temecula, CA Cape, SOUTH AFRICA the role we play in how the Hosted by EPWI
• Auto Machine Service, • TDC Engines, Kingston ON racing industry conducts Denver, CO
Grand Junction, CO CANADA business. We are pleased to
• Baldwin Automotive • The Green Machine, have found that strategic SEPTEMBER 27-29
Vidalia, LA partner in SEMA.” TECH & SKILLS
Machining, Pontiac, MI
CONFERENCE
• Boats Unlimited Crowley, TX • Tom’s Garage, Danville, IL Lewis, founder and current
Hosted by Rottler
CEO of PRI, will now be able Held in conjunction with the
• Carquest Auto Parts, • Vegatruck, La Vega
to dedicate his time and Rottler Open House
Kansas City, MO DOMINICAN REPUBLIC
energy to pursue his lifelong Seattle, WA
• Daves Engine Rebuilding, passion for motorsports, which
Austin, MN ASSOCIATE
includes management of his SEPTEMBER 28-29
• Genuine Parts Co, . • AMSOIL Inc., Superior, WI Nine Racing midget team and TECH & SKILLS
Colorado Springs, CO • ATI Performance Products, supporting the racing career of CONFERENCE
Baltimore, MD his son Michael—2011 Hosted by Comp Cams
• Johns Auto Machine Shop, Memphis, TN
Olathe, KS • Gold Auto Parts Recyclers, Formula 3 Italia Rookie of the
Dallas, TX Year.
• Kadena Motor Service, OCT. 30 – NOV. 2
• International Automotive SEMA President Chris
Roselle, NJ SEMA SHOW
Core Parts, Hampden, MA Kersting said, “The Las Vegas Convention Center
• M & D Automotive Machine Performance Racing Industry
• Kumar Bros USA LLC, Las Vegas, NV
Shop, Purcellville, VA Trade Show and magazine are www.semashow.com
Katy, TX
• Maces Machine Shop, great complements to the
Morganton, NC • Modern Silicone SEMA mission: they help their NOV. 29 – DEC. 1
Technologies, customers' businesses to PRI SHOW
• Marine & Industrial Machine,
Bannockburn, IL succeed. SEMA looks forward Orange County
Pflugerville, TX
to providing the PRI team the Convention Center
• Mikes Bump & Grind, MEMBERGETTER Orlando, FL
resources and support to
Webster, TX www.performanceracing.com
• Dave Monyhan, continue delivering great value
• Motorhead Machine, Goodson Tools & Supplies, to the racing and performance
Riverton, WY DECEMBER 6-8
Winona, MN segment.” IMIS SHOW
• Murtagh Automotive, Founded in 1963, the Indiana Convention Center
Charlotte, NC SEMA trade association Indianapolis, IN
PRI Announces provides services and
• Neponset Valley Machine, www.imis-indy.com
Transition and Sale resources to businesses in the
Walpole, MA
to SEMA automotive specialty
• Panhandle Head Exchange,
Performance Racing Industry equipment industry. Members
Amarillo, TX
(PRI), producers of the include manufacturers,
• Performance Machine, motorsports business distributors, retailers and
Manteca, CA magazine and trade show, marketers of products that
• Pioneer Automotive finalized plans to be purchased enhance the styling and
Machine, Paso Robles, CA by SEMA. functionality of cars, trucks and
• Q.A.C., Oakhurst, CA With 20-plus years of SUVs. In addition to producing
• R & A Services, Lufkin, TX publishing and management the premier automotive
experience at PRI, John Kilroy accessories trade show, where
• R Johnson & Sons Engine
will serve as vice president/ more than 100,000 individuals
Service, Warwick, RI come to do business, SEMA
general manager of PRI and
• Rectificadora Ibara assume day-to-day operations offers education, research and
Lazaro Cardenas for the group. All the several publications specifically
Mich, MEXICO operations, employees and targeted to the industry.
• Rectificadora Italo Peruano offices will remain intact at For more information, visit
Balera, Edo Trujillo, PRI’s current location in www.performanceracing.com
VENEZUELA Laguna Beach, California. or www.sema.org.■

AERA ONLINE TRAINING

BY JOHN GOODMAN, AERA PRESIDENT
AERA
Certificate of
Completion
AERA Engine Building As of April 12, 2012, 92 people have
enrolled in the AERA online training
course for certificates in Cylinder
and Machining Heads and Engine Machinist. The

following is a list of those who
have completed both certificates.
Certificate Program • David Roland, Macomb

Community College, Macomb, MI
• Jim Connor, Automotive Training
With the absence of ASE machinist certification, AERA felt it
Center, Warminster, PA
necessary to offer our industry an alternative. Rather than a
test to prove understanding, AERA has chosen to offer a • Todd Riggs, SRC of Lexington,
comprehensive online training program leading to diploma- Lexington, KY
quality certificates in Cylinder Heads and Engine Machinist. • Joe Wahrer, Allen Correctional
Technicians who successfully earn either certificate will hold Institute, Wapakoneta, OH
proof that they have an elevated understanding of fundamen- • Tom McCully, Automotive Training
tals of machining, measuring tools, shop safety, fasteners, Center, Exton, PA
engine theory, engine diagnosis, engine disassembly, compo- • Joe Holthof, AIS Engines,
nent cleaning, inspection, crack detection and repair, compo- Grand Rapids, MI
nent reconditioning and cylinder head and block resurfacing. Paul Wiley, Welland,
Ontario, Canada — • Tom Shoffner, DNJ Engine
Components, Chatsworth, CA
“I am currently employed
as an Apprenticeship • Eric Bouchard, AIS Engines,
Technologist at Niagara Grand Rapids, MI
College. The majority of my • Damian Mitchel, AIS Engines,
work takes place in our Grand Rapids, MI
auto shop, however, I also • Armando Guerrero Sr., Carquest
work in the areas of cabinet of Surprise, Surprise, AZ
making, general machinist • John Johnson, Niagara College,
and welding. Welland, CANADA
The AERA program was • Kevin Hachkowski, Niagara
presented to me and my College, Welland, CANADA
co-workers as a way of • Paul Wiley, Niagara College,
expanding our knowledge Welland, ON, CANADA
of engine machining. This
• Chris Amy, Elk Point, AB,
course has been very
CANADA
This program is an online, self-paced course with up to one beneficial for me as an
year to complete. Gary Lewis’ book, “Automotive Machining individual because of my
• Garrett Moldoff,
& Engine Repair,” will be included with the $150 registra- Northeast Automotive Parts,
work in the machine shop.
tion fee. Everything a technician will need is contained in the Nassau, NY
I really appreciated the
program with video clips and supplemental readings at key approach that was taken • Rob Kerr, Workman Auto Repair,
locations within the program. with this training because it Brighton, ON, CANADA
Benefit to the Technician: An AERA certificate of comple- not only shows the correct • Randy Whaley, Workman Auto
tion means you have successfully finished a difficult program methods for work, it also Repair, Brighton, ON, CANADA
designed to teach and test detailed skills and practices of an explains in detail why said • Mike Beattie, Niagara College,
operating engine machine shop. It elevates your status and methods are used. Welland, ON, CANADA
chances of hire with prospective employers looking for quali- I would strongly • Christopher Ens, Precision
fied, teachable employees. recommend AERA online Engines, Whitehorse, Yukon,
Benefit to the Shop Owner: Knowing that a prospective training to anyone looking CANADA
employee holds an AERA certificate of completion in to gain a more in-depth • Matthew Tedder, MTP Drivetrain,
Cylinder Heads and/or Engine Machinist increases your like- understanding of engine Many, LA
lihood of hiring a productive and trainable shop technician. machining. To date, there • Jeff St Peter, SPR Enterprises
A new hire with an AERA certificate improves your chance have been a few of us at LLC, Port Washington, WI
of hiring and keeping qualified shop personnel. the College who have taken • Arthur Olivo, Allan Hancock
To find out more about this exciting new certificate program, the course and it’s been College, Santa Maria, CA
please call the AERA office at 815-526-7600, extension 202 and beneficial to all of us.
ask for Karen Tendering — or email karen@aera.org.■ • Kevin Alford, MTP Drivetrain,
Thanks, AERA!”
Many, LA

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Forced
Induction
Basics
BY MIKE MAVRIGIAN
PHOTOS BY MIKE MAVRIGIAN UNLESS OTHERWISE NOTED
Supercharging and
turbocharging tidbits
While this article may be a bit simplistic SUPERCHARGER BASICS
for those familiar with forced induction, Superchargers (blowers) are offered in
hopefully the information will be helpful three types, including the Roots type,
to those who are not as experienced with centrifugal and the screw type. The Roots
this approach. type is the least complex, functioning as
an air pump. Instead of compressing air
A naturally-aspirated engine uses inside the unit, pressurization takes place
available (ambient) air to enter the
in the manifold and combustion
engine, mix with fuel and ignite in the
chambers (referred to as external air
combustion chamber. A forced induction
compression). Centrifugal and screw type
system (supercharger or turbocharger)
superchargers compress air inside the
does just what the term implies…it forces
additional air into the combustion supercharger (internal compression),
chamber. When mixed with the pushing the compressed air into the
appropriate ratio of fuel, you create intake and combustion areas. A
higher cylinder pressure, referred to as centrifugal unit mechanically functions
boost, which makes more power. While much the same as a turbocharger, with an
we certainly don’t have the room here to internal impeller. Instead of being driven
delve into great detail, we’ll try to offer a by exhaust gas (as with a turbo), a
few informational tidbits that will centrifugal supercharger impeller is
hopefully help you to better understand driven mechanically by a drive belt. The
the basics. screw type supercharger features two


FORCED INDUCTION BASICS

BY MIKE MAVRIGIAN
Especially for retro-fitting for closed-hood clearance,

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

underhood temperatures. (Courtesy DEI)
inter-meshing spiral rotors (if you’re be selected (larger or smaller diameter) to

familiar with a twin-screw shop air make the blower run slower or faster, in
compressor, it’s easy to understand this order to “tune” boost for the given
style). The two rotors progressively engine. For instance, running a larger
compress the air as they spin and as air blower on a smallblock can be tuned by
passes through the spiral “teeth.” Because driving the blower at a slower speed in PRESSURE RELEASE VALVES
of the precision tolerances required in the order to keep the boost level down to a Installing a form of adjustable pressure-
manufacturing process, screw type release valve (blow off/pop-off) offers a
point where you avoid detonation. But,
superchargers tend to be more expensive. safety margin, allowing the release of a
running the blower too slow can reduce
Regardless of the style, a supercharger pre-set amount of pressure to avoid over-
boost if the blower isn’t running fast boosting (again, lots of variables are
(and a turbocharger as well) packs more enough to compress the air sufficiently. If
air into the cylinders, effectively forcing involved here. Talk to your forced
you run too-small a blower on a bigblock induction supplier for recommendations
the air into the cylinders. This allows engine, the blower speed would need to based on your specific setup). The two
(and demands) a more dense fuel/air increase, possibly to the point of types of valves included here include a
charge. Igniting a higher-pressure/more becoming inefficient (running at too high wastegate (WG) and a blow-off valve
dense charge makes more power. a speed can create excessively heated (BOV). In the simplest of terms, a WG
intake air, which would ruin air density. regulates pressure on the exhaust side,
SIZE AND SPEED In other words, you need to pay attention while a BOV regulates pressure at the
Boost is affected by both engine intake side. The BOV is usually
both to blower size and the speed at
displacement and driven speed of the positioned on the feed pipe between the
which it’s driven.
blower. If the blower is driven at a turbo and the intercooler. When you lift
constant speed ratio (between crank and throttle, the BOV prevents forced air
blower), a larger-displacement blower will
FUEL SYSTEM
Often, customers tend to ignore the fuel from being packed into the engine when
produce more boost than a smaller decreasing RPM. The WG regulates the
blower on the same engine. As engine system, which will typically need to be
amount of boost from the turbo to
displacement increases (let’s say going adjusted to accommodate the forced
prevent over-boosting. Both are required.
from a small block to a big block), boost induction, in terms of delivery fuel line
is reduced if the blower is driven at the diameter and richening (via jets, injectors,
ECM reprogramming, etc.). When using CAMSHAFT
same speed. If engine displacement is In order to optimize the use of forced
reduced (and the blower runs at the same forced induction (when boost is applied),
induction, ideally the engine will likely
speed), boost is increased. If the blower you’ll need more fuel, since it always
prefer a lobe separation angle (LSA) in
runs at a higher speed, boost is increased. takes more fuel to make more power. the moderate-wide range, probably
At a lower blower speed, boost is Plan on tuning with a richer mixture. around 112 to 114 degrees. Generally,
reduced. Retarding ignition timing also allows the heavier valve springs are also required,
This is a very basic overview, but use of more boost. We’re speaking in depending on the amount of boost being
typically you should choose a smaller broad generalities here, so talk to the created. The exhaust is opening against
blower size for smaller displacement and supercharger/ turbocharger manufacturer pressure, so this isn’t a huge concern, but
a larger blower size for bigger and plan to spend some time tuning both with regard to the intake side, you’ll
displacement engines. Drive pulleys can fuel and spark. likely need higher rate springs. We’re not

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BY MIKE MAVRIGIAN
A twin-turbo
installation (during
fabrication). Note the
large intercooler.
trying to pass the buck here, but it’s best

to consult with a cam maker for a
recommendation (you’ll need all of your
engine specs and forced induction info
before you call).
SPARK PLUGS
When running a supercharger, it’s
generally recommended to run one heat
range colder than stock. According to
Kenne Bell Superchargers, a gap of
0.035” is common.
COMPRESSION RATIO
If you’re building an engine specifically
for forced induction, lowering the
The formula for calculating final CR induction boost levels (courtesy
compression ratio allows more boost with
is as follows: Silvolite/KB/United Engine & Machine).
the same octane. Note that the higher your final
Static compression ratio (CR) refers to (Boost divided by 14.7) + 1 X Static CR = compression ratio, the higher octane fuel
the compression ratio of your engine Final Compression Ratio (FCR) you’ll need to prevent detonation. Final
without forced induction. Final compression ratios above 12.4:1 are not
compression ratio (FCR) refers to the Shown above is a compression ratio recommended for use with premium
compression that you’ll have when full reference chart that explains how static pump gasoline. Want more FCR? Then
boost is applied. compression is affected by various forced prepare to pay for race fuel.

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T mal Arching
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CLASSIC
INNOVATI
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©2011 Federal- Mogul Corporation. All right s reser ved.
Digital Diamond Profiled™ In addition, these pistons are

pistons incorporate dozens e n g in e e r e d w i t h T h e r m al
of advanced engineering and Arching Compensation™ ( TAC).
machining features, including TAC utilizes uptilted ring grooves
highly precise, diamond- to of fset thermal “arching”
machined skir t profiles. Piston distor tion. Uptilt squares the sealedpowerpistons.com
skir ts are fur ther protec ted ring face to the c ylinder for
by the nex t- generation reduced oil consumption,
DUROSHIELD® moly- graphite b l ow - b y a n d e m i s s i o n s ,
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and harshness across the entire
RPM range.


BY MIKE MAVRIGIAN
A wastegate valve controls

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



BY MIKE MAVRIGIAN
We recently
installed this Vortec
supercharger setup onto
a 5.0L Mustang. The installation
was relatively simple, and after some
minor re-arranging, underhood clearance
and fit was excellent.
expense, but would you rather spend a engine sounds downright nasty. He drives rebuild (assuming the block can be saved)
fraction of what the engine is worth for the car to a couple of local shows, smoke or a complete engine long-block
upgrading, or do nothing and experience the tires now and then, and everybody’s replacement, not to mention the down-
the “thrill” of watching your stock engine happy. Then, the little horns pop out of time of the car. All of this could have
hand-grenade, resulting in the expense his head and he nails the throttle on a been avoided with a simple upgrade of a
and hassle of replacing the entire long long stretch of country road, really
few key components. Suddenly, the catch-
block? hammering it through the gears and just
phrase “pay me now or pay me later”
Let’s play devil’s advocate to help plain winding it tight. All of a sudden, he
illustrate a worst-case scenario. Let’s say hears a big bang, coinciding with a severe starts to make sense. Remember: when a
that the customer purchased a new or total loss of power accompanied by a forced induction engine blows, it can
“crate” engine (or let’s say that he’s nasty bunch of vibrations. There’s an oil blow in a big way, since it’s still trying to
dealing with the bone-stock original trail behind him, there’s lots of smoke, pack in a much higher pressure to the
production engine). Now, for the sake of and he coasts to a dead stop, wondering cylinders.
argument, let’s assume that this engine what just happened. PLEASE NOTE: I’m certainly not
has a static compression ratio of 10:1 and Let’s cut to the chase. The car gets suggesting that the installation of any
is equipped with hyper pistons, powder- towed, the engine gets pulled and torn supercharger or turbocharger system will
metal connecting rods, stock production- down, and he’s horrified to find a nice big destroy an engine. That would be just
line rod bolts, a cast iron crankshaft and hole in the block, a loose/crooked crank plain dumb. The point that I’m trying to
powdered-metal or cast iron main caps. damper (busted crank snout), a couple of
make is to pay attention and consider the
Now, the vehicle owner decided to install broken rods, busted pistons, bent valves,
big picture…the existing engine’s
a supercharger that will add, say, 12 lbs gouged combustion chambers and maybe
of boost (which can create a compression a busted cam (not to mention a chunky- limitations and the potential need for a
ratio at around 18:1 at full boost). soup slurry of metal particles throughout few component upgrades. Again, it boils
The engine fires up, the “tuner” the oiling system). down to the existing engine components
adjusts fuel, spark and timing. Everything At this point, the engine’s long block and the level of power increase being
looks ultra-cool under the hood, and the is toast, and he’s looking at an expensive planned.



BY MIKE MAVRIGIAN
UPGRADES TO CONSIDER
The turbocharger must be
FOR DURABILITY sized for the engine
• Pistons (switch to forged application. For the street,
cylinder heads typically
aluminum in place of may require smaller intake
hypereutectic) ports and larger exhaust
• Lower compression (where needed) ports. A Borg-Warner T76
to accommodate added amount of turbo is shown here.
boost
• Specialty coatings (thermal barrier
and anti-friction)
• Moly-coated bearings (rods and
mains)
• Connecting rods (switch to forged
in place of cast iron or powdered-
metal cast)
• Connecting rod bolts (switching to
higher tensile strength aftermarket
bolts is always a good idea)
• Crankshaft (switch to forged in
place of cast)
• Double-keyed crank snout
• Steel/high performance crank
damper
• Converting to a keyed
damper/pulley on an LS press-fit
pulley crank
• Cylinder head gaskets (switch to There’s no debate that a big ‘ol
MLS in place of composite) Roots type blower adds a macho
• Cylinder head studs (in place of muscle flavor to any engine bay.
bolts)
• Main caps (billet steel in place of
cast iron or powdered metal)
• Main cap studs or bolts (using
higher tensile strength)
• Main cap girdle (depending on
engine)
• Valves (potential upgrade to
higher-quality stainless valves
and/or Inconel for exhaust valves) Here, a BOV
(blow-off valve)
• Higher-rate/more durable valve is fitted between
springs the turbo and
• Rocker arms (more durable intercooler
during a dyno
aftermarket full-rollers)
setup at Koffel’s
• Cooling system (make sure the Place in Huron,
existing cooling system is clean OH.
and functions properly; and
potential need for more efficient
water pump and radiator,
especially if using an intercooler)
Depending on the existing engine

type/age/condition, there’s much
more to this subject than we have
room to discuss in this brief article,
but here, I’m pointing out the
primary areas of potential concern.



BY MIKE MAVRIGIAN
This twin-turbo drag engine

features Banks turbo
systems and a meticulously-
detailed dress-up. What a
thing of beauty.
Note the (costly) carbon

fiber air intake feeding the
turbos (right). This makes
my mouth water.


BY MIKE MAVRIGIAN
An external oil feed connected to a

supercharger housing. Individual lubrication
for the supercharger is critical.
SPECIALTY COATING Thermal barrier coatings (typically (depending on other factors) provide a
ENHANCEMENTS involving a ceramic formula) provide slight increase in power.
While some (primarily non-engine- what the term implies: a heat barrier. A few years ago, my race team ran
builders) may scoff at the usefulness of When applied to piston domes, this not two cars with identically-prepared engines
specialty engine coatings, there are only helps to protect the piston from in a 24-hour endurance race. Once engine
distinct advantages that various coatings excessive heat (generated via forced featured thermal barrier coatings and the
offer to improve either durability or induction, especially in turbo setups), but other engine did not. The coated-engine
performance, or both. this coating also helps to improve car generated 7 additional horsepower at
While a wide range of specialized horsepower. More specifically, it enhances the wheels (verified on a chassis dyno
coatings are available to suit a variety of combustion efficiency, since the heat that prior to the race). During the race, the
tasks, with regard to coatings that suit would otherwise be soaked into the
coated engine provided slightly faster lap
forced induction setups, here we’re piston and combustion chamber is now
times and used slightly less fuel.
focusing on the following coatings: better contained and aids in the more
Naturally, this isn’t a big factor for a
efficient burning of the fuel/air mixture.
• Thermal barrier coating for piston The same holds true for thermal barrier street engine, and my engines were
domes coating applied to the faces of the naturally aspirated, but my point is that
• Thermal barrier coating for combustion exhaust valves and inside the cylinder we benefited from the ceramic coatings.
chambers head exhaust ports. Instead of losing heat Anti-friction coatings (typically a
• Moly (anti-friction) coatings for piston (via soak), the combustion heat is moly-based formula) can be applied to a
skirts and bearings “contained” and scoots out instead of variety of surfaces, most specifically to
• Thermal barrier coatings for exhaust hanging around and soaking into the cam, rod and main bearings and piston
valve faces and exhaust ports pistons, valves and heads. Not only is this skirts. While this won’t provide
• Thermal barrier coatings for exhaust a heat-protective coating, but because of additional power, it’s a protective film
manifolds the thermal efficiency, it may also that helps reduce frictional losses and



BY MIKE MAVRIGIAN SOURCES
SUPERCHARGERS
The creative turbo pressure • ACCELERATED RACING PRODUCTS
feed plumbing passes 616-885-3626
through the bulkhead and • ALAN JOHNSON PERFORMANCE
back through to the intake. ENGINEERING
www.alanjohnsonperformance.com
• BILL MILLER ENGINEERING
www.bmeltd.com
• BLOWER DRIVE SERVICE
www.blowerdriveservice.com
• DYERS SUPERCHARGERS
www.dyersblowers.com
• EATON
www.eaton.com
• EDELBROCK CORP.
www.edelbrock.com
• KENNE BELL
www.kennebell.net
• LITTLEFIELD BLOWERS
www.littlefieldblowers.com
• MAGNUSON PRODUCTS
www.magnacharger.com
• MOONEYHAM BLOWERS
www.mooneyham-blowers.com
• PAXTON
www.paxtonauto.com
• PROCHARGER
www.procharger.com
• POWERDYNE
• THE BLOWER SHOP
www.theblowershop.com
• VORTEC
www.vortecsuperchargers.com
• WEIAND AUTOMOTIVE INDUSTRIES
www.weiand.com
• WHIPPLE SUPERCHARGERS
www.whipplesuperchargers.com
extends component life, primarily during extending durability. If you’re interested TURBOCHARGERS
cold startups and during high-temp/high in enhancing these units, contact both the • AFI TURBO
stress environments (when you’re really forced induction maker and the coating www.afiturbo.com
hammering it). specialists. They can advise you regarding • BANKS POWER
Again, I’m not claiming that you availability and benefits, and what www.bankspower.com
absolutely need these coatings. But, if coatings (if any) make the most sense for • BORG WARNER TURBO SYSTEMS
you’re building an engine specifically with your application.■ www.turbodriven.com
forced induction in mind, it certainly • EDELBROCK CORP.
won’t hurt, and just may extend www.edelbrock.com
component life. Specialty coating services • FORCED PERFORMANCE
(such as Swain Tech Coatings, Polydyn, www.forcedperformance.net
Calico and others) can provide any of • GARRETT
these coatings to your existing parts, or www.turbobygarrett.com
(due to popularity of these coatings) you • INNOVATIVE TURBO SYSTEMS
can simply purchase already-coated 805-526-5400
pistons and bearings. If you want • PRECISION TURBO
combustion chambers, exhaust valves and www.precisionturbo.net
exhaust ports coated, you will need to Mike Mavrigian has written thousands of technical
• PROCHARGER/ATI
articles over the past 30 years for a variety of
have these services outsourced. www.procharger.com
automotive publications. In addition, Mike has written
By the way, specialty coatings are also many books for HP Books. Contact him at Birchwood • TURBO ENGINEERING
available for supercharger and Automotive Group, Creston, OH. Call (330) 435-6347 www.turboengineering.com
turbocharger components, which may or e-mail: mike@birchwoodautomotive.com. • TURBONETICS
provide added efficiency as well as Website: www.birchwoodautomotive.com. www.turboneticsinc.com


DIESEL to LPG
How to transform a truck diesel engine
into an LPG-powered engine
BY CLEMENS ORTGIES
Most ships are powered by diesel engines.

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


DIESEL TO LPG
BY CLEMENS ORTGIES
There is a huge stock of suitable truck Most diesel engine types could be useful Even used vehicles or marine engines can be
diesel engines of this class. These engines for a conversion project, some criteria remanufactured and changed into gas engines.
can also serve large inland waterway should be concerned: This takes into consideration further ecological
vessels, which often use tandem engines aspects and it enforces the sustainability.
• The OHC-design is difficult for the
that are coupled or decoupled as needed. conversion of the cylinder head. Without loss of quality, up to 90 percent of
Scheduled for a launch in two years, the Overhead camshaft could block the the energy and natural resources
newly developed gaspowered engine will space for the spark plug. Cylinder head,
consumption is saved. That has a positive
cut purchase and operating costs by 30% exhaust components and the turbo
effect on the costs. When remanufacturing
over that of a conventional diesel engine. charger should be high temperature
engines professionally, used engines are
Professionally remanufactured drive resistant. Cylinder head should have
processed in a way that afterwards,
components like engines, transmissions, inlet with a “spin” and sufficient width.
The profile of cams on the cam shaft regarding the quality, they correspond to
and starting motors have proven to be a brand new engines.
success from economic, technical, and must allow a grinding to reduce the
overlapping of the valve timing. The environment, quality and cost
ecological standpoints for cars, trucks, and record of professional remanufacturing is
rolling stock. The reliability and quality of • Cylinder liners should be “wet”. The stunning: compared to new engines the
exchange parts is comparable with that of bore for the injector will be used for the remanufacturing of used engines reuses 50
new ones. Moreover, remanufacturing uses spark plug (drilling process). The space to 90 percent of the resources. The energy
only a fraction of the energy and materials for the spark plug and the wall consumption is 80 to 90 percent less,
needed for production of new components. thickness in the cylinder head must be compared to manufacturing a new engine.
This is because an old part undergoes sufficient. Even the pollutant emission (CO2) is lower
thorough cleaning and quality control, • The timing gear on the camshaft should and less resources are used.
enabling most of it to be reused. Upgrading offer possibilities for variation. Single The propulsion engine needs more
involves modifying old parts to match the cylinder unit head is better than a power and higher speed than the generating
new drive or developing new ones, complete bank. The geometry of the engine. The power must be variable up to
particularly for injectors and gas mixers. piston must allow lathing and milling. 200 KW for a small ferries with two


DIESEL TO LPG
BY CLEMENS ORTGIES
propulsion engines (twin concept). From About BU Drive

our experience of the conversion of LPG The BU DRIVE companies operate in the
bus engines we decided to take basically a German and international market.
similar engine MAN D 2866. Instead of Customers of BU DRIVE are from the free
adapting existing central LPG vaporizer, we aftermarket, manufacturers of automobiles,
designed a new concept based on liquid commercial automobiles and industrial
LPG injection into the inlet manifold close engines, as well as part wholesalers and Clemens Ortgies is the Managing
Director for BU Bücker & Essing GmbH
to the cylinder head. There is no experience operators of vehicle fleets and stationary
in Lingen, Germany. He has been with
with these new systems for higher units. Besides serial remanufacturing of car the company since 2007. He has also
displacements up to 2 liters per cylinder. engines and transmissions, we focus on worked for Daimler-Benz AG, Stuttgart
But we already successfully converted a heavy duty diesel engines for trucks, busses, (1987-88); Mercedes Benz AG,
Lycoming 160 hp aircraft engine with 1,2 trains and for marine, power plant and Mannheim (1988-90); International
liters per cylinder up to 2,300 rpm engine industrial applications. We remanufacture Management Consultants, Roland
speed. The new technology required a diesel and gas engines rating up to 4,500 Berger & Partner (1990-97); Kynast
complete new ECU with two major kW or for that matter big assemblies, like AG/Kynast GmbH (member of the board
for production and R&D), later
components. The torque characteristic of crankshafts, up to 8.5 metres. The BU Operations Director, Murray Germany
the LPG engine is different than the diesel DRIVE distribution focuses on services for GmbH & Co. KG (1997-2004); and
engine, we need more engine speed for wholesalers, workshop chains and the Managing Director, Sudhaus GmbH &
higher torque, so the gearbox must be automobile industry, Germany- and Europe Co KG (2004-2007).
adapted.■ wide- especially based on contracts with
importers and distribution contracts with
OEM’s regarding turbochargers and diesel
technology.


CONFERENCE RECAP
BY STEVE FOX
Sunnen & Mahle

Regional Conference
at California’s Citrus
Community College
a huge success MAY 19
LIBERTY
Liberty’s New England Warehouse
Worcester, MA
In February, AERA had their first Tech & After a short break, Steve Fox from
Skills regional conference of 2012 AERA was next on the schedule and he
sponsored by Sunnen and Mahle, held at spoke about the history of AERA, as well
Citrus Community College in Glendora, as the PRO-SIS engine specification
California; it was a huge success! software. There were a lot of great
There were four technical presentations questions regarding AERA and what it has
that were very informative for the JULY 19
to offer to a machine shop, as well as the EPWI
attendees and everyone was treated to a many benefits of PRO-SIS. (For more Denver, CO
great lunch.
information on PRO-SIS, look for Steve’s
The day started with a meet and greet
article in this issue of Engine Professional
between the attendees and the tabletop
which discusses the differences between the
exhibitors, where people could ask
questions of the exhibitors and enjoy some three versions of PRO-SIS.)
coffee and doughnuts before the Once the questions were answered, it
was on to lunch, where everyone was SEPTEMBER 27-29
presentations began. ROTTLER
The first presenter of the day was Bob treated to a great Mexican meal. Citrus
Held in conjunction with the
Dolder of Sunnen Products. Bob has done Community College opened their doors Rottler Open House
presentations for AERA at these regional and allowed all attendees to see the shop. Seattle, WA
conferences in the past and was a great The facility was fresh and new, as it was
success; this one was no different. Bob’s only two years old. Everyone that walked
presentation was about honing different through the shop was impressed with the
cylinder coatings and materials on engine facility and was happy they had the
blocks today. Bob covered honing opportunity to look around.
applications from NASCAR engines to Bill McKnight of Mahle Clevite was
street engines and everything in between. SEPTEMBER 28-29
our next speaker after lunch and he spoke COMP CAMS
Other topics included — secrets for honing about race engine bearings, selection and Memphis, TN
Nickasil, high nickel cast iron, compacted
technology. Bill talked about bearing film
graphite blocks, the new aluminum
thickness and how clearances influence it.
Corvette block, Sulzer Metco coatings,
Attendees learned about crush, parting line
bore geometry, surface finish, cross hatch
angle, the pros and cons of diamond relief and eccentricity. Coatings, overlay
abrasives vs. conventional abrasives, water materials and bearing prep were also
based vs. oil based coolants, hot honing discussed. Finally, Bill talked about
installation and how to identify different DECEMBER 6-8
and where it is used today. After the IMIS TRADE SHOW
presentation, Bob answered some great factors that can cause bearing distress. Bill
Indianapolis, IN
questions from the audience and the was asked some very technical questions
questions continued throughout the break and all the attendees walked away with a
before the next session. better knowledge of engine bearings.

THE BUSINESS OF WINNING STARTS HERE.

IMIS 2012 is your destination to explore the newest equipment and innovative technology in the
motorsports industry. World-class exhibitors, technical seminars, endless networking, banquets,
special events, and much more promise to make your visit to this year’s IMIS 100% hardcore.
ALL MOTORSPORTS — circle track, drag, road racing, karting and beyond
unite in Indianapolis this December for three action-packed days at this unforgettable, educational
tradeshow event. Don’t miss it.
REGISTER TODAY: WWW.IMIS-INDY.COM

CONFERENCE RECAP
BY STEVE FOX
The final presentation of the day was for yourself the amount of valuable
from Dave Capitolo from De Anza information you can walk away with. Attend a one-day conference hosted by
Community College. Dave spoke about Bringing back just one good idea to your LIBERTY ENGINE PARTS
$ + " !
something that really has not been shop could change your business. We look
discussed at our regionals before, engine forward to seeing you at a future regional R
REGISATYE!
analytics. Dave helped explain that conference!■ TOLIMDITED
ANCE
scanners are a valuable tool and what ATTEND
scanners can tell you and how not to make

the mistake of heading down the wrong
path of repair. Dave also covered the
running compression tests using a pressure
transducer and lab scope and the value
that they have. The presentation was very
informative and the questions asked were
outstanding. All shops welcome!
NEED NOT BE AN AERA MEMBER TO ATTEND.
The next Tech & Skills Regional All attendees receive a FREE 90-day AERA membership and a
Conference will be hosted by Liberty AERA Technical Specialist Steve Fox has FREE Failure Analysis Manual — plus many door prizes from several vendors!
SPONSORED BY:
Engine Parts at their New England over 25 years experience in the engine
building industry with 10 of those years
Warehouse in Worcester, MA. Information spent working in the machine shop. Steve
500 COVENTRY LANE, SUITE 180, CRYSTAL LAKE, IL 60014
about this conference is posted on the is an ASE-certified Master Machinist, as

AERA website, www.aera.org. well as a longtime member of the drag
The next Tech & Skills Regional Conference will be
These regional conferences are a great racing circuit.
hosted by Liberty Engine Parts at their New
way to network and visit with other England Warehouse in Worcester, MA on May 19.
machine shops, as well as vendors. I would Information about this conference is posted on the
strongly encourage you to try to attend AERA website, www.aera.org.
one of the conferences in your area and see


Chevrolet Cruze Diesel will

Build on GM’s Euro Expertise
U.S. engine being co-developed with diesel center
of excellence in Torino, Italy
BY DAVE HAGEN including 33,000 Cruzes. The Torino, Italy, are working daily with
PHOTOS © GM COMPANY introduction of a diesel option for Cruze counterparts in Pontiac, Mich., to
When it comes to developing a diesel- – one of the top-selling gasoline-powered develop a world-class engine that delivers
powered Chevrolet Cruze for the U.S. cars in the United States in 2011 – is outstanding fuel efficiency and torque
market to be introduced in 2013, General expected to fuel GM’s diesel car sales while providing a smooth, quiet ride. In
Motors powertrain engineers have been success. addition, GM engineers in Russelsheim,
there and done that – half a million times Diesel engines have long been known Germany, are supporting the program by
last year alone. for their fuel efficiency and power. Due to developing the accessory drive, acoustic
The Cruze diesel will leverage global a higher compression rate in the engine cover and other specialized components.
powertrain expertise that has helped cylinders and greater density of energy in “The market for diesel cars in the U.S.
make GM’s fuel-efficient diesel engines diesel fuel itself, diesel-powered engines is small at present, but is expected to
popular options around the world. are able to produce more power per grow due to Corporate Average Fuel
GM sold more than half a million gallon than gasoline-powered engines. Economy requirements and expected
diesel-powered cars across Europe, Asia, For Cruze, powertrain engineers at increases in gas prices,” said Mike
Africa and South America last year, GM’s diesel center of excellence in Omotoso, powertrain analyst at LMC

Automotive. “So far, the German automakers haven’t

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

has over 41 years of experience in
our industry. As an ASE-certified
Master Machinist, Dave specialized
in cylinder head work and complete
engine assembly for the first 17
years of his career.

SPEED READ
BY DAVID C. “WOODY” WOODRUFF

In the October-December 2010 issue of
Engine Professional, I gave you an
oversight of CFD (Computational Fluid
Dynamics) as applied to cylinder air flow.
(An electronic copy of this article can be
found on the AERA website,
www.aera.org/ep/ep12.html.)
After that article, I was contacted by
David Vizard to speak at a couple of his
HP seminars. One of the questions I posed
there was how would you handle the
piston in your flow bench during the
overlap events? And the response was,
“Well, how would you handle it in the
virtual flow bench?”
Our cylinder filling problem is The graph below plots all the Notice the relative positions of the
fundamentally a timing problem. We have significant dynamic events but all we want valves and the piston at the three
a limited time to get the air going and get are the pressures in the intake and exhaust positions. The piston is chasing the
it up to speed before we squish it! ports at the times of interest. exhaust valve up and the intake valve
Overlap is the beginning of these The geometry of the piston dome, down so their geometry stays relatively the
events and probably even more critical same.
combustion chamber and valve positions
than we know! Remember air only wants So let’s position the parts in our
will determine the flow patterns. The computer model, apply the pressures and
to go straight and be left alone to stabilize
its pressure! Our situation is the air has to pressure differentials and the flow pattern ask for the solutions. Then we will take a
make a nearly 180° u-turn in a very small will determine the velocities. Remember slice through the center of the valves and
time and confined space. And the dome of that velocity is often used interchangeably plot the flow trajectories to see what we
the piston and the combustion chamber with speed but it is speed AND direction! might see.
become accomplices in this possibly
criminal air activity!
So what we will look at are a very high
quality set of ports and a flat top piston
with two valve notches. With CFD we
have to know the physical boundary
conditions of the event that we want to
analyze. I.E. What are the pressures in the
ports at the specific positions of the valves
and piston?
By the way: These pressures are NOT
28 in. H2O! These are driven by the
dynamic pulses in the ports. So we will
turn to an engine simulation program
(Dynomation5) to give us these values to
start our analysis.
Intake ranges 4.62 ~ 67.1 in. H2O

Exhaust ranges 25.2 ~ 95.4 in. H2O
It is a dynamic event but we will take

snapshots of the beginning of overlap,
TDC and the end of overlap to get our
heads around it.

Overlap Run #1 Overlap Run #2 Overlap Run #3

At the start of overlap the intake port At TDC the exhaust flow velocity has now The reversal pattern persists as the overlap
(right side) flows across the piston dome to increased but the pattern of reversal event is completed.
the far side of the exhaust port and does continues and less than half the exhaust It appears to be greatly influenced by
it’s u-turn. The other side of the intake port is doing what we really want! the valve pockets and the combustion
valve flows into the exhaust ports and chamber shape.
does another u-turn to re-enter the
combustion chamber. Going full circle!?!?
Every bend or turn represents lost
energy and an opportunity to get the flow
started quickly and in the right direction.
Now to find the best trade-off between

compression ratio and flow velocities!
If I take in more air but not squeeze it
as hard does that work better than less
air but squeezing it harder? The TFX
guys can provide you with in- cylinder
combustion pressure measurements to
give you more insight into your
decisions! Here is another tool for your
tool box!
Hey, I never said it would be easy!
But we all know that theoretical

engines only make theoretical HP! So
we still need to look at some real
world pressures from some dyno runs
and apply those to our models so we
have something real to compare to!
Intake ranges 5.88 ~ 63.7 in. H2O

Exhaust ranges 56.5 ~ 97.7 in. H2O
(continued on the next page)

SPEED READ
BY DAVID C. “WOODY” WOODRUFF
If you want to know what these flow CREDITS:

patterns look like for a particular cylinder
Dynomation5 Professional Engine
head, then you will likely have to pay
Simulation Software
someone to find out. But there are some
www.proracingsim.com/
other screenshots (2D & 3D) on my dynomationmainpage.htm
webpage of the first theoretical runs to
give you a little more food for thought David Vizard’s
before you have to ante up. (Visit “How to Build HP Seminars”
www.designdreams.biz) Also some other www.davidvizardseminars.com
CFD examples you might find of interest World Class Cylinder Head Ports David C. “Woody” Woodruff, CMfgE,
as well. I like to treat CFD as a discovery www.ultrapromachining.net is president of Design Dreams, LLC.
tool first and then use it as a For more information, call (513) 403-3165,
TFX Engine Technology e-mail Design_Dreams@cinci.rr.com.
developmental tool.
www.tfxengine.com Website: www.designdreams.biz.
We have all built engines that seem to
outperform or underperform the norm but
never figured out exactly why. This was
certainly the case when I was building
performance engines. But here are some
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mysteries! And it’s not just for F1, Indy,
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The Role of
Fasteners
in Critical Engine
Measurement
BY BOBBY KIMBROUGH
Almost all metals are elastic and when flexed, bent or stretched,
they try to return to their original shape. Knowing that metal is
elastic is important to engine builders that deal with very tight
tolerances between parts. If metal is elastic, and engine bolts are
made of metal, you can correctly assume that engine bolts stretch
as they are tightened.
We’re going to take a look at how to correctly select, setup,
and torque engine fasteners to control critical measurements and
clearances within the engine. When it comes to fasteners, a little
knowledge goes a long way to keeping engine failures to an
absolute minimum.
All About Fasteners

The topic of fasteners is a very large and sometimes complex
subject. There is an entire industry built around fasteners with lots
of very well educated people and sophisticated equipment in labs
that work on fastener issues.
The industry’s professional association, The Bolting
Technology Council, holds routine meetings and seminars
concerning fastener technology. We are not fastener engineers and Heat treating the bolts to increase hardness can range from an hour and a half
if you are reading this article, you’re probably not either, but to over eight hours depending on the intended application.
having a good working knowledge of the nuts and bolts of this
business is important in building solid and dependable high
performance engines.
To help us get a handle on the subject, we enlisted the help of fasteners are pan bolts, timing cover bolts and valve cover bolts.
Chris Raschke at Automotive Racing Products (ARP). Raschke Because non-critical fasteners do not require a detailed tightening
explains how intricate and precise race car fasteners actually are, procedure, we will limit our focus to critical fasteners in this
“Most commercial and aerospace houses don’t hold the tolerances article.
that we need to hold here for race car parts,” says Raschke.
Threaded fasteners allow for the removal and reassembly of How Fasteners are Made
parts where other types of solid fasteners are a single use item. The factors involved in threaded fastener designing range from
With the wide range of applications where threaded fasteners can determining the fastener load to geometric configuration that
be used, there are basically two categories that fasteners are prevents metal fatigue. In addition to design features, material
divided into, critical and non-critical. selection, testing and quality control weigh heavily into the
High stress and high load areas like connecting rods, main manufacturing of fasteners.
bearings and head bolts or studs are examples of critical fastener Raschke explained the basic process ARP Fasteners are made,
areas. These critical fasteners generally have exact tightening “the cold formed fasteners start with a wire coil of material, based
specifications and procedures whereas the non-critical fasteners on the clamping requirements of the fastener, that goes into a
have relaxed tightening specifications. Examples of non-critical machine that straightens the wire and forms the fastener head.”

ARP bolts and studs have

threads that are rolled
into the material.
The ARP stamping process

1. Cut off from wire or bar stock
2. Heading – hot headed or cold headed based
on the material and spec
3. Heat Treat
4. Machining – undercut if called for in the
spec
5. Thread Rolling
6. Fillet Rolling – if specified
7. Shot Peening – to remove stress risers
8. Metal Finishing – Black Oxide coated, or in
the case of Stainless, polishing
9. Packing – bolts are coated to prevent
surface corrosion prior to packing and
storage
The material used in the wire coil can be anything from steel Raschke calls the rolled thread pattern a “J thread” and
to chrome moly or stainless steel. cautions against running a die over the fastener.
“Some materials are coated before they enter the forming “If a thread is damaged, throw it away and get a new fastener.
machinery depending on the requirements of the material. For Running a die over the threads weakens the clamping ability of
example, stainless steel gets a copper coating to prevent galling,” the fastener.”
says Raschke.
After the heading operations, Raschke explained that the It’s All About Clamping Force
fasteners may go through “aging or heat treating depending on It’s all about clamping ability for fasteners. Every procedural step
the hardness requirements of the fastener.” at ARP is in place to improve the ability of the fastener to provide
During the heat treating process, “temperatures as high as a specific clamping load. After the threads are rolled into the
1550 degrees are used from a one and a half hour treatment to as fastener, spot checks are done on the batch for fatigue testing and
long as an eight hour heat treatment exposure.” tensile testing.
After the fastener comes out of heat treating or aging, the Raschke explains that nothing is left to chance, “all the
batch of fasteners are shot peened to remove scale and make the calibration for the machines and testing equipment is done in-
surface smooth, then routed through tumblers to deburr the house as well as the research and development of new fasteners.”
fastener. From the material selection all the way to the oxide coating
Centerless grinding technique is used to prep the fastener to process, ARP fasteners are manufactured to provide consistent
get threads rolled into the fastener blanks. load clamping to desired specs. Jeff Kibler, ARP research and
According to Raschke, “rolling the threads into the fastener development technician, explained “consistency and repeatability
blanks is forging the threads into the material, not cutting is the key in any application where fasteners are used.”
material away to create threads. This produces a better, stronger Kibler is an expert on preload in fasteners. Each ARP fastener
more uniform thread.” is designed for a specific preload, which can be undermined by the

THE ROLE OF FASTENERS

BY BOBBY KIMBROUGH
Shot peening the bolts to Jeff Kibler

relieve stress risers. checking main
bearing
measurements
on a Ford Coyote
engine using ARP
fasteners. (Photo
by Bill Holland)
Destructive load testing to failure is one of the many spot checks

that ARP does to ensure quality control.
method used to torque the fastener. According to Kibler, “proper measured with the use of specialty type gauges or expensive ultra
lubricant helps the torquing procedure become more consistent sonic measuring equipment.
and repeatable. For most auto enthusiasts, measuring stretch is only practical
“We’ve done tests on different lubricants from motor oil to for measuring the stretch on connecting rod bolts where it is
moly based, and the ARP Ultra-Torque assembly lubricant is the possible to monitor the overall length of a fastener as it is being
only lubricant that produces a consistent preload in multiple tightened.
cycles. This is true to within a plus or minus 5% for each cycle,” Since most fasteners are installed blind and can’t be accessed
he added. from both ends to monitor stretch, using a torque wrench is the
Tightening fasteners to their required preload is critical for
most common approach for the majority of assembly work.
proper performance. “If a fastener is not tightened properly, the
Simply stated, the relationship between torque and clampload
fastener will not apply the required preload and may become
is friction. When you tighten a fastener with a torque wrench, you
susceptible to failure,” says Raschke, adding “if a fastener is
overtightened, it is also susceptible to failure by exceeding its are measuring the amount of friction that is generated by the
maximum yield point.” mating surfaces in the joint as the clampload is increased.
There are three generally accepted methods employed to The value of the friction in the joint cannot be predicted or
determine how much tension is exerted on a fastener: measured, but it can be minimized. Using assembly lubricants like
ARP’s assembly lubrication stabilizes the torquing procedure
• Using a torque wrench making it “consistent and repeatable.”
• Measuring the amount of stretch A fastener must be stretched a specific amount in order for it
• Torque angle (rotating the fastener a predetermined amount)
to function properly. The amount of preload you can achieve
It’s widely accepted that measuring the amount of stretch of a from a bolt or stud depends on the material, its ductility, the heat
fastener is the most accurate method, however, stretch can only be treatment, and diameter of the fastener.

Every fastener has a yield point, or point where the

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

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

than just dialing in the preset value and tightening until the wrench
clicks.
Almost every engine builder is aware of the burrs and

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

THE ROLE OF FASTENERS

BY BOBBY KIMBROUGH
Most torque wrenches used in garages “the split bearing halves are slightly larger fasteners and good torquing techniques.
today are the click type torque wrench. than an exact half, this extension is called Overlook these fundamentals and you may
You simply adjust the wrench to a crush height. have overlooked your chance at building
predetermined “preset” value and use the When the split bearings are snapped an exceptional engine.■
torque wrench like a ratchet applying into place in the housing, as the bolts are
rotational force until the wrench “breaks tightened the bearings compress like
away.” Conventional wisdom is to use a springs. The resulting force holds the
torque wrench within 50% to 75% of its bearings tight and prevents them from
range. spinning in the housing bore.”
These type torque wrenches depend on Without the proper preload, it’s
a calibrated spring for operation and they possible for internal engine components to
tend to lose accuracy when you operate fail quickly and destroy an engine.
them below 20% or above 80% of their
rated range. If you take precautions to Fasteners and Torquing Methods
select the right fastener, a high quality Make a Difference Bobby Kimbrough grew up in the heart of Illinois,
assembly lube like ARP’s Ultra-Torque, We’re pretty satisfied that selecting the becoming an avid dirt track race fan which has
and cleaned all the receiving threads, you correct fastener, manufactured for the developed into a life long passion. Taking a break from
will want to tighten the fastener with intended clampload, and properly installed the Midwest dirt tracks to fight evil doers in the world,
confidence by operating the torque wrench is the difference between a professional he completed a full 21 year career in the Marine Corps.
within its most accurate range. Educated at Chapman University, Syracuse University
engine build and the amateur engine
and Palomar Community College in California, today
Critical components rely on fasteners assembly. It’s simply not enough to buy
Bobby is the Senior Tech Editor for powerTV.
providing an exact preload in order for the top shelf engine components without
assembly to work properly. considering how these components are
Bill McKnight, Team Leader of attached to the assembly.
Training at MAHLE Clevite, explained Professional engine builds begin at the
how preload works on engine bearings, ground level with proper selection of

PRO-SIS CORNER
BY STEVE FOX
The differences
between the
PRO-SIS programs
Some of the AERA members who started
using PRO-SIS when it first came out have
seen many changes in the program since its
inception. Currently AERA has three
versions of PRO-SIS: Regular PRO-SIS,
PRO-SIS SA and a web version of PRO-
SIS. An AERA member shop can access all
three of these programs and there is no
additional cost if you use one, two or all
three programs.
In this article we are going to break
down the differences that are found in
each of the three programs. Keep in mind,
all the specs, casting numbers and
technical bulletins are the same, just some
additional features or ease of use.
PRO-SIS
PRO-SIS offers nearly 7,000 engine
specifications from 120 manufacturers
covering light‐duty, agricultural, industrial
and import engines. Users can quickly
identify cylinder blocks, heads,
crankshafts, camshafts and connecting
rods by a casting number search. You can Screen shot of the original PRO-SIS program.
save time by not having to search through
paperwork or call tech support for engine
specs as they are right at your fingertips on diesel engines, now you do not have to is. All you need to do is enter some key
the computer. AERA has over 34,000 scroll through all the gas engines. You just words and hit search and you will see the
casting numbers in the database. There are select ‘Diesel Engines’ and you can search results.
remanufacturing specifications for cylinder the database for just diesel engines. The Another great feature is the engine
blocks, heads, crankshafts, camshafts and same applies to gas engines, you just click history drop down box. This feature keeps
connecting rods. AERA has produced over on ‘Gas Engines’ and you can search for track of the last ten engines that were
2,700 AERA Technical Bulletins, which gas engines. displayed in the program. So let’s say you
are engine specific and are in a text When AERA redesigned the program, look up an engine and six people come up
format. one of the main features that members after you and each look up a different
wanted was the ability to search for a engine and you come back to the
PRO-SIS SA technical bulletin by a key word. Well in computer and want to look up your
PRO-SIS SA has all the same data as PRO-SIS SA, you can do that. You can original engine. All you need to do is hit
regular PRO-SIS, but with some additional search the title of the bulletin or the text of the drop down box and find your engine,
features. The specifications for gas and a bulletin for key word(s) and those results click on it and it takes you to the specs.
diesel engines are separated into two will display. This saves time in trying to Before you had to go through the whole
groups. For a shop that works on just remember what the number of the bulletin search process to find the engine again.

PRO-SIS SA has all the same data as

regular PRO-SIS, but with some
additional features. This new and
improved version of PRO-SIS will now
allow you to search for engines, specs
and bulletins more effectively and
efficiently. A new “special search”
section (bulletins, rods, blocks and
casting numbers) is just one of many
new features.
This will save time in looking up previous

viewed engines in the program.
AERA also added some special
searches to the program. Users have the
ability to search by cylinder bore size and
connecting rod bore size. All you have to
do is enter the size into the search box and
hit search and results will come back that
will show you what engines have those
sizes for cylinder bore or connecting rod
bore. You can search in either inches or
millimeter sizes.
Users will also find a couple of tabs at
the top of the program for Counter, Shop
FA and Worksheets. The counter portion
of the program allows you to keep a
customer database. You can start an
estimate for a customer, turn it into a
work order and then when work is
completed, you can turn it into an invoice.
You will still need to have an accounting
program as PRO-SIS SA has NO
ACCOUNTING program included with it.
Shop FA (Shop Financial Analyzer) is
an easy to-use program for your PC that
will help give you a better grasp of your
profitability and what you can do to
improve it. This program allows you to
enter your financial information from your
accounting program and manipulate some
numbers to see where you can become
more profitable in the business.
Worksheets were put into the program
New Web PRO-SIS is the Internet version. This program has all the same data as regular PRO-SIS, to allow users to print out blank sheets for
but not all of the same features as PRO-SIS SA, at this time. A few of the advantages of using Web Cylinder Head, Deck Height and Engine
PRO-SIS are: No more CDs to install, rapid updates from our tech department, PC and Mac Build. These sheets are blank so that the
compatible, runs on older OS versions, choose your language at login, English and Spanish
bulletins, frees up disk space on your PC, doesn’t require a high performance PC and can be machine shop can add data to fill in the
accessible from any PC in your shop. High speed internet is required. blanks. These are handy when the engine
comes into the shop to take measurements
as well as during assembly. The builder
can write down the specs and keep a
record for the shop as well as a copy for
the customer.

PRO-SIS CORNER
BY STEVE FOX
Web PRO-SIS Another problem that is solved with the running, all that needs to be done is to pay
The last version of PRO-SIS, and the use of the web based program is the annual support fee and you can
newest, is the Internet version called “Web installation problems. Since it is all done continue to use the program. If you are a
PRO-SIS. This program has all the same over the Internet, there is nothing to install; member of AERA and would like to get
data as regular PRO-SIS, but not all the no more discs to put into the computer and access to PRO-SIS, please call the office at
same features as PRO-SIS SA, at this time. install on your machine. Which brings us
888-326-2372 and ask to speak to Karen,
This program was developed to help back to the main part of the web version of
she will be happy to assist you in getting
machine shops with older machines that PRO-SIS, all you need is a high-speed
Internet connection. PRO-SIS up and running in your shop.■
could not run previous versions of PRO-
SIS because their machine did not have This program will allow a shop to have
enough disc space. The specs are still two passwords issued per company with
separated into gas and diesel and you can the same Internet IP address. This means
search casting numbers and technical that two people can be on the program at
bulletins, just like in PRO-SIS SA. the same time, at the same shop.
One major advantage of having the Supported browsers for the program are
web version of the program is that it does for PCs: 32 bit IE 7, 8 or 9, Google
not take up any space on your computer. Chrome, and on Macs: Safari and Firefox.
Since it is all done over the Internet, all you
really need is an Internet connection in Try PRO-SIS today!
your shop. Previous versions of PRO-SIS All three of these programs are available to AERA Technical Specialist Steve Fox has
would take up a large amount of disc space AERA members only, so to get access to over 25 years experience in the engine
on one’s computer which in turn would them, you must be an AERA member. If building industry with 10 of those years
require the shop to have a large amount of you are not a member, join AERA and spent working in the machine shop. Steve
disc space available for the program to run. they will give you a FREE 90 day trial of is an ASE-certified Master Machinist, as
With an Internet connection, you can the program to use in your shop. After the well as a longtime member of the drag
access the program over the web. 90 day trial, in order to keep the program racing circuit.

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TECHSIDE
BY DAVE HAGEN, MIKE CARUSO and STEVE FOX
Warranty
Administration
The following is an overview of correspondence between a
machine shop, equipment dealer and their customer after a
premature engine failure in a supplied diesel engine. The
preliminary inspection and analysis of the failed 4-53 Detroit
Diesel engine revealed uncommon findings. In the following
pictures and text, we show the difference between the cause of the
engine failure and the effects of that failure. To help show the
temperature differences within the engine, it is important to note
that multiple heat indicator tags are implemented by the
remanufacturing facility.
In today’s modern machine shops, failure analysis should be
an integral part of your quality control process. By understanding
how and why engines fail, you can provide a better quality
product to all your customers. Often, the end users do not
understand our best attempts to explain failures to them. By
combining technical data with pictures and explanations, we hope
to make this process easier for all parties involved. This is the heat tag from the back of the water pump. It shows that the
It should be noted that all people involved with an engine temperature here has been up to 200°F. This is not enough to damage the
build are interested in the same end goal, which is a product that engine, but does show that the engine was starting to get hot. The question
operates and performs as good as or better than it did when it that needs to be answered is why is there such a difference in the heat tags
was new. Establishing good working relationships with customers between the oil cooler, water pump and thermostat housing. The heat tag on
the thermostat housing was 180°F.
before, during and after an engine build is crucial. To enact a
successful engine replacement, it’s important that everyone
understands their role. If a failure should occur, it is imperative All but three of the liner O-rings were burnt all the way
that you’re able to discuss circumstances of failures such as this through; however, the remaining three were starting to burn.
one freely. If we’re not able to determine the root cause of the From the pictures below, we can see heat damage on all of the O-
failure, we cannot prevent repeat occurrences. rings; most of them were burnt through. The question remains at
this point, did the O-rings fail and cause the engine to overheat,
On initial inspection, we know that the engine has been very hot or did the overheating cause the O-rings to fail?
by the heat indicator on the oil cooler. However, as was visually
pointed out, the thermostat housing did not show signs of
excessive heat, nor did the back of the water pump. We will look
at this evidence to see if we can determine why we have different
heat ranges in different parts of this engine.
These are the burnt ends of the failed liner packings. Their texture is sticky –
a sign of thermal breakdown. All of the breaks in the packings were burnt.
There were no clean cuts or evidence of twisting. There is a line in the center
The range of the heat stickers goes from 180 to 280 degrees. of the packings where they were molded. If they were twisted on installation,
This is the sticker from the oil cooler housing. As you can see, these lines would have a candy cane twist to them. Once they are exposed to
it shows a temperature in excess of 280 degrees. normal engine heat, this pattern would be “baked in”.

would be under pressure) and mix with the oil. This would
emulsify the oil and turn the oil gray and thick; this would also
show up in the bearings as a lack of lubrication. Antifreeze or
water in the oil will turn the lead black and quickly expose the
copper below the babbit surface.
Only three of the o-rings were not burnt in half. The worst ones appear to have
been located in the center cylinders. The ones that were still intact were
turning black 180 degrees apart, just like the ones that failed.
In this picture, you can see that the bearings show no sign of lubrication
distress. The lack of discoloration and good condition of the bearing surface
indicates that the engine has not been running with contaminated oil as would
be expected with a slow leak. All the engine bearings in this engine appeared
to be wearing normally. There is no indication of antifreeze mixing with the oil
or loss of lubricity as indicated by the appearance of the connecting rod
bearings shown here.
Based on these observations, it is more likely that the liner O-

ring seal failed suddenly. The oil was just beginning to show
The pieces that remain in the o-ring lands are burnt and mushy just like the
evidence of coolant mixing with it, but it had not been in the lube
pieces in the previous pictures.
system long enough to have any impact on the bearings. This
fact, plus the heat evidence on the liner O-rings would indicate
From the apparent damage to the liner O-rings we know that
that the overheating was present before the O-ring failure, making
heat played a major role in the failure. So far, we have not
overheating the primary cause of the failure. The heat indicator
separated the cause of the heat from the effect the heat had on the
tags on the engine indicate that there was little or no coolant in
engine. We must look at the cooling system to determine what else
the engine when the failure occurred. If the cylinders had
was going on. The field tech reported that the radiator was 1
overheated with the cooling system full, the heat tag on the
gallon low on coolant when he checked it. He further reported
thermostat housing would show that the top of the engine had
that the radiator was free of obstructions, the fan belt and the
been hot with the coolant still circulating.
water pump belts were tight and turning. There did not appear to
be any obstruction of the cooling system externally. The
thermostat was checked and it opens fully at 180 degrees as
designed. There were no obstructions inside the housing. The
water pump was removed and the impeller inspected. The
impeller is tight and turned freely: also there was no evidence on
the pulley that the belt was slipping. This indicates that the
cooling system was operating normally. However, your field tech
reported that he drained less than a gallon of coolant from the
engine block when he tore it down for inspection.
If an O-ring is cut during installation, the failure is immediate,
since a cut O-ring will not hold pressure. A cut O-ring is usually
the result of being in contact with sharp edges. Since the O-rings
are installed into the block before the liner, they would more
likely be twisted since there are no sharp edges that would cut it
on installation. This would show a spiral pattern on it as the heat
tempers the O-ring. There was no twisting evident on any of the
O-rings. A cut O-ring would not pass the cooling system pressure
These are the water grommets from the water ports between the block and the
test when the engine was dyno tested. If there were a slow leak at head. The one in the upper left looks normal on the upper portion, but the
the liner packing, the water would seep into the air box and oil lower portion is showing heat damage. The one on the lower right shows heavy
pan every time the engine was shut off (since the cooling system heat damage. These seals are designed to withstand normal operating

TECHSIDE
BY DAVE HAGEN, MIKE CARUSO and STEVE FOX
temperatures of less than 250°F. When an engine is run low on coolant, steam
rises up the water ports and begins to break down the compounds. They begin
to swell up and split concentrically. These grommets show definite effects of
steam damage. Even after running the normal life of an engine, they will not
show this kind of stress if they have not been subjected to steam.
We know that the liner O-rings were overheated. If the heat to

do so was initiated in the cylinder itself, it would either be from
excessive fuel or from inadequate piston to liner clearance.
Overfueling is usually isolated to one cylinder, accompanied by
black smoke and will only cause a cylinder to overheat if it is run
that way over a long period of time. In this situation all liner O-
rings were damaged. Inadequate piston-to-cylinder wall oil
clearance will begin to fail the liner as engine temperature
increases. Lack of clearance will also seize the cylinder as soon as
the piston expands far enough. The scoring present in the liners is
heat scoring as evidenced by the stuck rings from the oil being
overheated.
For comparison, look at a picture of a cylinder head from a 3-53 engine that
was returned as a core. Even though the engine was worn out and ready for
remanufacture, there is no varnish under the exhaust ports (circled area).
From the visual created by this picture of the four piston crowns all of the
cylinders appear to be burning properly. The spray pattern is evident on the top
of the piston and the crowns show no signs of heating from the top down as
would be the case if it were chronically over fueled. There is also no sign of
coolant entering the combustion chambers, as would be the case if the engine
were run with coolant entering the air boxes.
This is a picture of the heat fuse in the head. You can see how close it is
located to the exhaust ports. With the cooling system working correctly, this
will not melt out the center. The head must be in excess of 257°F for this plug
to melt.
Based on this evidence, we can conclude that there was little

or no water circulating in the engine when the failure occurred.
We have already determined that the water pump and the
thermostat were not preventing the coolant from flowing. If there
was coolant in the engine and the thermostat was stuck closed, we
would find the heat sticker on the water pump to be just as hot as
the heat sticker on the oil cooler since the overheated water would
continue to circulate through the engine. The fact that there was
no evidence of heat at all on the thermostat housing indicates that
there was no water in it to be heated. The only heat it could
receive at this point is radiant heat.
This photo shows more evidence of excessive heat. Note the exhaust side of That leaves us with the oil cooler. When we removed the oil
the cylinder head. You can see the exhaust manifold at the top of the picture. cooler, there was still coolant in it. We were able to save a sample
The exhaust ports are on this side of the head. Under a load, the exhaust of it. (It was blue coolant – I have not seen blue coolant before,
temperature will reach 850° F. The water ports that flow through the head are but I assume it is one of these environmentally friendly formulas).
responsible for removing the heat that is generated. You can see that the area The fact that there was water in the oil cooler accounts for the
under the exhaust ports has started to turn the oil to a varnish on the right and
high sticker temperature we found there. As the engine continues
has progressed to a caked on full burn in the center ports. This is a clear
indication that there was no water circulating through the head when the to run without any coolant in it, the oil retains its heat as well.
engine failed. In the absence of water to remove the heat, the only way heat This heat caused the water in the oil cooler to superheat and turn
will be removed is through the limited oil that is flowing through the engine. the heat tags black.

We can establish the level of the water

by looking at the temperature recorded in
the heat tags in the engine as follows
(pictured right).
The heat tags will not react if there is
no water in the engine to heat them. In the
absence of water circulating they are
subject only to radiant heat. This is why
the water pump shows at least 40 degrees
hotter than the top of the engine – it was
closer to the water as it boiled and turned
to steam. We know by the burnt oil on the
head and the fuse plug that the head was
indeed hot even though the thermostat did
not show heat in the top of the engine.
From this we can conclude that the
piston seizure and liner scoring was not
the cause, but the effect. When subject to
extreme heat, the parts expand and lose
their clearance, causing them to seize.
There would be no way for a kit that was
just beginning to seize could generate
enough heat to cause this much damage get into the oil pan. A second possible failed parts. We would be glad to discuss
with a properly functioning cooling scenario is that the engine was these findings with you before advising
system. If one cylinder failed first, the inadvertently run without coolant in the your customer to make sure we have not
likely scenario is that the piston would system. For the coolant to run this low overlooked some critical piece of
seize in the liner. The cylinder would from normal operation, the operator information before making a final
generate extra heat, but the heat damage should have seen signs of overheating and determination.
would be secondary, not primary. Also, the plus spotted the loss of that much coolant. Please feel free to come and look at the
coolant enters the radiator at the top If the unit was used only for short periods evidence personally if desired. There are
through the thermostat housing. The of time, after a point in time when the approximately 25 pictures of the failed
cooled water enters the engine at the oil coolant was low, the failure point would engine parts and we would be glad to send
cooler. We should expect to see hotter be extended until a longer period of copies of any or all that you would like to
temperatures at the thermostat housing operation occurred. see. We will hold the engine and parts
and the cooler temps at the oil cooler We did note that there was not enough
housing. In this case, the opposite is true; until we hear from you and want it
oil to get ample sample required for remanufactured again.
the higher temperatures are at the cooler analysis which would more than likely
not the thermostats. Again, this indicates We look forward to hearing from you
show signs of chronic overheat. It was also
where the coolant was and more and appreciate your continued business.■
noted during inspection that it appears the
importantly, where it was not. engine has been subjected to dirt entry by
Based on these observations, it the looks of the blower area. This did not
becomes clear that the failure of the engine contribute to this overheating engine
was not caused by a manufacturing or failure, but should be noted to inspect and
parts problem. Nor was it the cause of an repair during reinstallation of an engine.
installation problem, but, normal Also, the vacuum pump attached to this
maintenance procedures require checking examined engine shows wear as the main
fluids routinely. This situation was not just shaft has excessive end and side thrust. It
a case of low coolant; it is more like a case requires replacement as well. Failing to
of no coolant. If the engine had been repair those two items will reduce engine
running low on coolant, the water pump durability on any subsequent engine.
The AERA tech team, from left to right: Steve Fox has
would still circulate the remaining coolant It is our opinion that this evidence over 25 years experience in the engine building
and we would see signs that the engine needs to be presented to the customer industry with 10 of those years spent working in the
was beginning to overheat. (final user). It would be unfortunate for machine shop. Steve is an ASE-certified Master
At this point, we can only speculate as either the machine shop or garage to be Machinist, as well as a longtime member of the drag
to what really happened even with our required by the customer to pay for a racing circuit. Dave Hagen, our Senior Technician, has
sequence of events previously listed. There failure of this nature, since it appears to over 41 years of experience in our industry. An ASE-
appear to be at least two possible have been initiated by running the engine certified Master Machinist, Dave specialized in cylinder
scenarios. First, the engine was run low on with little or no coolant in it. Coolant head work and complete engine assembly for the first
17 years of his career. Mike Caruso brings over 50
coolant over a period of time and within an engine is the sole responsibility years of rebuilding and high-performance experience to
eventually overheated causing the O-rings of the customer or operator. AERA. An ASE-certified Master Machinist, Mike came to
to melt and all the coolant to be blown We feel very confident of our us from FEL-PRO’s high-performance R&D and tech
out the air box drains before it had time to conclusions based on observation of the line, where he worked for 11 years.

ON THE SAME PAGE

BY MIKE CARUSO
Performance How to Install and Tune How To Port & Flow Test
Automotive Engine Math Nitrous Oxide Systems Cylinder Heads
Pro Series By Bob McClurg By David Vizard
By John Baechtel • Information: Chapter #1 What it takes
• Information: Chapter #1 single-stage,
Everything in the world is designed using to make power; #2 Flow testing
single-plate system; #2 single-stage, dual-
math. We use it rebuilding our engines procedures; #3 A flow bench – buy or
plate system; #3 two-stage single plate
build?; #4 Wet-flow testing; #5 Porting
whether a full all-out race machine or system; #4 single-stage supercharger
aftermarket heads; #6 Porting tools,
rebuilding an engine for a customer system; #5 Hidden single-stage systems; consumables and safety; #7 Five Golden
looking for better performance. That #6 fogger system; #7 multi-stage systems porting rules; #8 Developing functional
could be better gas mileage, more low (showing installation0; #8 Merlin III 540 ports; #9 Valve shrouding; #10
speed torque for towing or a Nitrous engine (build-up with Wilson 1- Developing functional heads; #11 the
combination of these requirements. 4BBL intake); #9 EFI wet and dry; #10 combustion process; #12 Maximizing
When you know how it is done, you can Nitrous accessories; #11 Commonly asked compression ratio. Other topics covered
check your own engine with the math questions answered by Mike Thermos. are Source Guide Air Flow Research,
presented in this book. After you have This is the History of Nitrous Oxide; who Audi Technology, Brodix Inc, Calico
done all the calculations for your engine, used it first and why it works so well. Coatings, Dart Machinery, Design
you will see the big picture. Better yet by There are tuning tips (check out page 84 Dreams, DR.J’s Performance, Edelbrock
seeing and understanding its faults you to see ignition timing retard steps), safety Corp, EngineQuest, Ferrea Racing
now will know where to make changes tips, solenoid rebuilding, plus choosing Components, Motion Software,
to improve your engine’s efficiency. This Performance Trends, Racing Head
the correct system for your application.
book showcases the methodology Service, Tech Line Coatings, Trick Flow
Follow a Dodge Challenger SRT8 Fly-By
required to define each specific Specialties and Ultra Pro Machining.
Wire Nitrous system install.
parameter. As it is always said, numbers • Suggestion: Whether you have been
• Suggestion: Burning more fuel is what
do not lie. Trust the data and the good porting your own cylinder heads for years
Nitrous Oxide is all about. Nitrous Oxide
numbers. or have someone else porting with or
used in propeller-driven aircraft engines
• Information: Chapter #1 basic math, #2 without a flow bench, buy them this
allow them to obtain higher altitude
engine displacement, #3 compression book! Even if your racing program is
ratio, #4 piston speed, #5 brake horse which gave an advantage during mid-air
buying completely finished CNC ported
power and torque, #6 induction math, combat. Because at higher altitude, air
heads, there is plenty of information that
#7 cylinder head math, #8 exhaust gets thinner or has a lower percentage of
you can still learn from this book.
system math, #9 fuel system math, #10 oxygen available to burn the fuel. If you (Printed in 2012 by SA Design #215;
atmospherics and combustion math, #11 are planning to install a Nitrous system, ISBN ID# 978-1-934709-64-1)
camshaft math, #12 tools and this is a great book to read before you
equipment, #13 How to build and engine begin. If you would like to know more
math spread sheet, #14 engine simulation about Nitrous Oxide, then you have just
and modeling software. 160 pages with found the correct book! Nitrous Oxide
175 color photos and the debut of the aircraft engine development was stopped
new Pro Series. when the jet engine-powered aircraft came
• Suggestion: Written by John Baechtel on the scene.
who made the math very easy to Bob McClurg has that touch with a
understand. It is edited by Scott camera that few people have. He gets the
Parkhurst with a foreword by Jim lighting, the angle and the content
McFarland. This book is so good I am perfectly. Most engine people are quite AERA Tech Specialist Mike Caruso has over 50 years
of engine rebuilding and high-performance
buying a copy for my own library. visual and enjoy and learn from well-done experience. An ASE-certified Master Machinist, Mike
(Printed in 2011 by SA Design #204; pictures. (Printed in 2012 by SA Design came to AERA from FEL-PRO’s high-performance
ISBN ID# 978-1-934709-47-4) #194; ISBN ID# 978-1-934709-34-4) R&D and tech line, where he worked for 11 years.

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AERA – Engine Builders Association

500 Coventry Lane, Suite 180
Crystal Lake, IL 60014 U.S.A.
toll-free 888-326-2372 / 815-526-7600
fax 888-329-2372 / 815-526-7601
www.aera.org • email: info@aera.org



AERA ONLINE TRAINING

REGISTRATION FORM
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COMPANY NAME AERA ID NUMBER:
COMPANY ADDRESS
CITY, STATE, ZIP
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If paying by credit card, please fax completed registration form to AERA

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

AERA ONLINE
TRAINING
The information in
this program is
presented from the
Cylinder Head & Machinist Certificate Program view of engine
machine shop
• AERA now offers a comprehensive online training program (not just a test) leading to diploma-quality certificates in
operations. Basic
Cylinder Heads and Engine Machinist. Technicians who successfully earn either certificate will hold proof that they
procedures are
have an elevated understanding of machining fundamentals, measuring tools, shop safety, fasteners, engine theory,
engine diagnosis, engine disassembly, component cleaning, inspection, crack detection and repair, component selected from those
reconditioning and cylinder head and block resurfacing. with wide industry
• Each program is an online, self-paced course with up to one year to complete. Gary Lewis’ book, Automotive acceptance and
Machining & Engine Repair, will be included with the $150 registration fee. Everything a technician will need is represent well-
contained in the program with video clips and supplemental readings at key locations within the program. balanced and
The book will be used as a syllabus when not online. competent “state of
the art” practice.
– Gary Lewis,
To find out more about the AERA certificate program, call AERA at 815-526-7600, ext. 202 and ask for Karen Tendering Instructor and Author
— or email karen@aera.org. Karen can answer all your questions and when ready, register you to begin the program.
To register immediately, please fill out the form on the opposite page and return to AERA.

toll-free 888-326-2372 / 815-526-7600
fax 888-329-2372 / 815-526-7601

tech
TB 2580
Internal Engine Noise Or Damage After Oil Filter
Replacement on 2004-2010 3.0 & 3.6L GM Engines
The AERA Technical Committee offers the following information
regarding internal engine noise or damage after oil filter
replacement on 2004-2010 3.0 & 3.6L GM engines. Oil filter
misapplication may cause abnormal engine noise or internal
damage.
There has been some copies of name brand parts in some
aftermarket parts systems. Always ensure that the parts you
install are from a trusted source.
Improper oil filter installation may result in catastrophic
engine damage. Some aftermarket oil filters share the outside
dimensions of factory equipment and AC Delco service filters.
Though they look the same, these filters do not meet GM
specification and function requirements.
The following information is supplied by GM for proper
diagnostics.
Engine Ticking Noise In Valve Train

First, the location of the tick must be determined (exhaust or
intake, front or rear engine bank). Using a suitable listening TB 2580, Figure 1: Inspecting SHLA for aeration.
device such as chassis ears or a stethoscope can determine the
location of the ticking noise.
1. Does the noise only come from one bank location (intake
or exhaust lifter area)?
2. If the noise is in one bank location, then the oil galley
lubrication hole may be obstructed with foreign material.
3. When the location is determined, the technician should
remove the valve cover and inspect the lifters for aeration.
Remove the stationary hydraulic lifter assemblies (SHLA) for the
suspect location / cylinder. For Example; Bank 2 Cylinder # 1 A
& B exhaust lifters are making noise. Inspect the lifters for the
presence of oil. If oil is present, SHLA will be pumped and hard
to compress. If aeration is present, the lifter will be spongy. Test
by trying to compress with your fingers or a suitable tool.
4. Spongy SHLA (lifters) mean aeration and obstruction to
flow oil to SHLA is present. Reference the oil lubrication
description document in SI for details of system operation.
Inspecting SHLA For Aeration
5. (A) Bank 1 (2, 4, 6) Reference 1-Intake oil galley for lifters,
Reference 2-Camshaft Actuator (Phaser) Oil Galley, Reference 3- TB 2580, Figure 2: A Bank 1 cyls 2, 4, 6.
Exhaust Oil Galley for Lifters.
(B) Bank 2 ( 1, 3, 5) Reference 1-Intake oil galley for lifters,
Reference 2-Camshaft Actuator (Phaser) Oil Galley, Reference 3-
Exhaust Oil Galley for Lifters. An obstruction to oil flow is
present at the engine block deck passage under the head gasket
for lifter oil pressure. The passage is the location in the front
engine block deck. The oiling passage can be identified as a hole
with eye brows cut to each side.
A Bank 1 (2, 4, 6)B Bank (1, 3, 5)

1 – Intake Oil Galley For Lifters1 – Intake Oil Galley For
Lifters; 2 – Camshaft Actuator (Phaser) Oil Gallery2 –
Camshaft Actuator (Phaser) Oil Gallery; 3 – Exhaust Oil
Gallery For Lifters3 – Exhaust Oil Gallery For Lifters.
6. One example of obstruction is shown in Figure 4. Filter

media material plugging the 2mm lubrication passage hole
creating aeration in the exhaust lifter oil galley. The obstruction TB 2580, Figure 3: B Bank 3 cyls 1, 3, 5.

TB 2580, Figure 4: Oil filter media obstruction on right.
TB 2580, Figure 8: Failed filter media and relocated debris.
TB 2580, Figure 5: Connecting Rod Bearing welded to shaft.
TB 2580, Figure 9: Failed drainback valve (1), new (2)
can be filter media material or an orange silicone rubber material.

(The example shown is filter media.)
7. Engine oil passages will have to be cleaned of aftermarket
filter media debris or orange silicone rubber.
Engine Knocking / Piston Skirt Knock

1. One source for oil starvation is due to aftermarket oil filter
anti-drain back valves deterioration. Orange silicone rubber
material has been found in many cases of oil starvation
underneath the main and rod bearings, with material contained in
the oil lubrication galley in both blocks and crankshaft
lubrication holes. The orange silicone rubber is from aftermarket
oil filters anti drain back valve assembly, which is located under
the filter media and above the screw on the base. Orange silicone
rubber is not used in the assembly of the High Feature V6 as well
as most GM engine applications. Examples are below.
TB 2580, Figure 6: Orange silicone obstruction oil flow.
Rod Bearing Welded To Crank (1)
Orange silicone rubber obstructing the oil flow to the main and
rod bearings the engine block webbing (1). Piston Cooling Jets
(2) Silicon rubber found in the rod and main bearing and in the
piston skirt squirters (1) Squirter removed to show obstruction
material.
Example of Aftermarket Filter Failures

First do a general inspection for possible source. With the metal
can cut off, you can see detail of media failure.
This is an oil filter that is teardown. The left (1) shows a part
removed from a failed engine oil main bearing gallery. The right
one (2) is a new seal removed from a new aftermarket filter. This
is what a drain back valve looks like prior to failure.
Conclusion
Repair as necessary to remove filter media/debris from oil galleys
TB 2580, Figure 7: Piston Squirter Oil Galley obstructed. and piston squirter sprayer in the cylinder block. Repair and/or

tech
replace damaged engine components as necessary.
Engines today require oil filters that can meet the challenges
of today’s oil filtration systems, engine oil pressure requirements
(both hot and cold) and Oil Life Monitoring systems. Improper
oil filter usage may result in catastrophic engine damage or
failure.
TB 2581
Prolonged Cranking Condition On 1998-2000 Isuzu
2.2L HEC Engines
TB 2582, Figure 1: Checking stopper spring cap for damage
regarding a prolonged cranking condition on 1998-2000 Isuzu
2.2L HEC engines. This condition may occur because of a time-
out circuit used in the PCM software in Rodeo and Amigo
vehicles built during 1998-2000 using the Isuzu 2.2L HEC
engine.
All 1998-2000 Rodeo (UE) and Amigo (UA) models with
2.2L HEC engine, has software installed in the PCM which uses
a time-out circuit to reduce emissions and fuel soak. If the vehicle
is started cold, and shut down within 10 to 30 seconds after the
initial start-up, the timeout software does not allow injection
pulse for an extended period of time.
On 1998 and 1999 models with 2.2L 4 cylinder HEC engines,
the time-out period with no injection pulse can be up to 8
seconds. On 2000 models with 2.2L 4 cylinder HEC engines, the
TB 2582, Figure 2: Checking notch alignment in variable valve timing actuator
time-out period can be up to 5 seconds. To confirm this
condition, disconnect any injector connector and install an
Turn the camshaft counterclockwise to align the notches on
injector noid light tester across the connector and watch for an
the variable valve timing actuator. With the notches aligned, turn
on/off pulse. When the injector pulse width is 0 ms, the injector
the camshaft clockwise 90°. Check notches again. If they are
noid light will not flash.
aligned correctly, there is nothing wrong. If the notches are
The injector pulse width is 0 ms after the startup time has
misaligned, replace the variable valve timing actuator.
been exceeded during cold restart. It is imperative not to attempt
Caution: If any parts are damaged or missing, remove the
any repairs for this condition and to verify the condition.
front cover to inspect the timing and oil pump chains and all
related components for damage as a result of loose parts. If loose
parts cannot be located in the timing chain area, it will be
TB 2582 necessary to remove the oil pan to remove loose parts. Replace
Ticking Noise Upon Start-Up on components as necessary.
2006-07 Mazda 2.3L Engines
regarding a ticking noise upon start-up on 2006-07 Mazda 2.3L TB 2583
engines. When the engine is first started, some vehicles may Balancer Unit Assembly Installation on
exhibit a loud ticking noise coming from the variable valve 2003-08 Ford/Mazda 2.3L Engines
timing.
The cause of this problem seems to be lock pin of the variable
regarding balancer unit assembly installation on 2003-08Ford/
valve timing actuator that is not fully engaging. To cure this
Mazda 2.3L engines. There seems to be some confusion on
problem, heat treating the locking pin has now been added timing of the balancer unit assembly and Mazda offers the
around the hole of the variable valve timing to prevent this from following information to time the balancer unit assembly
happening. correctly.
To repair this problem, inspect the variable valve timing
actuator for damage around the stopper spring cap (A) or a Balancer Unit Assembly Installation
missing stopper pin cap (B), shown in figure 1. Confirm by visual inspection that there is no damage to the
Turn the crankshaft clockwise so that the notches on the balancer unit gear and verify that the shaft turns smoothly. If
variable valve timing actuator can be checked. If the notches are there is any damage or malfunction, replace the balancer unit.
aligned together, (A) there is nothing wrong. If the notches are
misaligned (B), follow the procedure below for checking CAUTION: Due to the precision interior construction of the
alignment again, shown in figure 2. balancer unit, it cannot be disassembled.

Install the SST balance shaft stop tool as shown in the

Figure 1. Turn the crankshaft clockwise the crankshaft is in
the No. 1 cylinder TDC position (until the balance weight is
attached to the SST). Install the adjustment shim to the seat
face of the balancer unit.
With the balancer unit marks at the exact top center,
assemble the unit to the cylinder block as shown in Figure 2.
After the unit timing marks are set to the top, set the SST as
shown in Figure 3 and then measure the gear backlash using
a dial gauge. For an accurate measurement of gear backlash,
insert a small pry bar into the crankshaft No. 1 balance
weight area and set both the rotation and the thrust direction
with the pry bar, using a prying action front to rear as shown
in the Figure 4.
TB 2583, Figure 1: Installing SST Tool
Let us straighten your logistics out.

TB 2583, Figure 2: Unit Mark Top Center
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TB 2583, Figure 3: Checking Gear Backlash

tech
TB 2584
Oil Pump Sprocket Bolt Removal Caution on 2007-
10 Nissan 1.8L Versa MR18DE Engines
regarding the oil pump sprocket bolt removal on 2007-10 Nissan
1.8L Versa MR18DE engines. Improper removal of the bolt
could cause damage to the crankshaft sprocket.
TB 2583, Figure 4: Prying Back & Forth
Checking Gear Lash

If the backlash exceeds the specified range, measure the backlash
again using the adjustment shim selection table, shown below,
and select the proper shim according to the following procedure.
When measuring the backlash, rotate the crankshaft one full
rotation and verify that it is within the specified range at all of
the following six positions: 10°, 30°,100°,190°, 210°,
280°ATDC. Value range per shim 0.005 - 0.101 mm {0.00019 -
0.0039 inch}. Using master adjustment shim (No.50), assemble
the balancer unit to the cylinder block, then measure the
backlash. Select the proper adjustment shim according to the
measured value. Install the selected adjustment shim to the
balancer unit and then assemble the balancer unit to the cylinder
block.
TB 2584, Figure 1: Broken oil pump sprocket from impact use.
TB 2583 – Adjustment Shim Selection Table
Proper removal of the oil pump sprocket bolt is to use hand

tools; never use an impact. If an impact or other power tool is
used, the crankshaft sprocket may break as shown in Figure 1
(above).
Nissan suggests always using hand tools with a backup
wrench as described in the procedures listed below. Following the
procedures listed will not damage the crankshaft sprocket when
removing the oil pump sprocket bolt.
TB 2584, Figure 2: Use both a breaker bar and wrench.
• Use a socket and a “breaker bar” on the bolt. Always use a

backup wrench on the “Width Across Flat” (WAF) are of the oil
pump shaft as shown in Figure 2 (above).

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DESIGNED FOR USE IN THE MOST DEMANDING ENVIRONMENTS
TB 2584, Figure 3: Closeup of backup wrench.
• Close up picture of using a backup wrench on “Width

Across Flat” (WAF) area of the oil pump shaft is shown in
Figure 3 (above) and Figure 4 (below).
62958 Layton Ave, Ste. 4

1 800 367 1533 Bend, OR 97701 www.pushrods.net
TB 2584, Figure 4: Close up of wrench on pump flat.
TB 2585
Connecting Rod Breakage on All Acura Engines
Are you an
The AERA Technical Committee offers the following
information on connecting rod breakage on all Acura
engines. Connecting rods are specifically made to withstand
brutal forces and temperatures. Yet, every once in a while,
engine guy?
they bend or break and wind up as cool conversation pieces
for a coffee table or desk. We are! Contact us because we have the
For a connecting rod to bend or break, either the engine answers for engines. For more information,
must hydro-lock or the connecting rod bearings must fail. go online to www.aera.org or call
When troubleshooting a bent or broken connecting rod, toll-free 888-326-2372.
here’s some food for thought:
Hydro-locking is the number one culprit for connecting
rod breakage. It happens when the volume of liquid that’s
entering the combustion chamber (water or fuel) exceeds the
chamber’s volume. Since liquids don’t compress, the piston
stops before it reaches top dead center (TDC). But the
crankshaft keeps on turning from inertia, so as a result, the
connecting rod bends and gets shorter. With each Join today!
compression and power stroke, that rod flexes. You won’t Go to page 78 for a membership application.
always notice anything wrong, until it finally gives out and
breaks from metal fatigue.
Hydro-locking can happen if you’re driving through
deep, standing water that’s above the level of the air intake,

tech
or you’re driving fast enough through it to splash water over the Connecting rod bearings fail for lots of reasons. To find out
hood. It can also happen if you’re driving through deep, standing what really caused a rod bearing failure, you’ve got to take apart
water and someone driving the other way splashes water over all of the rod bearings and main bearings and compare them side
your hood. by side. If all or most of the bearings and journals show similar
Vehicles with cold air intake systems are especially vulnerable damage (scoring, exposed copper, or heat discoloration), the
to hydro-locking since the air filter is mounted down low to draw likely culprit is oil starvation, poor maintenance, customer abuse,
air from the bottom of the engine compartment or the front of or running the engine with an aftermarket power booster (a
the radiator. Water sucked into the air filter gets sucked right into nitrous oxide setup, supercharger, or turbocharger).
the engine. If just the bearing or journal for the failed rod looks bad, but
If you suspect hydro-locking, check to see if the air cleaner all the other ones look good (no scoring, exposed copper, or heat
element and air cleaner housing are wet. Often times, there’ll be discoloration) and the crankshaft journals are smooth with no
dirt or mud from the road deposited on the inlet side of the air heat discoloration, then that particular bearing/clearance would
cleaner element or even in the intake air duct. be suspect.
Keep in mind, hydro-locking isn’t a manufacturing defect so
it’s not covered by warranty. If hydro-locking is the problem,
your service client needs to contact his or her insurance provider;
it’s considered accidental damage.
TB 2586
Crankshaft Removal Caution For 2008-2010 Ford
Although it’s rare, sometimes a bad ECM/PCM or fuel
injector can cause too much fuel to enter a cylinder, causing 6.0L VIN P Diesel Engines
hydro-locking and resulting in a bent rod. Before that happens, The AERA Technical Committee offers the following information
though, there are usually some sort of drivability problems that regarding crankshaft removal for 2008-2010 Ford 6.4L VIN R
crop up and remain after the engine is fixed. diesel engines. This information should be considered any time
A bent connecting rod might not show any symptoms until it service work is related to the crankshaft, including clutch and
actually breaks. But a sure-fire indicator is the carbon line it transmission work.
leaves on the cylinder wall. A normal connecting rod leaves a This engine uses additional components for the crankshaft
carbon line that’s about 6 mm deep. A bent connecting rod, since assembly. Those components are; a flywheel front adapter,
it’s shorter, leaves a second carbon line that’s even deeper. located between the flywheel/flexpate and crankshaft as well as a
separate bolt-on rear flange. The rear flange SHOULD NEVER
BE REMOVED from the crankshaft. This rear flanged is secured
to the crankshaft by six mounting bolts and also provides a
concentric rear main seal surface for the seal. If the flange is
removed, the orientation will be upset and reestablishing it 100%
may not be possible by simply bolting it up.
An incorrectly installed rear flange piece will be off the center-
line of crankshaft, which will increase flywheel round out and
cause engine vibration. Other complications may include oil
leakage, seal damage and possible transmission front bushing
wear.
The rear flange is part of the crankshaft manufacturing
process and not intended for service replacement.
TB 2588
Steel Compression Rings with
Reduced Radial Wall Thickness
TB 2585, Figure 1: Bent connecting rod from hydro-lock. The AERA Technical Committee is advising that some piston ring
manufacturers have modified the composition of their top
compression rings. MAHLE Clevite is transitioning its popular
original ring sets from a grey cast iron top ring to a carbon steel
top ring. The advantages include; 35% more strength, 30% less
weight and double the resistance to side wear which is a common
problem on late-model engines.
Since the steel is 35% stronger than cast iron, we can achieve
the same ring tension with 35% less weight. That weight savings
is made by reducing the radial wall thickness of the steel ring.
The net result is a ring that’s lighter, so it has a higher
effective RPM potential, stronger - so that it weathers the abuse
of today’s high output engines better, and actually seals better
because the reduced radial wall allows it to conform to the
TB 2585, Figure 2: Left side normal, right side abnormal. cylinder wall better.

Having said all that, there’s some additional explanation

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

tech
Most original equipment and aftermarket side clearance
specs are in the .0015" - .0025" range. For our regular, non-
racing, customers; changing from a cast iron top ring to a
steel top ring won’t cause any adverse effect at all from the
increased back clearance because the side clearance is
adequate to allow the gas movement. Remember, we have
hundreds of cc’s of gas to fill the very small amount of space
change.
The performance engine builders are a different story, but
they take care of the issue with custom groove specs. The
MAHLE original performance ring catalog supplies radial
wall specifications for every ring for just that reason. Many
of the true high performance engine builders specify ring
grooves with less than .001" side clearance, but they add gas
ports, small channels drilled in the piston, either from the
top or side of the piston, to give a direct path for those
combustion gasses to get directly to the back side of the ring.
The engine doesn’t care how the gases get back behind the
ring, it only cares that it does, and in enough volume and
pressure to do the job.
In summary, you can replace cast iron top rings with
carbon steel, get all the benefits we’ve talked about in this
article, and rest assured we’ve done our homework on the
engineering side!
AERA Technical
Bulletins also
available online
AERA mails Engine Professional magazine
quarterly. The technical bulletins in English
and Spanish can be found online at
www.aera.org — as always, if you have any
questions or if you need technical support
send an e-mail to info@aera.org.
AERA estara enviando la revista, Engine

Professional trimestralmente. Los boletines
técnicos en Español e Ingles se pueden
encontrar en la pagina web de AERA,
www.aera.org — como siempre, si tienen
preguntas o si necesitan ayuda técnica
comuníquese con Yolanda o envíe un correo
electrónico a yolanda@aera.org.
www.aera.org/ep


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CAMO CAPS
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• AERA Camo Cap: 10131002
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toll-free 888-326-2372 / 815-526-7600
fax 888-329-2372 / 815-526-7601

EP Q2-12 74-80_Layout 1 4/19/12 12:53 PM Page 75
MARKETPLACE
YOUR AD HERE
Business Card Ad (3.5" x 2")
1x Rate $200 / 4x Rate $170
For more information, see the MARKETPLACE Ad Form
on the following page. To advertise in MARKETPLACE,
you must be an AERA member.
YOUR AD HERE
1x Rate $200 / 4x Rate $170
YOUR AD HERE
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MARKETPLACE
Attention AERA Members! Advertise your business card with Engine Professional magazine
and capitalize on the fastest growing hardcore engine publication in the aftermarket…
MARKETPLACE Business Card Ad (3.5" x 2") Four times a year,

is for AERA over 15,000
members only. 1x Rate $200
copies of Engine
It will be featured in 4x Rate $170
Professional are sent
every issue of
All ads run full color at no extra charge. to an audited list of
Engine Professional To advertise in this section, you must be an AERA member.
magazine. engine professionals.
For details on how to join, visit www.aera.org.
“Marketplace” Business Card Ad Order Form

Name:
Company: AERA ID #:
Address:
City, State, ZIP:
Phone: ( ) Fax: ( )
E-mail:
Rate $____________ x # of insertions ______ = Total $__________________ NOTE: Mail business card with payment to Karen@ AERA or e-mail artwork
(JPG or PDF) to AERA creative director: maria@mcreative.us
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Questions? Please contact Hal Fowler 404-427-0171 / hal@fowlersales.com
Jim Rickoff 507-457-8975 / jimrickoff@gmail.com — or, call AERA toll-free 888-326-2372 or 815-526-7600.
E-mail artwork to — maria@mcreative.us

AERA is a network of professional

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

AERA MEMBERS
New Credit Card Processing through TSYS An AERA membership also gives you:
Low member-only processing rates through TSYS (a top-ten
processor), electronic check services, free online reporting, • Toll-free technical support
all major credit card and debit cards, gift and loyalty • Specialized engine specification software
programs. Any member who does a cost comparison with • Four engine specification manuals and
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AERA carries a variety of high-quality shop supplies, unique
Join today!
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ELIGIBLITY REQUIREMENTS: Applicant should be a proprietorship, partnership or corporation that has adequate automotive shop
equipment and performs either engine machining, engine modification, engine assembly or engine installation and whose principal business
serves the automotive, truck, tractor, marine, diesel and other classes of retail, industrial and commercial accounts and not primarily sell used
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1. Please remit a sheet of company letterhead, company business card or company invoice with application.
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COMPANY INFORMATION
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Contact Person (one name only)
Business Address
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Phone Fax
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Please check the appropriate categories for listing

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Select the appropriate personnel category for your shop.
■ AF – Foreign, motorcycle and small engine rebuilding
■ AH – High-performance engine rebuilding Number of shop personnel:
■ AL – Drive line rebuilding ■ 1 - 3...........................................................$342
■ AM – Marine engine rebuilding
■ 4 - 8...........................................................$419
■ AP – Production engine rebuilding (100+ per month)
■ 9 - 24.........................................................$541
■ AY – Cylinder head rebuilding specialist
■ 25 or more ...............................................$639
■ AI – Engine installation
■ Other
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please give this application to a friend. Call AERA toll-free 888-326-2372 (or direct 815-526-7600) with any questions.

ADVERTISER INDEX
Access Industries ...........................................................5
AERA ..............................................59, 62-63, 74, 77-78
ATI................................................................................29
Comp Cams.................................................................53
NEW CTP / Costex Tractor Parts ...................inside back cover

CWT Industries...............................................................1
DNJ Engine Components ...................outside back cover
Durabond .......................................................................7
monthly Elgin .............................................................................13

Endurance Power Products .........................................23
EngineLabs.com (Power Auto Media)...........................67
Enginequest .................................................................49
payment ESCO Industries...........................................................27

Federal Mogul / Sealed Power .....................................15
Fluidampr .....................................................................71
Fowler Sales & Service.................................................48
options FreightQuote.com ........................................................67

Goodson ......................................................................42
Hastings ................................................inside front cover
IMIS .............................................................................35
Jamison .......................................................................43
Joe Baker Equipment Sales .........................................52
AERA now offers monthly installment Joe Gibbs Racing.........................................................72
payment options for your L.A.Sleeve ....................................................................72
MAHLE Clevite .............................................................37
annual AERA membership and Maxiforce .....................................................................25
PRO-SIS support fees. Melling..........................................................................21
PEP........................................................................32, 36
• Credit card QualCast ......................................................................30
Quality Power Products................................................17
• Direct withdrawl from
Regis..............................................................................9
bank account Rottler ..........................................................................80
S.B. International............................................................3
There will be no additional fees if you Safety Auto Parts .........................................................33
elect to pay monthly. Smith Brothers .............................................................69
Sunnen ........................................................................19
Example: A small (1-3 man) shop pays Superflow.....................................................................47
Topline ....................................................................60-61
an annual rate of $342 or $28.50 per month
Tracto-Parts Center......................................................73
for 12 months (credit card or direct withdrawl TSYS Merchant Solutions.............................................31
from bank account). Vibratech......................................................................39
For more information, call Karen

at 888-326-2372 or ADVERTISING
e-mail karen@aera.org. OPPORTUNITIES
Get your advertising message directly into the shops who are build-
ing, rebuilding and installing engines professionally by advertising in
Engine Professional magazine.
Engine professionals worldwide will receive this full-color publication
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contributions from industry professionals.
AERA – Engine Builders Association Over 15,000 copies of each issue of Engine Professional will be
500 Coventry Lane, Suite 180 mailed to an audited list of engine professionals comprised of engine
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fax 888-329-2372 / 815-526-7601 Ad Sales • Hal Fowler: 404-427-0171
www.aera.org • email: info@aera.org hal@fowlersales.com
• Jim Rickoff: 507-457-8975
For ad payment, circulation, membership information:
Call AERA toll-free 888-326-2372 or 815-526-7600.



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