Engine Builder, July 2014

EngineBuilderMag.com

SERVING ENGINE BUILDERS & REBUILDERS SINCE 1964

2014JULY

C1 Cover 7/15/14 11:04 AM Page c1

Circle 2 on Reader Service Card for more information

C2Access_Layout 1 7/15/14 10:17 AM Page c2


01 DJN_Layout 1 7/15/14 10:27 AM Page 1

2 July 2014 | EngineBuilder

ENGINE BUILDER founded Oct. 1964Copyright 2014 Babcox Media Inc.

ENGINE BUILDER (ISSN 1535-041X)(July 2014, Volume 50, Number 07): Published monthly by Babcox Media Inc., 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874. Periodicalpostage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Send address changes to ENGINE BUILDER, 3550 Embassy Parkway, Akron, OH 44333.A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, Ext. 275, to speak to a subscription servicesrepresentative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89 for one year.Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via air mail: $129 for one year. Payable in advance in U.S. funds. Mail payment to EN-GINE BUILDER, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted. Publisher reserves the right to reject any subscription that does not con-form to his standards or buying power coverage. Advertising which is below standard is refused. Opinions in signed articles and advertisements are not necessarily those of thismagazine or its publisher. Diligent effort is made to ensure the integrity of every statement. Unsolicited manuscripts must be accompanied by return postage.

COVER DESIGN BY NICHOLE ANDERSON

Con

tent

s 07

.14 Features ON THE COVER

Chevy’s Stroker EnginesChevy’s 348 and 409 ‘W’ motors have managed tokeep their popularity going. In fact, such a high numberof quality parts are being made today for these motorsthat they may even be more popular than ever. Enginebuilders can assemble a 409, 509 or even a 609-inch Wmotor. So, it makes sense that with all those parts,there are a surprisingly high number of stroker combosavailable. Read how Strokers are ‘staying on track.’

32

Cutting Tools and AbrasivesWhen it comes to machining late-model engines or doing

high performance work, tolerances and finishes often have to

be much tighter and smoother to meet OE-specifications.

Consequently, you need up-to-date equipment and tooling

that can hold close tolerances and deliver high quality finishes

Cummins Diesel ISX EngineThe Cummins ISX engine is one of the workhorses of the

Cummins brand. They are a dominating factor in power

generation applications, mining and industrial settings. Since

2013, Cummins ISX engines have been equipped with on-

board diagnostics which monitor emissions output and

maximizes engine efficiency. See what makes these engines

Buying Diesel PistonsDiesel engines are high compression, high heat engines that

demand a lot from their pistons. Their compression ratios

improve thermal efficiency and fuel economy, but create more

pressure. Diesel pistons also have to contend with more heat

than gasoline counterparts. Read what makes a piston

ColumnsCarley’s Corner ............................4By Larry CarleyPreventing flat tappet cam failures

Tales From The WD ......................14By Dave SuttonComebacks: What do we do when we have a failure?

Fast Lane......................................20By Jim ‘Animal’ FeurerKeeping cylinders round and un-cracked

Memory Lane ..............................68By Randy RundleThe beginning of a life long friendship with “Speedy” Bill Smith

DEPARTMENTSIndustry News & Events ............................................6Shop Solutions ..........................................................12Rebuilder Profile - Blake’s Remanufacturing..............78On the Road ..............................................................812014 Supplier Spotlight..............................................83Cores/Classifieds/Ad Index ........................................86NASCAR Performance................................................88

26

50

60

2 Contents 7/15/14 11:12 AM Page 2


03 SB International_Layout 1 7/15/14 10:40 AM Page 3

Flat tappet cams, with either solidor hydraulic lifters, arecommonly used in many street

and performance engines. It's asimple design that works well,provided there's adequate lubricationbetween the lifters and cam lobes toprevent wear that can wipe out a camand/or lifters.

The problem is today's motor oilscontain much less ZDDP anti-wearadditive than in years past. Most oilscontain less than 800 parts per million(ppm) of ZDDP to comply withemission requirements, because ZDDPthat finds its way into the exhaust canshorten the life of catalytic convertersand O2 sensors.

Reducing ZDDP in motor oil doesnot create a wear problem for engineswith roller cams or overhead camsbecause there is much less frictionbetween the cam and lifters or valvefollowers than in a flat tappet engine.Oil companies say today's low ZDDPmotor oils also provide adequateprotection in older engines with flattappet cams – provided the engine hasstock valve springs. But the lowerZDDP levels have often proven to bewoefully inadequate in engines withflat tappet performance cams and stiffervalve springs.

The small contact patch betweenthe cam lobes and lifters is the highestpressure point inside the engine. Ifthere is insufficient oil between thecam lobes and lifters and/or the oillacks sufficient levels of anti-wear

additive, the cam lobes and/or liftersmay suffer the consequences.

One way to address this issue is touse a ZDDP crankcase additive to addextra anti-wear protection to the oil, orto use a diesel oil, street performance oilor racing oil that contains 1500 ppm ormore of ZDDP.

The risk of flat tappet cam and lifterfailure can also be minimized by usinglifters that are made of high qualitymaterials. The metallurgy in some lowcost imported lifters won't hold up overtime.

Equally important is the crownfinish on the bottoms of the lifters. Thebottom of a flat tappet lifter isn'tperfectly flat. It has a slight crown thatis .0015 to .0025 inches higher in thecenter than around the edges. Thecrown helps the lifter rotate as it rideson the cam lobe (which has a slighttaper to one side).

On high revving engines withextremely stiff valve springs, a slightlylower crown (.0007 to .0012 inches) maybe recommended. The bottom of thelifter also needs to be relatively smooth(but not polished) because a smallamount of texture helps the oil spreadacross the surface. Hand polishing thebottom of lifters can often ruin theproper contour of the crown.

EDM LiftersAnother way to assure good lubricationbetween a flat tappet lifter and cam lobeis to create a small hole in the bottomcenter of the lifter. This allows oil insidethe lifter to dribble through the hole tomaintain a thin film of oil between themoving parts.

The size of the oil typically rangesfrom .015 to .026 inches in diameter, andis created by using an electric dischargemachine (EDM) to burn the holethrough the lifter.

When done right, EDM lifters canprovide an extra measure of protectionin demanding applications. But if doneincorrectly, they can cause problemsdown the road.

The right way to manufacture anEDM lifter is to burn the hole in thebottom of the lifter BEFORE the lifter isassembled and finished. The bottom of

the lifter can then be ground before thelifter is cleaned, assembled and put inthe box.

The quick and dirty way to make anEDM lifter (which is the WRONG way)is to take an assembled lifter out of thebox, burn the hole through the bottomof the lifter, buff it up a bit and stick itback in the box without disassemblingor cleaning it.

The debris from the EDM holeburning process remains inside thelifter, which means the debris canmigrate out of the lifter when the lifteris installed in the engine. The debrismay travel up the pushrods anddamage the rocker arms, it can exit thelifter and damage the cam lobes orbearings, or it may even plug up the oilhole itself negating the function of thehole that was created to improvelubrication.

One lifter supplier showed us theconsiderable amount of debris thatcame out of a set of EDM lifters thatwere made the wrong way. Enginebuilders who are buying and installingthese improperly made EDM liftershave no way of knowing the lifterscontain debris inside.

So, if you are not buying EDM liftersfrom a supplier who is making themthe right way, you'd better disassemble,inspect and clean every lifter before youinstall them.

Another alternative to EDM lifters isto use lifters that have had three evenlyspaced flats machined vertically alongthe sides of the lifter body. The flatsallow a small amount of oil to flowdown the sides of the lifter for extralubrication to the cam.

Finally, it goes without saying toalways use a high pressure assemblylube on the cam lobes and lifters whenbuilding the engine. Assembly lube willstick to the parts much better than oil,and provide protection during thecritical break-in time. ■


Preventing Flat Tappet Cam Failures

Car

ley’

s C

orne

r

TECHNICAL EDITOR Larry Carley

This pile of debris is whatwas found inside a brandnew set of EDM liftersthat were neverdisassembled or cleanedafter the oil holes wereburned in the bottoms ofthe lifters.

4 Carleys Corner 7/15/14 11:55 AM Page 4


05 Liberty_Layout 1 7/15/14 10:43 AM Page 5

Getting “Pumped” ForPending SaleSchumann’s Sales & Service isSelling its Wet Sump Oil PumpProgramBy Greg Jones, managing editor

Verne Schumann has beenaround racing since the mid-‘50s. He knows a thing or twoabout the industry and sodoes his business,Schumann’s Sales &Service, Inc., an engineparts supplier located inBlue Grass, IA, which

Verne founded in 1970. Now, nearly 45 years later,

Verne and his wife are beginningto ponder life after business andare putting the company’s wetsump oil pump program up forsale.

Since 1970, Schumann’s hassupplied the industry throughhigh performance, OE rebuilders,AERA rebuilders, Ag manufacturers,and the Big 3 car manufacturers.Aside from dealing in oil pumps,Schumann’s also offers valve trainparts, gaskets and piston rings, butthose areas of the business won’t beup for sale for another year or so.

Verne and Schumann’s Sales &Service got seriously involved in oilpumps about five years ago, andwithin the past three years thecompany has gained a good chunkof market share. Technology-wise,Schumann’s holds numerouspatents, has patents pending andpatents applied for.

When Verne and his companyanalyzed the oil pump industry, theylooked at both wet sump and drysump. Dry sump oil pump systems,however, only constituted about 10percent of total racecars nationwideand there was a lot of competition inthe market. Wet sump oil pumpswere in 90 percent of the racecarsrunning and the market only hadone major player involved. “Idecided to go wet sump,” Vernesays.

When Verne analyzed the wetsump industry, it was real evidentthat over half the sales were smallblock Chevys. The small blockChevy, when it was invented in 1953,had a couple things that were

inefficient within the oil pumpportion of the engine.

No. 1, the inlet of the oil pumpinto the valve plate came in belowthe gears where it should come intothe pump at gear level.

No. 2, the ability of the bypassvalving system was inadequate on apercentage of volume to properlyaddress the pump function.

Schumann’s wet sump oil pumpprogram resolved those issues withits dual feed pump, which is apatented product. The oil entersthrough two passageways – one tothe bottom of the gears, which istraditional, and the other 50 percentof the oil comes into the side of thegears.

“That’s been one of our mainstayproducts and it completelyeliminates cavitation and aeration sothat pump demand doesn’t outruninlet supply,” Verne says. “That’swhy we dominate with that pump.And with our pump the inlet isstandard industry so you don’t needto buy a special pan or pick-up touse our pump.”

In addition to its dual feed oilpump, Schumann’s has a patentedenergy recovery system in which ittakes disposable oil that has beenpressurized and compressed oncealready, and through a modulationsystem, puts that oil back into theintake stream and turbochargers thatintake stream.

The amount of oil bypass istypically between 20 and 40 percentin a regular pump, so thatpercentage of compressed oilarriving back into the intake streamalready predispositioned at thatvolume and pressure creates asavings of 20 to 40 percent on the

input effort required to get the nextvolume of oil back out.

“People are amazed when theyrun our energy recovery pump on atest stand how easy it turns over,”Verne says.

Schumann’s produces a nationalproduct for national exposure fornational acceptance through nationaldistributors. Through all of thecompany’s endeavors Verne says ithas probably developed and broughtto market 25 industry firsts. Over thepast couple years the company hasproven it can compete in the oilpump industry. “We have our fairshare of the market place today andwe have a larger share oftechnology,” Verne says. “In the lastthree years we’ve been a strongplayer.”

In an ideal world Verne is lookingto sell Schumann’s in amerger/acquisition scenario wherethe business could double or triple insize, but would consider cash offers.The wet sump oil pump programrequires 3,000 to 4,000 sq. ft. of floorspace and Verne would like to keepthe current sales force and


gFollow us onIn

dus

try

New

s

August 28-September 2NHRA Chevy Performance US NationalsIndianapolis, INwww.nhra.com or 317-718-8750

October 28-30Engine ExpoNovi, MIwww.engine-expo.com

November 3-6AAPEX 2014Las Vegaswww.aapexshow.com

November 4-72014 SEMA ShowLas Vegaswww.semashow.com

For more industry events, visit our website at

www.enginebuildermag.com or subscribe to

www.aftermarketnews.com.

Industry Events

6-10 News July 7/15/14 11:54 AM Page 6


07 Scat_Layout 1 7/15/14 10:39 AM Page 7

distributors in place and add on tothem.

“In our industry there is a goodmarriage out there for us, and we’regoing to try our best to make thebest decision for the oil pumpprogram,” Verne says. “It’s anopportunity for somebody to pick-up a very aggressive, turn key,dominant force in that segment withmodern technology and patents.”

For more information call 563-381-2416.

BorgWarner Awarded forTurbo TechnologiesBorgWarner Turbo Systems receivedan AutomotiveINNOVATIONS2014 Award during a ceremony heldrecently in Frankfurt, Germany.

Organized by the Center ofAutomotive Management (CAM)and PricewaterhouseCoopers,BorgWarner was honored in thePowertrain Technology category fora variety of turbochargingtechnologies, including regulated

two-stage (R2S) and three-stage(R3S) turbocharging systems andvariable turbine geometry (VTG)turbochargers.

CAM, an independent institutefor empirical research on automotiveand mobility issues in Bergisch-Gladbach, Germany, conducted theextensive study along withPricewaterhouseCoopers AG WPG, aconsulting and auditing firm. TheAutomotive Innovations Studyidentifies future trends andinnovation profiles of globalautomotive companies based ontechnical innovations in vehicles. Theawards were presented following acomprehensive analysis of severalsuppliers around the world.

BorgWarner’s turbochargingtechnologies also received a 2013Automotive News PACE Award anda 2013 Automotive News PACEInnovation Partnership Award for itscollaboration with BMW on the firstR3S turbocharging system for dieselengines, a 2012 PACE Award for itsVTG turbocharger with low-pressureexhaust gas recirculation (EGR)technology, and a 2008 PACE Awardand PACE Environmental Award forits R2S turbocharging technology.

Pulstar Pulse Plugs NamedOfficial Plugs Of SportscarVintage Racing AssociationThe Sportscar Vintage RacingAssociation (SVRA) has namedEnerpulse Technologies' PulstarPulse Plugs the “Official Plug” of theSVRA.

"SVRA is thrilled to announce ournew partnership with EnerpulseTechnologies and their Pulstar Pulsebrand,” said Tony Parella, SVRApresident and CEO. “The advancedtechnology of a pulsed power sparkplug is an exciting development inthe racing world. We are happy to

prove that a vintage car can stillbenefit from new technology.”

Pulstar Pulse Plugs PerformanceExpert Al Unser Jr. won the CharityIndy Legends Pro-Am Race with hisamateur partner Peter Klutt, as partof the three-day inaugural SVRABrickyard Vintage RacingInvitational at the IndianapolisMotor Speedway.

For more information , call 888-800-6700 or visit www.pulstar.com.

Caterpillar, ArgonneUndertake CooperativeVirtual Engine DesignCaterpillar Inc., in Peoria, IL, turnedto U.S. Department of Energy’sArgonne National Laboratory andits Virtual Engine Research Instituteand Fuels Initiative (VERIFI), whereexperts are developing new enginecombustion models that incorporateaccurate descriptions of two-phaseflows, chemistry, transportphenomena and device geometries toprovide predictive simulations ofengine and fuel performance.

Caterpillar and Argonne haveentered into a Cooperative Researchand Development Agreement(CRADA) along with ConvergentScience, Inc., in Madison, WI, tofurther explore ways to predict howthings work in diesel engineperformance and emissions beforeany experimental work is conducted.This is the first such CRADAundertaken by VERIFI since itsinception this spring.

Caterpillar anticipates thatsimulations developed by VERIFI’sresearchers will reduce the time andcost of the design cycle for newengines, allow the rapid adaptationof fuels from new sources and lead tosubstantial increases in fuel economywhile meeting future emissionsstandards.

Advances in high-performancecomputing enable VERIFIresearchers to run enginesimulations in parallel on thousands,or even hundreds of thousands ofprocessors. While efficient scaling ofengine simulations to such massivelyparallel machines remains asignificant challenge, suchcalculations will ultimately allow notonly the rapid engineering of specificengine designs, fuels and operation


Industry News gFollow us on

Circle 8 for more information

6-10 News July 7/15/14 11:54 AM Page 8

conditions, but also allow theiroptimization.

For more information, visitscience.energy.gov.

Jasper Opens AdditionalGas EngineRemanufacturing UnitJasper Engines and Transmissionshas expanded its Gas EngineRemanufacturing Division withinthe Jasper, Indiana facility. The Jasperfacility utilized four remanufacturinglines (called PODs) in which anengine went from a core, to afinished product, within oneremanufacturing unit.

Each POD has specific enginefamilies that it remanufactures. Thisallows each POD to becomespecialized with those enginefamilies, which helps Jasper producea quality product and produce itmore efficiently.

The need for a fifth POD wasrealized as early as November, 2013,as increased sales of Jasperremanufactured Ford modularengines (4.6L and 5.4L Triton V8 and6.8L V10) exceeded the Gas EngineDivision’s maximum production.

“We were selling 28 units per dayat the start of the year,” said RandyBauer, Jasper Facility Gas DivisionManager. “We’re currently averaging33 sales per day of these units. Wewere spending a considerableamount of overtime to produce theseunits. With this engine familyremanufactured in a separate POD,we’ll reduce the amount of overtimethat our associates are working, andat the same time improve theergonomic part of their work.”

The new POD, named POD 305,began gas engine remanufacturingon June 1 after months ofdevelopment, and the relocation of

Jasper’s Differential Division. A teamof associates handles engineremanufacturing duties within fiveareas: disassembly, prep and repair,head machining, block machiningand assembly/testing.

With the formation of the PowerDrive Transmission facility later thisyear, the Gas Division is anticipatingadditional floor space within theJasper Facility to transform theirexisting PODs in a similar fashion.

For more information,www.jasperengines.com.

Latest Powerplants to Pack a PunchThe much-anticipated HEMI Hellcatengine is Dodge and SRT’s first ap-plication of V8 supercharger technol-ogy, delivering an amazing 600-plushorsepower.

This supercharged 6.2-liter HEMIV8 Hellcat engine is the most power-ful V8 engine ever produced by theChrysler Group.

According to Chrysler, its break-through supercharged engine features a forged-steel crankshaftwith induction-hardened bearingsurfaces. The result is a crank sowell-engineered it can withstand firing pressures of 110 bar (1,595 psi)– the equivalent of five family sedansstanding on each piston, every tworevolutions. And its unique, speciallytuned crank damper has been testedto 13,000 rpm.

High-strength, forged-alloy pistons – developed using advancedtelemetry measurement – are coupledto powder-forged connecting rods

with high-load-capacity bushingsand diamond-like-carbon-coated piston pins.

The supercharged 6.2L HEMI(seen above) has premium-grade,heat-treated aluminum-alloy cylin-der heads that are optimized for su-perior thermal conductivity. And, itsdie-cast aluminum rocker covers arepainted HEMI Orange.

According to its engine designers,the blower used on the Hellcat israted at 2,380 cc per rev, and spins at14,600 rpm. The twin screw rotorshave a special coating to reduce cor-rosion and to be conducive to highertolerances and temperatures.

Air enters through a port near thedriver’s side marker light and isredirected through an 8-liter air boxbefore reaching the blower. Two airto water intercoolers, mounted onthe supercharger housing, offer sup-plemental cooling.

An integrated electronic bypassvalve regulates air boost, and a massive 92-mm throttle body controls the power. Fuel delivery ismanaged by half-inch fuel lines and

EngineBuilderMag.com 9

Industry News


6-10 News July 7/15/14 11:54 AM Page 9

600 cc/min fuel injectors.The Hellcat engine also uses a

high-tech lubrication system employ-ing a high-flow gerotor pump, oil-to-air heat exchanger and pistoncooling jets.

The race for higher productionhorsepower using supercharged engines has gained momentum.

In early June, General Motors announced its Corvette Z06’s LT4 supercharged 6.2L V8 engine is SAE-certified at 650 horsepower at 6,400rpm and 650 lb-ft of torque at 3,600rpm.

The new LT4 engine (seen here) isbased on the same Gen 5 small blockfoundation as the Corvette Stingray’sLT1 6.2L naturally aspirated engine,incorporating several unique fea-tures designed to support itshigher output and the greatercylinder pressures created byforced induction, including:

•Rotocast A356T6 aluminum cylinder heads thatare stronger and handle heatbetter than conventional alu-

minum heads;• Lightweight titanium intake

valves;• Machined, forged powder metal

steel connecting rods for reduced re-ciprocating mass;

• A high 10.0:1 compression ratio– for a forced-induction engine;

• Forged aluminum pistons with

unique, stronger structure to ensurestrength under high cylinder pressures;

• Stainless steel exhaust manifoldsand an aluminum balancer that arelighter than their LT1 counterparts,

• Standard dry-sump oiling system with a dual-pressure-controloil pump, and

• A new 1.7L supercharger thatspins at up to 20,000 rpm – 5,000 rpmmore than the supercharger on theCorvette ZR1’s engine.

Read more on these two engines, aswell as other news stories gearedtoward engine builders, atwww.EngineBuilderMag.com


Industry News gFollow us on


6-10 News July 7/15/14 11:54 AM Page 10


11 Elgin_Layout 1 7/15/14 10:39 AM Page 11

Organize and Save Organizing your parts inventory inyour shop, building or warehouse isdifficult whether it's a few pieces or afew thousand parts.

Start by thinking about what it'sgoing to take to find that part later on.Have an area set aside for just parts,arrange it in categories and decide ifshelves, wall hooks or a combinationwill work best. Because none of us aregetting any younger and the numberson the boxes seem to be gettingsmaller and smaller, we try to use thebottom shelf for only large boxes orover-stock items. There's nothingmore annoying than ordering a partand then finding you had one in acorner later on. So keep them closeand easy to find to save money andtime.

Ken MarlarSterling Engine PartsMinneapolis, MN

More on Cam Gear ClearancesI recently read a Shop Solution aboutusing a cam and cam gear to test forgear to block clearance on late, smallblock Chevys. For years we’ve used analuminum hub that's .002” under cambearing bore size so a guy can do itwhen the block is stripped and cleaned.We turned down the scrap aluminum

in our shop on the lathe, where it wasalso drilled and tapped. This can saveyou from damaging a new cam bearingand it is much easier to handle than agear with the camshaft hanging off of it.

Randy TorvinenTorvinen's MachineMenahga, MN

Yes, I’m in 100% Many years ago, before I got into theengine business, I met an attorney whotold a story that made sense then andstill applies today. He said, “When Irepresent a defendant, I get paid 100percent up front, that way I only haveto worry about keeping my client outof jail as opposed to both getting paidand keeping him out of jail. If I have toworry about both, I’m going to worrymore about getting paid.”

This applies today to many of ourmachine shop customers. Many timeswhen I call on machine shops, I seejobs that are finished and just waitingto be picked up (and paid for) whichcreates a cash flow issue for themachine shop owner. They paid forthe parts and the labor to build theengine and are forced to wait for theircustomer to come up with the cash.

I do have a few customers who usethe old attorney system of getting paid100 percent before starting the job.Those shops can worry 100 percent ofthe time about building the best enginepossible and delivering it on time,rather than being paid, and theircustomers know it.

If your customer can’t afford to payfor the entire job before you start, whatmiracle to do you expect to happen forhim to come up with the balance aweek later when the job is done?Consider a 100 percent deposit on thejob, and focus on completing the jobon time, as promised.

Mark D. SarineEngine Rebuilders Warehouse, Inc.Dania Beach, FL

Engine Bearings: Frictionand Pre-Lubrication IssuesOvercoming friction is essential tosuccessful bearing service. In order tounderstand friction, we must take aclose-up look at a “smooth” surface.If we were to take a cross-section of a

polished piece of metal, we wouldsee that even a ground and polishedsurface has peaks and valleys (Ifmagnified, picture two files rubbingtogether).

Measuring these peaks and valleyswith a precision electronic instrumentis how surface finish is determined.When two surfaces come together,the peaks make contact. Under load,the peaks tend to weld together. Thisis often called “micro-welding.”Sliding the mating surfaces acrosseach other requires that these tinywelds be broken apart. This isfriction. As the peaks are torn apartheat is created and tiny particlesbreak off causing what we commonlyrefer to as wear.

With very few exceptions, enginebearings rely on hydrodynamiclubrication for successfulperformance. What that means is, inoperation the shaft floats on a thinfilm of oil. This is what keeps frictionand wear to a minimum. Thickness ofthe oil film depends on a number ofvariables within the engine such asload, speed and oil viscosity. Oil filmthickness should not be confusedwith clearance, which is the spacebetween the shaft and bearing.

Although the entire clearancespace may be filled with oil, the shaftis forced off center by engine loads.This causes the shaft to operate veryclose to the bearing on one side of theclearance space. Generally speakingminimum oil film thicknesses in thisloaded area of the bearing aretypically in the range of only .0001”to .0002”. Even though theseminimum oil film thicknesses arevery small, engine bearings can havean almost unlimited life if properoperating conditions are establishedat assembly and maintainedthroughout the engine’s service life.

The engine's oil film is generatedby shaft rotation. At rest the shaft andbearing are in contact. On start-upthe shaft rubs the bearing briefly.Running, the shaft pulls oil from theclearance space into the wedge shapedarea between the shaft and bearing.The oil wedge lifts the shaft away fromthe bearing and supports it duringengine operation. The force exerted by


12-13 Shop Solutions 7/15/14 11:52 AM Page 12

the oil wedge must be sufficient to offset the load applied bythe engine or the oil film will collapse resulting in contact.

Because oil must be present in the bearing clearance space inorder for the shaft to build an oil film, pre-lubricating an enginebefore initial start-up is extremely important. Even thougheverything inside the engine was coated with oil at assembly, oil can bethrown off rather quickly once the crankshaft starts spinning.

Actually pumping oil through the engine’s oil galleries is the onlyeffective way to pre-lubricate the engine. This can be done on someengines by actually driving the oil pump with an old distributor shaft or oilpump priming tool in an electric drill. Where this is not feasible, supplyingpressurized oil from an external source is the best way. Attach a hose fromthe oil source to the engine’s main oil gallery where the oil pressure-sendingunit mounts. Pre-lubing in this way will prime the pump and filters and fillall oil passages. — Engine Pro Technical Committee with thanks to Mahle Aftermarket Inc.


Shop Solutions –The Power ofKnowledge

Engine Builder and Engine Pro presentShop Solutions in each issue of EngineBuilder Magazine and at enginebuilder-mag.com.

The feature is intended to provide machine shop owners and engine tech-nicians the opportunity to share theirknowledge to benefit the entire industryand their own shops.

Those who submit Shop Solutions thatare published are awarded a prepaid$100 Visa gift card.

Engine Pro is a nationwide network ofdistributors that warehouse a full line ofinternal engine components fordomestic and import passenger car,light truck, heavy duty, industrial, marine, agricultural and performance applications.

They also produce engine parts underthe Engine Pro name that offer premiumfeatures at an affordable price.


12-13 Shop Solutions 7/15/14 11:52 AM Page 13

In our industry and business, onething that has not changed is theinconvenience and total disruption

to progress and profits brought alongby a comeback. Unfortunately,“Failure Happens.” This might just bethe next must-have bumper sticker. Itcould address our teenagers, ourgovernment and the occasionalwarranty.

I won't address my teenagers andyou don't want to get me started onthe government here, so let's addressthe warranty. What do we do whenwe have a failure? We blame thefailed part of course!! Why not? It'sright here in front of us and it hasobviously failed. It should be in onepiece, but now it's two. It used tohave a smooth finish, but now it lookslike molten metal. It used to sealcombustion in, but now there aremetal rings exposed and gasketmaterial is missing. Or maybe thelobes used to all be the same, but nowsome are flat.

Isn’t it funny how we can read thisand immediately recognize problems,but when it happens to one of ourown engines the perspective changes?Immediately we eliminate anydimensional issues. Every machinedsurface is perfect, every torque specmet and every lifter was rotatingfreely in the block. Not to mentionproper break-in procedures, pre-oilingand correct lubricants are beyondreproach. No sir, I'm quite convincedit was the part. After all, these thingshave worked for me in the past.Hence, they cannot be a problem inthis case.

Before you pick up the phone tocall your supplier and start pointingfingers, I'd suggest a little selfexamination. Check everything. Askyourself, “If I was hired to examinethis engine built by another shop and

it had this failure, what would I belooking for? What could that builderhave done wrong to create thisproblem?” Again, it's perspective. Ifyou are willing to except the fact thatsomething may not have been rightwhen it left your shop, you will be alot less prone to overlook a potentialproblem and less surprised when theparts manufacturer points outsomething you missed that may havecaused the failure.

I had a recent example of amachining mishap. A good friend andshop owner was telling me about acurrent project. A regular customer ofhis thought he'd save some moneyand had bought a so-called “crateengine” off the web. It had come froma shop near me and my friendthought he needed to share what goeson out there in the machine world.

This engine had some good partsand what the consumer had felt was afair price. For reasons unknown, hedecided to bring the engine in andjust have it checked out beforeinstallation in his project. Firstobservation was less then impressive,but this was from someone who isextremely meticulous. But it wasn'tuntil he put the dial-bore gauge into acylinder that the true problem wasfound. Somehow a cylinder bore thatshould have measured 4.030” was anadditional .003” oversize. Thecylinder bore was already worn outand the engine had not been fired.

Now. I still don't know what shopnear me this motor came from, nordo I want to know. To my friend, thiswas just an example of what mightbe going on in the rebuildingindustry to give us all a bad name.What I see is just an example of howwe might think everything is perfectwhen in fact it is not. After all, sevenholes were perfect.

Was someone in a hurry,distracted or interrupted? I don'tknow, but the fact is one in eightwere not right. You could apply thisobservation to head, rod or main bolttorque, crank journal grinding andpolishing, piston ring installation andso on and so on.

Any time you have multipleoperations, the odds go up that onemay not be correct. Whether it's onein eight, or one in 34, the odds areagainst you if you are not 100 percenton your game when machining orassembling an engine.

Before we get to installationproblems and pre-existingconditions, let’s address problemareas you may not normally have tomeasure or machine and may betaking for granted. After 40+ years inthis business, I've heard a lot ofstories and heard about a lot ofproblems. I will not say I've heard itall. Let's just see what tomorrowbrings.

Recently, right here in the pages ofEngine Builder there was a “ShopSolution” based on technicalinformation from Mahle-Cleviteabout camshaft bearings.

In that tip, I was surprised to learnthat just about every enginemanufactured to use cam bearingshas the original semi-finishedbearings bored to size in the cylinderblock. After all these years of phonecalls about cam bearing installationproblems, I finally get the picture.Those bores and the bore alignmentdid not need to be perfect from thefactory. But it does need to be perfectto install new finished machined cambearings.

So if you don't check the cam borediameter before you install thebearings, you shouldn't be surprisedwhen you have troubles getting the


CONTRIBUTING EDITOR Dave SuttonTale

s Fr

om T

he W

D

“Failure Happens.”

14-18 Tales WD 7/23/14 2:48 PM Page 14

MOHAMMAD SAQIBowner, AutoTecx

/// Shop Referral Program. Just one more extra mile we go for guys like Mohammad.

Hear more from Mohammad and get 5% off all online orders for 90 days* at AutoZonePro.com/shoptalk.

*Excludes sales tax. See website for details.

15 AutoZone 7/15/14 10:38 AM Page 15

new bearings in the hole, or when thecam won't go into the newly installedbearing or won't turn freely. This is afact and you have only two choices. Youcan check the bore before installation, orafter you've destroyed a new bearing.

On the subject of cam bearingalignment, I was once asked to call on avery high performance shop that wastrying to build high horsepower,dependable small block Chevy enginesunder the then new 2-bbl carburetorrules. The rules also called for the use ofstock blocks. To meet his goals thisbuilder knew he had to look at everyaspect of the engine and needed toextract as much power from eachcylinder as possible. Through somemeticulous measuring, he found thatthe cam tunnel rarely followed the mainbearing tunnel exactly.

To fix this problem, he setup andalign-bored cam tunnels parallel to themain bore. In some cases it took carefulsetup to correct the problem accuratelywith a .040” oversize bearing. Thismeans the bore was off in one or moredirections as much as .020”.

I could not help but apply thatknowledge to camshaft failure. If yourcam tunnel is going down and out at asmall angle away from the front of theengine, how does this affect the camlobe taper and lifter face radius thatkeeps the lifter turning? Throw in somelifter bore variance and who knowswhat the total stacking of these angleswill produce.

In another example I had a chance tolook a big block Chevy cylinder blockthat had seen maybe 100,000 miles ofservice as a stock engine before itbecame a high performance project thatcontinually ate every performancecamshaft the shop installed. It wasn'tuntil the motor was finally pulled fromthe car and inspected that it wasdiscovered how far the lifter bores wereout of alignment with the cam lobe. Thedistributor gear hit the cam gearcorrectly and the timing chain wasaligned and straight, but when you puta light down the lifter bore you mayhave been as surprised as we were tosee only about half of the cam lobe. Ithad somehow survived with stockspring pressure, but ate itself up whensubjected to a performance grind andhigh pressure springs. Needless to say,this all started with a claim of a “soft”camshaft.

Today, it doesn't just seem engines

are lasting longer, they are lastinglonger. At one time we were impressedif an engine went 100,000 miles withoutmajor repair. We could also bank on thefact that once they reached the six-digitmileage they were ready for a rebuild.Somewhere along the way, someonethrew a wrench into the works. Asecond industrial revolution was uponus. The electronic revolution infiltratedour grocery getters. After a brief periodto sort things out, modern electronicshave made a huge impact on the life ofthe internal combustion engine andconsequentially on our businesses.

Like most things, when everything isin good order, great results happen. Ifyour computer, ignition system, fuelpump, injectors and all the electronicsensors and components are workingproperly, long service, good fuel

mileage and good performance happen.But what happens when any part of thesystem goes bad?

At this point there is a good chancethe engine will end up in your shop. Tostart, you teardown the engine, find thesource of the oil consumption, the causeof the noises coming from inside or thefailure. We estimate, machine, acquirethe needed parts and assemble anengine that is as good as or better thanthe day it left the factory. Yet, we canstill have a comeback. “How in theworld can this happen to me? Whathappened?”

I'd say we are asking questions at thewrong time. I ask,” Why did the enginecome in to the shop in the first place?What failed and why?” Given thatmany engines make it 250,000 to 300,000miles, why didn't this one? Then I'd ask,“Did that cause a failure the secondtime?” If the engine had a bad injectorand was running lean in one hole, wasthis addressed before these parts were

bolted on to the new engine? Several years ago, the Windsor style

Fords suffered from a crossfirecondition that would cause detonationand destroy pistons. More than once Iheard about failures that were tracedback to unrepaired or replaced ignitionwires that caused the remanufacturedengine to fail just like the first.

The new modular Ford V8s havebeen known to have catastrophicfailures that send debris back up intothe intake manifold and plenum. It's nomystery that this debris will make itsway back into the new engine if themanifold and plenum are not cleanedproperly. Detonation was a problem forthe early version of these motors. Theengine controls that were at fault andcaused the failure will become equalopportunity destroyers for enginenumber two, as will any debris.

I was recently contacted aboutsuch a failure. To make matters worse,this engine is supercharged. Therewere problems with the first engine.The car was sold off cheap as a projectfor some unsuspecting buyer. Within60 miles the new engine grenaded apiston. There is not enough of thishypereutectic piston left to reallyexamine to determine whathappened. All eyes and blame are onthe piston. A lack of understandingthat though they may be tougher thana traditional cast piston, a “hyper”piston is still a cast piston, and if you

hit it with a hammer, it will shatter likeglass.

I do know that there are seven otherpistons that look good, and since theywere all made at the same time, allfrom the same batch, it is not fair tosimply blame the piston. I fear that theoriginal problem that caused a failurewas never addressed. Add a little boostand you have catastrophe.

Now there is nothing the partsmanufacturer and the parts distributorhas any control over here. Granted, youcould say the same for the enginebuilder who did not do the install. I donot know if he even installed themanifold. But now the car owner isupset, ignorant to the fact that it tooksomething more than an act of God todestroy the piston.

In the mess that ensued, who couldidentify any additional foreign matteramongst the piston fragments to blamefor contacting and destroying the newslug. More likely it is something in the


Tales From The WD

14-18 Tales WD 7/23/14 2:48 PM Page 16


17 Federal Mogul_Layout 1 7/15/14 10:35 AM Page 17

controls for the fuel or ignition systemthat caused this. If I understandcorrectly, the install and initial firing ofthe new engine was done by the carowner and a buddy – not a professional.I can only hope a “Pro” would havethought to look into what caused thefirst failure, but I am not very confidentthis would've been the case.

There is also the stark comparisonbetween the failure rates for someP.E.R.'s verses custom builders. Thecustom builder gets a chance to look atthe original engine and hopefully askand detect what caused the failure.

Not so the P.E.R. He may not see thecore motor for a week or more after hedelivers his remanufactured product. Itgenerally goes to a teardown room andno one thinks twice about thecondition of this “core.” This is amistake in my mind. If a closeinspection was performed and anycause and effect noted, this could beused to protect you from any futurefailure claim. So when given thechance up front, there is really noexcuse for the custom builder to not

ask and note problems right from thestart. If anything is found that mayhave caused the original motor to fail,it might be noted on your work order.It should be stipulated that the enginecarries no warranty if this condition isnot fixed before the new engine isfired.

At this point, we've made sure all ofour machining processes and ourassembly was flawless. All the ignitionand fuel system components check outwell. We've also verified that theoriginal engine failure was completelydifferent and unrelated to the warrantycondition. So now we have no place toturn but to look at a possible partfailure. If this is the case, handle itcorrectly.

Get the required warranty claimform from the part manufacturer. Fill itout completely. Supply all the requiredreceipts pertaining to the originalengine job and installation, and all thereceipts for the current repair. Createthe perfect paper trail. Show thateverything was done correctly andoutline exactly why it could only have

been a part failure. Submit everythingfor inspection and be patient. Usuallythese things take time.

One last suggestion, do not puttogether a request for the most amountof reimbursement, with the thoughtsthat you'll be happy with what you get.I have been far more successful withclaims that were fair or even a little lessthan fair.

Put together a parts list; do not addtax or any other shop fees. For labor,use book time and a $35-40.00 per hourcharge. Enough to cover you or youremployee's time. This is not somethingthat will be profitable. There is a cost todoing business, and in this case itmight be a small loss of your time. Thistoo must be explained to the installer.The best that can happen for all is totry to make it right for the consumer.

Get the job done and get theirvehicle back on the road. Thereimbursement, whatever it will be,may or may not come in time.Sometimes things are out of ourcontrol.

Sometimes, “Failure happens.” ■


Tales From The WD


14-18 Tales WD 7/23/14 2:48 PM Page 18


19 Eagle Specialty Products_Layout 1 7/15/14 10:34 AM Page 19

In earlier articles, I mentionedfilling dedicated, drag racingiron blocks to keep cylinders

round and keep them fromcracking. Many drag racers stillpractice that modification.

Today, racers have the luxuryof a low-cost block filler calledHard Blok, provided by JoelBayless.

Back in my early Pro Stockdays, when I was racingCleveland small blocks, we had touse a very expensive Devconaluminum epoxy.

It was easy to use and itpoured like cake batter.

It bonded to anything, had nilshrinkage or expansion whenhardened and weighed slightlyless than the water it displaced.But, it was very expensive.

Today, the cost of that epoxyneeded to do a small block wouldbe about $500. On the other hand,a tub of Hard Blok is about $85 fora short fill and $92 for the largertub.

Hard Blok is not quite as easyto use as the aluminum liquidepoxy, but the $400 saved tosafely do the same thing is wellworth the slight extra effort, inmy opinion.

I did have a couple 427aluminum Cleveland blocks thathad 4.125 ID Ramsco steel sleeves.The sleeves might bend a bit, butnever break. So I did not fill thoseblocks.

A big thing to consider beforefilling blocks to the deck or even1.5" below, as I did, is that block isthen dedicated to short termcooling. There is no release forblock fillers that I know of.

Plus, I am not sure aboutcooling even for some bracketracing.

At RT 66 Drag Strip in Joliet,they go "round robin" by the


‘Cracking’ Downon Block Fillers

BY JIM “ANIMAL” FEURER

Fast

Lan

e

Here is a shot ofJim’s ‘Monolith’672 which actually ran itsbest in 1989with a crackedcylinder.

20-24 Fast Lane 7/23/14 2:52 PM Page 20


21 Motovicity Distribution_Layout 1 7/15/14 10:33 AM Page 21

semis. For Pro Stock, it was OK.We towed back and had at leastan hour between rounds.

Before Hard Blok, manyracers and engine buildersexperimented filling blockswith various substances. Many hadsome very shocking and ill effects.

Way back about 1982, I had acustomer's block someone filledwith some sort of industrialequipment, concrete type grout. Likeconcrete, the substance had beenmixed with water.

I chased little dots of rust, notonly on the outside of the block, butalso on the nice cylinder bores I hadtorque honed. I had to wait weeks toassemble that engine before thatblock quit bleeding those tiny rustspots.

In the early ‘80s, another negativeblock filling result I experienced waswhen my good 427 aluminum blockwas hurt. In desperation I acquired aCleveland block from some joker inIndy that had talked me into tryingit in my own racecar.

He had sleeved every cylinderand filled it 3/4 of the way underthe deck with fiberglass resin andhardener. The block was then boredand honed to 4.125. I put it togetherusing new special order BRC 4.125pistons and Brooks windage rods.For a crank I borrowed my 3.625

stroke crank from my 370"engine. With 4.125 bore and3.625 crank I created 388 CI. Ithad great rod ratio.

This was the AHRA NitrousSmall Block Pro Stock era. Mynext race was the AHRASummer Nationals at KansasCity.

First run with the 388 –wow!! That combo felt asstrong as my aluminum 427.

Suddenly,half into therun, myZephyrnosed overand my carfilled withoil smoke.No burntaluminumsmell? Justoil. Oil waseverywhere.

Weswitchedengines tomy back up,the 409"iron, Devcon

filled Cleveland, and got throughthe weekend with a semi-final finish.

When I got back to my shop inLacon, IL., I pulled that hurt 388”engine apart. The sleeved bores werewacked out of round so bad thepistons were scored above the ringpackage from rubbing the extremelydistorted cylinder walls.

Apparently that sleeved, bored to.125 over, and resin filler methodwas a failure. Hard Blok was not onthe market till 1986, so it was back tothe high dollar Devcon liquidaluminum epoxy.

When I switched to Mammothmotors in ‘84, those 4.625 borecylinders in the A/R aluminumblocks maintained integrity prettywell, until we started using nitrousin those engines.

By ‘87, I started running as anOutlaw Pro Stock, using nitrouswith my 672" A/R Ford Boss Hemiwe named the "Monolith." Theblock, like my next four mammothengines, was an aluminum AllenRoot design with 11.2 deck. Whenusing nitrous, the inboard cylinders2 & 3 and 6 & 7 would go out of

round .003” to even .005”. Theproblem was the thin aluminumbetween those center cylinderswould crack. In some cases thecracks would eventually travel theradius to the main saddle bosses.Then a welding repair was in order,including reinforcement between thecylinder sleeves.

When only “freshening up” thestill useable engine with out ofround cylinders, I would hone witha deck plate using a course stonewith light pressure so the stoneswould trim the high spots.

Too much pressure and too finestone, the hone would just followthe irregularity and make mattersworse. It was tricky. With patience Icould get the distortion to just under.001 and still keep useable pistonclearance. Once that was reachedthen a light as possible plateau hone.

When ordering pistons for nitrousor power adder engines, I alwaysordered several extra pistons inprogressive sizes to counter futureexcessive piston to wall clearance.

Another too loose clearance fixwas to knurl the pistons on mytrusty Perfect Circle piston knurlingmachine. Knurling does work. Evenon race engines.

Those sleeves used in the A/Rblocks were not prone to cracking.Like the Ramsco sleeves in myearlier aluminum Cleveland blocks,they would bend, but not break.

However, somehow I managed tocrack one of those sleeves. I had fiveA/R Boss Hemi's since 1984. So onecracked liner in all that time is nottoo bad.

While starting on a routinefreshen, intending to install newaluminum rods, I discovered #2cylinder with a small crack. Thecylinder with the crack, when leakeddown, tested the same as the rest forcranking compression. All were190/195. The engine had beenrunning fine. Plugs looked perfect.

The perpendicular crack startedjust below the top lip and went about.500 down.

I had put my recently freshened666" engine "Damien" in the Zephyrfor two USSC contracted bookings.

I wanted to take the Monolith forbackup. We were running out of time.

I reasoned that engine was


Fast Lane

This is the Cleveland blockthat a customer from Indi-anapolis had filled with afiberglass resin. The enginenever got through the quarter-mile. The cylinderswere wacked out of round sobad that the pistons grabbedthe cylinder walls above thering package. Note thetapped hole for a drain cock,two inches below deck.Unfortunately, this poor oldblock just sits around andrusts. I fear to resize thecylinder or replace sleevesfor fear that the resin mayreact again.

20-24 Fast Lane 7/15/14 11:50 AM Page 22


23 Engine & Performance Warehouse_Layout 1 7/15/14 10:31 AM Page 23

running ok with that crack. No tellinghow long it had been that way. It hadnot been apart for 30 runs. If we needit for a few runs it should be OK.

No time to fix it, the rods haveonly 30 runs, so I put the heads andintake back on and got it ready toload in the travel crate.

Another problem arose. Zeke, myracecar, was still on the stands. I hadstarted Damien earlier. I still neededto tweak the NOS/Animal nitrousfogger system.

In doing so I warmed the engineup again, cranked the throttle enoughto burst the nitrous. Whooom! After Idid, smoke started pouring out thedriver side header big time. Oh man!I had hurt a piston.

Later, I found when I burst thenitrous # 6 had cracked the ring landabove # 2 ring groove. I foundseveral like that with nitrous enginesduring my many years. The landcracks behind and away from thepiston. You cannot see it. To check,use a small screw driver in theupper and lower ring grooves, and

carefully apply pressure up anddown. If that land is cracked behindthere, it will move.

We needed to get wrapped upand on the road to Englishtown, NJ,nearly 1,000 miles away. No time tofix Damien. My regular crew helpthat was to go East with me, and afriend, were already here at myshop. We changed engines, puttingthe Monolith with the cracked sleeveliner back in, started the engine andit ran fine. (I refrained from burstingthe nitrous!)

We got to Englishtown in the nickof time for the Wednesday “Night ofFire” and ran the best times andMPH ever with that old Zephyr andthe Monolith with a crackedcylinder. We looked at plugs everyrun. They were storybook examples.All exactly perfect readings.

On Saturday night, our USSCCircuit was booked at Atco, NJ. Wehad time when we got there andpulled the passenger side head off.

I measured the crack with amachinist 6-inch ruler. The crack had

moved about .060” further down.We had made four full hard runs. Idetermined the crack must havemoved .015” a run. We put theMonolith back together. We ran ourUSSC Chicago style program andgot in the finals. We ran well, but notas well as Walter Henry.

We went back home and checkedthe crack. It had moved down .060”more. We had made four more runsat Atco.

Cranking compression was stilleven at 190+.

We had a UDRA finals at GreatLakes that coming weekend and Icapped the UDRA championship forthe second year in a row, winningOutlaw Pro Stock with the Monolithand the cracked cylinder.

When I later removed thepassenger side head at my shop, Imeasured the crack. You guessed it.The crack had moved down another.060”.

We had made four more greatruns at Great Lakes. ■


Fast Lane


20-24 Fast Lane 7/15/14 11:50 AM Page 24


25 Lubriplate_Layout 1 7/15/14 10:30 AM Page 25

When it comes tomachining late modelengines, tolerances are

generally much tighter and finishesoften have to be much smoother tomeet original equipmentspecifications.

If you're doing performancework, there's even less margin forerror. Consequently, you need up-to-date equipment and tooling thatcan hold close tolerances and de-liver high quality fin-ishes while boostingproductivity at thesame time.

Most of today'sboring, honing, resur-facing and valve andguide machines havethe speed, rigidity and accuracy toachieve these kind of results, butthey also require tooling that canmatch the performance capabilitiesthese machines are designed to de-liver.

Carbide has served theautomotive engine buildingindustry well for many years, andit is still an affordable option forshops that can't afford the higherinitial cost of superabrasives, likePCD (PolyCrystaline Diamond)or CBN (Cubic Boron Nitride).

Carbide was first introduced

way back in the 1930s for cuttingcast iron and steel. There arevarious types of carbide includingtungsten carbide and titaniumcarbide.

Small particles of carbide arebonded together with cobalt in asintering process to manufacturevarious types of tool inserts, drillbits, end mills, ball mills, cuttingtools and reamers.

The toughness and durability ofa carbide tool will

depend on the type of carbide, howmuch cobalt, nickel, molybdenumor other metals are in the alloy,whether the tool is solid carbide ora cemented carbide over a steelsubstrate, and whether the tool hasan outer coating.

For some applications such as afluted reamer for bronze ormanganese valve guides, plaincarbide often works best. But, forreaming cast iron guides, a coatedcarbide may be better.


Cut to the Chase:Looking Into Cutting Tools andAbrasives for Today’s Engine WorkC

utti

ng T

ools

PolyCrystaline Diamond(PCD) tooling works best onaluminum, while Cubic BoronNitride (CBN) tooling is bestfor surfacing iron.

High speed CNC portingtooling requires plenty ofcoolant to flush away chipsand to carry away heat.

BY LARRY CARLEY, TECHNICAL EDITOR

26-31 Cutting Tools 7/15/14 11:50 AM Page 26


27 NPR of America_Layout 1 7/15/14 10:30 AM Page 27

For milling and boring cast ironand aluminum heads and blocks,carbide works well on both.

But, carbide has more of achallenge cutting harder metals suchas ductile iron and CompactedGraphite Iron (CGI).

The harder the metal, the fasterthe tool wears and the more oftenyou have to replace your tooling.

It's the same story with cuttingspeeds. The higher the cutting speed,the more heat that's generated andthe shorter the tool life.

Coated carbides hold up betterthan uncoated carbides, and somecoatings have been speciallydeveloped for machining ductileiron and CGI.

Even so, CBN would probably bethe best choice for machining theharder grades of iron because of itsincreased toughness and tool life.Even though the initial cost of CBNis higher than carbide, CBN canactually save you money in the longrun because the tooling lasts longer.

If you're boring cylinders in castiron engine blocks, carbide worksfine, as long as you keep the speedand depth of cut within limits.

The best results are typicallyachieved with a boring speed of 400RPM with standard carbide tooling.At that rate, you can probably bore40 to 50 cylinders before you have toreplace or rotate the tooling.

On the other hand, if you areusing a high speed boring machine,you'll have to use CBN becausecarbide just won't hold up at highercutting speeds.

With CBN and high speed boringequipment, you can bore a cylinderin 30 to 40 seconds at 1,200 to 2,500RPM. The only drawback to fasterboring speeds is that may leave arougher surface with fractured metalthat will require additional honingto get it down to base metal for aproper surface finish.

The best choice for machiningaluminum blocks and heads is PCD.Aluminum chips tend to stick toCBN, but not PCD, so if you don'twant to use some type oflubricant/coolant when machiningaluminum, use PCD inserts toachieve the high quality finish youwant.

Like CBN, PCD is extremely hardand provides long tool life, but it canreact chemically when used on iron,and lose its cutting edge.

If you want to use CBN toresurface aluminum, a light coatingof soap, wax or WD-40 can preventthe aluminum chips from sticking tothe CBN tooling and smearing thesurface.

To achieve a high quality finishwithanytypeof

tooling, use a higher cutting speedand lower feed rate with a veryshallow cut on the final pass (lessthan .001 inch). With a single insertcutter spinning at 1,000 to 1,500RPM, keep the feed rate under twoinches per minute. This shouldproduce a surface finish in the lowteens (RA or Roughness Average).

Just as important as using theright tooling, speeds and feeds is therigidity of the equipment itself. Toachieve today's flatness andsmoothness requirements, a surfacermust be a very rigid machine. The


Cutting Tools

Line honing a cylinder block isnecessary for proper borealignment and geometry.


work table, cutting head, shaft andmotor must all be strong andconstructed to extremely tighttolerances.

Any flexing or movement in theseparts will affect the quality of thesurface finish regardless of the typeof inserts you are using.

So, if you're not getting the kindof surface finishes you want, don'tblame the inserts you are using. Itmight be the equipment itself.

High-Tech Tool CoatingsThe science of coatings has come along way in recent years. Coatingsgenerally improve tool durabilityand wear resistance significantlycompared to uncoated tools. Somecoatings can extend tool life up to10X or more.

Coatings can also reduce theamount of power needed to cutmetal while reducing heat buildup inthe tool and on the work surface.

Coatings such as Titanium-Carbo-Nitride (TiCN) and

Zirconium-Nitride (ZiN) may beused to add wear resistance.Titanium-Nitride (TiN) is a goldcolored coating that may also beused for wear resistance. AluminumOxide (alumina or Al2O3) orZirconium-Oxide (ZrO2) may alsobe used to provide thermal andcorrosion protection. Some insertshave multiple coatings to providemultiple benefits.

Coatings may be applied by aChemical Vapor Deposition (CVD)process or by a Physical VaporDeposition (PVD) process. Coatingsapplied by a CVD process areusually thicker, provide increasedwear resistance and usually moresuitable for higher cutting speeds.CVD is often used to apply TiCNand Al2O3 coatings on tools.Coatings applied with a PVD processmay be extremely thin (only 0.25 to 5microns thick), but leave a sharpercutting edge best suited for slowercutting speeds. PVD coatings areoften used on solid carbide tools as

well as positive rake inserts. PVDcoatings also work well on insertsused for intermittent cuts (likeresurfacing cylinder heads).

Coatings obviously add expenseto manufacturing of tooling, butwhen you consider the advantagesthat coatings often provide (longertool life and better surface finishes),they are well worth the cost.

The best advice is to follow thetool supplier's recommendations forwhich type of coatings will workbest for a given application.

Cutting Valve SeatsThe majority of cylinder heads todayare aluminum, which means theheads may have to be machined toaccept new valve seats and/or valveguides if the original parts are looseor damaged.

Valve seats are typically refin-ished with multi-angle valve seatcutters which include 3-angle, 4-angle, multi-angle and even continu-ous curve bits. Guides can be reamed


Cutting Tools



to oversize to accept valves withoversized stems, or enlarged to ac-cept valve guide liners or newguides.

Tungsten carbidevalve seat cutters withvarious angle profilesand diameters havemade valve seatfinishing into a one-step operation, even formulti-angle valve jobs.Individual seat anglescan still be cut the "old fashionedway" using several single anglecutters, but why make extra work foryourself if it can be done in a singlestep with a multi-angle cutter?

Honing AbrasivesHoning abrasives may be used forline honing main bores and cambores as well as cylinder bores.

Honing may be multi step aswhen rough honing followed by fin-ish honing, or it may be used follow-ing a boring operation to smooth thebores to final dimensions and surfacefinish specifications.

One of the concerns with cylinderhoning is tool flex and the problemsit can create in the bore geometryand finish. For some operations, ahoning abrasive that cuts freely maybe more important than thelongevity of the honing stones.

Thinner stones combined withhoning heads that are more closelymatched to match a specific borediameter rather than a broad rangeof bore sizes is a current trend inshops today.

According to one supplier ofhoning stones, most engine buildersare using metal bonded diamond orCBN honing abrasives rather thanconventional vitrified abrasives suchas silicon carbide or aluminum oxidefor their honing operations. Siliconcarbide works well with ordinarycast iron, while aluminum oxide isbetter for harder alloys.

Conventional vitrified abrasivescut cleanly and do an excellent job offinishing cylinders – as long as youuse the right honing procedure toachieve a bore finish that meets OEMspecs or the ring manufacturer'srequirements. But, conventionalhoning stones also wear quickly, so

you have to constantly monitor thehoning process and compensate forstone wear to keep the bores roundand straight.

By comparison, diamond andCBN honing abrasives wear verylittle so they cut more consistently.This usually allows more uniformfinishes and better overall results.

A set of conventional vitrifiedhoning stones might handle up to 30V8 blocks (240 to 260 cylinder bores)before they're worn out and have tobe replaced.

A set of metal bond diamondhoning stones, on the other hand,might do as many as 1,500 V8 engineblocks (12,000 cylinder bores) beforethey have to be replaced. That's ahuge difference!

So, although the initial cost of thediamond honing stones is muchhigher than conventional honingstones, their longer service life morethan makes up the difference overthe long run.

Because diamond is a hardermaterial and wears more slowly thanconventional abrasives, it cutsdifferently and requires morepressure.

Diamond tends to plow through ametal surface rather than cut throughit. This can generate heat anddistortion in the cylinder bore if thewrong type of equipment, pressuresettings or lubrication are used in thehoning process.

When done correctly, though, itcan actually improve bore geometry


Cutting Tools

Carbide or diamond honingstones can both deliver a high-quality finish. Diamond stonescost more initially, but canhone far more cylinder boresand with greater consistencythan the carbide units.


by producing a rounder, straighterhole.

Diamond is also good for roughhoning cylinders to oversize becauseit can remove a lot of metal fast.Finishing requires at least a two-stepprocedure, otherwise the surface willbe too rough.

If you're switching fromconventional stones to diamond,you'll generally have to use a highernumber grit to achieve the same RA(roughness average) when finishinga cylinder.

For example, if you have beenusing #220 grit conventional stonesto finish cylinders for chrome rings,the equivalent diamond stones mightbe a #325 grit.

If you have been using #280 gritconventional stones to hone for molyrings, the diamond equivalent mightbe #550 grit stones. The actualnumbers will vary somewhatdepending on the brand and gradeof the stones.

Diamond honing stones tend to

leave a lot of folded and torn metalon the surface, so the bores usuallyneed to be brushed to remove thedebris when they are finished.

Many different names are given tothe same tool and process. Some callit a plateau hone, a soft hone, awhisker hone or an ultra-fine hone.But they all do the same thing: theysweep across the surface to removejagged peaks, folded and tornmaterial.

A cylinder bore must also have acertain amount of cross hatch andvalley depth to retain oil. It must alsoprovide a relatively flat surface areato support the piston rings.

Ring manufacturers typicallyspecify a surface finish of 16 to 25 RAfor moly faced rings. These numberscan be easily obtained with diamondstones and brushing.

When finishing the cylinders witha brush, only light pressure isrequired.

The RPM of the brush should besimilar to that which the cylinder

was originally honed, and no morethan 16 to 18 strokes should beapplied (some say 8 to 10 strokes isabout right).

Too many strokes with a brushmay produce too smooth a finishthat doesn't hold oil.

Reversing the direction of rotationwhile brushing helps to remove theunwanted material on the surface.The end result should be a cylinderthat provides immediate ring sealwith little if any wear on the cylinderwall or rings when the engine is firststarted.

Brushing the bore after honingmakes a huge improvement in thesurface finish, whether diamonds orconventional honing stones wereused to hone the bore.

Brushing should lower the overallRA down to 8 to 12, with RPK(relative peak height) numbers in the5 to 15 range, and RVK (relativevalley depth) numbers in the 15 to 30range. ■


Cutting Tools



Chevy’s 348 and 409 ‘W’ motorsare having no problemkeeping their popularity

going. In fact, judging by thenumbers of high quality parts beingmade for these motors today, theymay even be more popular thanever. The quick and dirty of Wmotors and their parts today is thatyou can sit at your computer, whipout your credit card and ‘build’ a409 without having to buy oneoriginal part.

While that in itself is pretty mindblowing, you also have the optionto build a 509 or even a 609-inch Wmotor. So, it makes perfect sensethat with all those parts, there are asurprisingly high number of strokercombos available.

W OriginsChevy's W-series 348 and later the409 became legends on the street,and in particular the 409 alsobecame a legend on the track. In theearly 1960s, these engines powered

a variety of GM vehicles and the Z-11 Impalas at the drag strip. Whilethese engines enjoyed a hay day inthe early 1960s and pop culturestatus in the hot rod community,higher horsepower Mark IV Chevybig-block engines overshadowedthese W-engines by the late 1960s.But recently, the 348s and 409s haveenjoyed a high-performancerenaissance and many speedmanufacturers are making heads,blocks and virtually every part forthese engines.

Half and HalfA quick history lesson shows usthat Chevy used stroking to growthe 348 into the 409. One half of themove from 348 to 409 was anincrease of .1875 inches in thecylinder bore. A stock 348 has abore of 4.125 inches and a 409 hasthe bigger bore of 4.3125 inches.The other half was the strokechange from 348s to 409s that wentfrom 3.25 to 3.50 inches for a net

gain of a quarter inch. Together, thenew bore and stroke gained those61 cubic inches.

Of course, there was more to dosuch as redesign the block for bothclearance and better water flow.But, the basics are still the same.

Chevy did it one more timewhen they created a handful ofmotors used exclusively for dragracing in late ‘62/early ‘63. Thosemotors would turn out to be theHoly Grail of W engines, the rare Z-11, 427 cubic inch motor. They’realso a good example of how strokermethodology works. To make the Z-11 427, Chevy actually used astandard 409 block with its stockbore of 4.3125 inches.

Because the W motor was prettymuch ‘capped’ at that size and couldnot physically go much larger, anyadditional cubic inches would haveto come from increasing the stroke.Chevy did just that and added .150inches to the stock 409 stroke, for a3.650 inch stroke.


Che

vy S

trok

er

BY JOHN CAROLLO, CONTRIBUTING WRITER

32-40,82 Chevy Stroker 7/15/14 11:46 AM Page 32

Of course, a newly-designed set ofiron heads and aluminum intake letthose extra 18 inches breathe muchbetter and become a legend in theSuper Stock wars.

427 VersionAlong the lines of Z11 specs, noted409 guru, Lamar Walden, tells us ahomemade version of the famousZ11 short block can be simply madeby using that same 3.650 strokecrankshaft in a stock 409 block with astock bore size. No extra crankshaftclearance work is needed on theblock and all the bearing sizes are thesame so it becomes a ‘drop in.’

The final results will yield a 427cubic inch W motor with your choiceof heads and intake.

Below the BlockAnother aspect dealing with theincreased crankshaft clearancerequired with building a W strokerengine goes beyond the block – ormore accurately, below the block.The oil pans from 348 and 409motors have an interchangeable boltpattern, but are different.

While that may sound confusing,think of it this way. The oil pan of a348 can’t always be used on a strokermotor as it is slightly narrower thanthose made for 409s. The answer is touse the wider 409 oil pan or, as JoeJill from Superior Automotive says,“notch the 348 pan.”

With today’s generous amount ofreproduction 348/409 partsavailable, a factory reproduction 409oil pan can be easily found at placeslike Show-Cars.com. Racing oil pansfor W motors can be found at Stef'sPerformance Products.

Building StrengthAnother related aspect to strokingany W motor is making it stronger.Most builders will agree that ifhaving some machine work is in thecards for any W stroker, it is anexcellent time for an additionalmachine operation. All W motorscame with only two bolt mains.

Today, we know four bolt mainsare desired in virtually all racingengines, and all of the new,aftermarket aluminum and ironblocks use them on the center threemains. Retrofitting a 348 or 409 blockto use four bolt mains on thosecenter three mains is not difficult andthe block offers room for theupgrade.

There are a number of companiesmaking retro fit caps and a choice ofstraight or splayed is available.

One such company is Pro GramEngineering, which makes three such

products. One is with the extra boltsbeing added in a straight pattern.Another uses a splayed pattern andthe third offers a front cap with fourstraight bolts. These kits fit both the348 and 409 blocks as both use thesame diameter cranks.

Formula 409If a builder wants a monster motorwith lots of cubic inches, the bestway would be to use one of the newaluminum 409 blocks by World Prod-ucts or Bob Walla Racing.

Walla also offers iron blocks and

Chevy Stroker

Giddy UpThe engines of the late 50s to mid 60s are forever part of ourpop culture. In fact, there probably isn’t an engine builder alivewho hasn’t heard the song "409" written by Brian Wilson, Mike

Love and Gary Usher for The Beach Boys.The song features Mike Love singing

lead vocals and it was originally re-leased as the B-side of the "Surfin'Safari" single. The song, inspiredby Usher's obsession with hot rods,

was later released on the band’s1962 album, Surfin' Safari, and it was

also on their 1963 album, Little Deuce Coupe.

Chevrolet made fewer than 50 of the Z11engine for drag racing. The engineersstroked out the 409 into 427, increasingthe size of the engine by lengthening thestroke of the rods and not overboring thecylinders.



we’ll get back to that shortly. With these new aluminumand iron blocks, much larger motors can be built withoutany of the original engine’s design limitations.

The early test motors built using the all aluminumWorld Merlin 409 easily made over 500 inches, settling inat a comfortable 509 cubic inches under the talentedhands of Lamar Walden, who designed the blocks for

World. If that isn’tenough cubic inchesfor a W motor fan,Bob Walla’s ironblock is capable ofhousing 600 or 609cubic inches.

These are essentially stroker engines as the stroke andbore offer seemingly unlimited combos.

From the money angle, a W stroker can be built twoways.

One uses a bigger budget for custom made parts, suchas those aftermarket blocks using custom madecrankshafts, rods and pistons.

The other and more economical way is to use off theshelf parts designed for W strokers using stock blocks.Those parts are steadily growing in numbers andavailability.

Many times, stroker kits are available and include thecore parts such as crank, rods and pistons. Other kits aremore complete and add rings and bearings.

The benefit that is really growing is that many of thesekits require little or no machining.

Popular KitsLamar Walden Automotive has a few stroker kits for409s. One is a 450 cubic inch model and the other is a 482cubic incher – both from 409 blocks. They include forged pistons, steel crankshaft, H beam


Chevy Stroker


When rebuilding W engines, care mustbe taken that the compression is cor-rect. Here you can see the relief cut isactually two cuts. These cuts are stillused today, even when overboring theblocks to create a bigger engine.

At the bottom of this Bob Walla block, you see strong cylinder walls, cross webbing and plenty of clearance forstroker engines.



35 PBM_Layout 1 7/15/14 10:29 AM Page 35

connecting rods, rings and bearings. Show Cars, a specialist for Chevys

of that era, sells a 409 four inchstroker kit that comes with an Eaglecrankshaft, Ross forged pistons and

pins, GM rods,Clevite bearings and a chrome molypiston ring set.

Since they offer a number ofstroker kits, the sizes and

components vary. Another Show Cars kit has a 3-

3/4 stroke and coupled with boresixes that are 0.030, 0.040 and 0.060over, there are varied combinations.11:1 compression Keith Black pistonshave overbore sizes of the slightlydifferent 0.038, 0.048 and 0.068 in.348s have not been left out as thereare kits using the same 3-3/4 strokeand overbore sizes.

Scat Crankshafts is another oneoffering stroker kits. Its two kits startwith 409 blocks and are available in434 and 472 cubic inch versionsusing 4.155 and 4.340 bore sizes.Both H and I beam connecting rodsare available. The kits include thecrankshaft, rods, pistons, rings andbearings, and can be bought withdifferent balancing packages.

For those making their ownstroker, Eagle Rods and Crankshaftsoffers a crankshaft with a four inchstroke for 409s, as well as the rods tofit it. While not a full kit, W pistonscan be had by a number ofmanufacturers.

Don’t forget that BBC crankshaftsmake the basis of a good W strokerand tapping into companies such asCalles can get you a state of the artmodel.

Combinations and CalculationsThere are a surprisingly largenumber of stroker combinationsusing stock 348 or 409 blocks. Steve


Chevy Stroker


A look from above the World W block shows large ribs thatadd to the webbing structure to strengthen the block in thelifter gallery area.

This view of the World aluminum W block shows the steelmain caps and distinctive water pump bosses outboard onthe face of the block.



37 Lunati_Layout 1 7/15/14 10:28 AM Page 37

Magnante is an automotive journalistand has reported on a number ofstroker builds. Here’s a few of them,broken down to just the facts for aquick reference.

The Edelbrock 421 Stroker cameabout when Edelbrock wanted tostart building aluminum W motorheads. Edelbrock built this stroker asits test mule, long before any newaftermarket blocks were available.

Starting with a 1964 truck 409block and crankshaft, the motor’s sixquart oil pan, .060” overbore (finalbore size of 4.375 inches) and thestock 3.50-inch stroke, the comboended up as 421 cubic inches.

A four bolt main kit was used aswell as 9.6:1 J&E pistons on Eagleforged H-beam rods, and the 6.135inch long Big Block Chevy piecesthat fit the 409 crank perfectly.

Also included were ARP 7/16, 12point cap rod bolts to improve overthe stock 3/8 bolts that Chevyorignally used. All this was designedto allow it to use 91 octane fuel andbe a street engine.

The crankshaft snout on a Wmotor will match up to a Small BlockChevy harmonic balancer, so an ATISuper Damper was used.

The intake was an Edelbrockdual-quad aluminum with Edelbrock500 CFM Thunder AVS carburetors.This combo created 466 horsepowerand 461.9 torque.

That in itself is quite a motor andwith just the .060” overbore, yet,retaining stock 409 heads. WhenMagnante reported on this engine,he said more could be built into that409 truck block, “Step up to a 470-plus cube stroker kit, add a point ofcompression, swap on a set of 750-cfm carburetors and do a littleporting and you’ll nudge 600horsepower for sure.”

Edelbrock’s recipe yielded


Chevy Stroker


This Magnum XL crank from Callies isoffered in a 3.50” to 5.6” stroke for big-inch engines. The 4340 forged steelcrankshafts provide ample strength andlongevity for these engines.

BLOCK OVERBORE STROKE CUBIC INCHES

348 .030 over 3.50 383 CI348 .030 over 4.00 434 CI 409 .060 over 3.50 421 CI409 std bore (4.3125) 3.650 427 CI (Z11 specs)409 .060 over 3.750 451 CI409 .040 over 4.00 476 CI409 .060 over 4.00 481 CI409 .100 over 4.125 500 CI


horsepower: 466.1 @ 5800 rpm. Basic specs are:

Block 409Stroke 3.500Bore 4.375Cubic Inches 421HP (approx) 466

Another W stroker Magnantereported on also uses a 409 block with abig, four inch stroke and even biggerpistons. In this case, a crankshaft froma Big Block Chevy is the starting point.The bore was .060 over and the resultswere 481 cubic inches.

Tech wise, the bore ended at 4.3725inches. Superior Automotive did thisbuild and they used a popular crankfor W strokers, the Mark IV, 454 BigBlock Chevy.

There is a trick here, as it needs to bea crank from between 1970 and 1990.

Later crankshafts, like 1991 and up,won’t fit into the 409 block. Using thiswill increase the stroke by ½ inch and,coupled with the bigger pistons andother performance work, will yield 532

horsepower and 542 ft./lbs. of torque. There are a few machining operations that need to be

done on the 454 crank before assembly. The biggest isturning down the mains .250 inch from 2.748 to 2.498inches.

After machining the mains, the radius on the crank’sjournal to the cheek will need to be stress relieved as thenew shape will be 90 degrees. Precision balancing is alsorecommended as is turning down the crank snout.

The finished size should be 1.250-inches so anexternally-balanced SBC 400 damper can be used.

Joe from Superior says that in the past, he had to doquite a bit of crankshaft work for his W strokers.

The Superior Automotive 481 Stroker sports thefollowing specs:


Typically, they would need to be turned down, edgesrounded and chamfered, counterweights knife edgeshaped and snouts turned down.

It didn’t stop there, as there was heat-treating and


Chevy Stroker


Chevy's W-series 348 and later the409 became legends on the street,and in particular the 409 also becamea legend on the track.


hard coating to do. Joe says these days, finished stroker crankshafts are morereadily available and even offer centralized counterweights so additionalclearance is minimal or not even needed.

On this 409/481 build, the added throw of the bigger 454 counterweightsand connecting rods are enough to impact the bottom of the cylinder bores.

Machining small notches creates clearance for the now-larger rotatingassembly. The rest of the rotating assembly has some wiggle room, too.Superior says reconditioned stock 454 rods can be used, but they opted fornew, forged steel, Eagle I-beam rods that are often less expensive.

These rods have the usual 454, 6.135 inch measurementand offer wider beams, wrist pin bushings and use biggerARP 7/16 inch rod end cap bolts.

Another cool combo came from Superior Automotive,and it was a sleeper!

This stroker takes advantage of the fact that a lot more348s were made than 409s. In fact, when the 409 came out,Chevy kept making the 348s. Superior says these littlebrothers can make a kick ass 434 inch stroker.

This combo used Edelbrock’s Performer RPMaluminum heads, an Eagle stroker crank with H-beamrods, Ross pistons, an Isky solid roller cam and a newsingle plane, four barrel intake manifold from LamarWalden which developed 576.8 horsepower at 6200 RPMwith 516.8 ft./lbs. at 5500 RPM.

According to Superior, the they started with the stockbore and opened it up from 4.125 by 0.030 to 4.155 inches.They checked the wall thickness after the bore and foundit to be 0.175 average.

A second boring operation enlarged the crescent foundin 348/409 blocks that acts as part of the combustionchambers and that size is now .060” over.

Into the block went an Eagle, 4340 forged steel crank.Even with its four inch stroke 0.750 greater than the stock3.25 stroke of a 348, Eagle reduced the counterweightdiameter of its crankshaft, making it a drop-in.

The Ross forged pistons are 11.7:1 versions and weighless than the stock pieces and the newer rods are heavierand stronger than the originals. Sometimes with thisbuild, that extra ¾ inch of stroke might contact some 348blocks, so Superior used its Rottler CNC machine stationto add some clearance.

With the use of Edelbrock Performer RPM heads, the



At this stage of the rebuild, the pistons, cam, crank and timing have all been in-stalled and our short block is virtually complete.

Circ

le 1

4 fo

r m

ore

info

rmat

ion

Continues on Page 82



GE

NE

RA

L M

OTO

RS

Sm

all B

lock

Str

oke

r K

its

CID

SU

PPLI

ER/W

EB S

ITE

BO

RE

STR

OKE

CRAN

KSHA

FT

BEAR

INGS

RO

DS

P

ISTO

NS

PINS

RI

NGS

M

AX R

PM

PAR

T NO

. AS

LIST

ED

How To Use This Resource GuideAdmittedly, we couldn’t geteverything in these charts aswe’d like, however, this shouldgive you a good idea of whatkind of kits are available andfrom which suppliers. We haveorganized the data by manufac-turer and then block type,whether it's a small block or bigblock or something else. GM’s LSplatform, for instance, has it’sown section because, well, thereare just so many variations. Our“Other” section includes mostlyimport kits but is hopefully agrowing section to be filled withsport compact kits in the future.If you want to find a specific kitfor, say, a Small Block Chevy 350,then you could look under theappropriate heading and scrolldown the left hand column tofind the stroker displacementyou wish to build.

We included as much infor-mation as we could fit on thepage and sent forms out toevery major engine parts sup-plier for their feedback. Ofcourse, not everyone chose toparticipate and we didn’t wantto make anything up for them.We also included sections in theform for identifying timingcomponents, whether it was atiming chain, belt or gear in-cluded with the kit and themanufacturer. Unfortunately,this information was incompleteso it was not included. How-ever, many stroker kits do comewith timing sets and oil pans(also an incomplete section).

We suggest that you select akit and then call the supplierlisted for further information oneach of their kits. This informa-tion is as accurate as we couldmake it but there may be otherfeatures and components avail-able. Furthermore, you may beable to swap out components forother brands if that is your pref-erence, but, again, give your sup-plier a call to see what you cando with your kit selection. ■

STROKER RESOURCE GUIDE

358

Libe

rty

Eng

ine

Par

ts

ww

w.li

bert

yeng

inep

arts

.com

4.03

0 3.

480

LPC

For

ged

Kin

gA

lecu

lar

Pro

Ser

ies

Unc

oate

d 5.

700

LP

C H

-Bea

m

Mah

le/S

RP

For

ged

LPC

Pla

sma

Mol

y B

K-3

58-X

358

Libe

rty

Eng

ine

Par

ts

ww

w.li

bert

yeng

inep

arts

.com

4.03

0 3.

480

LPC

For

ged

Kin

gA

lecu

lar

Pro

Ser

ies

Unc

oate

d 6.

000

LP

C H

-Bea

m

Mah

le/S

RP

For

ged

LPC

Pla

sma

Mol

y B

K-3

58-X

-6

358

Libe

rty

Eng

ine

Par

ts

ww

w.li

bert

yeng

inep

arts

.com

4.15

5 3.

875

LPC

For

ged

Kin

g “A

lecu

lar

Pro

S

erie

s” U

ncoa

ted

5.

700”

Sca

t7/

16”

I-B

eam

M

ahle

/SR

PF

orge

d LP

C P

lasm

a M

oly

BK

-135

8-X

I

377

Luna

ti P

ower

ww

w.lu

natip

ower

.com

4.15

53.

480

Luna

ti S

igna

ture

For

ged

Kin

g U

ncoa

ted

Luna

ti S

igna

ture

F

orge

d, I-

Bea

m

Luna

ti F

orge

d Lu

nati

Luna

ti M

oly

3770

1SR

K

377

Sca

t Ent

erpr

ises

w

ww

.sca

tent

erpr

ises

.com

4.15

5 3.

500

Sca

tC

ast

Kin

g U

ncoa

ted

6.00

0 S

cat

For

ged

I-B

eam

,1.

7 R

od R

atio

ICO

NS

erie

sF

orge

d F

lat T

opIC

ON

Str

aigh

t To

ol S

teel

132

gm

sIC

ON

Mol

y 1-

9061

0

377

Eng

ine

& P

erfo

rman

ce W

areh

ouse

ww

w.e

pwi.n

et4.

125

3.50

0 S

cat

For

ged

Eng

ine

Pro

Unc

oate

d 6.

000

EP

WI F

orge

d I-

Bea

mS

RP

For

ged

Dom

eS

RP

Str

aigh

tE

ngin

e P

ro M

oly

Ste

el

383

Eag

le S

peci

alty

Pro

duct

s w

ww

.eag

lero

d.co

m4.

030

3.75

0E

agle

Cas

t K

ing

Unc

oate

d 5.

700

Eag

le

For

ged,

I-B

eam

, R

od R

atio

1.5

2

Spe

ed-P

ro 1

0.5:

1 H

yper

eute

ctic

S

peed

-Pro

S

teel

, Str

aigh

t H

astin

gs

Mol

y, D

uctil

e Ir

on

7000

B13

405E

030

383

Eag

le S

peci

alty

Pro

duct

s w

ww

.eag

lero

d.co

m4.

030

3.75

0E

agle

For

ged

Kin

g U

ncoa

ted

5.70

0 E

agle

F

orge

d, H

-Bea

m,

Rod

Rat

io 1

.52

Mah

le 8

.2:1

For

ged

Mah

le

Ste

el, S

trai

ght

Mah

le

Mol

y, D

uctil

e Ir

on

8000

B12

0060

30

383

EP

W/P

BM

w

ww

.pbm

-ers

on.c

om3.

905

4.00

0P

BM

For

ged

Cle

vite

Unc

oate

d P

BM

H-B

eam

M

ahle

For

ged

Mah

leP

BM

Mol

y 83

861I

383

Luna

ti P

ower

ww

w.lu

natip

ower

.com

4.03

03.

750

Luna

ti V

oodo

oF

orge

dK

ing

Unc

oate

dLu

nati

Voo

doo

For

ged,

H-B

eam

Ic

on F

orge

dF

orge

d Ic

on

Str

aigh

t Ic

on M

oly

3830

2VR

K

383

Luna

ti P

ower

ww

w.lu

natip

ower

.com

4.03

03.

750

Luna

ti S

igna

ture

For

ged

Kin

g U

ncoa

ted

Luna

ti S

igna

ture

F

orge

d, I-

Bea

m

Mah

le F

orge

d M

ahle

Str

aigh

t Lu

nati

Mol

y 38

301S

RK

383

Libe

rty

Eng

ine

Par

ts

ww

w.li

bert

yeng

inep

arts

.com

4.15

5 3.

875

LPC

For

ged

Kin

g “A

lecu

lar

Pro

S

erie

s” U

ncoa

ted

6.00

0” S

cat 7

/16”

I-B

eam

M

ahle

/SR

PF

orge

d LP

C P

lasm

a M

oly

BK

-138

3-X

I

41-48 Stroker Charts updated 7/15/14 11:39 AM Page 41


383

Sca

t Ent

erpr

ises

w

ww

.sca

tent

erpr

ises

.com

4.03

0 3.

750

Sca

t C

ast

Kin

g U

ncoa

ted

5.70

0 S

cat

For

ged,

I-

Bea

m/1

.52

Rod

Rat

io

ICO

NS

erie

sF

orge

d, D

ish

Top

ICO

NS

trai

ght,

Tool

Ste

el, 1

32 g

ms

ICO

NM

oly

1-90

355

395

EP

W/P

BM

w

ww

.pbm

-ers

on.c

om4.

030

3.87

5P

BM

For

ged

Kin

g U

ncoa

ted

PB

M H

-Bea

m

PB

M F

orge

d P

BM

PB

M M

oly

3956

0F

406

Luna

ti P

ower

ww

w.lu

natip

ower

.com

4.15

53.

750

Luna

ti S

igna

ture

For

ged

Kin

g U

ncoa

ted

Luna

ti S

igna

ture

F

orge

d, I-

Bea

m

Mah

le F

lat T

op F

orge

d M

ahle

Str

aigh

t M

ahle

Mol

y 40

602S

RK

406

Eng

ine

& P

erfo

rman

ce W

areh

ouse

ww

w.e

pwi.n

et4.

125

3.75

0 S

cat

For

ged

Eng

ine

Pro

Unc

oate

d 5.

700

EP

WI

For

ged,

I-B

eam

S

RP

For

ged

SR

P S

trai

ght

Eng

ine

Pro

M

oly

Ste

el

407

Libe

rty

Eng

ine

Par

ts

ww

w.li

bert

yeng

inep

arts

.com

4.15

5 3.

750

LPC

For

ged

Kin

gA

lecu

lar

Pro

Ser

ies

Unc

oate

d

5.70

0 L

PC

H-B

eam

M

ahle

/SR

P

For

ged

LPC

P

lasm

a M

oly

BK

-407

-X

415

EP

W/P

BM

w

ww

.pbm

-ers

on.c

om4.

125

3.87

5P

BM

For

ged

Cle

vite

Unc

oate

d P

BM

H-B

eam

P

BM

F

orge

d P

BM

PB

M M

oly

4156

0D

420

Mot

or S

tate

Dis

trib

utin

g

ww

w.m

otor

stat

e.co

m4.

155

3.87

5 E

agle

For

ged

Cle

vite

6.00

0 E

agle

For

ged

H-B

eam

JE

F

orge

d D

ome

JEP

erfe

ct C

ircle

Pla

sma

Mol

y

421

Eag

le S

peci

alty

Pro

duct

s w

ww

.eag

lero

d.co

m4.

155

3.87

5E

agle

For

ged

Kin

g U

ncoa

ted

6.00

0 E

agle

For

ged,

H

-Bea

m, R

od R

atio

1.5

5 M

ahle

11

.3:1

, For

ged

Mah

le

Ste

el, S

trai

ght

Mah

le

Mol

y, D

uctil

e Ir

on

8000

B12

0320

30

421

Libe

rty

Eng

ine

Par

ts

ww

w.li

bert

yeng

inep

arts

.com

4.15

5 3.

875

LPC

For

ged

Kin

gA

lecu

lar

Pro

Ser

ies

Unc

oate

d

6.00

0 L

PC

H-B

eam

M

ahle

/SR

P

For

ged

LPC

P

lasm

aM

oly

BK

-421

-X

421

Libe

rty

Eng

ine

Par

ts

ww

w.li

bert

yeng

inep

arts

.com

4.15

5 3.

875

LPC

For

ged

Kin

g “A

lecu

lar

Pro

S

erie

s” U

ncoa

ted

6.00

0” S

cat

7/16

” I-

Bea

m

Mah

le/S

RP

For

ged

LPC

P

lasm

a M

oly

BK

-142

1-X

I

421

Sca

t Ent

erpr

ises

w

ww

.sca

tent

erpr

ises

.com

4.15

5 3.

875

Sca

t F

orge

d C

levi

te U

ncoa

ted

6.00

0 S

cat

For

ged

H-B

eam

/1.5

5 R

od R

atio

S

RP

For

ged,

Fla

t Top

S

RP

Str

aigh

t, To

olS

teel

, 130

g To

tal S

eal

Duc

tile

Mol

y 1-

4090

1 C

hevy

350

1-

4156

4 C

hevy

400

427

Luna

ti P

ower

ww

w.lu

natip

ower

.com

4.12

54.

000

Luna

ti V

oodo

oF

orge

d K

ing

Unc

oate

d Lu

nati

Voo

doo

For

ged,

H-B

eam

Lu

nati

Voo

doo

For

ged

Luna

ti V

oodo

o S

trai

ght

Luna

ti V

oodo

o M

oly

434

Eag

le S

peci

alty

Pro

duct

s w

ww

.eag

lero

d.co

m4.

155

4.10

0E

agle

For

ged

Kin

g U

ncoa

ted

6.00

0 E

agle

For

ged,

H

-Bea

m, R

od R

atio

1.5

0 M

ahle

10

:1, F

orge

d M

ahle

Ste

el, S

trai

ght

Mah

le

Mol

y, D

uctil

e Ir

on

7500

B12

0550

30

434

Libe

rty

Eng

ine

Par

ts

ww

w.li

bert

yeng

inep

arts

.com

4.15

5 4.

000

LPC

For

ged

Kin

g “A

lecu

lar

Pro

S

erie

s” U

ncoa

ted

6.00

0” S

cat

7/16

” I-

Bea

m

Mah

le/S

RP

For

ged

LPC

P

lasm

a M

oly

BK

-143

4-X

I

434

Sca

t Ent

erpr

ises

w

ww

.sca

tent

erpr

ises

.com

4.12

5 4.

000

Sca

t F

orge

d C

levi

te U

ncoa

ted

6.00

0 S

cat

For

ged,

H

-Bea

m/1

.5 R

od R

atio

S

RP

F

orge

d, F

lat T

op

SR

P S

trai

ght,

Tool

Ste

el, 1

30g

Tota

l Sea

l D

uctil

e M

oly

1-40

902

434

Sca

t Ent

erpr

ises

w

ww

.sca

tent

erpr

ises

.com

4.15

5 4.

000

Sca

t F

orge

d C

levi

te U

ncoa

ted

6.00

0 S

cat

For

ged,

H

-Bea

m/1

.5 R

od R

atio

M

ahle

F

orge

d, F

lat T

op

Mah

le S

trai

ght,

Tool

Ste

el, 1

30g

Mah

le

Duc

tile

Mol

y 1-

4156

5

434

Mot

or S

tate

Dis

trib

utin

g

ww

w.m

otor

stat

e.co

m4.

155

4.00

0 E

agle

For

ged

Cle

vite

77

6.00

0 E

agle

For

ged

JE F

orge

d, D

ome

JEP

erfe

ct C

ircle

Pla

sma

Mol

y

434

Luna

ti P

ower

4.15

54.

000

Luna

ti V

oodo

oF

orge

dK

ing

Unc

oate

dLu

nati

Voo

doo

6.00

0”Ic

on F

orge

dIc

on S

trai

ght

Icon

Mol

y

488

Coa

st H

igh

Per

form

ance

ww

w.c

oast

high

.com

4.15

54.

500

Sca

t F

orge

d C

levi

te U

ncoa

ted

6.70

0 S

cat

For

ged,

H-B

eam

P

robe

For

ged

Pro

be

86L2

0,S

trai

ght,

150g

P

erfe

ct C

ircle

M

oly,

Duc

tile

Iron

75

0014

856-

SC

A-3

76-P

488

495

Eag

le S

peci

alty

Pro

duct

s w

ww

.eag

lero

d.co

m4.

185

4.50

0E

agle

For

ged

Kin

g U

ncoa

ted

6.80

0 E

agle

For

ged,

H

-Bea

m R

od R

atio

1.5

1 M

ahle

10.

6:1

Mah

le

Ste

el, S

trai

ght

Mah

le

Mol

y, D

uctil

e Ir

on

6500

B51

5010

65

434

Pon

tiac

Sca

t Ent

erpr

ises

w

ww

.sca

tent

erpr

ises

.com

4.15

5 4.

000

Sca

t F

orge

d C

levi

te U

ncoa

ted

6.80

0 S

cat

For

ged,

H

-Bea

m/1

.7:1

Rod

Rat

io

ICO

NS

erie

s F

orge

d, F

lat T

op

ICO

NS

trai

ght S

teel

, 163

g To

tal S

eal

Duc

tile

Mol

y 1-

4165

0

GE

NE

RA

L M

OTO

RS

Sm

all B

lock

Str

oke

r K

its

CID

SU

PPLI

ER/W

EB S

ITE

BO

RE

STR

OKE

CRAN

KSHA

FT

BEAR

INGS

RO

DS

P

ISTO

NS

PINS

RI

NGS

M

AX R

PM

PAR

T NO

. AS

LIST

ED



GE

NE

RA

L M

OTO

RS

LS

Str

oke

r K

its

CID

SU

PPLI

ER/W

EB S

ITE

BO

RE

STR

OKE

CRAN

KSHA

FT

BEAR

INGS

RO

DS

P

ISTO

NS

PINS

RI

NGS

M

AX R

PM

PAR

T NO

. AS

LIST

ED

383

Eag

le S

peci

alty

Pro

duct

sw

ww

.eag

lero

d.co

m3.

905

4.00

0E

agle

For

ged

Kin

g U

ncoa

ted

6.12

5 E

agle

, For

ged,

H

-Bea

m R

od R

atio

1.5

3M

ahle

11.

0:1

For

ged

Mah

le S

teel

, Str

aigh

t M

ahle

Mol

y, D

uctil

eIr

on

7000

B12

9123

905

383

Eag

le S

peci

alty

Pro

duct

s w

ww

.eag

lero

d.co

m3.

905

4.00

0E

agle

For

ged

Kin

g U

ncoa

ted

6.12

5 E

agle

For

ged,

H

-Bea

m R

od R

atio

1.5

3 M

ahle

10.

8:1

For

ged

Mah

le S

teel

, Str

aigh

t M

ahle

Mol

y, D

uctil

eIr

on

7000

B12

8043

905

383

Luna

ti P

ower

ww

w.lu

natip

ower

.com

3.90

54.

000

Luna

ti V

oodo

oF

orge

dK

ing

Unc

oate

d6.

125

Luna

ti V

oodo

o

For

ged,

H-B

eam

Ic

on D

ish

For

ged

Icon

S

trai

ght

Icon

Mol

y N

ew

383

Sca

t Ent

erpr

ises

w

ww

.sca

tent

erpr

ises

.com

3.90

54.

000

Sca

t For

ged

Cle

vite

Unc

oate

d6.

200

Sca

t For

ged

H-B

eam

/1.5

5 R

od R

atio

Aut

o Te

c F

orge

d F

lat

Top

Aut

o Te

c S

trai

ght

Tool

Ste

el 1

30g

Tota

l Sea

l Duc

tile

Mol

y1-

4190

2

383

K1

Tech

nolo

gies

w

ww

.k1t

echn

olog

ies.

com

3.90

34.

000

K1,

For

ged

346-

4000

RB

6F

Cle

vite

Opt

iona

l 6.

125

K1,

For

ged,

H-B

eam

,C

H 6

125

ALL

BLS

8AW

isec

o, F

orge

d,K

464x

3903

Wis

eco

Str

aigh

t 51

15, 1

05g

Wis

eco

GF

X S

teel

Nitr

ide

Nap

ier

8000

R-K

D20

123

(LS

1)

383.

25A

tech

Mot

orsp

orts

ww

w.a

tech

mot

orsp

orts

.com

3.90

54.

000

Eag

le F

orge

dC

levi

teE

agle

For

ged,

H-B

eam

M

ahle

Fla

t Top

For

ged

Pla

sma

Mol

y F

ile fi

tE

SP

- 12

9123

905

388

Live

rnoi

s M

otor

spor

ts

ww

w.li

vern

oism

otor

spor

ts.c

om4.

070

3.72

0G

M c

ast

Cle

vite

Coa

ted

6.12

5 M

anle

y F

orge

d,H

-Bea

m

Ros

s F

orge

dR

oss

H-1

3,

Str

aigh

t, 11

8g

Tota

l Sea

l S

teel

75

00LM

ES

SLS

3

402

Luna

ti P

ower

ww

w.lu

natip

ower

.com

4.00

04.

000

Luna

ti V

oodo

oF

orge

dK

ing

Unc

oate

d6.

125

Luna

ti V

oodo

o F

orge

d,H

-Bea

m

Icon

Dis

h F

orge

dIc

on S

trai

ght

Icon

Mol

y N

ew

404

Live

rnoi

s M

otor

spor

ts

ww

w.li

vern

oism

otor

spor

ts.c

om4.

005

4.00

0M

anle

y F

orge

dC

levi

te C

oate

d 6.

125

Man

ley

For

ged,

H-B

eam

R

oss

For

ged

Ros

s H

-13,

Str

aigh

t,11

8g

Tota

l Sea

l S

teel

75

00K

IT 2

4

408

Eag

le S

peci

alty

Pro

duct

s w

ww

.eag

lero

d.co

m4.

030

4.00

0E

agle

For

ged

Kin

g U

ncoa

ted

6.12

5 E

agle

For

ged,

H-B

eam

Rod

Rat

io 1

.53

Mah

le 1

0.8:

1 F

orge

dM

ahle

Ste

el, S

trai

ght

Mah

le M

oly,

Duc

tile

Iron

70

00B

1291

0403

0

408

Luna

ti P

ower

ww

w.lu

natip

ower

.com

4.03

04.

000

Luna

ti V

oodo

oF

orge

dK

ing

Unc

oate

dLu

nati

Voo

doo

For

ged

Dia

mon

d D

ish

For

dD

iam

ond

Str

aigh

tTo

tal S

eal M

oly

408

Sca

t Ent

erpr

ises

w

ww

.sca

tent

erpr

ises

.com

3.03

04.

125

Sca

t For

ged

Cle

vite

Unc

oate

d6.

125

Sca

t For

ged

H-B

eam

/1.4

8 R

od R

atio

Rac

e Te

c F

orge

d D

ish

Top

Rac

e Te

c To

ol S

teel

110g

Tota

l Sea

l Duc

tile

Mol

y1-

4192

1 (

LS2)

408.

18A

tech

Mot

orsp

orts

ww

w.a

tech

mot

orsp

orts

.com

4.03

04.

000

Esp

For

ged

Cle

vite

Eag

le F

orge

d, H

-Bea

m

Mah

le F

orge

dP

lasm

a M

oly

File

fit

ES

P-

1291

0403

0

416

Coa

st H

igh

Per

form

ance

ww

w.c

oast

high

.com

4.07

04.

000

Pro

be F

orge

dC

levi

te U

ncoa

ted

6.12

5 P

robe

For

ged,

H

-Bea

m

Pro

be F

orge

dP

robe

86L

20,

Str

aigh

t, 11

8g

Tota

l Sea

l M

oly,

Duc

tile

Iron

75

0015

000-

PS

-C41

6

416

Sca

t Ent

erpr

ises

w

ww

.sca

tent

erpr

ises

.com

4.07

04.

000

Sca

t For

ged

Cle

vite

Unc

oate

d6.

125

Sca

t For

ged

H-B

eam

/1.5

3 R

od R

atio

SR

P F

orge

d F

lat o

rD

ishe

d To

pS

RP

Str

aigh

t To

ol S

teel

106

gTo

tal S

eal D

uctil

eM

oly

1-41

912-

070

Fla

t Top

1-

4191

2-07

0 D

ishe

d To

p

416

Luna

ti P

ower

ww

w.lu

natip

ower

.com

4.07

04.

000

Luna

ti V

oodo

oF

orge

dK

ing

Unc

oate

dLu

nati

Voo

doo

For

ged

6.12

5” I-

Bea

mD

iam

ond

For

ged

Dia

mon

d S

trai

ght

Tota

l Sea

l Mol

y

419

Live

rnoi

s M

otor

spor

ts

ww

w.li

vern

oism

otor

spor

ts.c

om4.

070

4.00

0M

anle

y F

orge

dC

levi

te C

oate

d 6.

125

Man

ley

For

ged,

H

-Bea

m

Ros

s F

orge

dR

oss

H-1

3,

Str

aigh

t, 11

8g

Tota

l Sea

l S

teel

75

00K

IT 2

6

427

Live

rnoi

s M

otor

spor

ts

ww

w.li

vern

oism

otor

spor

ts.c

om4.

125

4.00

0M

anle

y F

orge

dC

levi

te C

oate

d 6.

125

Man

ley

For

ged,

H

-Bea

m

Ros

s F

orge

dR

oss

H-1

3,

Str

aigh

t, 11

8g

Tota

l Sea

l S

teel

75

00LM

EB

B

427

K1

Tech

nolo

gies

w

ww

.k1t

echn

olog

ies.

com

4.12

54.

000

K1,

For

ged

346-

4000

RB

6F

Cle

vite

Opt

iona

l 6.

125

K1

CH

612

5 A

LL-

BLS

8A F

orge

d H

-Bea

mW

isec

o, F

orge

d,K

395x

125

Wis

eco

Str

aigh

t 51

15, 1

05g

Wis

eco

GF

X S

teel

Nitr

ide

Nap

ier

8000

R-K

D20

147

(LS

x)

429

Eag

le S

peci

alty

Pro

duct

sw

ww

.eag

lero

d.co

m4.

070

4.12

5E

agle

For

ged

Kin

g U

ncoa

ted

6.12

5 E

agle

For

ged,

H

-Bea

m R

od R

atio

1.4

8 M

ahle

11.

0:1

For

ged

Mah

le S

teel

, Str

aigh

t M

ahle

Mol

y, D

uctil

eIr

on

8000

B12

9524

070

429

Live

rnoi

s M

otor

spor

ts

ww

w.li

vern

oism

otor

spor

ts.c

om4.

130

4.00

0M

anle

y F

orge

dC

levi

te C

oate

d 6.

125

Man

ley

For

ged,

H

-Bea

m

Ros

s F

orge

dR

oss

H-1

3,

Str

aigh

t, 11

8g

Tota

l Sea

l S

teel

75

00LM

ELS

X42

9

434

Luna

ti P

ower

ww

w.lu

natip

ower

.com

4.15

54.

000

Luna

ti S

igna

ture

For

ged

Kin

g U

ncoa

ted

6.12

5 Lu

nati

Sig

natu

reF

orge

d, I-

Bea

m

Luna

ti F

orge

dLu

nati

Str

aigh

t Lu

nati

Mol

y N

ew



GE

NE

RA

L M

OTO

RS

LS

Str

oke

r K

its

Co

nti

nu

edCI

D

SUPP

LIER

/WEB

SIT

E

BORE

S

TROK

E

CR

ANKS

HAFT

BE

ARIN

GS

RODS

PIS

TONS

PI

NS

RING

S

MAX

RPM

P

ART

NO. A

S LI

STED

GE

NE

RA

L M

OTO

RS

Big

Blo

ck S

tro

ker

Kit

sCI

D

SUPP

LIER

/WEB

SIT

E

BORE

S

TROK

E

CR

ANKS

HAFT

BE

ARIN

GS

RODS

PIS

TONS

PI

NS

RING

S

MAX

RPM

P

ART

NO. A

S LI

STED

441

Eag

le S

peci

alty

Pro

duct

s w

ww

.eag

lero

d.co

m4.

125

4.12

5E

agle

For

ged

Kin

g U

ncoa

ted

6.12

5 E

agle

For

ged,

H-

Bea

m/R

od R

atio

1.4

8 M

ahle

11.

3:1

For

ged

Mah

le S

teel

, Str

aigh

t M

ahle

Mol

y, D

uctil

eIr

on

7000

B12

9194

125

454

Luna

ti P

ower

ww

w.lu

natip

ower

.com

4.12

54.

250

Luna

ti S

igna

ture

For

ged

Kin

g U

ncoa

ted

6.30

0 Lu

nati

Sig

natu

reF

orge

d, I-

Bea

m

Luna

ti F

orge

dLu

nati

Str

aigh

t Lu

nati

Mol

y 45

408S

RK

454

Sca

t Ent

erpr

ises

w

ww

.sca

tent

erpr

ises

.com

4.12

54.

250

Sca

t For

ged

Cle

vite

Unc

oate

d6.

250

Sca

t For

ged

H-

Bea

m/1

.47

Rod

Rat

ioM

ahle

For

ged

Fla

t Top

Mah

le S

trai

ght

Ste

el 1

18g

Mah

le D

uctil

e M

oly

1-41

935

(LS

x Ta

ll D

eck)

499

Luna

ti P

ower

ww

w.lu

natip

ower

.com

4.15

54.

600

Luna

ti S

igna

ture

For

ged

Kin

g U

ncoa

ted

6.30

0 Lu

nati

Sig

natu

reF

orge

d, I-

Bea

m

Luna

ti F

orge

dLu

nati

Str

aigh

t Lu

nati

Mol

y N

ew

460

Eng

ine

& P

erfo

rman

ce W

areh

ouse

ww

w.e

pwi.n

et4.

250

4.00

0 S

cat

For

ged

Eng

ine

Pro

Unc

oate

d 6.

135

/6.3

85 E

ngin

e P

roF

orge

d, H

-Bea

m

SR

P F

orge

d S

RP

Str

aigh

t E

ngin

e P

ro

Mol

y S

teel

461

Sca

t Ent

erpr

ises

w

ww

.sca

tent

erpr

ises

.com

4.15

5 4.

250

Sca

t F

orge

d C

levi

te U

ncoa

ted

6.80

0 S

cat

For

ged,

H-B

eam

/1.6

:1 R

od R

atio

IC

ON

Ser

ies

For

ged,

Fla

t or

Dis

hed

Top

ICO

N S

trai

ght,

Tool

Ste

el 1

63g

Tota

l Sea

l D

uctil

e M

oly

1-41

660

Fla

t Top

1-

4166

1 D

ishe

d To

p

468

Eag

le S

peci

alty

Pro

duct

s w

ww

.eag

lero

d.co

m4.

185

4.25

0E

agle

Cas

t K

ing

Unc

oate

d 6.

800

Eag

le F

orge

d,

I-B

eam

Rod

Rat

io 1

.60

Mah

le

10.2

:1, F

orge

d M

ahle

S

teel

, Str

aigh

t M

ahle

M

oly,

Duc

tile

Iron

65

00B

5240

3030

488

Ate

ch M

otor

spor

ts

ww

w.a

tech

mot

orsp

orts

.com

4.15

54.

500

Eag

le F

orge

d C

levi

te U

ncoa

ted

6.80

0 E

agle

For

ged

Mah

le F

orge

d M

ahle

S

teel

, Str

aigh

t S

eale

d P

ower

M

oly

ES

P-5

1503

030

488

Sca

t Ent

erpr

ises

w

ww

.sca

tent

erpr

ises

.com

4.15

5 4.

500

Sca

t F

orge

d C

levi

te U

ncoa

ted

6.70

0 S

cat

For

ged,

H-B

eam

/1.4

8:1

Rod

Rat

io

ICO

N S

erie

sF

orge

d D

ishe

d To

p IC

ON

Str

aigh

t,To

ol S

teel

163

g To

tal S

eal

Duc

tile

Mol

y 1-

4167

1

489

Sca

t Ent

erpr

ises

w

ww

.sca

tent

erpr

ises

.com

4.28

0 4.

250

Sca

t C

ast

Kin

g U

ncoa

ted

6.38

5 S

cat

For

ged,

I-

Bea

m/1

.5:1

Rod

Rat

io

UE

M IC

ON

Ser

ies

For

ged

Dom

eU

EM

Str

aigh

t,To

ol S

teel

, 141

g To

tal S

eal

Duc

tile

Mol

y 1-

9160

5

489

Luna

ti P

ower

ww

w.lu

natip

ower

.com

4.28

04.

250

Luna

ti V

oodo

oF

orge

dK

ing

Unc

oate

dLu

nati

Voo

doo

For

ged

6.38

5” H

-Bea

mIc

on F

orge

dIc

on S

trai

ght

Icon

Mol

y42

504V

RK

06

495

Eag

le S

peci

alty

Pro

duct

s w

ww

.eag

lero

d.co

m4.

185

4.50

0E

agle

Cas

t K

ing

Unc

oate

d 7.

100

Eag

le F

orge

d,

H-B

eam

Rod

Rat

io 1

.58

Mah

le

10.0

:1, F

orge

d M

ahle

S

teel

, Str

aigh

t M

ahle

M

oly,

Duc

tile

Iron

60

00B

4210

5060

496

Eag

le S

peci

alty

Pro

duct

s w

ww

.eag

lero

d.co

m4.

310

4.25

0E

agle

Cas

t K

ing

Unc

oate

d 6.

385

Eag

le F

orge

d, I-

beam

,R

od R

atio

1.5

0 M

ahle

10

.2:1

, For

ged

Mah

le

Ste

el, S

trai

ght

Mah

le

Mol

y, D

uctil

e Ir

on

6500

B18

0220

60

496

Eag

le S

peci

alty

Pro

duct

s w

ww

.eag

lero

d.co

m4.

310

4.25

0E

agle

For

ged

Kin

g U

ncoa

ted

6.38

5 E

agle

For

ged,

H

-Bea

m, R

od R

atio

1.5

0 M

ahle

10

.2:1

, For

ged

Mah

le

Ste

el, S

trai

ght

Mah

le

Mol

y, D

uctil

e Ir

on

7000

B11

1306

0

496

Dic

k M

iller

Rac

ing

ww

w.d

ickm

iller

raci

ng.c

om4.

185

4.50

0O

lds

For

ged

Cle

vite

Coa

ted

7.00

0 O

liver

For

ged

Dia

mon

d F

orge

d D

iam

ond

Str

aigh

t To

tal S

eal

Mol

y 70

00D

MR

-400

2-54

67

496

Sca

t Ent

erpr

ises

w

ww

.sca

tent

erpr

ises

.com

4.31

0 4.

250

Sca

t F

orge

d C

levi

te U

ncoa

ted

6.38

5 S

cat

For

ged

H-B

eam

SR

P F

orge

d D

ome

JE P

isto

ns S

trai

ght,

Tool

Ste

el, 1

50g

Tota

l Sea

l D

uctil

e M

oly

1-42

360-

060

496

K1

Tech

nolo

gies

w

ww

.k1t

echn

olog

ies.

com

4.31

0 4.

250

K1

454-

4250

DC

6F F

orge

d C

levi

te O

ptio

nal

6.38

5 K

1 C

H 6

385

AP

RB

LS8A

For

ged,

H-B

eam

P

ro T

ru P

T11

9H3

For

ged

Wis

eco

Str

aigh

t,51

15 1

56g

Has

tings

D

uctil

e M

oly

7000

R-P

T10

199

504

Sca

t Ent

erpr

ises

w

ww

.sca

tent

erpr

ises

.com

4.28

0 4.

375

Sca

t F

orge

d C

levi

te6.

385

Sca

t F

orge

d, H

-Bea

m

Mah

leF

orge

d D

ome

Mah

le S

trai

ght,

Tool

Ste

el 1

45g

Mah

le D

uctil

e M

oly

1-42

365

511

Eag

le S

peci

alty

Pro

duct

s w

ww

.eag

lero

d.co

m4.

310

4.37

5E

agle

For

ged

Kin

g U

ncoa

ted

6.38

5 E

agle

For

ged,

H

-Bea

m, R

od R

atio

1.4

6 M

ahle

10.

6:1,

For

ged

Mah

le

Ste

el, S

trai

ght

Mah

le

Mol

y, D

uctil

e Ir

on

8000

B11

0140

60

511

Dic

k M

iller

Rac

ing

ww

w.d

ickm

iller

raci

ng.c

om4.

250

4.50

0O

lds

For

ged

Cle

vite

Coa

ted

7.00

0 O

liver

For

ged

Dia

mon

d F

orge

d D

iam

ond

Str

aigh

t To

tal S

eal

Mol

y 70

00D

MR

-400

2-54

67

540

Libe

rty

Eng

ine

Par

ts

ww

w.li

bert

yeng

inep

arts

.com

4.50

0 4.

250

LPC

For

ged

Kin

g “A

lecu

lar

Pro

Se-

ries”

Unc

oate

d 6.

385

LP

C

H-B

eam

M

ahle

/SR

PF

orge

d LP

C P

lasm

a M

oly

BK

-154

0-X

540

Sca

t Ent

erpr

ises

w

ww

.sca

tent

erpr

ises

.com

4.50

0 4.

250

Sca

t F

orge

d C

levi

te U

ncoa

ted

6.38

5 S

cat

For

ged,

H-B

eam

/1.5

0 R

od R

atio

S

RP

F

orge

d, D

ome

Top

JE P

isto

ns S

trai

ght,

Tool

Ste

el, 1

50g

Tota

l Sea

l D

uctil

e M

oly

1-42

380

540

Luna

ti P

ower

ww

w.lu

natip

ower

.com

4.50

04.

250

Luna

ti S

igna

ture

For

ged

Kin

g U

ncoa

ted

Luna

ti S

igna

ture

6.38

5”M

ahle

For

ged

Mah

le S

trai

ght

Mah

le M

oly

4250

4SR

K06



GE

NE

RA

L M

OTO

RS

Big

Blo

ck S

tro

ker

Kit

sCI

D

SUPP

LIER

/WEB

SIT

E

BORE

S

TROK

E

CR

ANKS

HAFT

BE

ARIN

GS

RODS

PIS

TONS

PI

NS

RING

S

MAX

RPM

P

ART

NO. A

S LI

STED

555

EP

W/P

BM

w

ww

.pbm

-ers

on.c

om4.

560

4.25

0P

BM

For

ged

Cle

vite

Unc

oate

d P

BM

H-B

eam

S

RP

For

ged

SR

PP

BM

Mol

y 55

563D

555

EP

W/P

BM

w

ww

.pbm

-ers

on.c

om4.

560

4.25

0P

BM

For

ged

Cle

vite

Unc

oate

d P

BM

H-B

eam

S

RP

For

ged

SR

PP

BM

Mol

y 55

563F

557

Eag

le S

peci

alty

Pro

duct

s w

ww

.eag

lero

d.co

m4.

500

4.37

5E

agle

For

ged

Kin

g U

ncoa

ted

6.38

5 E

agle

For

ged,

H

-Bea

m, R

od R

atio

1.4

6 M

ahle

10

.5:1

For

ged

Mah

le S

teel

, Str

aigh

t M

ahle

M

oly,

Duc

tile

Iron

80

00B

1161

7450

0

565

EP

W/P

BM

w

ww

.pbm

-ers

on.c

om4.

600

4.25

0P

BM

For

ged

Cle

vite

Unc

oate

d P

BM

H-B

eam

S

RP

For

ged

SR

PP

BM

Mol

y 56

563D

565

Libe

rty

Eng

ine

Par

ts

ww

w.li

bert

yeng

inep

arts

.com

4.60

0 4.

250

LPC

For

ged

Mah

le C

levi

teH

-Ser

ies,

Unc

oate

d 6.

385

LP

C H

-Bea

mM

ahle

/SR

PF

orge

d LP

C P

lasm

a M

oly

BK

-156

5-X

565

Luna

ti P

ower

ww

w.lu

natip

ower

.com

4.60

04.

250

Luna

ti S

igna

ture

For

ged

Kin

g U

ncoa

ted

Luna

ti S

igna

ture

For

ged

6.38

5” I-

Bea

m

Dia

mon

d F

lat T

opF

orge

dD

iam

ond

Str

aigh

tTo

tal S

eal M

oly

4205

4SR

K09

572

Luna

ti P

ower

ww

w.lu

natip

ower

.com

4.50

04.

500

Luna

ti S

igna

ture

For

ged

Kin

g U

ncoa

ted

6.70

0 Lu

nati

Sig

natu

reF

orge

d, I-

Bea

m

Luna

ti F

orge

d Lu

nati

Str

aigh

t Lu

nati

Mol

y N

ew

598

EP

W/P

BM

w

ww

.pbm

-ers

on.c

om4.

600

4.50

0P

BM

For

ged

Cle

vite

6.53

5 P

BM

H-B

eam

S

RP

For

ged

SR

PP

BM

Mol

y 59

865D

598

Luna

ti P

ower

ww

w.lu

natip

ower

.com

4.60

04.

500

Luna

ti V

oodo

oF

orge

d Lu

nati

Voo

doo

6.53

5 Lu

nati

Voo

doo

For

ged,

H-B

eam

Lu

nati

Voo

doo

F

orge

d Lu

nati

Voo

doo

862

0S

teel

, Str

aigh

t Lu

nati

Voo

doo

Mol

y 59

804V

RK

598

Libe

rty

Eng

ine

Par

ts

ww

w.li

bert

yeng

inep

arts

.com

4.60

0 4.

500

LPC

For

ged

Kin

g “A

lecu

lar

Pro

Se-

ries”

Unc

oate

d

6.53

5LP

C H

-Bea

mM

ahle

/SR

PF

orge

d LP

C P

lasm

a M

oly

BK

-159

8-X

604

Luna

ti P

ower

ww

w.lu

natip

ower

.com

4.50

04.

750

Luna

ti S

igna

ture

For

ged

Kin

g U

ncoa

ted

6.70

0 Lu

nati

Sig

natu

reF

orge

d, I-

Bea

m

Luna

ti F

orge

d Lu

nati

Str

aigh

t Lu

nati

Mol

y N

ew

632

Eag

le S

peci

alty

Pro

duct

s w

ww

.eag

lero

d.co

m4.

600

4.75

0E

agle

For

ged

Kin

g U

ncoa

ted

6.66

0 M

ahle

For

ged,

H

-Bea

m, R

od R

atio

1.4

0 M

ahle

10

.3:1

For

ged

Mah

le S

teel

, Str

aigh

t M

ahle

M

oly,

Duc

tile

Iron

65

00

632

EP

W/P

BM

w

ww

.pbm

-ers

on.c

om4.

600

4.75

0C

allie

s F

orge

d C

levi

te6.

700

PB

M H

-Bea

m

JE F

orge

d JE

PB

M M

oly

6326

7F

632

Luna

ti P

ower

ww

w.lu

natip

ower

.com

4.60

04.

750

Luna

ti V

oodo

oF

orge

d Lu

nati

Voo

doo

Luna

ti V

oodo

o F

orge

d, H

-Bea

m

Luna

ti V

oodo

o

For

ged

Luna

ti V

oodo

o 8

620

Ste

el, S

trai

ght

Luna

ti V

oodo

o M

oly

6320

4VR

K

632

Luna

ti P

ower

ww

w.lu

natip

ower

.com

4.60

04.

750

Luna

ti S

igna

ture

For

ged

Kin

g U

ncoa

ted

6.70

0 Lu

nati

Sig

natu

reF

orge

d, I-

Bea

m

Luna

ti F

orge

d Lu

nati

Str

aigh

t Lu

nati

Mol

y 63

204S

RK

632

Libe

rty

Eng

ine

Par

ts

ww

w.li

bert

yeng

inep

arts

.com

4.60

0 4.

750

LPC

For

ged

Kin

g “A

lecu

lar

Pro

Se-

ries”

Unc

oate

d 6.

700

LPC

H-B

eam

M

ahle

/SR

P F

orge

d LP

C P

lasm

a M

oly

BK

-163

2-X

632

Sca

t Ent

erpr

ises

w

ww

.sca

tent

erpr

ises

.com

4.60

0 4.

750

Sca

t F

orge

d C

levi

te U

ncoa

ted

6.70

0 S

cat

For

ged,

H-B

eam

M

ahle

F

orge

d D

ome

Top

Mah

le S

trai

ght T

ool

Ste

el 1

45 g

ms

Mah

le D

uctil

e M

oly

1-42

398

461-

467

Pon

t.B

utle

r P

erfo

rman

ce

ww

w.b

utle

rper

form

ance

.com

4.15

5/4.

181

4.25

0C

ast

Spe

ed P

ro6.

800

Eag

le o

r S

cat

For

ged,

H-B

eam

R

oss,

But

ler

Exc

lusi

ve F

orgi

ngR

oss

515

0 C

hrom

e-M

oly,

Str

aigh

t, 12

8g

Tota

l Sea

l M

oly

orG

aple

ss O

ptio

nal

6500

BP

I-46

1-30

0C

461-

467

Pon

t.B

utle

r P

erfo

rman

ce

ww

w.b

utle

rper

form

ance

.com

4.15

5/4.

181

4.25

0F

orge

d S

peed

Pro

6.80

0 E

agle

or

Sca

t F

orge

d R

oss,

But

ler

Exc

lusi

ve F

orgi

ng

Ros

s 5

150

Chr

ome-

Mol

y, S

trai

ght,

128g

To

tal S

eal

Mol

y or

Gap

less

Opt

iona

l70

00B

PI-

461-

300F

494-

501

Pon

t.B

utle

r P

erfo

rman

cew

ww

.but

lerp

erfo

rman

ce.c

om4.

181/

4.21

1F

orge

dS

peed

Pro

6.80

0 E

agle

or

Sca

t F

orge

d R

oss

For

ged

Ros

s 5

150

Chr

ome-

Mol

y, S

trai

ght,

128g

To

tal S

eal

Mol

y 70

00

535-

541

Pon

t.B

utle

r P

erfo

rman

cew

ww

.but

lerp

erfo

rman

ce.c

om4.

350/

4.37

54.

500

For

ged

Spe

ed P

ro6.

800”

H-B

eam

For

ged

or O

liver

Bill

etB

P/R

oss

For

ged

Ros

s 51

50 S

trai

ght

Tota

l Sea

l Mol

y75

00B

PI-

4500

-300

F



FO

RD

Sm

all B

lock

Str

oke

r K

its

CID

SU

PPLI

ER/W

EB S

ITE

BO

RE

STR

OKE

CRAN

KSHA

FT

BEAR

INGS

RO

DS

P

ISTO

NS

PINS

RI

NGS

M

AX R

PM

PAR

T NO

. AS

LIST

ED

298

LIve

rnoi

s M

otor

spor

ts

ww

w.li

vern

oism

otor

spor

ts.c

om3.

553

3.75

0K

ello

gg F

orge

d C

levi

te C

oate

d 5.

850

Man

ley

For

ged,

H-B

eam

R

oss/

Dia

mon

d

For

ged

Ros

s H

-13,

Str

aigh

t, 11

1g

Tota

l Sea

l S

teel

85

00K

IT13

-3V

B

301

Eag

le S

peci

alty

Pro

duct

s w

ww

.eag

lero

d.co

m3.

572

3.75

0E

agle

For

ged

Kin

g U

ncoa

ted

5.95

0 E

agle

For

ged,

H

-Bea

m R

od R

atio

1.5

9 A

rias

10.9

:1 F

orge

d A

rias

Ste

el, S

trai

ght

Aria

s M

oly,

Duc

tile

Iron

85

00B

1440

3020

301

Eag

le S

peci

alty

Pro

duct

s w

ww

.eag

lero

d.co

m3.

572

3.75

0E

agle

For

ged

Kin

g U

ncoa

ted

5.95

0 E

agle

For

ged,

H

-Bea

m R

od R

atio

1.5

9 A

rias

10.8

:1 F

orge

d A

rias

Ste

el, S

trai

ght

Aria

s M

oly,

Duc

tile

Iron

85

00B

1442

3020

301

Eag

le S

peci

alty

Pro

duct

s w

ww

.eag

lero

d.co

m3.

572

3.75

0E

agle

For

ged

Kin

g U

ncoa

ted

5.95

0 E

agle

For

ged,

H

-Bea

m R

od R

atio

1.5

9 A

rias

11.2

:1 F

orge

d A

rias

Ste

el, S

trai

ght

Aria

s M

oly,

Duc

tile

Iron

85

00B

1441

3020

323

Live

rnoi

s M

otor

spor

ts

ww

w.li

vern

oism

otor

spor

ts.c

om3.

700

3.75

0K

ello

gg F

orge

d C

levi

te C

oate

d 5.

850

Man

ley

For

ged,

H-B

eam

R

oss

For

ged

Ros

s H

-13,

Str

aigh

t, 11

1g

Tota

l Sea

l S

teel

85

00K

IT13

-3V

BB

323

Live

rnoi

s M

otor

spor

ts

ww

w.li

vern

oism

otor

spor

ts.c

om3.

700

3.75

0K

ello

gg F

orge

d C

levi

te C

oate

d 5.

850

Man

ley

For

ged,

H-B

eam

R

oss

For

ged

Ros

s H

-13,

Str

aigh

t, 11

1g

Tota

l Sea

l S

teel

85

00K

IT31

-BO

SS

327

K1

Tech

nolo

gies

w

ww

.k1t

echn

olog

ies.

com

4.03

0 3.

250

K1,

For

ged

302-

3250

GB

6F

Cle

vite

Opt

iona

l 5.

400

K1

FH

540

0A11

68-A

For

ged,

H-B

eam

P

ro T

ru

PT

070H

3W

isec

o S

trai

ght,

5115

, 117

g H

astin

gs

Duc

tile

Mol

y R

-PT

1024

2

331

Eng

ine

& P

erfo

rman

ce W

areh

ouse

ww

w.e

pwi.n

et4.

000

3.25

0 S

cat

Cas

tC

levi

te U

ncoa

ted

5.40

0 S

cat

For

ged,

I-B

eam

S

RP

SR

P S

trai

ght

E-D

irect

EP

WI

Mol

y S

teel

347

Eag

le S

peci

alty

Pro

duct

s w

ww

.eag

lero

d.co

m4.

030

3.40

0E

agle

For

ged

Kin

g U

ncoa

ted

5.40

0 E

agle

For

ged,

H

-Bea

m, R

od R

atio

1.5

9 M

ahle

10

.0:1

, For

ged

Mah

le

Ste

el, S

trai

ght

Mah

le

Mol

y, D

uctil

e Ir

on

7000

B14

0030

30

347

Luna

ti P

ower

ww

w.lu

natip

ower

.com

4.03

03.

400

Luna

ti V

oodo

oF

orge

d Lu

nati

Voo

doo

5.40

0 Lu

nati

Voo

doo

For

ged,

H-B

eam

Lu

nati

Voo

doo

F

orge

d Lu

nati

Voo

doo

stra

ight

, 862

0 st

eel

Luna

ti V

oodo

o M

oly

3470

5VR

K

347

Libe

rty

Eng

ine

Par

ts

ww

w.li

bert

yeng

inep

arts

.com

4.03

0 3.

400

LPC

For

ged

Mah

le C

levi

teH

-Ser

ies

Unc

oate

d 5.

400

LP

C

H

-Bea

m

Mah

le/S

RP

For

ged

LPC

Pla

sma

Mol

y R

K-3

47-I

X

347

Libe

rty

Eng

ine

Par

ts

ww

w.li

bert

yeng

inep

arts

.com

4.03

0 3.

400

LPC

For

ged

Mah

le C

levi

teH

-Ser

ies

Unc

oate

d 5.

400

LP

C

H-B

eam

M

ahle

/SR

PF

orge

d LP

C P

lasm

a M

oly

RK

-347

-IX

D

347

Sca

t Ent

erpr

ises

w

ww

.sca

tent

erpr

ises

.com

4.03

03.

400

Sca

t F

orge

d C

levi

te U

ncoa

ted

5.40

0 E

agle

For

ged,

H-B

eam

S

RP

For

ged

SR

P S

trai

ght,

Tool

Ste

el, 1

30g

Tota

l Sea

l D

uctil

e M

oly

1-45

310

347

Eng

ine

& P

erfo

rman

ce W

areh

ouse

ww

w.e

pwi.n

et4.

000

3.40

0 E

PW

I Cas

t C

levi

te U

ncoa

ted

5.40

0 E

agle

For

ged,

I-B

eam

S

RP

or

Kei

th B

lack

H

yper

eute

ctic

S

RP

or

Kei

th B

lack

Str

aigh

t E

-Dire

ct E

PW

IM

oly

Ste

el

347

Mot

or S

tate

Dis

trib

utin

g

ww

w.m

otor

stat

e.co

m4.

030

3.40

0 E

agle

Cas

t C

levi

te 7

75.

400

Eag

leF

orge

d, I-

Bea

m

SR

PF

orge

d, F

lat T

op

SR

P S

trai

ght

Per

fect

Circ

leP

lasm

a M

oly

347

Mot

or S

tate

Dis

trib

utin

g

ww

w.m

otor

stat

e.co

m4.

030

3.40

0 E

agle

For

ged

Cle

vite

Unc

oate

d 5.

400

Eag

le

For

ged,

H-B

eam

S

RP

For

ged,

Fla

t Top

S

RP

Str

aigh

t P

erfe

ct C

ircle

Pla

sma

Mol

y

347

Luna

ti P

ower

ww

w.lu

natip

ower

.com

4.03

03.

400

Luna

ti V

oodo

oF

orge

dK

ing

Unc

oate

d

Luna

ti V

oodo

oF

orge

d5.

400”

H-B

eam

Icon

Fla

t Top

F

orge

dIc

on S

trai

ght

Icon

Mol

y

358

LIve

rnoi

s M

otor

spor

ts

ww

w.li

vern

oism

otor

spor

ts.c

om3.

700

4.16

5F

ord

For

ged

Cle

vite

Coa

ted

6.65

7 M

anle

y F

orge

d,

H-B

eam

R

oss

For

ged

Ros

s H

-13,

S

trai

ght,

111g

To

tal S

eal

Ste

el

8000

KIT

6-4V

B

374

Luna

ti P

ower

ww

w.lu

natip

ower

.com

4.12

53.

500

Luna

ti S

igna

ture

For

ged

Kin

g U

ncoa

ted

6.20

0 Lu

nati

Sig

natu

reF

orge

d, I-

Bea

m

Luna

ti F

orge

d Lu

nati

Str

aigh

t Lu

nati

Mol

y N

ew

388

Luna

ti P

ower

ww

w.lu

natip

ower

.com

4.12

53.

625

Luna

ti S

igna

ture

For

ged

Kin

g U

ncoa

ted

6.20

0 Lu

nati

Sig

natu

reF

orge

d, I-

Bea

m

Luna

ti F

orge

d Lu

nati

Str

aigh

t Lu

nati

Mol

y N

ew

393

Libe

rty

Eng

ine

Par

ts

ww

w.li

bert

yeng

inep

arts

.com

4.03

0 3.

850

Eag

le C

ast

Mah

le C

levi

teP

-Ser

ies

Unc

oate

d 5.

956

Eag

leI-

Bea

m

KB

Hyp

ereu

tect

ic

Has

tings

Mol

y R

ings

R

K-3

93-W

393

Eng

ine

& P

erfo

rman

ce W

areh

ouse

ww

w.e

pwi.n

et4.

000

3.85

0 S

cat

Cas

tC

levi

te U

ncoa

ted

5.95

5 S

cat

For

ged

I-B

eam

S

RP

For

ged

SR

P S

trai

ght

E-D

irect

EP

WI

Mol

y S

teel

393

Luna

ti P

ower

ww

w.lu

natip

ower

.com

4.03

03.

850

Luna

ti S

igna

ture

For

ged

Kin

g U

ncoa

ted

Luna

ti S

igna

ture

For

ged

6.20

0” I-

Bea

mD

iam

ond

For

ged

Dia

mon

d S

trai

ght

Dia

mon

d M

oly

3850

6SR

K07



FO

RD

Sm

all B

lock

Str

oke

r K

its

CID

SU

PPLI

ER/W

EB S

ITE

BO

RE

STR

OKE

CRAN

KSHA

FT

BEAR

INGS

RO

DS

P

ISTO

NS

PINS

RI

NGS

M

AX R

PM

PAR

T NO

. AS

LIST

ED

400

LIve

rnoi

s M

otor

spor

ts

ww

w.li

vern

oism

otor

spor

ts.c

om4.

080

3.82

5F

ord

Cle

vite

Coa

ted

6.20

0 C

arill

o F

orge

d, H

-B

eam

R

oss

For

ged

Ros

s H

-13,

S

trai

ght,

118g

To

tal S

eal

Ste

el

7000

LME

-RA

PT

OR

6.6

445

Eag

le S

peci

alty

Pro

duct

s w

ww

.eag

lero

d.co

m4.

080

4.25

0E

agle

Cas

t K

ing

Unc

oate

d 6.

635

Eag

le F

orge

d, H

-B

eam

Rod

Rat

io 1

.56

Mah

le 1

0.5:

1

For

ged

Mah

le S

teel

, Str

aigh

t M

ahle

M

oly,

Duc

tile

Iron

70

00B

1571

6408

0

462

Sca

t Ent

erpr

ises

w

ww

.sca

tent

erpr

ises

.com

4.16

0 4.

250

Sca

t C

ast

Kin

g U

ncoa

ted

6.70

0 S

cat

For

ged

H-B

eam

Mah

le F

orge

d M

ahle

Str

aigh

t Too

lS

teel

145

gm

sM

ahle

Duc

tile

Mol

y 1-

9465

2

520

Ate

ch M

otor

spor

ts

ww

w.a

tech

mot

orsp

orts

.com

4.39

04.

300

Sca

t C

ast

Unc

oate

d S

cat

For

ged,

I-be

am

Pro

be F

orge

d P

robe

Tota

l Sea

l M

oly,

Cla

ssic

Rac

e S

CA

-1-9

4955

BE

520

Sca

t Ent

erpr

ises

w

ww

.sca

tent

erpr

ises

.com

4.39

0 4.

300

Sca

t F

orge

d C

levi

te U

ncoa

ted

6.80

0 S

cat

For

ged

H-B

eam

Mah

le F

orge

d M

ahle

Str

aigh

t S

teel

145

gm

sM

ahle

D

uctil

e M

oly

1-47

604

557

Eag

le S

peci

alty

Pro

duct

s w

ww

.eag

lero

d.co

m4.

440

4.50

0E

agle

Cas

t K

ing

Unc

oate

d 6.

700

Eag

le F

orge

d, I-

beam

Rod

Rat

io 1

.49

Mah

le 1

0.5:

1

For

ged

Mah

le

Ste

el, S

trai

ght

Mah

le

Mol

y, D

uctil

e Ir

on

6500

B15

1080

80

FO

RD

Big

Blo

ck S

tro

ker

Kit

sCI

D

SUPP

LIER

/WEB

SIT

E

BORE

S

TROK

E

CR

ANKS

HAFT

BE

ARIN

GS

RODS

PIS

TONS

PI

NS

RING

S

MAX

RPM

P

ART

NO. A

S LI

STED

CH

RY

SL

ER

Sm

all B

lock

Str

oke

r K

its

CID

SU

PPLI

ER/W

EB S

ITE

BO

RE

STR

OKE

CRAN

KSHA

FT

BEAR

INGS

RO

DS

P

ISTO

NS

PINS

RI

NGS

M

AX R

PM

PAR

T NO

. AS

LIST

ED

366

Sca

t Ent

erpr

ises

w

ww

.sca

tent

erpr

ises

.com

3.92

0 3.

795

Sca

t F

orge

d C

levi

te H

-Ser

ies

6.12

5 S

cat

For

ged

H-B

eam

Pro

be F

orge

d P

robe

Str

aigh

t Ste

el14

9 gm

sTo

tal S

eal

Duc

tile

Mol

y 80

001-

4810

1 5

.7L

Hem

i

390

Mag

num

Hug

hes

Eng

ines

Inc.

w

ww

.hug

hese

ngin

es.c

om3.

940

4.00

0S

cat C

ast

Cle

vite

77

Unc

oate

d S

cat C

ast

6.12

3” I-

Bea

mIc

on F

orge

dIc

on S

trai

ght S

teel

118

gTo

tal S

eal

Mol

y

392

Coa

st H

igh

Per

form

ance

ww

w.c

oast

high

.com

4.06

03.

795

Sca

t F

orge

d C

levi

te U

ncoa

ted

6.12

5 S

cat

For

ged,

H-B

eam

P

robe

For

ged

Pro

be 8

6L20

, Str

aigh

t,11

8g

Per

fect

Circ

le

Mol

y, D

uctil

e Ir

on

7500

1437

2-S

CA

-729

-M6.

1

392

Live

rnoi

s M

otor

spor

ts

ww

w.li

vern

oism

otor

spor

ts.c

om3.

930

4.05

0M

anle

y F

orge

d C

levi

te C

oate

d 6.

125

Man

ley

For

ged,

H

-Bea

m

Ros

s F

orge

d R

oss

H-1

3, S

trai

ght,

118g

To

tal S

eal

Ste

el

7000

LME

392

401

Luna

ti P

ower

ww

w.lu

natip

ower

.com

4.12

53.

750

Luna

ti S

igna

ture

For

ged

Kin

g U

ncoa

ted

6.20

0 Lu

nati

Sig

natu

reF

orge

d, I-

Bea

m

Luna

ti F

orge

d Lu

nati

Str

aigh

t Lu

nati

Mol

y N

ew

408

Eag

le S

peci

alty

Pro

duct

sw

ww

.eag

lero

d.co

m4.

030

4.00

0E

agle

For

ged

Kin

g U

ncoa

ted

6.00

0 E

agle

For

ged,

H

-Bea

m R

od R

atio

1.5

0 M

ahle

10.

2:1

For

ged

Mah

le S

teel

, Str

aigh

t M

ahle

M

oly,

Duc

tile

Iron

80

00B

1470

2-03

0

408

Ate

ch M

otor

spor

ts

ww

w.a

tech

mot

orsp

orts

.com

4.03

04.

000

Eag

le C

ast

Cle

vite

Unc

oate

d E

agle

For

ged,

I-

Bea

m

Kei

th B

lack

H

yper

eute

ctic

K

eith

Bla

ck S

teel

,S

trai

ght

Kei

th B

lack

M

oly,

Duc

tile

Iron

E

SP

-165

2403

0

408

Luna

ti P

ower

ww

w.lu

natip

ower

.com

4.03

04.

000

Luna

ti V

oodo

oF

orge

d K

ing

Unc

oate

d6.

250

Luna

ti V

oodo

o

For

ged,

H-B

eam

Ic

on D

ish

For

ged

Icon

Str

aigh

t Ic

on M

oly

4080

6VR

K

408

Sca

t Ent

erpr

ises

w

ww

.sca

tent

erpr

ises

.com

4.03

04.

000

Sca

t F

orge

d C

levi

te U

ncoa

ted

6.20

0 S

cat

For

ged

H-B

eam

SR

P F

orge

d S

RP

Str

aigh

t Too

lS

teel

130

gTo

tal S

eal

Duc

tile

Mol

y 1-

4735

5

408

Eng

ine

& P

erfo

rman

ce W

areh

ouse

ww

w.e

pwi.n

et4.

000

4.00

0 S

cat

Cas

tC

levi

te U

ncoa

ted

6.25

0 S

cat

For

ged

H-B

eam

SR

P F

orge

d S

RP

Str

aigh

tE

-Dire

ct E

PW

IM

oly

Ste

el

408

Libe

rty

Eng

ine

Par

ts

ww

w.li

bert

yeng

inep

arts

.com

4.03

0 4.

000

Eag

le

Cas

t M

ahle

Cle

vite

P-S

erie

s

Unc

oate

d 6.

200

Eag

leI-

Bea

mM

ahle

/SR

PF

orge

d LP

C P

lasm

a M

oly

RK

-408

-W

418

Eag

le S

peci

alty

Pro

duct

sw

ww

.eag

lero

d.co

m4.

030

4.10

0E

agle

For

ged

Kin

g U

ncoa

ted

6.20

0 E

agle

For

ged,

H

-Bea

m R

od R

atio

1.5

1 M

ahle

9.9

:1 F

orge

d M

ahle

Ste

el, S

trai

ght

Mah

le

Mol

y, D

uctil

e Ir

on

7000

B14

1260

30

418

Sca

t Ent

erpr

ises

ww

w.s

cate

nter

pris

es.c

om4.

030

4.10

0S

cat

For

ged

Cle

vite

Unc

oate

d 6.

200

Sca

t F

orge

d H

-Bea

mS

RP

For

ged

SR

P S

trai

ght T

ool

Ste

el 1

30g

Tota

l Sea

l D

uctil

e M

oly

1-47

460

427

EP

W/P

BM

w

ww

.pbm

-ers

on.c

om4.

125

4.00

0P

BM

For

ged

Cle

vite

PB

M H

-Bea

m

SR

P F

orge

d S

RP

PB

M M

oly

4276

2FB

K

428

Luna

ti P

ower

ww

w.lu

natip

ower

.com

4.03

04.

00Lu

nati

Voo

doo

For

ged

Kin

g U

ncoa

ted

Luna

ti V

oodo

oF

orge

d 6.

250”

H-B

eam

Icon

Dis

hF

orge

dIc

on s

trai

ght

Icon

Mol

y40

006V

RK

01

438

EP

W/P

BM

w

ww

.pbm

-ers

on.c

om4.

125

4.10

0P

BM

For

ged

Cle

vite

Unc

oate

d 6.

200

PB

M H

-Bea

m

SR

P F

orge

d S

RP

PB

M M

oly

4386

2FB

K



CH

RY

SL

ER

Big

Blo

ck S

tro

ker

Kit

sCI

D

SUPP

LIER

/WEB

SIT

E

BORE

S

TROK

E

CR

ANKS

HAFT

BE

ARIN

GS

RODS

PIS

TONS

PI

NS

RING

S

MAX

RPM

P

ART

NO. A

S LI

STED

440

EP

W/P

BM

w

ww

.pbm

-ers

on.c

om4.

350

3.75

0P

BM

For

ged

Cle

vite

Unc

oate

d 6.

760

PB

M H

-Bea

m

SR

P F

orge

d S

RP

PB

M M

oly

4406

8F

440

EP

W/P

BM

w

ww

.pbm

-ers

on.c

om4.

350

4.10

0P

BM

For

ged

Cle

vite

Unc

oate

d 6.

760

PB

M H

-Bea

m

SR

P F

orge

d S

RP

PB

M M

oly

4406

7F

493

Hug

hes

Eng

ines

Inc.

w

ww

.hug

hese

ngin

es.c

om4.

350

4.15

0E

agle

For

ged

Cle

vite

77

U

ncoa

ted,

Ful

l Gro

ove

6.76

0” E

agle

H

-Bea

m

ICO

NF

orge

d Ic

on S

teel

141

gTo

tal S

eal

Mol

y, N

odul

ar Ir

on

493

K1

Tech

nolo

gies

w

ww

.k1t

echn

olog

ies.

com

4.35

0 4.

150

K1,

For

ged,

44

0-41

50JC

6F

Cle

vite

Opt

iona

l 6.

670

K1

DH

6760

AP

RB

8-A

For

ged

H-B

eam

Pro

Tru

PT

091H

3F

orge

d W

isec

o S

trai

ght

5115

, 156

gH

astin

gs

Duc

tile

Mol

y R

-PT

1024

0

505

Hug

hes

Eng

ines

Inc.

w

ww

.hug

hese

ngin

es.c

om4.

350

4.25

0E

agle

For

ged

C

levi

te U

ncoa

ted

Eag

le F

orge

d

7.10

0” H

-Bea

m

Icon

For

ged

Icon

Ste

el 1

41 g

Tota

l Sea

l M

oly,

Nod

ular

Iron

541

Eag

le S

peci

alty

Pro

duct

s w

ww

.eag

lero

d.co

m4.

375

4.50

0E

agle

For

ged

Kin

g U

ncoa

ted

7.10

0 E

agle

For

ged,

H

-Bea

m R

od R

atio

1.5

8 M

ahle

11.

2:1

For

ged

Mah

le

Ste

el, S

trai

ght

Mah

le

Mol

y, D

uctil

e Ir

on

7500

B21

2050

55

572

Sca

t Ent

erpr

ises

w

ww

.sca

tent

erpr

ises

.com

4.50

04.

500

Sca

t F

orge

d C

levi

te C

oate

d 7.

100

Sca

t F

orge

d H

-Bea

mIC

ON

For

ged

ICO

N S

trai

ght

Ste

el 1

41g

Tota

l Sea

l D

uctil

eM

oly

8000

1-48

065

426

BS

cat E

nter

pris

es

ww

w.s

cate

nter

pris

es.c

om4.

280

3.75

0S

cat

For

ged

Cle

vite

Coa

ted

6.76

0 S

cat

For

ged

H-B

eam

SR

P F

orge

d S

RP

Str

aigh

t To

ol S

teel

150

gTo

tal S

eal

Duc

tile

Mol

y 80

001-

4808

1

493

Eag

le S

peci

alty

Pro

duct

s w

ww

.eag

lero

d.co

m4.

360

4.15

0E

agle

For

ged

Kin

g U

ncoa

ted

6.76

0 E

agle

For

ged,

H

-Bea

m R

od R

atio

1.6

3 M

ahle

10.

7:1

For

ged

Mah

le

Ste

el, S

trai

ght

Mah

le

Mol

y, D

uctil

e Ir

on

7000

B21

2010

30

499

Eag

le S

peci

alty

Pro

duct

s w

ww

.eag

lero

d.co

m4.

375

4.15

0E

agle

For

ged

Kin

g U

ncoa

ted

6.76

0 E

agle

For

ged,

H

-Bea

m R

od R

atio

1.6

3 M

ahle

10.

5:1

For

ged

Mah

le

Ste

el, S

trai

ght

Mah

le

Mol

y, D

uctil

e Ir

on

8000

B21

1030

30

393

Sca

t Ent

erpr

ises

w

ww

.sca

tent

erpr

ises

.com

4.06

0 3.

795

Sca

t F

orge

d C

levi

te H

-Ser

ies

6.12

5 S

cat

For

ged

H-B

eam

Pro

be F

orge

d P

robe

Str

aigh

t S

teel

149

gTo

tal S

eal

Duc

tile

Mol

y 80

001-

4810

7 6

.1L

Hem

i

408

Hug

hes

Eng

ines

Inc.

w

ww

.hug

hese

ngin

es.c

om4.

030

4.00

0M

olna

r Te

chF

orge

dC

levi

te 7

7 U

ncoa

ted

Mol

nar

Tech

For

ged

H-B

eam

Icon

For

ged

Icon

Ste

el 1

18 g

Tota

l Sea

l Mol

y

408

Sca

t Ent

erpr

ises

w

ww

.sca

tent

erpr

ises

.com

4.03

0 4.

000

Sca

t F

orge

d C

levi

te H

-Ser

ies

6.12

3 S

cat

For

ged

H-B

eam

ICO

N F

orge

d IC

ON

Str

aigh

t S

teel

190

gTo

tal S

eal

Duc

tile

Mol

y 80

001-

4803

5

408

Mag

num

Hug

hes

Eng

ines

Inc.

w

ww

.hug

hese

ngin

es.c

om4.

030

4.00

0S

cat C

ast

Cle

vite

Unc

oate

dS

cat C

ast

6.12

3” H

-Bea

mK

eith

Bla

ck H

yper

eu-

tect

icK

eith

Bla

ck S

trai

ght

Ste

el 1

18 g

Sea

led

Pow

er D

uc-

tile

Mol

y

426

Hug

hes

Eng

ines

Inc.

w

ww

.hug

hese

ngin

es.c

om4.

030

4.18

0M

olne

r Te

chF

orge

d C

levi

te 7

7 U

ncoa

ted

6.12

3 M

olne

r Te

ch F

orge

d,B

illet

, Rod

Rat

io 1

.46

DS

S F

orge

d D

SS

Ste

el, S

trai

ght

110

g To

tal S

eal

Mol

y,N

odul

ar Ir

on

426

Live

rnoi

s M

otor

spor

ts

ww

w.li

vern

oism

otor

spor

ts.c

om4.

070

4.05

0M

anle

y F

orge

d C

levi

te C

oate

d 6.

125

Man

ley

F

orge

d, H

-Bea

m

Ros

s F

orge

d R

oss

H-1

3,

Str

aigh

t, 11

8g

Tota

l Sea

l S

teel

70

00LM

E42

6

392

Hem

iK

1 Te

chno

logi

es

ww

w.k

1tec

hnol

ogie

s.co

m3.

917

4.08

0 K

1 34

5-40

80S

A6F

For

ged

Cle

vite

Opt

iona

l 6.

125

K1,

For

ged

H-B

eam

DH

6125

AH

GB

8-A

W

isec

o F

orge

d W

isec

o, K

465X

5,S

trai

ght 5

115,

117

gW

isec

o G

FX

Ste

elN

itrid

e N

apie

rR

-KD

2024

5

426

Hem

iK

1 Te

chno

logi

es

ww

w.k

1tec

hnol

ogie

s.co

m4.

080

4.08

0 K

1 34

5-40

80S

A6F

For

ged

Cle

vite

Opt

iona

l 6.

125

K1,

For

ged

H-B

eam

DH

6125

AH

GB

8-A

W

isec

o F

orge

dK

470x

05

Wis

eco

Str

aigh

t 51

15, 1

08g

Wis

eco

GF

X S

teel

Nitr

ide

Nap

ier

R-K

D20

249

408

Eag

le S

peci

alty

Pro

duct

s w

ww

.eag

lero

d.co

m4.

030

4.00

0E

agle

Cas

t K

ing

Unc

oate

d 6.

123

Eag

le F

orge

d,

I-B

eam

Rod

Rat

io 1

.53

Mah

le 9

.9:1

For

ged

Mah

le S

teel

, Str

aigh

t M

ahle

M

oly,

Duc

tile

Iron

70

00B

2050

2030

416

Eag

le S

peci

alty

Pro

duct

s w

ww

.eag

lero

d.co

m4.

070

4.00

0E

agle

For

ged

Kin

g U

ncoa

ted

6.12

3 E

agle

For

ged,

H

-Bea

m R

od R

atio

1.5

3 M

ahle

10.

8:1

For

ged

Mah

le S

teel

, Str

aigh

t M

ahle

M

oly,

Duc

tile

Iron

70

00B

2010

6030

445

Eag

le S

peci

alty

Pro

duct

s w

ww

.eag

lero

d.co

m4.

080

4.25

0E

agle

Cas

t K

ing

Unc

oate

d 6.

635

Eag

le F

orge

d,

H-B

eam

Rod

Rat

io 1

.56

Mah

le 1

0.2:

1 F

orge

d M

ahle

Ste

el, S

trai

ght

Mah

le

Mol

y, D

uctil

e Ir

on

7000

B15

7164

080

462

Sca

t Ent

erpr

ises

w

ww

.sca

tent

erpr

ises

.com

4.16

0 4.

250

Sca

t C

ast

Kin

g U

ncoa

ted

6.70

0 S

cat

For

ged

H-B

eam

Mah

le F

orge

d M

ahle

Str

aigh

t Too

lS

teel

145

gm

sM

ahle

D

uctil

e M

oly

1-94

652

520

Ate

ch M

otor

spor

ts

ww

w.a

tech

mot

orsp

orts

.com

4.39

04.

300

Sca

t C

ast

Unc

oate

d S

cat

For

ged,

I-B

eam

P

robe

For

ged

Pro

beTo

tal S

eal

Mol

y,cl

assi

c ra

ce

SC

A-1

-949

55B

E

520

Sca

t Ent

erpr

ises

w

ww

.sca

tent

erpr

ises

.com

4.39

0 4.

300

Sca

t F

orge

d C

levi

te U

ncoa

ted

6.80

0 S

cat

For

ged

H-B

eam

Mah

le F

orge

d M

ahle

Str

aigh

t S

teel

145

gM

ahle

D

uctil

e M

oly

1-47

604

557

Eag

le S

peci

alty

Pro

duct

s w

ww

.eag

lero

d.co

m4.

440

4.50

0E

agle

Cas

t K

ing

Unc

oate

d 6.

700

Eag

le F

orge

d,

I-B

eam

Rod

Rat

io 1

.49

Mah

le 1

0.5:

1 F

orge

d M

ahle

Ste

el, S

trai

ght

Mah

le

Mol

y, D

uctil

e Ir

on

6500

B15

1080

80

CH

RY

SL

ER

Sm

all B

lock

Str

oke

r K

its

CID

SU

PPLI

ER/W

EB S

ITE

BO

RE

STR

OKE

CRAN

KSHA

FT

BEAR

INGS

RO

DS

P

ISTO

NS

PINS

RI

NGS

M

AX R

PM

PAR

T NO

. AS

LIST

ED



49 Auto Care Association_Layout 1 7/15/14 10:28 AM Page 49

The Cummins ISX engine isone of the workhorses of theCummins brand and will

continue to be a dominating factorin power generation applications,mining and industrial settings.

Cummins ISX engines are alsovery popular as a heavy-duty truckapplication engine.

Blake’s Remanufacturing’sremanufactured Cummins ISXengines are rebuilt to OEMspecifications in our ISO 9001 levelmachine shop. This means that evenolder model Cummins ISX engineapplications are often rebuilt usingbetter, more updated parts andtechniques than the original engine.Cummins ISX engines in many


GeneratingStrength

Building on the Cummins ISX Engine

Cum

min

s D

iese

l ISX

These ISX 15 engines, which were beingshipped to a customer in Ecuador, havea power range about 450 hp.

By John Clifford, Marketing Director,Blake’s Remanufacturing

50-58 Cummins Diesel 7/15/14 11:38 AM Page 50


51 Area Diesel Service_Layout 1 7/15/14 10:27 AM Page 51

aspects replaced the Cummins N14engines in 2001, due to the EPA tierregulations.

The first Cummins ISX enginerolled off the production line in1998.

Until 2010, this engine was adual overhead cam design with onecam actuating the injectors and theother the valve train.

Beginning in 2013, Cummins ISXengines were equipped with on-board diagnostics which monitoremissions output and maximizesengine efficiency.

This Cummins ISX model wasalso completed one year ahead ofproduction schedule to meet theEPA Department of TransportationRegulations.

The “ISX” in Cummins ISXstands for “Interact System” whichis the on-highway fuel systemCummins developed to vastlyimprove performance. CumminsISX engines are very popular foron-highway and commercialtrucking applications since theyhave the ability to pull between430hp – 620hp at 2050 ft./lbs.Consequently, the brother of theCummins ISX is the Cummins QSXwhich is part of the “Quantum”series. The Cummins QSX engine isthe primary workhorse for off-highway, industrial, marine, heavyequipment and oil & gasapplications.

The Cummins QSX deliversbetween 365hp – 665hp at 1875ft./lbs. of torque. Blake’sRemanufacturing has the ability todo both Cummins ISX andCummins QSX engine rebuilds.

Cummins CoolingThe Cummins 15L ISX is the latestengine in the ISX family which debuted in 2013.

With the ISX 15 the fuel efficiencyis increased 10 percent + overprevious models. The foundation ofthe ISX 15L is the reduction of thesize of the radiator and multiplecooling panels.

This reduction in size of thecooling system without the loss ofcooling power mean overall betteraerodynamics within the engine. Thenew Cummins ISX engine coolingsystem allows for losses from the


Cummins ISX

REBUILDING TIPS ON THE ISX

1. Pay special attention to the spring loaded cam gear.

2. Need to use a puller for front and back seal. a. Special puller tool to pull off the crankshaft. b. Kent-Moore Tool.

3. Back off the spring loaded tension before unloading it.

4. Totally non interchangeable between ISX and QSX. Use all specified parts.

5. Difference between ISX engine blocks. a. Some have EGRs and others do not. b. You can use both types of engine blocks if need be: The water fittings just need to be fitted with frost plugs.

6. Everything on ISX and QSX is heavy-duty. These engines use heavy-duty cams.

7. Make sure to set the idol gear properly. ISX has floating gears as they are on a floating hub. a. The gears float because of the backlash. b. There must be backlash on the gears. c. There also must be torque between all of the gears. d. The timing must be set properly between the gears. e. In a running engine the gears must be unloaded. Only the Detroit 60 Series has similar floating gears.

8. Pay special attention to the dual overhead cams: one for the valves and injectors and the other for the Jake Brakes.

9. Overall, strictly follow the service manual. Stick to OEM specifications and tolerances as this engine is a very precise piece of equipment and has little room for error.

From the staff at Blake’s Remanufacturing Services, LLC, Denver, CO



53 Quality Power_Layout 1 7/15/14 10:26 AM Page 53

engine’s alternator and various other water pumps to bemitigated. The new technology also allows for more openroom which creates cooled air for the engine.

The new cooling technology will likely save around2,000 gallons of fuel per year for a class 8 truck whichalso means less particulate emissions. In addition toimproved efficiency of the cooling system Cummins hasalso refined the combustion chamber to provide feweractive re-generations of the after treatment system.

Focus on Fuel EfficiencyThe Cummins 15L ISX engine is also the newest enginewith the improved fuel system. Up until 2010 thetraditional Cummins ISX engine featured the antiquateddual overhead camshaft design.

One of the camshafts activated the injectors and theother camshaft activated the valve train.

This type of injection system is called high pressureinjection and operates to create injection pressure by the

camshaft actuation. The dual cam design uses an integrated fuel system

model (IFSM) which contains pressure regulators, gearpump, lift pump, metering and timing actuators andshutoff valve to accurately deliver diesel fuel directly tothe injectors.

The IFSM typically has a one section valve cover thatis either plastic or chrome plated on older models of theCummins ISX.

The latest versions of the Cummins ISX 15 enginekeep getting more fuel-efficient as the technology keepsadvancing. Cummins has stated that the newest ISX 15can deliver up to 2 percent better fuel economy thanpreviously reported. The newest Cummins ISX 15operational efficiency actually delivers morehorsepower than in older ISX engine models.

The ratings on the ISX 15 range from 400-600 hp(298-447 kW) with 2050 lb.-ft. of peak torque.

The SmartTorque system Cummins developed addsroughly 200 lb.-ft. of extra torque to the top two gearsof the engine.

This means that Class 8 trucks can drive up steepergrades with much fewer downshifts making the ridethat much smoother and less strenuous on the engine.

For other models of the Cummins ISX engine, theadditional torque from the SmartTorque system isapplied to the lower gears where it is needed the most.

Blake’s Remanufacturing reports that it can providea remanufactured Cummins ISX 15 for half the cost of anew model, with no loss of efficiency or horsepower.

Cummins ISX Fuel Efficiency PhysicsThe fuel efficiency technology of the Cummins ISXengine uses the power of steam. Harnessing the power of steam for propulsionpurposes has been around for almost 2,000 years. Thesteam engine was first patented in 1606 by Spanishinventor Jerónimo de Ayanz y Beaumont. It was in 1698that Thomas Savery patented a steam pump whichcondensed steam to create a vacuum to draw waterinto the chamber, then applied the pressurized steam tofurther a piston. The same basic steam technology is used today in theCummins ISX. This scientific process is called theOrganic Rankine Cycle.

Applying the Organic Rankine Cycle (ORC) to thediesel engine is quite a different process. Heat in astandard reciprocating engine if often looked assomething to be avoided at all costs, but with newtechnology it is utilized to aid in better fuel efficiency.The technology is called Exhaust Gas Recirculation(EGR) which turns excess heat from a major probleminto the key to improved efficiency. In the CumminsISX engine the heat comes out of the engine and travelsdirectly to a superheater system. The superheaterincreases the temperature of the wet steam from theboiler into an extremely dry superheated steam.

This concept of “dry steam” is steam that is heatedbeyond boiling. The dry steam contains a lot of energywhich then turns a turbine in power plant systems. The


Cummins ISX

Engine builders at Blake’s performing line boring on an engine block.

Engine builder Brad Millers prepping the engine block forassembly.



55 Henkel_Layout 1 7/15/14 10:25 AM Page 55

turbine then turns a generatorwhich converts waste heat intoelectricity. In the Cummins ISXengine the electricity is used topower a small electric motor builtinto the crankshaft. After thesuperheated dry steam’s energy istransferred into the turbine it lateris sent to a recuperator then to acondenser where it is condensedand routed back into the boiler

producing a closed loop system.This is quite a revolutionaryconcept for the Cummins ISXhaving both the internal andexternal combustion in one engine.

The extra energy that isrecovered comes from fourdifferent sources: 6 percentincrease in energy will come fromthe EGR, 2 percent will come fromexhaust energy, and 2 percent will

come from other accessories thatused to drain additional power. Allof this additional energy adds upto about 10 percent increase inoverall fuel efficiency for theCummins ISX 15.

The basic premise of theCummins ISX engine’s fuelefficiency is recovering wasteenergy.

Waste energy can be describedas energy that is not used for anypractical purposes. Energy can beneither created nor destroyed. It isstored in the form of kinetic energy(in motion) or potential energy(stored energy).

When studying energy withinthe Cummins ISX engine we canascertain that most of the energy isstored in the diesel fuel aspotential energy. When that dieselfuel is burned in the combustionengine it changes form to kineticenergy, which then drives thepistons. However, most of thediesel fuel’s energy is lost as heat.

One gallon of diesel fuelcontains about 139,000 Btu (BritishThermal Unit) of potential energy.

One Btu is defined as theamount of heat required to increaseone pound of water one degreeFahrenheit. The goal with anyengine is to achieve peak thermalefficiency where as peak thermalefficiency is described as the workyou get divided by the energy youput in.

For example, a gas powered carengine is roughly 25 percentefficient and a heavy-duty dieselpowered Cummins ISX engine isroughly 40 percent efficient.

What that means is that if avehicle used 10 gallons of gas only4 gallons would go to towardspropelling the tires forward; theother 6 gallons are wasted. TheOrganic Rankine Cycle technologyin the Cummins ISX 15 aims torecovery as much energy aspossible through heat recovery.Across the board, only roughly 33percent of energy is used towardsmoving the motor.

An example of waste energy inrelation to trucks is when heatescapes from the engine to theoutdoors.

The heat sources on a Cummins


Cummins ISX



vehicle that help warmyou up on a cold dayinclude the CumminsISX engine itself, theradiator, transfer case,transmission,differentials, U-Joints,brakes, cooling units,and your heater. Noiseis also a heat source andis mostly a waste energyby product.

The second kind ofenergy is work energy.Work energy is harnessedenergy being directedwhere you want it to go.However, there arealways going to be otherhindrances to 100 percentthermal efficiency.

Gravity, inertia, laws ofaerodynamics and dragwill always be barriers toovercome to capturing100 percent of an energysource.

The second law ofthermodynamics statesthat achieving 100 percentthermal efficiency can’t beaccomplished.

ISX Emissions HistoryCummins has always beenon the forefront ofemissions reduction andthe development oftechnology that improves

emissions output. The first technology

Cummins introduced tohelp reduce particulateemissions was cooledexhaust gas recirculation orEGR system. This systemwas introduced in theCummins ISX CM870model in 2002 and worksby taking exhaust gas andre-circulates it back into theengine intake.

This process radicallylowers the combustionchamber temperatures inthe Cummins ISX enginethus reducing the creationof Nitrogen Oxide. NOxand NOy (NOx plus othercompounds that are createdduring the oxidationprocess of NOx) are thecommon causes of airpollution, smog and acidrain.

Another big change inemissions reduction rolledout in 2008 whenCummins introducedDiesel Particulate Filtertechnology for the



Blake’s also offers new and re-manufactured crankshafts,camshafts, lifters, connectingrods, cylinder heads, cylinderblocks and rocker assemblies forall the major diesel manufactur-ers, including Caterpillar, DetroitDiesel, Waukesha, John Deere,Mack, Perkins, International/Nav-istar, Alco, EMD and Komatsu.


Cummins ISX CM871 model. Diesel Particulate Filter technology or DPF is afiltration system designed to trap particulate NOx matter created by theCummins ISX engine. The second step of the system is the Diesel OxidationCatalyst which further breaks down the particulate matter via oxidation of the

ash. The ash of thediesel particulate isoftentimes calledsoot.

Then again in2010 the CumminsISX engine madeanother upgrade toits emissionstechnology with theISX 15 CM2250model.

The Cummins ISX15 CM2250 featuresthe improvedExhaust GasRecirculation inaddition to SelectiveCatalytic Reduction

for dieselparticulatematter.These newguidelinesfurther

confined to EPAregulations alsoknown as UreaInjection Reduction.The selective catalytic reduction system contains adiesel exhaust fluid composed of urea and water,controller, holding tank, pump, injector and the catalystbrick.

The system works by heating up the diesel exhaustfluid which is then pumped and injected into adecomposition area which then chemically reacts withthe diesel exhaust in the Selective Catalytic Reductionchamber to reduce the level of NOx.

The Cummins ISX 15 uses one camshaft compared toprevious versions which used two. This single camshaftdesign in the Cummins ISX engine is due to theintroduction of the common rail fueling system inwhich diesel fuel is pressurized from already highpressure.

The fuel is stored in multiple piston pumps andtransferred through tubes to a rail where the diesel fuelis stored under extremely high pressures up to but notincluding 35,000 psi.For more information on the Cummins ISX engine or theCummins QSX engine, contact Blake's Remanufacturingat www.blakesreman.com.

For more on the 40 years of Blake’s Remanufacturing,check out the Rebuilder Profile article beginning on page 78. ■


Cummins ISX

All Blake’s remanufacturedexchange engines are dynotested prior to shipping.

Street SmartsIn 2009, Cummins Inc. unveiledits on-highway engine lineupready to meet the new Envi-ronmental Protection Agency(EPA) regulations for the NorthAmerican market recently.Among the products intro-duced was the new CumminsISX11.9 engine, a compact andlightweight medium-bore en-gine the company said wassuitable for vocational trucks,day cabs, emergency vehiclesand motor coach applications. Sharing common cooled EGR,VGT Turbocharger, XPI fuelsystem, electronic controls andaftertreatment system withthe ISX15, the ISX11.9 was of-fered with ratings from 310-425 HP (231-317 kW) andtorque from 1,150 to 1,650 lb.-ft. (1,559 – 2,237 N•m). TheISX11.9 was offered with anoptional engine compressionbrake.All of Cummins 2010 on-high-way MidRange and Heavy-Duty engines are compatiblewith long-life coolants andbiodiesel blends up to B20.




59 AAPEX_Layout 1 7/15/14 10:23 AM Page 59

The pistons are some of thehardest working componentsinside a diesel engine.

Diesel engines are highcompression, high heat engines thatdemand a lot from their pistons.Compression ratios are typically inthe 16:1 to 20:1 range, whichimproves thermal efficiency andfuel economy, but also creates morepressure.

Cylinder pressures in manyproduction diesel engines mayrange from 2200 up to 2700 PSI orhigher depending on the engine'spower rating, compared to 1450PSI for a naturally aspiratedgasoline engine or 2100 PSI for aturbocharged gas engine.

Diesel pistons also have tocontend with more heat than theirgasoline counterparts. Flametemperatures can range from 2600degrees F to over 3600 degrees F inthe piston's combustion bowl,producing surface temperatures ofup to 750 degrees F or higher in the

rim area around the bowl. At such temperatures,

aluminum pistons can bedangerously close to their meltingpoint, so oil cooling is essential todissipate heat, cool the rings andcontrol thermal expansion.

Keeping ‘em Cool...Diesel pistons are cooled byspraying oil at the underside of thepiston and directing some of the oilinto hollow cavities or galleries inthe top portion of the piston behindthe upper ring land.

On some pistons, an oil coolingduct is created in the back of thetop ring insert by welding on asteel plate. Oil cooling lowers thetemperature of the top ring up to100 degrees F or more for bettersealing, less blowby and longer piston and ring life.

...And Give ’em RoomHigh operating temperatures alsomean diesel pistons usually need

more clearance to accommodatethermal expansion – especiallywhen an engine is being modifiedto produce more power. On a stockDuramax, the factory recommendsabout .002 inch of piston-to-wallclearance. For a street performance/drag application, you might want toallow .006 to .008 inch of pistonclearance depending on the type ofpistons used (cast or forged) andthe amount of boost pressure.

For a high boost diesel enginebeing used in a pulling application,you might need as much as .012 to.013 inch of clearance.

Diesel Piston MaterialMost production diesel pistons arestill cast aluminum, though newmaterials are coming into use (moreon this in a minute).

One would think diesel pistons


Internal Affairs: The Demands on Diesel Pistons and Sleeves

Die

sel P

isto

ns

BY LARRY CARLEY, TECHNICAL EDITORDiesel engines demand a lot fromtheir pistons. Factors such as enginecompression ratios, cylinder pres-sures and flame temperatures are allimportant factors in the design andconstruction of diesel pistons.

60-67 Buying Diesel 7/15/14 11:37 AM Page 60

would be forged aluminum tohandle the higher loads and heat,and some aftermarket performancepistons for diesel engines are 2618forged aluminum or even CNC-machined billet aluminum.

However, cast aluminum pistonshave long been used for mostproduction diesel engines becausecast pistons can be easily moldedwith a steel upper ring land toextend the durability of the rings.Castings are also less expensive thanforgings or other materials.

The pistons that are used in lighttruck diesel engines such as GMDuramax, Ford Powerstroke andDodge Cummins tend to be longerand heavier than the pistons used ingasoline engines.

Bore sizes in these engines canrange from 3.74 inches up to 4.21inches depending on theapplication, but piston weights canbe as much as 1000 to 1200 gramswith a 300 to 400 gram wrist pin.

The extra weight doesn't mattermuch because a stock diesel enginetypically operates at relatively lowRPM (under 4,500 RPM). But ifyou're modifying one of theseengines for pulling or drag racing,you'll likely want a lighter forgedpiston that can handle higher enginespeeds. You'll also need differentpistons if you're building a strokermotor.

One piston supplier weinterviewed for this article said theoriginal equipment stock pistons inCummins engines are "over built"for durability. The wrist pins arelarge and heavy so they will last along time, which is great for a hard-working daily driver.

But for a diesel performanceengine, you may not need so muchbeef. The pins can be lightened upby using pistons that have smallerand shorter wrist pins.

Durability should not be an issuewith smaller, lighter wrist pinsbecause a diesel engine used forpulling or drag racing onlyexperiences maximum load for arelatively short period of time. Itisn't expected to go 200,000 miles ormore like a production engine.

Lighter performance pistons canalso make engine balancing easierand less expensive in certain

applications. With Duramax engines, the

crankshaft should be internallybalanced for performance use ratherthan externally balanced.

But this can require a lot of heavymetal in the counterweights. Usinglighter pistons can minimize theamount of heavy metal that's neededto achieve an internal balance.

One piston manufacturer said the

trend towards lighter dieselperformance pistons is only going toaccelerate. The manufacturerexpressed that the pistons they willbe making a few years from nowwill be much different and lighterthan the ones they are producing forperformance diesel engines today.

Diesel Piston CoatingsMany aftermarket suppliers of


Diesel Pistons

Internal Affairs:




forged pistons for dieselengines use various types ofcoatings and surfacetreatments on their pistons.Anodizing and similartreatments are typically usedin the ring grooves and crownarea for durability. Manyconsider anodizing a must ifyou're building a high boostengine for the pistons andrings to survive.

Anti-friction coatings arealso popular on the pistonskirt to provide scuffprotection.

These "dry film lubricants"may contain such ingredientsas molybdenum disulfide,tungsten disulfide and/orPTFE (Teflon) in athermosetting polymer binder(water or solvent based).

Dry film coatings aretypically formulated toprovide surface lubricity andprotect against friction, gallingand wear. A dry film coatingprovides an extra margin ofsafety if oil pressure is lost (atleast for awhile), and helpsprevent metal-to-metal contactunder extreme pressure orfollowing a dry start.

Dry film lubricant coatingson piston skirts typically addabout .001" to the pistondiameter, so the question oftencomes up as to how this affectspiston installation clearances.

One piston manufacturersaid it is not necessary tocompensate for the coatingwhen figuring piston-to-boreclearances. "Just pretend thecoating isn't there," is theiradvice. Use the piston size onthe box to calculate clearances,not the actual diameter of thecoated piston.

Another type of coatingthat may be used on dieselpistons to enhanceperformance and heatmanagement is a ceramic-metallic coating on the top ofthe piston and in the bowl.

In theory, heat reflectingcoatings improve thermalefficiency and help pistons runcooler.

But if the surface isn'tprepared properly before thecoating is applied, it may flakeloose under heat and load.

Piston Bowl ConfigurationsSome aftermarket performancepistons are reworked stockcast pistons. "De-lipping" thebowl area to open up thecombustion chamber is acommon modification.

A more open bowl allowslonger injector duration formore power. The size, shapeand angle of the center cone (ifused) in the bottom of the bowlmay also be modified to matchthe spray pattern of aparticular set of injectors.

One thing you do have tokeep in mind when replacingpistons in an unmodifieddiesel engine is to make surethe replacement pistons havethe same bowl configurationas the original. This isimportant to maintain thesame compression ratio andcombustion characteristics thatwere designed into the engineso you don't adversely affectfuel economy, performance oremissions.

For example, on Cumminsdiesels there are more than 25different pistons for CumminsB-series engines which includevariants for on-road, off-road,marine, turbocharged andnon-turbocharged, differentring packs, etc.

To get the right replacementpiston, you need to know the"CPL" (Critical Parts List) forthe engine application. TheCPL lists all of the major partsthat are used in the engine,including the pistons, cam,injectors and turbo. You mayalso need the originalequipment serial number onthe piston, which may beetched or laser printed on thetop of the piston. There mayalso be a raw casting numberinside the piston, but this isnot application specificbecause the same casting maybe machined different ways


Diesel Pistons


for different engine applications.

Steel PistonsBig over-the-road heavy-duty truck engines areexpected to last a lot of miles, upwards of a millionor more with proper maintenance and care.

Cast aluminum pistons hold up well enough inlight to moderate use applications, but for highoutput engines, two-piece "articulated" pistons withsteel crowns and aluminum skirts may be used forimproved durability.

The wrist pin holds the two pieces together, andallows the piston to handle higher loads than wouldbe possible with a one-piece cast piston.

One-piece steel pistons have also been around fora number of years and offer numerous advantagesover cast aluminum, forged aluminum and two-piece aluminum/steel pistons in hard workingdiesel engines.

Steel pistons are more expensive to manufacturethan cast or forged aluminum pistons, but steel ismuch stronger than aluminum and can handlehigher loads and temperatures without failing.

Weight would seem to be a disadvantage, since steelis a heavier and denser metal than aluminum.

Yet steel pistons can be as light or even lighter than

aluminum pistons, if mass is removed in areas whereextra strength isn't needed. Ring land wear is also not aproblem with steel pistons because the entire piston issteel.

Another advantage with steel is that its coefficient of


Diesel Pistons

Circle 62 for more information Circle 64 for more information


thermal expansion is similar to thatof a cast iron engine block.

Aluminum expands at a muchhigher rate than steel as it heats up,which increases the risk of pistonscuffing and wiping out a cylinder ifthe engine gets too hot.

Cylinder Sleeves And LinersLight duty diesel engines are likemost gasoline engines, in that theyhave cast iron blocks with eitheraluminum or cast iron heads.

If one or more cylinders are wornor damaged, they can often besalvaged and restored to theiroriginal bore diameter by boring theblock and pressing in a dry sleeve.

According to the people whomake sleeves, centrifugal spun-castductile iron sleeves should be yourfirst choice for any type ofperformance application.

Ductile iron has more tensilestrength than ordinary gray iron, aswell as more "give" (elongation)which allows it to resist crackingunder higher loads.

There are also different grades ofductile iron, some of which aresignificantly better than others.Sleeves and liners that are spun castalso provide a more uniform and

consistent metallurgy,so the sleeves don'thave hard spots orinclusions that maycause problems lateron.

Sleeves are usuallysemi-finished, and arenot final finished untilafter the block has beenbored and the sleevehas been pressed intoposition in the block.Wet liners, bycomparison, are oftenfinished tospecifications and areready to install.

Dry sleeves requirea certain amount of

press fit to hold the sleeve inplace.

The recommended amountof interference will varydepending on the type ofmetal the sleeve is made from,the type of engine block and

the application.

With similar metals (iron sleeve inan iron block), the standard press fitrecommendation is usually .001 to.002 inch of interference.

With dissimilar metals (ironsleeve in an aluminum block), asmuch as .003 inch of interferencemay be recommended.

One tip that makes dry sleeveinstallation easier and also improvescylinder cooling is to lightly brushthe cylinder bore after it has beenbored to accept the sleeve. This willsmooth the surface of the boreallowing the sleeve to slide intoplace more easily. A smoothersurface will also allow better metal-to-metal contact between the sleeveand block for good heat transfer.

Steel sleeves are used in somepuller motors and other dieselracing applications for theirhardness and strength. But steel isharder on rings than ductile iron, sodon't expect the rings to last foreverif you end up installing steel sleevesin a motor you are building. Plaincast iron rings often work best with


Diesel Pistons


Piston manufacturers interviewed in this article believe that the trend toward lighterdiesel performance pistons is only going toaccelerate, and that pistons being developeda few years from now will be much differentand lighter than the ones being manufacturedtoday.


steel sleeves.The wet liners that are used in

heavy-duty diesel engines areessentially drop-in cylinders that aresealed at the top and bottom with aflange and o-rings.

The amount of slip fit will varydepending on the application, sofollow the OEM recommendations.Wet liners are thicker than repairsleeves or cast-in-place sleevesbecause they have no metal aroundthem to provide added support. Aswith dry sleeves, ductile iron linersprovide the extra strength neededfor high output applications.

Wet liners can fail from fatiguecracking, or as a result of cavitationerosion.

Every time the cylinder fires, itexpands and contracts slightlycausing small bubbles to form in thecoolant that is circulating around theoutside of the liners. When thebubbles implode, they do so withgreat force and chip away at theoutside of the liners.

Over time, cavitation can pit anderode away so much metal that theliner eventually perforates andallows coolant to leak into thecylinder. This can cause the engineto overheat, or it can even hydrolockthe cylinder.

Cavitation erosion is often theresult of coolant neglect, or using acoolant that does not contain“Supplemental Coolant Additives.”These additives include nitriteand/or molybdate that form aprotective oxide film on the outside


Diesel Pistons



of the liners that helps them resistcavitation erosion.

Fully formulated heavy-dutyengine coolants that meet ASTMD6210 or similar standards containthe proper additives to resistcavitation erosion.

Piston and Sleeve Finishing and Break-In TipsWhen finishing diesel cylinder boresor sleeves, a two or three stepprocess that results in a plateaufinish is usually best to reduce ringbreak-in and seating time. The typeof honing stones, feed and pressureused to finish the cylinders will varydepending on what kind of finishyou want to achieve.

As a rule, you should avoid tryingto remove too much metal tooquickly, using too much feedpressure and excessive dwell time tominimize heat build up that candistort the bores.

Using torque plates is alwaysrecommended to improve boregeometry.

After the cylinders have beenfinished to specs, they must bescrubbed clean with hot soapy waterand a brush to remove all traces ofhoning residue. Once the cylindersare clean, they can be lightly oiledwith break-in oil.

Use a conventional oil or a break-in oil for the initial start-up andbreak-in process, not a synthetic oil.Prime or pressurize the oil systemprior to starting the engine. Once it

starts, rev it up to 2000 to 2500 RPMfor 30 minutes while varying enginespeed as the rings seat.

Once the break-in process hasbeen completed, drain the oil,change the filter and refill thecrankcase with whatever oil will beused from that point on(conventional 15W-40 or synthetic15W-40 or 5W-40 typically). ■


Diesel Pistons

Circle 67 for more informationCircle 68 for more information


Imet “Speedy” Bill Smith whileon a magazine assignment for aformer hot rodder magazine

back in April of 1999. The magazineeditor called early one Mondaymorning… “I know you only writetechnical articles for the magazinebut we need somebody to gointerview “Speedy” Bill Smith inLincoln, Nebraska. You are theclosest…see if you can pull thisinterview story off. He is yourassignment and you have to calland make your ownarrangements…good luck!”

I was terrified. Speedy Bill is alegacy and I figured the odds ofgetting into his office for aninterview was going to be tough,especially for a no nameautomotive journalist…justanother word hack…I could hearhim now!

I called up Speedy’s officetalked to his receptionist who

asked me a dozen questions aboutwho I was, who my editor was, andwhat exactly I wanted from Bill. Imust have finally passed musterbecause the next thing I here is“Hello” in kind of a gruff voice.There was no doubt in my mindwho was on the other end. It tookless than 10 minutes to get on hisschedule and after that he made itclear we were done and he hungup! Wow…what was I in for?

On interview day, I was there athis office 30 minutes early. It was atwo and a half hour drive from myhouse to his office and I knew I

could not afford to be late.At the appointed hour, hecame walking down thehall buzzed me throughthe security doors and intohis office.

I had made up a list ofquestions I wanted to askhim, so I started down mylist. After about 15minutes he looked me inthe eye and asked…whatdo you really do for a

living? That stopped me dead inmy tracks! I paused…gathered mythoughts, and told him. I was afreelance automotive journalist andthat I owned a company called FifthAvenue Antique Auto Parts inKansas.

I explained about my 6-voltalternators, cooling fans, electricfuel pumps, and the rest of theparts I make for antique vehiclesincluding those entered in theGreat Race. I explained that I wrotethe technical articles for automotivemagazines to explain how my


Mem

ory

Lane

BY RANDY RUNDLE

The Beginning of aLife Long Friendship

This is what SpeedwayMotors looked like in the1960’s. That is Speedyhimself waiting oncustomers.

This is Speedway Motors today. Gettinghere wasn’t easy, as there were about adozen moves in between as the businessgrew and became more successful eachyear.

68-76 Memory Lane 7/23/14 2:50 PM Page 68

69 Speedville_Layout 1 7/15/14 10:18 AM Page 69

“stuff” worked. After a pause hesaid… “I have heard of you and yourcompany…”

He seemed generally interestedand so the next 30 minutes, heinterviewed me, about mybackground and how long I had beenin business and who my customerswere and my involvement in theGreat Race.

I explained once again that Inormally wrote technical articles forthe automotive magazines and that Igot assigned this job because I wasclosest to him! Then he looks at mesquare in the eye again and proceedsto tell me, “I knew you were not oneof those ‘slickster’ Californiaautomotive journalist types. I knewright away you did not do this for aliving.”

I got one of the best interviewswith Speedy Bill that anyone has evergotten. It went on for most of the day.He got out pictures of the early days,gave me a complete tour of the entirebuilding and Museum of Speed and

showed me prototypes of upcomingproducts and the plans for expansionof his Museum.

When I turned in my story toeditor, he immediately called anddemanded to know how I got aninterview like that from Speedy Bill.“You have personal information andpictures in that story that he hasnever shared with anyone! I am morethan impressed!” he said. When thestory came out, it was in two partswith all of the early pictures andinformation nobody had evercaptured before. I was more thanproud of that story. When I receivedmy copies, I drove up to Lincoln andhand delivered a copy to Speedy inperson.

Typical Speedy, he began to readthe article as soon as I handed it tohim and said to “have a seat.” Ifthings were not as he expected, it wasclear to me I would be the first toknow. He finished reading the article,looked up and said…”Good Article!”I was more than relieved!

From then on we became friends. Ihad proven myself to him and earnedhis respect. I had delivered just thestory that I said I would and includedthe points he wanted. Something Ilater learned was very difficult to do.He later told me he seldom gavepersonal interviews because themagazine types “always screw it upand never get the facts right.” Hesaid, “I thought I could trust you andI am a pretty good judge ofcharacter…”

“He later became a good customerof Fifth Avenue after six months ofintense negotiations. As I look backnow, I think he was trying to teachme some negotiating skills. Isurvived class, signed him up and Ican now say I learned from one of thebest. I have learned more about lifeand business from him than I couldhave ever imagined. He has alsoproven to be a good customer, butyou’d better have your ducks in arow and not miss a delivery deadline.Luckily I never have but it hasn’t


Memory Lane


68-76 Memory Lane 7/15/14 11:33 AM Page 70

71 Web_Layout 1 7/15/14 10:17 AM Page 71

always been easy.Now some dozen years later, we

spoke on a weekly basis up until hisdeath. I would call him or he wouldcall me and I would go by the house

to see him when I was deliveringorders to the company.

Of all the friends he has made inthe past 60 years, I am honored to beon his short list.

Many of you know Speedy Billand Speedway Motors for the StreetRod and Racing catalogs that havegraced your mailbox for the past 60years.

Here is part of my originalinterview about his early days; I hopeyou find it interesting.

This is in his own words…Bill Smith was born in Lincoln, NE.His parents lived in a quaint houselocated at 4427 “O” Street in Lincoln.“O” Street is still considered thelongest straight street in the country.“O” street stretches 50 miles east tothe Missouri River and westward 40miles, till it meets up with a corncrib.Needless, to say, if it was happeningin Lincoln, it happened on “O” Street.

Bill got his first real job at age 13working for “Milo” Kaslaskie whoran the second hand repair store, twoblocks down from his house.

“Milo would pay me 15 cents anhour in cash, or 25 cents an hour if Iwould take it out in trade. Trading


Memory Lane


This will give you an idea of the quality of the Smith Museum of Speed(www.museumofamericanspeed.com). Those are actual Indy garages,disassembled at the track and reassembled in Speedy’s museum. The brick infront of the garages are actual Indy bricks.


usually proved to be a better deal.”Bill’s father worked for the

Lincoln Telephone and TelegraphCompany as an engineer. He was ahard working, dedicated anddependable employee, alwaysarriving a half an hour before workstarted, and always arriving home atthe same time each day, a trait Bill isalso known for. “My mother was ahomemaker. She and my father madeevery effort to ensure that I grew upan honest, hard working young man.There were rules in those early days.My dad got home from work at 5:15p.m. every day and my mother hadsupper on the table at 5:30 p.m. I wasexpected to be there and never late…no excuses and no exceptions.”

Bill bought his first car from Milowhen he was 14-years-old, a “slightlyused” 1917 Ford Model T Roadsterpickup. “I had it all figured out, I wasgoing to get rich with that pickup. Inthose days people burned their trashin the alley behind their homes.Eventually they would end up with ahuge pile of ashes. I figured I couldmake some good money haulingthose ashes to the city dump. Myplans were to charge a dollar a load.Needless, to say, I did not get rich.”

Bill applied for, and received hissocial security card, when he was just8 years old. Bill says, “I went downwith an older friend of mine to signup. He had to lift me up so I couldsee over the counter. When our cardsarrived, we were one number apart.”

Graduating from cars tomotorcycles, Bill bought an old 45-cubic inch Indian motorcycle whenhe was 17 years old. The passion forspeed was in his blood. “That oldIndian ran good, but was not nearfast enough, so I traded it for an 80-cubic inch Indian motorcycle.

“That 80 cubic inch motorcycle



“Speedy” Bill Smith


was fast, it would easily run 100 mphin fourth gear. I would pull up nextto a car on the highway in thirdgear… egg them on a little, shift intofourth, and leave them in the dust.Most cars in those days wouldseldom run over 85 mph.

“I raced motorcycle flat track for afew years, and was pretty good at it,in part because I only weighed 125pounds dripping wet. I also did nottake any unnecessary risks because Iknew if I came home with a brokenarm or broken leg, that I would alsoend up with a broken head via mymother. That fear also helped me todecide cars were safer thanmotorcycles. Later, on I figured out Iwas a better mechanic and carbuilder than I was a driver.

“I did race on the streets a little inthose days, and while I could easilyoutrun the cops, my mother, was adifferent story. I was taught early on,never to lie, steal, or do anythingdishonest. If my mother asked what Ihad been doing I had no choice but to

tell her. My expression usually toldthe story.”

Bill also raced cars for moneyduring those early years. “One of myearly racecars was a Ford Model ARoadster A-V8, (Model A car with aFlathead V8 engine installed) which Itowed to the races with a rope, oftento races over 100 miles away. I alwaysconvinced a local 14 year-oldneighborhood kid to “steer” the car.

“In Nebraska, you had to be 16years of age to drive, I oftenwondered how old you had to be tojust “steer” a car down the highway?We never got pulled over, so I neverfound out.”

His passion for building cars,building engines and racing wasintense. Many times there was onlyenough money in his pocket to get toa race, and pay the entry fee. If he didnot win any money, he would staylate and pick up Coke bottles fromthe infield and turn them in at twocents each, to make enough gasmoney for the trip home. To put this

in perspective at two cents a bottle ittook about 50 bottles to buy fivegallons of gas, enough to get home.

The Beginning of Speedway Motors…Bill started Speedway Motors in 1952at the age of 23 after graduating fromcollege, and getting married to hissweetheart Joyce. Speedway Motors“officially” began (with a $300 loanfrom Joyce) in a 20' x 20’ cementblock building (that once served as asoda pop stand) located at 2232 “O”Street in downtown Lincoln. (Today,that address is an empty lot).

“Times were difficult. Sometimesit would be two or three weeksbetween customers. I did a lot ofporting and polishing of cylinderheads in those days… that was aboutall I had room for in that small shop.

“I also installed a lot of headersand dual exhaust systems in mydad's garage at home. Fords werequite popular then and one set ofheaders and a pair of “Smithy”


Memory Lane



mufflers would fit most any of theFord cars built from 1932 up through1953.

“Aaron Fenton (who's real name isAaron Finkelestein by the way) alsogrew up here in Lincoln. Aaron left toattend college in California aftergraduating high school. Aaron'sbrother Benny owned an auto storecalled “Ben's Auto Parts,” just twoblocks down from my speed shop.Aaron, as you know, got into making“Fenton Equipment” and he wasselling to me. I was doing quite wellbecause I could show the customerhow to install the parts or wouldinstall them for a little extra.

“Benny watched what I wasdoing, and decided he wanted in onthe action. He ordered a train carloadof product from his brother inCalifornia and proceeded to sell it at40 percent less than my cost. I nearlystarved. People would buy the stufffrom Benny, and then come ask mehow to install it. Talk about toughcompetition that was it, I had noother income!

“I held out, and Benny's saleseventually dropped off. Aaron calledone day and said… Benny wassending his remaining inventoryback and did I want to buy it? I said Iwould give 10 cents on the dollar.Aaron says, “You're trying to killme…” I said, “You have been tryingto kill me for the last year and a half.

“I bought the inventory out anddid ok after that,” Smith said. “It wasAaron Fenton and Vic Edelbrock thatwere the first to make a milliondollars in the performanceaftermarket business.”

By 1955, Speedway Motors hadexpanded to a 50 x 125 sq. foot shopand had nine employees. “We weredoing engine swaps, averaging three-four a week. We could makeanything we needed. We designedour own motor mounts, transmissionmounts, shifter brackets, etc. Wecould put any engine in any car. Iwas also the first shop in the state ofNebraska to own a Stewart Warnerengine balancing machine. By then Ihad also expanded the business into

building complete racing motors. Ibuilt all types of racing engines, butespecially Flatheads.”

The Origins of Mail Order“In the 1960's I started running ads in“Hot Rod” Magazine. The ads had nozip code or telephone number. I hadto ship everything via GreyhoundBus, because there was no UPSservice in Nebraska until the 1970s.

“I remember I once shipped acomplete Pontiac Engine to DesMoines Iowa via the bus. When Iarrived at the local bus depot theysaid “we” are not loading “that” on abus! I said, OK, fine, I will do itmyself, and I did.

“I loaded all of my freight onto thebus myself in those days… and didmost of the bus company'spaperwork as well. The local buscompany employees had littleinterest in my freight business. It ismuch different at Speedway Motorstoday. We process over 2,000 orderseach day, and will completely fillthree UPS semi-trucks daily. We still


Memory Lane



maintain a 99.6 percent fill rate,something I am quite proud of.”

Those Famous Trademark HatsLike many people, I wondered whatthe story was behind Bill's famoustrademark hats. Bill explained…“When I built and campaignedUSAC Championship cars in theearly ‘70s, I felt there needed to besome rule changes so I campaignedto get a seat on the board of directors.As I campaigned, people could notremember my name or keep mestraight from anyone else. Somebodytold me I needed to get a trademarkso I could be easily recognized.

“So I went to see “Manny theHatter” in Austin, Texas. My first hatcost $75 in the early 1970s. Today, thesame hat costs $450. I have beenthrough 20 hats in 30 years. The hatshave become my trademark. Notmany people recognize me withoutmy hat on.”

The InnovationsSpeedway Motors started buildingfiberglass bodies for racecars wayback in 1955, long before anybodyelse even thought of the idea. In the1960s, Speedway Motors introducedtheir now-famous fiberglass T-Bucketkit. Speedway Motors shipped atleast one T-Bucket kit every week forover 20 years. Speedway Motors wasalso the first to offer the 1934 ChevyRoadster Body in Fiberglass.

In recent years with theintroduction of their 1934 Ford ClubCab Pickup, the innovations havecontinued. “I have always believed inthe importance of offering a kit carprogram at a reasonable cost. Thisallows the entry-level customer achance to build a car and be involvedin the hobby without spending afortune…”

I remember getting SpeedwayCatalogs in the mail during my highschool years…seems everybody wason the mailing list. Those catalogswere like a Christmas wish book.

After I toured behind the scenes

and saw what it takes to fill 2,000orders a day (with just 125employees) it is truly an eye openingexperience. Speedway Motors hasbeen in business since 1952 and hasout lasted most all of its competition.When you see the big picture itbecomes crystal clear why Speedwayhas not only survived, but also hasremained at the top of its game.

As Speedy reminded me at theend of every conversation… “Youhave to keep the pedal mashed downand ‘“pushing against the back of theradiator if you want to stay ahead ofthe game…” My reply to him was …“If I can see your taillight go over thehill now and then, I know I amfollowing the right path.” Thatalways seems to make him laugh alittle and he would say…”keep upthe good work!” Then I knew wewere done till next time.

I will miss him greatly, but I knowin my heart that he still has the pedal“mashed down and touching theback of that radiator” even in theafter life. Godspeed, Speedy. ■


Memory Lane



Over at Pro Car Associates, Inc., Akron, OH, thisChrysler 500-inch, fuel-injected engine was shipped tothem to run and tune on the dyno.

According to Pro Car Associates, the tune is a bitunique in that the staff had to wire the FAST EZ-EFI 2.0throttle body to the Holley HP ECM.

But, the shop’s engine specialists agreed that this job“was a fun project and something different.”

Photos courtesy of Pro Car Associates, Inc.www.procarassociates.com

If your shop want’s to be featured in an upcoming installmentof “What’s on the Dyno?” — just send anemail to [email protected] with a hi-res photo of an engine on your dyno,along with details on what enhancementsyour shop made to the engine, the type ofvehicle it will be used in, any dynonumbers you would like to share and yourshop's name and location.

Entries selected from a random drawingwill be featured in an upcoming "What's onthe Dyno?" section of the magazine, andthe sender will be awarded a $50 gift card.


500-Inch Chrysler Engine Tune

presented by:

WHAT’S ON THEDYNO?


77 What's On The Dyno 7/15/14 11:29 AM Page 77

In today’s volatile businessenvironment, many companiesdon’t last long enough to see

many milestone anniversaries, letalone make it long enough to seethe third generation of leadership.However, despite the odds of thebusiness world being against them,Blake’s Remanufacturing in Denverreached its 40th anniversarymilestone in 2013.

The company remanufacturescrankshafts, camshafts, lifters,connecting rods, cylinder heads,cylinder blocks, and rockerassemblies for majormanufacturers, and was foundedby Robert Blake in 1973.

Blake was an entrepreneur mostof his adult life, starting businessesand becoming successful along theway, which is impressive when youconsider that he only had a sixthgrade education.

He began tinkering with carsand motorcycles as a young manand was an accomplished racer. His

obsession with motors quicklyturned into a career.

Blake retired from his ownbusiness, Power EngineeringCompany, at the age of 59.However, he was one of those guyswho didn’t do well withretirement.

So, in 1973, Blake decided tostart another camshaft andcrankshaft grinding company as ahobby to keep himself busy. Hishobby turned into Blake's Grindingand he continued to work there inhis old age.

When Blake passed away in themid 1990s, he gave his company tohis daughter, Barbara Blake.

Barbara ran the business for severalyears, but in 1999, she decided itwas her time to retire, and turnedthe reins over to her son, DanBendever.

“When my grandfather first


Building on OpportunitiesDan Bendever, president,Blake’s Remanufacturing, talksabout the company’s 40 year history and its future.

Reb

uild

er P

rofil

e

BY GREG JONES, MANAGING EDITOR

Dan Bendever is a third-generationowner of Blake’s Remanufacturing.When he became president in 1999,the company only had threeemployees and was only involved incamshafts and lifters. Dan hassignificantly changed the business towhere it is today.

78-80 Rebuilder Profile 7/15/14 11:27 AM Page 78

started he was doing ponycrankshafts,” says Bendever, who ispresident of the company today. “Itevolved and he started doingcamshafts, crankshafts and lifters. Hedid that from ’73 until the late ‘80sand early ‘90s. He then sold thecrankshaft part of the business.”

In 1999, when Bendever’s momwas ready to sell the company, Danbought it and has been running itever since. When Dan took over thecompany there were only threeemployees and the company wasdoing about $280,000 a year.

“We have transformed thecompany from just doing camshaftsand lifters into doing connectingrods and getting back intocrankshafts,” Bendever says.

Dan saw that Blake’sRemanufacturing needed someinnovation and restructuring to getthe gears going in the business.Through Dan’s vision and efforts thecompany grew to $2.7 million in2007.

Business OverhaulIn October 2008, the economy col-lapsed, but that didn’t deter Danfrom his philosophy of continuing toexpand the company, and by follow-ing his vision Blake’s Remanufactur-ing survived the great recession.

Dan quickly realized that manycustomers were now doing their ownmachine shop work, aftermarketOEM parts from overseas werebecoming better quality and that fullengine overhauls were the wave of

the future.In 2009, Blake’s became a full-

blown machine shop that doeseverything from cylinder heads andblocks to rebuilding engines.

“I saw the writing on the wall,” hesays. “I saw the market dwindlingand dying. At the time I was 31 yearsold and I wanted to be in businessfor the next 20, 30, 40 years. Weneeded to do one of two things –expand the operation and become


Rebuilder Profile

Robert Blake, founder of Blake’s Remanufacturing, pioneered the partsexchange program which helps keepmore than 20,000 diesel engine parts instock at all times.



what they were because it seemedlike that model was working, or findsomething else to do because I didn’tthink the camshaft and lifter marketwas going to be there for the next 30-40 years.”

Dan’s foray into the machine shoppart of the business has been hisbiggest challenge since buying thecompany.

“In 2009 when I got into a badpartnership related to the machineshop side of the business, I had tolearn under fire how to rebuildengines, cylinder heads and blocks,which wasn’t my expertise,” he says.“That was one of the mostchallenging things because I had tothrow myself and my team into thefire, because we had expanded andtaken on so much overhead that wecouldn’t go backward, we had to goforward.“

Dan made adjustmentsaccordingly and today, Blake'sRemanufacturing has 35 employeesand currently resides in a 48,000 sq.ft. ISO 9001 level machine shop.Now that the recession is behind thecompany and the industry, Dan andhis employees continue to look foropportunities to grow the company,all while providing qualityremanufactured parts and engines.

“We’ve grown so much in the lastfour or five years that we really needto hone in and get good at whatwe’re doing, which is what we’vebeen focused on the last few years,”he says. “We can always be betterand put quality control measures inand some ISO certification andthings like that, which is thedirection we’ve been moving in.”

No matter the course Dan and hisstaff at Blake’s Remanufacturing hadto take to continue to see success,they have done so for 40 years now.“It’s a sense of pride to reach thismilestone,” Bendever says. “Seeingsomething my grandfather startedwith only a sixth grade educationand for my mom and I to continue tomove it forward has given us all asense of pride.” ■



For more information on Blake’sRemanufacturing services, visit:www.blakesreman.com



gFollow us on

Eng

ine

Bui

lder

On

the

Roa

d

Plant tour at Cometic Gasket (www.cometic.com),which supplies high-performance and customgaskets for a variety of markets includingautomotive, antique vehicles, automotive racing,ATV, motorcycle, off-road and other powersports.

Engine Builder and Speedville.com staff enjoyed Family Night atthe Wayne County Speedway (www.waynecountyspeedway.com)in Orrville, OH, for mid-season championship racing.

We traveled to the Hot Rod Power Tour at SummitMotorsports Park in Norwalk, OH. We saw our fairshare of hot rods and cool rides, as well as the stafffrom Edelbrock and Fram Filtration.

81 on the Road 7/15/14 11:25 AM Page 81

valves are bigger than stock and willimpact the block if the lift is toogreat. But that’s more about thealuminum heads than the block.

The Superior Automotive 434 Stroker measures out like this:


The heads are limited byEdelbrock to 0.550 maximum valvelift on 348 blocks. This insures novalve-to-block contact so checkingwith a spring and dial indicator issuggested.

An easy aspect of this build is thata stock 348/409 crank snout will fit aSBC harmonic balancer. It will needrelocating of the timing mark to beaccurate. The new Eagle stroker

crankshaft corrects this with thecorrect keyway position.

These are but a few of the optionsfor building a W Motor Stroker outof a stock block.

The aftermarket blocks offer evenmore combos to build bigger andbadder W motors. ■

Editor’s Notes: The suppliersmentioned in this article are optionsand recommendations presented bythe author for particular strokerbuilds.

Engine builders should use thisinformation as a reference and thatperformance results from their ownstroker builds will vary, dependingon their selection of parts andproducts.

For a downloadable StrokerEngine Reference Guide of GeneralMotors, Ford and Chrysler kits,visit: www.EngineBuilderMag.com.



‘By the Book’How to Rebuild & ModifyChevy 348/409 EnginesVeteran magazine writer and authorJohn Carollo provides insightful in-struction for rebuilding a stock en-gine and also how to build a soundperformance W-engine as well. The reader is shown howto select a strong clean block, free of core shift and fatalcracks, select the best heads for a particular build, and in-crease the compression ratio. Selecting a camshaft and astrong connecting rod and piston combination is also an im-portant aspect of the engine build, and all options are exam-ined.Book Notes:Pages: 144Publisher: CarTechISBN: 9781934709573Purchase Info: www.cartechbooks.com

Continued from Page 40



Product Sp

otlights

Web-Based Valvetrain Parts Catalog

SBI has released a Web-based version ofits acclaimed catalog in order to provideusers with real-time updates on additionsto the company’s line of replacement valvetrain parts for close to 3,000 applications divided among late-modeldomestic and import passenger car, lighttruck, performance, marine, agricultural,heavy-duty and forklift/industrial. Thecatalog also features listings of K-LineBronze Bullet-brand valve guide linersand miscellaneous K-Line tooling stockedby SBI, Exclusive Master Distributor forK-Line. Based on SBI’s CD-ROM catalog,the SBI Web-based catalog allows theuser to search the database by parttype/part number, vehicle type, enginemanufacturer, or specific engine andmake codes.

S.B. InternationalPhone:1-800-THE-SEATwww.sbintl.com

Circle 105

Engine Pro High PerformanceConnecting Rods

Engine Pro H-Beam Connecting Rods areforged from 4340 steel and produced onCNC machinery. They are finished in theU.S. to ensure precise big-end and pin-endbore sizes. Rods are magnafluxed, heattreated, stress relieved, shot peened andsonic tested to ensure they provide thestrength required for high horsepower ap-plications. Engine Pro connecting rodsequipped with standard 8740 bolts are ratedfor up to 700 horsepower in small blocks,and 850 horsepower in big block applica-tions. Visit, www.goenginepro.com.

Engine ProPhone: 800-ENGINE-1www.goenginepro.com

Circle 103Circle 102

Circle 104

Circle 101

Circle 106

83-85 Spotlights 7/15/14 11:23 AM Page 83


Prod

uct

Spot

light

s

Circle 112

Valve Spring TesterPerformance Trends has released amajor High Force upgrade to is auto-matic spring tester, letting you test to2500 lbs or more. Drag racers likeJohnny Gray and Shane Gray of GrayMotorsports say “we saw an improvedconsistency in our engine performanceand greater reliability of our valvesprings. We even had a situation whenwe caught a valve spring that wouldhave failed before it got put into serv-ice. This tool has proven to Gray Mo-torsports it is the best way for us to testvalve springs for our race teams."

Performance Trends248-473-9230www.performancetrends.com

Circle 110 Circle 111

Circle 109

Ford 5.0L & 5.8L HydraulicRoller Camshafts

Elgin Industries has introduced three newElgin PRO-STOCK® hydraulic roller per-formance camshafts for Ford 5.0L and 5.8Lengines. Each cam is manufactured frompremium billet steel.Now available through Elgin PRO-STOCKdistributors are:p/n: E-1835-P Adv. Dur.: 285/292 Dur. @ .050:220/226 Valve Lift: 499/.510 Lobe Sep.: 112p/n: E-1836-P Adv. Dur.: 286/289 Dur. @ .050:224/232 Valve Lift: 542/.563 Lobe Sep.: 112p/n: E-1837-P Adv. Dur.: 299/327 Dur. @ .050:236/248 Valve Lift: 574/.595 Lobe Sep.: 110

Elgin IndustriesPhone: 800-323-6764www.elginind.com

Circle 108

Ergonomic Blast Cabinets

ZERO blast cabinets are now available in anergonomic body style, which allows the op-erator to sit while working. The cabinet con-figuration provides comfortable knee-roomfor the operator without interfering withthe free flow of media for reclamation andre-use. Standard cabinet features include:large, quick-change window, reverse-pulsecartridge-style dust collector, suction-blastor pressure-blast models. HEPA filtration asan option. Cabinets can work with glassbead, aluminum oxide and other recyclablemedia. Applications: cleaning, de-burring,peening, and finishing.

Clemco Industries Corp.Phone: 800-788-0599www.clemcoindustries.com

Circle 107



Product Sp

otlights

Circle 114

Circle 117Circle 116

Circle 115

Circle 118

Circle 113



Cla

ssifi

ed/C

ores

enginebuildermag.comPublisherDoug Kaufman, ext. [email protected]

EditorEd Sunkin, ext. [email protected]

Senior Executive EditorBrendan Baker, ext. [email protected]

Managing EditorGreg Jones ext. [email protected]

Graphic DesignerNichole Anderson, ext. 232 [email protected]

Tech EditorLarry [email protected]

Advertising ServicesTina Purnell, ext. 243 [email protected]

Director of DistributionRich Zisk, ext. 287 [email protected]

Circulation ManagerPat Robinson, ext. 276 [email protected]

Sr. Circulation SpecialistEllen Mays, ext. 275 [email protected]

Sales RepresentativesBobbie [email protected], ext. 238

Roberto [email protected], ext. 233

David [email protected] ext. 210

Don [email protected] 330-670-1234, ext. 286

Jamie [email protected], ext. 266

Dean [email protected], ext. 225

Jim [email protected], ext. 280

Tom [email protected], ext 224

Glenn [email protected], ext. 212

John Zick [email protected] 949-756-8835

enginebuildermag.com3550 Embassy ParkwayAkron, OH 44333-8318

FAX 330-670-0874

330-670-1234

Babcox Media Inc.Bill Babcox, President

Greg Cira, Vice President, CFOJeff Stankard, Vice President

Beth Scheetz, Controller

In Memorium:Edward S. Babcox (1885-1970)

Founder of Babcox Publications Inc.

Tom B. Babcox (1919-1995)Chairman

Visit EngineBuilderMag.com

The Engine Builder website - www.enginebuilder-mag.com - provides weekly updated news, prod-

ucts and technical information along with thesame in-depth editorial content as the magazine.

Technical, product and equipment, market re-search, business management and financial infor-

mation is all searchable by keywords making iteasy for engine builders to find the information

they need from current and past issues. Currentlythe site receives more than 100,000+ page views/

impressions per month and growing!

Engine BuilderPhone: 330?670?1234

www.enginebuildermag.com

86-87 Class-Cores 7/15/14 11:05 AM Page 86


Classified

/Cores

Call now to order or to receive a free 2014 catalog 1-800-434-5141www.autobodysupplies.com

USED AND REBUILT EQUIPMENTCBN TOOLING:WE RESHARPEN

CBN’S!

MACHINEREBUILDING

JAMISON EQUIPMENT1908 11th St., Emmetsburg IA 50536

800-841-5405Check out our used equip. list atwww.jamisonequipment.com

To Advertise in CLASSIFIEDS!

Call Roberto Almenar at 330-670-1234, ext. 233

[email protected]

Advertiser IndexCOMPANY NAME PAGE #AAPEX 59Access Industries Cover 2American Gasket 72Amsterdam RAI | International Exhibitions 80Area Diesel Service, Inc. 51ARP/Automotive Racing Products Inc 38Atech Motorsports 39Auto Care Association 49AutoZone 15BlueDevil Products 56Brad Penn Lubricants 58Butler Performance 40Clemco Industries 75Cloyes Gear & Products Inc. 74Dakota Parts Warehouse 9Darton International 61Diamond Racing Products/Trend Performance 79DNJ Engine Components 1DTech Products 10Eagle Specialty Products 19Edelbrock Corp 73Elgin Industries 11Engine & Performance Warehouse 23Engine Parts Group 13Engine Parts Warehouse 35ESCO Industries 65Federal-Mogul Motorparts 17Federal-Mogul Motorparts GatefoldFederal Mogul Motorparts/Speed Pro 63Federal Mogul Motorparts/Speed Pro Cover

Federal Mogul Motorparts/Speed Pro 62Go Power Dynamometer Systems 77Goodson Mfg Co 29GRP Connecting Rods 70Henkel Corp 55Howards Cams 40Injector Experts 8IPD 57Liberty Engine Parts 5Los Angeles Sleeve 67Lubriplate Lubricants Co 25Lunati LLC 37Mahle Motorsports 24Manton Pushrods & Rockers 34Motovicity Distribution 21Motovicity Distribution 36NPR of America, Inc. 27Packard Industries 18PowerBore Cylinder Sleeves 64Quality Cutter Grinding 31Quality Power Products 53Ross Racing Pistons 66Rottler Manufacturing Cover 4SB International 3Scat Enterprises 7Scorpion Racing Products 82Topline 67Topline 76Topline 64Trac-Pro 80

Simply the Best Lists:Automotive Aftermarket

Truck Fleet & Powersports Markets

What Type of Direct Marketing

Initiatives Do You Have in Store

for 2014?

Don Hemming, List Sales ManagerBabcox Media, Inc.

Phone: 330-670-1234 x286 Fax: [email protected]

Direct MailE-Mail MarketingTelemarketingNew Business• ProspectingDrive Web Site

TrafficDatabase

EnhancementCatalog MailingPromote Upcoming

Tradeshows

FLOW BENCHES

86-87 Class-Cores 7/15/14 11:05 AM Page 87

Track Talk

NASCAR driver Tony Stewartsits behind the wheel of the850-horsepower No. 14 Mobil1 / Bass Pro Shops Chevrolet SSon the weekends, but on hispersonal time he sports a sleekChevy Tahoe.

The burning question fanswant to know: What junk doeshe tote in his trunk?

Now thanks to sponsorMobil 1, NASCAR fans can geta glimpse of what’s insideStewart’s everyday ride, plusshare photos of what’s insidetheir own vehicles, too.

Mobil 1 has teamed up withNASCAR Digital Media tolaunch the Mobil 1#INMYRIDE Sweepstakes, aten-week campaign designed togive NASCAR fans an opportu-

nity to show off the weird, thefunny, the helpful, maybe theessential items they keep intheir trunks, glove compart-ments, backseats or even under-the-hood for a chance to winan unforgettable NASCARexperience – a trip to Las Vegas,NV for the 2014 NASCARSprint Cup Series Champion’sWeek™, Dec. 4–6, 2014.

“We’re asking fans to showus their personalities and whatis important to them by visitingNASCAR.com/inmyride andsharing their unique images,”said Artis M. Brown, Mobil 1motorsports manager,ExxonMobil Fuels &Lubricants.

Now through Aug. 31, 2014,fans are encouraged to enter the

sweepstakes and share their#INMYRIDE photos by visitingwww.NASCAR.com/inmyride - aspecial hub within the“NASCAR AutomotiveTechnology Center engineeredby Mobil 1” page onNASCAR.com.

One lucky fan will be ran-domly selected as the sweep-stakes winner. That winner anda guest will receive a NASCARChampion’s Week-themed

prize package that will includeairfare, hotel accommodationsand tickets to NASCAR eventsjam-packed into the season-ending celebration in Vegas.

While other sports havesticks and balls, NASCAR hasthe automobile and a fan basesteeped in rich car culture.NASCAR fans are more likelythan non-fans to be heavy usersof their vehicles, which makesthe Mobil 1 #INMYRIDESweepstakes a perfect avenuefor Mobil 1 to engage fans.

“You can tell a lot aboutdrivers just by looking insidetheir cars, whether it’s under thehood or in the cabin,” saidBrown. “We’ve found thatmany passionate Mobil 1 userstake pride in the fact they’reputting the world’s leading syn-thetic motor oil brand in theirengines.”

Mobil 1, which marks its40th Anniversary this year, hasbeen the Official Motor Oil ofNASCAR® since 2003. Morethan half of all NASCAR teamsin NASCAR’s top three seriesrely on Mobil 1 lubricant tech-nology, as do many of theworld’s leading automotivemanufacturers.

What’s #INMYRIDE Could WinYou A Trip to Las Vegas

Follow NASCAR Performance on Twitter and Facebookwww.twitter.com/NASCARauto

www.facebook.com/NASCARPerformance

What you tote around in your vehicle says a lot about yourself. Mobil 1 is celebrating car lovers everywhere

inviting them to upload their #INMYRIDE photos and enter to win a trip to NASCAR Champion’s Week™.

NASCAR driver Tony Stewart gives fans a humorous take on what’s inside

his Chevy Tahoe, inviting everyday motorists to do the same at

NASCAR.com/inmyride. Credit: Getty Images

88 NASCAR_Layout 1 7/15/14 11:04 AM Page 88

G1 F-M Mogul FE digital_Gate 1 6/2/14 3:56 PM Page G1

GATE DIGITAL_Layout 1 6/2/14 4:01 PM Page 1

GATE DIGITAL_Layout 1 6/2/14 4:01 PM Page 2


C4 Rottler_Layout 1 7/15/14 10:16 AM Page c4

Documents

Engine Builder, July 2014