engine builder, may 2014

EngineBuilderMag.com

SERVING ENGINE BUILDERS & REBUILDERS SINCE 1964

SPECIAL REPORT: 5.9L CUMMINS LABOR COSTING STUDY PG 20

2014MAY

C1 Cover 5/16/14 4:03 PM Page c1

Circle 2 on Reader Service Card for more information

C2 Scat_Layout 1 5/16/14 3:43 PM Page c2


1 DNJ_Layout 1 5/16/14 3:50 PM Page 1

2 May 2014 | EngineBuilder

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

ENGINE BUILDER (ISSN 1535-041X)(May 2014, Volume 50, Number 05): 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 ENGINEBUILDER, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted. Publisher reserves the right to reject any subscription that does not conform tohis standards or buying power coverage. Advertising which is below standard is refused. Opinions in signed articles and advertisements are not necessarily those of this magazine or itspublisher. Diligent effort is made to ensure the integrity of every statement. Unsolicited manuscripts must be accompanied by return postage.

COVER DESIGN BY NICHOLE ANDERSONCOVER PHOTO BY DIESEL MOTORSPORTS/ERIC SULLIVAN

Con

tent

s 05

.14 Features ON THE COVER

Cummins EnginesThe diesel engine, which was once considered a clankingbucket of bolts, has brought about a new era of dragracing and sled pulling. As diesel engines have becomemore technologically advanced, efficient and reliable,their love is further shared by members of allgenerations. Check out our feature from Bob McDonaldon what makes these engines so great for buildingopportunities in your shop.

20

5.9L Cummins Labor StudyCummins was a big part of starting the trend, but now dieselperformance engines are a growing segment. We dive intothe details of the market in this special feature.

Diesel OilNew clean diesel technology has drastically reducedemissions and brought with it the need for higher-quality motor oils. Discover the new trends in dieseloils....................................................................49

Flathead Focus Part 2In the 1940s the 239 and 255 flathead engines were beingdirected toward NASCAR stock cars, sprint andchampionship open wheel cars, and on the sands ofBonneville. Read what made these engines perfect forracing in the ‘40s, today, and into the future.

ColumnsMarket Watch ..............................4By Ron KnochThe world of DIESEL Motorsports

Shop Talk ....................................14By Bill HolderTony DePillo - Mopar Muscle is the Name of the Game

Fast Lane......................................68By Jim ‘Animal’ FeurerA Look Back at the Nitrous Wars

DEPARTMENTS

Events ..................................................................8Industry News......................................................9Shop Solutions ....................................................12Diesel Products ....................................................722014 Supplier Spotlight ........................................75Cores/Classifieds/Ad Index ..................................78

33

56

62

Turbocharger TechnologyUnder pressure from the government to boost theirCorporate Average Fuel Economy numbers to over 40 mpgby 2021, automakers are bringing back turbochargers in orderto downsize engines and still have enough hp andacceleration.

2 Contents 5/16/14 4:21 PM Page 2


3 Elgin_Layout 1 5/16/14 3:49 PM Page 3

DIESEL Motorsports began 13years ago in Muncie, IN,where the first “diesel only”

event was put together by a localTDR Club and two promoters.

Organizers held the event becausethe drag strips at that time would notlet diesel trucks run on their tracks.In fact, they still do not have dieselclasses for the trucks.

The truck enthusiasts also got thesnub from tractor clubs. Local tractorpulling clubs back then would not letdiesel trucks pull or get paid at localfairs, pulls and club events.

But, that has changed over thepast decade, and now you can finddiesel truck pulling/drag racingfrom June 1st to August 30th – prettymuch every night of the week – fromMissouri all the way over to the faredges of Pennsylvania.

For now, DIESEL Motorsports ispredominate in the Midwest states,mostly because dieseltrucks are used infarming, construction,hauling andautomotive.

It started whendiesel enthusiaststook their work trucksand started playingaround with the engine componentsthat produce more power. Hotterinjectors, turbos, pumps, tuning, airintake and exhaust can producedouble and now even triple thehorsepower of the OEM dieselengine.

Ten years ago, the top dieseltrucks competing were 800-900horsepower. Today, they are 1,500-2,100 horsepower. The technologyhas blossomed within these dieselshops and many of their

advancements are now available inthe marketplace. Just like the earlygas hot rod market, many of thediesel advancements will find theirway to the OEM vehicles in the nearfuture.

Customer ProfileA street diesel truck for our dieselenthusiasts is a typical 600-800 hpengine, getting 18-21 mpg andpulling a 10,000 lb. trailer for work.When it’s time to “play,” the ownercan unhitch, go the track on theweekends and pull or race down thetracks.

Diesel truck motorsports has become a lifestyle within thisindustry – hard working,family–oriented, rural people whocome to the events where they enjoythe time with their families in a fair-type atmosphere.

Spectators and competitors will

back their truck up to the track, putchairs in the beds, put a pop-upcanopy over them and get out thecoolers/grills for the event. They cantalk with each other and view whatother people have done to theirtrucks. It’s a social event for eacharea of the country, and these trucksdo differ state to state.

It’s a split crowd in age, 55% is the20-30 year-old crowd, and the 35-50year-old group is about 40% of themarketplace.

Sled pulling makes up about 70%of the DIESEL Motorsportscompetitors with the remaining 30%as diesel drag racing.

The competitor’s percentage forthe sport change from state to state,but in the Midwest where mostdiesel performance is predominate,the above percentages apply.

One of the reasons pulling is morepopular is because pulling has been


‘Pulling’ in New CustomersGrowing Popularity of Diesel Truck EventsCreates Opportunities for Performance Shops

Mar

ket

Wat

ch

Some of the diesel enthusiastsuse their truck on the job duringthe week, then race it on theweekends. Photos in this article courtesy ofDIESEL Motorsports/EricSullivan.

BY RON KNOCHPRESIDENTDIESEL MOTORSPORTS

4,6, 8 marketwatch 5/16/14 4:20 PM Page 4


5 Liberty_Layout 1 5/16/14 3:49 PM Page 5

around at county fairs for many yearsstarting with horses. Plus all it takes isa dirt track, some tractors to scrape thedirt and you are pulling.

Drag racing obviously requires anestablished track, which is quiteexpensive to operate and requiresclasses or events to run the dieseltrucks.

Most diesel truck owners havepulled a trailer and are familiar withwhat it takes to pull under load. Itdoes take some training andexperience to win at drag racing alongwith having a powerful diesel truck.

It is no surprise that DIESELMotorsports’ largest events are inIndiana, Ohio and Pennsylvania. Therural communities in the states make itvery popular along with having thethree diesel OEM engine plants inIndiana and Ohio.

Since the EPA has shut down theuse of tuners for the newer trucks(2008 and up), most diesel shops havegone back to enhancing the powerusing engine components instead ofthe electronics. This should have beendone first, but it was pretty cheap toadd a tuning box and crank up thepower. However, most OEMdrivetrain parts could not handle theextra power and blew apart.

Before one can add power to aOEM diesel engine, there are certainthings an engine builder needs to do toreinforce the powerplant – such asstronger head studs, gaskets, strongerrods, high-performance pistons, andother components because of the

torque produced by the extrahorsepower.

Most enthusiasts will quickly add-on a larger air intake system, exhaustsystem, turbo, injectors, injectionpump and fuel pump in order toobtain more power.

If you are building a performancediesel, don’t forget to address with thecustomer the truck’s transmission anddriveline, which will have a hard timekeeping up with higher hp and torque.Some of the pulling trucks quicklywent from double clutches to tripleclutches in order to hold the powerand transfer it to the driveline.

Popularity Contest Hands down, the Dodge/RAM truckis the most popular for competitorswith the GM Duramax followingbehind in 2nd place. The Cumminsengine is the most durable for makingmodifications and staying together beit the 5.9L or the newer 6.7L. Many ofthe competitors have even gone backto the 12 valve Cummins because ofthe mechanical tuning as opposed toelectronic tuning on the newerengines.

Duramax is quickly catching up inpulling and racing with twin turbo kitsbecoming more and more popular foradding the extra power. There are


Market Watch

Remaining DIESEL Motorsports Regional Schedule of events:

•June 20/21st, Muncie, INThunder in Muncie• July 19th, Numidia, PAEast Coast Diesel Nationals• August 2nd, Spokane, WAWest Coast Diesel Nationals• August 15/16th, Salt Lake City, UTRocky Mountain Diesel Shootout• September 27th, Marion, OHBuckeye Diesel BlastFor more information on DIESEL Motor-sports, visit:www.DIESELmotorsports.US



7 Eagle_Layout 1 5/16/14 3:48 PM Page 7

several enhancements being made tothe Duramax that makes it a close 2ndcontender.

You will find many Ford diesels inthe crowd and parking lot, but not toomany on the tracks. The Ford OEMcomponents for diesels are only ratedto handle about a 13% increase in

power without modifications, wherethe Dodge is about 40% and theDuramax at 30%. Quite a differencethere with what you start out with forengine durability using increasedhorsepower components.

So, is there money to be had fordiesel race engine building? You bet

there is, since most of theseenthusiasts are getting these truckswith 150,000-200,000 miles on them.Yes, a diesel will last longer, but withadded power they will come apartand they will need to be repaired.

The opportunity lies in aperformance rebuild instead of anOEM rebuild! There will be moremoney in it and higher profits withthe custom parts. Build as if theengine could easily handle 700-900hp, then you know it will withstandthe added performance components.

Our goal eight years ago was totake diesel truck racing and pullinginto mainstream sports. We still havea way to go, but it is getting noticedby a lot of auto sports enthusiasts.

This sport of diesel pickup pullingand racing is not going to go awayanytime soon, by all indications it isgoing to be alive and kicking in therural communities.

For more information on DIESELMotorsports go towww.DIESELmotorsports.US ■


Market Watch

Industry EventsMay 17-25Indianapolis 500Indianapolis, INwww.Indy500.com or 317-492-8500

May 23-24Lane Automotive Car ShowWatervliet, MIwww.laneautomotive.com or 800-772-5266

May 23-25Springfield Swap Meet and CarShowSpringfield, OHwww.ohioswapmeet.com or 937-376-0111

August 21-23The Great American Trucking ShowDallas, TXwww.gatsonline.com or 888-349-4287

August 28-Sept. 2NHRA Chevy Performance USNationalsIndianapolis, INwww.nhra.com or 317-718-8750

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

November 4-7SEMA ShowLas Vegas, NVwww.semashow.com

December 9-1025th Annual AETC ConferenceIndianapolis, INwww.aetconline.com

December 11-1327th Annual PRI Trade ShowIndianapolis, INperformanceracing.com

Circle 8 for more information

For more industry events, visit our website at

www.enginebuildermag.com or subscribe to

www.aftermarketnews.com.


Diesel Freightliner To TakeOn Pikes PeakBY GREG JONES

The Pikes Peak International HillClimb is the second oldest motorsports race in America and a long-standing tradition in ColoradoSprings and the Pikes Peak Region.First competed in 1916, this yearmarks the 91st running of the “Raceto the Clouds.”

The race is run on a 12.42-milecourse with 156 turns that begins at9,390 feet and finishes at the 14,115foot summit of America’s Mountain– Pikes Peak. The current record is 8minutes 13.878 seconds and was setby Sebastien Loeb in 2013 whiledriving an 875-horsepower Peugeot208 T16.

But that isn’t deterring MikeRyan, a professional driver who isno stranger to Pikes Peak himself. Infact, Ryan has won the race in the BigRig-Semi-Truck division from 1997-2013 and has set seven Big Rigrecords on the course. Now he islooking to keep outdoing himselfand capture the Open class recordduring the 2014 Pikes PeakInternational Hill Climb on June 29.

In 2013, Ryan teamed up withindustry legend Gale Banks of GaleBanks Engineering/Banks Power togive Ryan’s diesel FreightlinerCascadia even more power. This yearis no different, and the team is backat it again looking to give theFreightliner more under the hood.

The addition of Banks Racingequipment will ensure that Ryan hasa good chance at setting a new worldrecord.

In 2013, Banks installed its BanksRacing Ram-Air intake, TechniCoolerintercooler and intercooler spraysystem, StraightShot multistage-

multipoint water injection system,Banks iQ Man-Machine Interface(MMI), Banks SpeedBrake system,and Monster exhaust. The crowningtouch, according to Banks, was theaddition of its new Banks Super-Turbo, altitude compensating, forcedair induction and control system.

Mike Ryan's Banks Super-TurboPikes Peak Freightliner is unlike anyother truck in the universe. The truck

is equipped with a 14.0LDetroit Diesel 60 seriesengine with a compressionratio of 15-1 and a fuelredline of 2700 RPM. Thebody is constructedentirely of fiberglass andcarbon fiber, even stillweighing in at just over 5tons. Like any wellbalanced race vehicle, it isa mid-engine design.

This truck truly tests themerit of each and everyone of its systems. Good

acceleration requires a responsiveengine, high speed requires massivehorsepower and cornering andhandling requires extreme brakingcapability.

The Freightliner is an idealplatform to validate the Super-Turboconcept as well as to test the varieduses of the Banks Straight-Shot,Double-Shot and Triple Shot Water-Methanol Injection System. Thepotential benefits include not onlyincreased power, but also improvedfuel economy and reduced emissions.

For more on Ryan’s vehicle andhis attempt to out run his previousrecord of 12:39.9 set in 2012, visit:www.bankspower.com/pikespeak

JASPER ExpandsManufacturing OperationsJASPER Engines & TransmissionsCEO Doug Bawel recently joinedstate and local officials inannouncing the company’s plans toexpand its footprint to createadditional jobs and reinvest in theformer Kimball Plasticsmanufacturing facility located at1220 Power Drive in Jasper, IN.

“JASPER Engines andTransmissions is a great Indianaeconomic success story. Thecompany that has prospered andprovided thousands of jobs forHoosiers for over 70 years isexpanding again,” said Lt. Gov.Ellspermann. “We continue to seehow our business-friendly tax andregulatory policies plus ourdedicated workforce make Indiana aplace where companies want toexpand and locate.”

The homegrown-Hoosiercompany, which remanufacturesdrivetrain components, plans toinvest $6.9 million to renovate andequip a 220,000 sq. foot facilitypresently vacant within ½ mile of itscurrent 367,000 square-foot facility at815 Wernsing Road in Jasper. Theadditional facility will become thenew home of Jasper's TransmissionDivision which includesdisassembly, machining, assembly,testing and warehousing ofautomotive drivetrain components.Bawel said they plan to be fullyoperational this fall.

Jasper currently employs morethan 2,600 associates throughout theUnited States, including more than1,445 in Indiana. The company has

EngineBuilderMag.com 9Circle 9 for more information

Industry News

9-10 News & Events 5/16/14 4:20 PM Page 9

Circle 10 for more information10 May 2014 | EngineBuilder

Industry News gFollow us on facebook

already begun advertising forpositions in manufacturing,maintenance, informationtechnology, distribution, engineeringand quality control positions.

For more on Jasper, visit:www.jasperengines.com.

Alternative Fuel Group SetsEducation Odyssey Date The National Alternative FuelVehicle Day Odyssey is aninternational, biennial celebrationcreated and conducted by theNational Alternative Fuels TrainingConsortium (NAFTC) to promote the

use of, and educate the public on,alternative fuel and advancedtechnology vehicles.

Since its beginning in 2002,Odyssey has grown in size and im-pact. This year, National AFV DayOdyssey will be held on October 17.

NAFTC is headquartered at WestVirginia University in Morgantown,WV, in partnership with the U.S.Department of Energy (DOE).

Odyssey is comprised ofnumerous green transportationrelated events coordinated andhosted by NAFTC members, CleanCities Coalitions, and others who

believe in cleaner, more energyefficient forms of transportation.These local events take place on adesignated date every other yearthroughout the U.S. and in Canada.

For more information on thisyear’s programs, visithttp://afvdayodyssey.org.

Edelbrock Fits Like aGlove PromotionThe Edelbrock "Fits Like A Glove"consumer promotion is back.

The promotion allows participatingconsumers to receive a free pair ofEdelbrock exclusive mechanic glovesand $25 when they purchase anynew Edelbrock Air-Gap intakemanifold; whether it's soldindividually, included in a PowerPackage top end kit, carburetor &manifold kit or crate engine.

The promotion began May 1 andends June 30, 2014. For completepromotion details and to download aredemption form, visitwww.edelbrock.com/promo.

View more news at www.EngineBuilderMag.com

9-10 News & Events 5/16/14 4:20 PM Page 10


11 QPP_Layout 1 5/16/14 3:48 PM Page 11

Plastic FantasticFor many years, bolt boots have beenthe primary way to protect thecrankshaft journal from damageduring piston installation. Some shopsupply companies sell long steeltubes that serve as guides to helpalign the rod to the journal. Thesehelp align the rod, but can alsodamage the journal surface. Formany years we have used a low costalternative that both protects thejournal surface and aligns the rod tothe journal.

We use hard plastic tubing that iscut in lengths of 6”-12”. Simply slideone end over the bolt and this notonly keeps the bolt from contactingthe journal, but it also serves as aguide to line up the rod. We usevarious lengths for different motorsdepending on deck height. A littleexperimenting will help you quicklydetermine which lengths work bestfor each motor.

The tubing is available at mosthome improvement stores. The cost isminimal and most stores will sell it toyou by the foot, so there is no need tobuy a complete roll. 3/8” tubing willwork on 3/8 bolts. We even havebolts already inserted in tubing forthe rods that use cap screws. Give it atry and we think you’ll agree with usthat this is a great way to installpistons.

Chuck Verde Casey’s MachineWest Valley, UT

Use Spare Time WiselyEveryone once in awhile gets a slowday or two. You may notice that yourguys want to slow the pace as welland laze around, but you have tokeep them moving! Many things canbe done on slow days. Clean theshop, organize inventory, build forstock and maintain equipment. If youdon’t do it on slow days, you will beforced to do it when you don’t havetime, which costs you money.Machines don’t wait for a slow day toneed maintenance. Be proactive!

Jeffrey MyersMAR Automotive, Inc.Philadelphia, PA.

Camshaft BearingFundamentalsCamshaft bearings are more or lesstaken for granted. We knock out theworn pieces, press in a new set andassume everything will end up thesame as it originally was. This isintended to explain why thisassumption is not necessarily trueand why we should not just take cambearings for granted.

All but a very few cam bearingsare bi-metal in construction andnearly all engines originally havetheir camshaft bearings installed inthe unfinished condition andmachined to size in the block as partof the block manufacturing process.This practice allows cam bearing ID’sto be closely controlled for size, shapeand alignment. In the rebuildingprocess we remove these “Finished-In-Place” (FIP) bearings and replacethem with parts which have been“precision” machined outside theengine.

Replacing FIP with precision cambearings introduces a number ofvariables not present in the originalengine assembly. Originally, theclearance between the shaft andbearings was a direct result of thedifference between the ID size thebearing was machined to and theshaft OD. When a precision part isinstalled its final ID size isdetermined by a combination of themanufactured ID size, the bearing’swall thickness and the diameter andshape of the housing it is installed into. These variables introduce a set ofconditions we have little control over.

If metal is shaved off the bearingOD during installation and builds upbetween the bearing and housingbore, the bearing will distort inward.If the block varies from spec due todistortion from overheating or theinstallation and removal of heads andmanifolds, these variations will bereflected in the new cam bearings IDsize and shape and ultimately in thebearing clearance and alignment.

The same causes of distortion inmain bores are likely to producesimilar effects in the cam bearingbores. This explains why, after

installing new cam bearings, wesometimes encounter problemsinstalling the camshaft. Casualengine builders are often confused bythe fact that the cam turned freely inthe old bearings and refuses to turnin the newly installed bearings.

First, remember that blockdistortion occurs gradually over aperiod of time, giving the camshaftthe opportunity to wear the oldbearings to match the distortion.Another factor is the relative skill orlack of skill exhibited by the installerof the replacement bearings. Nicksand dings will prevent the cam fromturning.

Before undertaking a rebuild,check the cam bearing housing boresfor size and shape. Bores that areundersize, oversize, or out-of-roundare likely to cause problems. Someengines are built with oversize ODcam bearings as a result of a salvageoperation to correct bores originallymachined out of spec.

Replacement parts for these blocksare frequently difficult, if notimpossible, to obtain. Check mainbearing housing bore size, shape andalignment.

If the main bores are out ofalignment or shape, it is likely thecam bearings are also. Nobody wantsto scrap a block just because the cambores are out of alignment, but afterhaving made the above checks youwill at least know what to expect andunderstand that the problem is notthe fault of the new cam bearings.

A tight fit can be corrected byreaming or hand scraping the bearingsurface. Honing is not recommendedbecause grit from the hone stone willbecome embedded in the bearingsurface. A homemade reamer can bemade using an old camshaft if thejournals are still within spec. Cut agroove diagonally across each journalabout 1/8” deep.

Then, relieve the journal surfaceon one side of the groove, leaving theother side sharp. This produces asingle flute reamer that can be turnedwith the aid of an old cam sprocket toremove bearing metal from the highor tight spots.


12-13 Shop Solutions 5/16/14 4:19 PM Page 12

This procedure works pretty well with babbitt-lined cambearings. The stronger (and harder) copper-lead andaluminum-based bearing metals are somewhat harder to cut.These materials are used in late model automotive and mostheavy-duty engines for their greater strength and temperatureresistance. As cam loads and engine operating temperatures haveincreased, babbitt has had to be replaced in favor of these strongermaterials for better durability.

Loose fits are a tougher problem to deal with. Where housing boresare oversized, they can be sleeved or cam bearing OD’s built up withnickel to produce a tighter fit. These practices are generally employedwhen the block cannot be replaced.

Engine Pro Technical Committee with thanks to Mahle Aftermarket Inc.

EngineBuilderMag.com 13

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 ma-chine shop owners and engine techni-cians the opportunity to share theirknowledge to benefit the entire industryand their own shops.

Those who submit Shop Solutions thatare published are awarded a free oneyear membership to the Engine Re-builders Council and a prepaid $100Visa 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, ma-rine, agricultural and performance ap-plications. They also produce engine parts underthe Engine Pro name that offer premiumfeatures at an affordable price.


12-13 Shop Solutions 5/16/14 4:19 PM Page 13

Ask any Mopar afficionadoaround the Midwest,“Who is the guy to go to if

it has anything to do with a Hemipower plant?” And the answerwhich will probably be uttered isTony DePillo and his SpecialtyMotorwerkes Companylocated in the Dayton, Ohioarea. He does it all, from aspeed shop owner, a partsfabricator, an engine tuner, aracer, and for purposes of thisarticle, an engine builder.

He covers all applicationswith the legendary power plantincluding stock, street andstrip. And, unlike many enginebuilders in motorsports, Tonyhas been a driver himselfwheeling a vintage 1964Plymouth Savoy Super Stockcar which is painted in themotif of the famous “Honkin’Hemi.” This guy’s veins

definitely swirl with Mopar Blue.“I’m a longtime Hemi fan

which really made Chrysler in the1950s, 1960s and now with the5.7L and 6.1L Hemi’s. I grew up in

northeast Ohio when Moparnational drag racers Arlan Vankeand Carlon Hine were burning upthe strips with Hemi power. I wasfortunate enough to be able to


Mopar Magic

CONTRIBUTING EDITOR Bill [email protected]

Photos by Phil Kunz

For Tony DePillo, Mopar Muscle isthe Name of the Game

Shop

Tal

k

This DePillo street/strip engine was built off a 340block and carries an Eagle four-inch crank, Eaglerods, Diamond Pistons, Comp cam, and a single1050 Holley carb. The 416cid engine burns pumpgas and without its nitrous system pounds outabout 480 horses. This is one of six DePillo enginespurchased by the Ortel family of Tipp City, Ohio.

This street engine sports a combination of parts gathered by DePillo using a1970 440 block as the starting point. Included is a steel crank, 12-1 DiamondPistons, factory Max Wedge Heads, factory Max Wedge Cross-Ram intakewith two Holley carbs. It burns 112 octane race fuel and puts out 500 horse-power.

14-19 Shop Talk 5/16/14 4:18 PM Page 14


15 EQ_Layout 1 5/16/14 3:47 PM Page 15

work with Vanke and it had a hugeinfluence on me,” the Ohio Stateelectrical engineering grad explained.

Tony laughed when he recalled hisfirst Mopar machine, a ‘66 Satellite. “Itwas really beat up, but I drove it hardand beat it up even more. At the end, itwas burning more oil than gas.”

Tony got involved in Super Stockdrag racing in the early 1970s with amodified ‘68 Dodge Coronet R/T anda ‘68 Dodge Charger 440 Six-Pack. Besides driving, Tony was alsoheavily involved in the tuning activities.

However, his involvement therewould end after the 1985 NHRANationals, when Tony felt that the

Mopar engines were not getting a fair break in theengine rules.

In 1998, the National Street Car Association (NSCA)was formed, with Tony being an active member as wellas the group’s president during it’s decade-long run. TheNSCA, a sanctioning body for heads-up, street legalracing that focused a lot on nostalgia vehicles, ended in2007. However, even today, Tony can still be foundbehind the wheel of his nostalgic Honkin’ Hemi.

Setting Up ShopDuring the years prior toforming the NSCA, Tony builtup his Mopar reputation withthe start of his business,Specialty Motorwerkes,


Shop TalkCarrying that company name on yourHemi powerplant assures that youare getting top performance.

This Nostalgic Super Stock enginewas built by DePillo in 2009. Thedual-carbed engine was bored andstroked to 478cid and it pumps out750 horses.

14-19 Shop Talk 5/16/14 4:18 PM Page 16

in 1986 (specialtymotorwerkes.com). The shop continues to build en-

gines today. Besides the Americanmuscle, his company also does workon many high-brow import machines.

But these days, you will find the boss in an area at the backof the shop that deals with engines that have spark plugs com-ing through the valve covers.

Tony will tell you that the Hemi building activities are basedon the customer’s desires but that he will make suggestions ifhe feels the build-up is unrealistic. Tony explained, “There are a lot of guyslooking for more power under the hood, but with retaining thestock look of the engine. Of course, the vintage Mopar musclecars are a good recipient of that type of treatment. The type ofwork we would do there would be improved pistons and rodswhich help in increasing the compression ratios.

“The oiling system is often theweak link in this build-up and wemight use a higher capacity oil panand a higher volume oil pump. Withthe Nostalgic Super Stock cars, justabout anything goes.” And would you believe that there aresometimes as much as three years between Super Stock engineservicing. Tony added that on occasion, he willbuild a complete turn-key nostalgic drag car for thecustomer. Earlier he did such a job, twice, with the building ofa pair of clone A990 Mopar drag cars each carrying 478cidHemis.

At the present time, there is a main emphasis on thebuilding of Nostalgic Super Stock engines, but he’s not adverseto working on the upgrade of a pure street legal Mopar, or onethat can be adaptable for either street or strip. With those types


Shop Talk


This Mopar block was bored andstroked to 528 cubes with a pair offour-barrel Holley carbs.

Tony displays a custom oil pan whichis much flatter than stock versionsand allows the front end of a race-car to sit lower to the ground.

14-19 Shop Talk 5/16/14 4:18 PM Page 17

of upgrades, Tony likes to maintainthe external factory look of theengine.

On occasion, there is also somedabbling with the early generationHemi’s.

“I have done engines with 354Hemi heads for street rods. Andalso, there have also been several392 Hemis that I have modified.”

To generate maximum powerwith his top-gun engines, Tonyhas collaborated on a number ofcustom pieces to become a partof his performance package.

“One such piece is my customoil pan which is not nearly as tall,or volume-wise as large, as thepresent oil pans. It also enables me

to mount the engine lower which drops the center of gravity of the car,”he said. There are also DePillo-designed intake manifolds, which arefabricated by Hogan. In addition, CP Pistons has worked with Tony increating Hemi-only billet pistons, which are legal for NHRA SuperStock cars. They are very light at only 570 grams each. Finally, he’s alsoworked with Glenn Stires in the design and development of lifters andcams.

In more recent years, Tony has been involved with the new 5.7L and6.1L Hemi engines. “I think these engines are excellent, actually fixing some of the problems of the original. The engines havestronger pushrods and rocker arms. They are very durable and are


With 438 cubic inches, this NHRA-legal big block is capable of about 950horses.

Shown here are custom Hogan Intakes with inputs from DePillo.

Many of DePillo’s engines usethese custom billet pistons designed CP Pistons with Tony’sinvolvement. They are very lightweighing only 570 grams apiece.

14-19 Shop Talk 5/16/14 4:18 PM Page 18

easily capable of running 250,000 miles. They still havesome of the old-school characteristics.

“Upgrading these engines is pretty straight-forwardwith mostly just add-on pieces. But it is very compatibleto the Pro-Charger blower and will kick up the power by150-175 horses,” he indicated.

With such awesome demonstrated capabilities, itseems like a logical question to ask of this big-time Hemi

builder, what is the simplest way to pump up a Hemi.Tony quickly responded,

“Hey, that’s an easy question for me. What I do isincrease both the compression ratio and the air flow. Youknow, this engine is nothing more than a big air pumpand I want to give it all the air flow it can handle.” ■


Shop Talk


‘70 Barracuda Super Stock car was one of Tony’s early drag machines. It had a 4406-Pack with a 446 block, roller cam and ran in the mid-10s.

An earlier photo of Tonywith his ‘Honkin’ Hemi’ Nos-talgic Super Stock machine.

14-19 Shop Talk 5/16/14 4:18 PM Page 19

The clouds of black smoke alongwith the whistling of the turbobring out a new wave of

spectators. It’s all about the rumbleand feel from the massive footpounds of torque, not thehorsepower. Who would have everthought that a diesel engine wouldgain respect in the world ofperformance?

Now, it’s not uncommon to see adiesel powered dragster travel thequarter-mile in 8 seconds or aneveryday worktruck enter theSaturday nightsled pull. Thediesel engine,which was onceconsidered aclanking bucketof bolts, hasbrought about anew era of dragracing and sledpulling. As dieselengines have be-come more tech-nologicallyadvanced, effi-cient and reliable,they are loved bymembers of allgenerations.Whether the en-

joyment is from the ease at whichwe pull our camper or the fact thatwe can take our work truck to thedragstrip on the weekend, dieselperformance is in full swing.

With the help of the aftermarket,more performance can be gainedfrom simple add-ons such as programmers, cold-air intake systems, exhaust systems and tur-bochargers, to all out hardcoreengine internals.

Talking TorqueTorque is what you feel in the seat ofyour pants on the take off. Or, thelow down grunt when pulling loadsup steep grades at a low RPM. Thereare several factors as to why thediesel produces that low down RPMtorque. There is a combinationbetween the long stroke, boost and

compression ratio.The 6.7L Cumminshas a bore of 4.21”,but has a stroke of4.88”. Longerstroke means thatthe pistons andconnecting rodscreate moreleverage on thecrankshaft. Whenthe intake valveopens, air ispushed into theengine from theturbo directly into


Cum

min

s Fe

atur

e

Here’s a sneak peak under the hood of amid-sized Cummins powered sledpulling truck that is under construction.With the growing popularity of the mid-size diesel, specialized companies arecatering to the growing demand formore power.

20-32 Cummins 5/16/14 4:16 PM Page 20


21 Cloyes_Layout 1 5/16/14 3:47 PM Page 21

the cylinders. There is no throttleblade as in a gasoline engine. Thereare no restrictions to cylinder fillingother than the intake valve itself. Thecompression ratio of the 6.7LCummins is 17.3:1. Compression ratiois the total volume of the combustionchamber when the piston is at BottomDead Center to the total volume of thecombustion chamber when the pistonis at Top Dead Center. When theintake valve closes, the piston starts itstravel up the bore compressing the airthat filled the cylinder. As the air iscompressed it beginsto heat up reachingtemperaturesupwards of 1400degrees F. Then, right before TopDead Center, fuel is

injected into the cylinder. Theatomized droplets of diesel fuel arevaporized and start to burn rapidlywhich pushes on the piston causingthe crankshaft to rotate.

The diesel fuel being vaporized bythe heat and pressure becomes veryefficient since the heat generated wasused for ignition. A diesel engine canrun on very lean air fuel ratios (re-ferred to as stoiciometry) as high as50:1 under cruising conditions com-pared to 14.7:1 of gasoline. The in-creased compression ratio of thediesel engine along with the longerstroke of the crankshaft calls for aheavy-duty rotating assembly madeto withstand extreme cylinder pres-sures. The heavy internals also limitthe amount of engine speed. The en-gine usually reaches peak torquearound 1700 RPM and maximumhorsepower at 2800 RPM.

Power PickThe Cummins diesel engine has

become extremely popular asthe choice for performance.Even though there are otherdiesel engines such as the Duramax and Powerstroke(which can make power also),the Cummins has always been


Cummins Feature

A mid-size Cummins diesel powerdisplay on a Saturday night sled pull,producing more than 1,300 reliablehorsepower “at the wheels.”

Because the engine will see such harshoperating conditions, preliminary measuresare taken to ensure the integrity of thecooling system. The cylinder block ismodified for screw in-freeze plugs.

Across much of the Midwest, dieseldrag races have become a popularevent in the rural areas. Photo courtesy DIESEL Motorsports/EricSullivan

20-32 Cummins 5/16/14 4:16 PM Page 22

23 APJ_Layout 1 5/16/14 3:47 PM Page 23

one of the founding forefathers ofdiesel power. Cummins gained a lotof notoriety in 1989 with the intro-duction into the Dodge truck with a5.9L, inline six cylinder, and tur-bocharged diesel engine. From there,

the 5.9L and the later 6.7L, haveproven reliable and dependable, giv-ing them more favor to consumers.The love of the Cummins engines byconsumers has opened up the opportunity for niche markets in the

growing demand for more Cumminsperformance.

One common place that Cumminsperformance can be found would besled pull competitions. Sled pullcompetitions are divided into classesthat are limited to the turbo inlet size.For instance, if you were pulling in a3.0 class, then the turbo inlet size ofyour combination would be limited to3.00”. It is often wondered as to whatmodifications are done in order toreach the amount of power outputalong with engine RPM that is seen atthese competitions. A lot ofmodifications can be seen on theoutside, but there are rareopportunities given to see the actualworking internals of the power plant.There are several Cummins buildsthat can be found in the media, butthe question is often asked as to whatworks and what is truly needed. Ofcourse, that depends on theapplication, but we wanted to seewhat Cummins build is on the trackand what combination seems to beworking for them.

We were invited in by IndustrialInjection, a diesel parts supplierbased in Salt lake City, UT, to get asneak peak at some modifications thatare used for their sled pullingapplications.

The engine build starts with a stock6.7L block. The factory blocks are verystrong and if the combination is right,structural integrity is not the problem.The blocks are usually bored no morethan .020” (yielding a 4.230 bore) andthen deck plate honed. Deck platehoning is very important to anyengine build for proper cylindersurface. Even though the Cumminsblock is very rigid, the cylinders candistort as much as .003” when thecylinder head is torqued down. If theblock is not properly honed, .003”cylinder distortion can lead to seriouspiston scuffing especially with theamount of cylinder heat along withmajor blow-by.


Cummins Feature


The “Gorilla Girdle” is a proprietarymachined piece used to prevent mainbearing cap walk by linking all of the mainbearing caps together and to strengthenthe block by being bolted to the oil panrails.

20-32 Cummins 5/16/14 4:17 PM Page 24


25 Mahle_Layout 1 5/16/14 3:46 PM Page 25

The block is then decked and fitted with custom billetfreeze plugs. (Check out YouTube video BlueprintCummins)

The surprise for the rotating assembly was the use of thefactory 6.7L crankshaft, which yields a stroke of 4.88”.

The rotating assembly consists of custom-made pistons

along with its own proprietarycompression ratio. The connecting rodsare an H-beam design made by Carillo,which are a stock length of 7.559” andfit the 5.9L and 6.7L engines. Therotating assembly is balanced and thenfitted with a Fluidampr harmonicdamper. Before the rotating assembly isplaced into the block, the factory liftersare installed along with a customground camshaft.

Remember, in a Cummins engine,the lifters go in from the bottom. So thelifters and camshaft are fitted in the

block before therotating assembly.

After therotating assemblyhas been placedinto the block, a5/8” thick mainbearing cap GorillaGirdle made byIndustrial Injection is installed. The purpose of the mainbearing girdle is to increase block rigidity and torsionalstiffness by tying the main caps and oil pan rails together.The Gorilla Girdle is CNC machined and when installed itstabilizes and strengthens the bottom of the block andevenly distributes crank load across the main capseliminating main cap walk.

The cylinder head used in this sled pulling applicationis stock, but with a lot of modifications. First of all, thecylinder head is thoroughly sonic checked to insure the


Cummins Feature

The new intake manifold is being fittedwhere the old one was milled off. ZZ Fabrications developed this Cumminsintake for this particular sled pullingapplication.

When modifying your Cumminsengine, the flexplate is oftenoverlooked. For mild performance upgrades, thePlatinum series flexplate from PRW isa cost-effective solution for failuresdue to cracking. The Platinum series is offered for the5.9L and 6.7L Cummins engines.


20-32 Cummins 5/16/14 4:17 PM Page 26


27 Motovicity_Layout 1 5/16/14 3:45 PM Page 27

integrity of the head beforemodifications can be performed.

Porting of the cylinder head becomesa problem because the intake

manifold of the Cummins is madewith the cylinder head. In order toproperly port the cylinder head, theintake manifold of the cylinder headmust be removed in the mill.

After the intake is removed, theintake and exhaust ports are thenCNC milled with their proprietaryport design for maximum flow andswirl. The CNC modified intake andexhaust ports flow 289 cfm comparedto 175 cfm stock.

Various valve angles are used onthe valve seats and custom valves, butthe ports still utilize the stockdiameter valve sizes. Custom valvesprings are installed but the stockretainers and factory rocker arms arestill used.

On the deck surface of the cylinderheads, .105” fire rings are milled and


Cummins Feature


For highly-modified Cummins engines, PRWalso offers a Signature series flexplate thatis CNC machined from 5140 billet steel thathas an SFI rating of 29.3 that can handleover 1500 ft. lbs of torque.

20-32 Cummins 5/16/14 4:17 PM Page 28


29 Lubriplate_Layout 1 5/16/14 3:45 PM Page 29

special head gaskets are installed forextreme cylinder pressures. Thepushrods are a forged one piecedesign and increased in diameter to10.90 mm.

When the cylinder headmodifications were performed, theintake manifold was milled off foraccess to machine the intake ports.The cylinder head was then machinedto accept a ZZ Fabrications intake,which was designed specifically for

this sled pulling application for theirengine build and boost application.They also custom build aluminumintake manifolds machined to acceptthe factory common rail fuel system,sensors and heater grid for the 5.9Land 6.7L applications.

To feed the 1300 horsepower 6.7Lengine, a rail injection system knownas Double Dragons is used. TheDouble Dragons are twin Bosch CP-3common rail pumps that have been

modified to pump 120% more thanstock. This amount of fuel is neededbecause the injectors are rated at500cc’s. These injectors are for highhorsepower applications also knownas Industrial Injection “Cobra”injectors.

The induction system consists of a91mm custom single turbo for the 3.0sled pull class. The turbo is mountedto a custom fabricated exhaustmanifold which is pulse tuned formaximum turbine speed for this RPMapplication.

Compressed air from the turbo isdirected through a custom-built waterto air intercooler manufactured by acompany called Frozen Boost. Onething to absorb when you see thepieces of this Cummins build with themodifications to the cylinder head,block and fuel system, is that you getan idea of what goes on to achieveincredible amounts of torque andpower.

For a relatively small displacementin-line six cylinder diesel, this enginecranks out more than 1,300horsepower and will turn 5,200 RPM.This power is seen on the chassisdyno being made at the rear wheels.That places the torque output of theengine in the 2,000 ft. lb. range.

If you own a Cummins poweredtruck with an automatic transmission,there is one thing to think about whendoing any modifications.

Take for instance the 2013 6.7Lengine. The factory horsepower ratingis 385 @ 2800 RPM. If you beginupgrading your engine with someperformance bolt-ons, that engine canproduce well over 500 horsepower.Something to consider would be alsoupgrading the flexplate.

When reaching the 500 hp mark,the factory flexplate tends to crackand come apart. An easy solution is toreplace the factory steel flexplate withan upgraded steel or machined billetflexplate.

To remedy the on-going problem ofa broken factory flexplate occurring tomany of these sled pullers and dragracers, as well as everyday workloads, PRW has introduced twoversions of flexplates for differentperformance applications of the 5.9Land 6.7L engines. One version, thePlatinum Series, is cost effective andmachined from cold rolled steel and


Feature


20-32 Cummins 5/16/14 4:17 PM Page 30


31 Moduline_Layout 1 5/16/14 3:45 PM Page 31

manufactured for the everyday driverneeding some insurance. ThePlatinum Series is designed for stockreplacement where the engines havebeen fitted with performance add-onsand upgrades that propel the engineto over 500 horsepower. This flexplatehas a 4mm thick center plate withdouble welded starter ring gears andis SFI 29.1 certified.

The other version, known as theSignature Series, is a one-piece billetsteel forging made to withstand over1,500 ft. lbs. of torque. This flexplate isCNC-lathe machined from 5140 billetsteel that is SFI 29.3 certified andcoated with a long lasting black oxidefinish for rust prevention. TheSignature Series flexplates areprecision balanced and offered for5.9L and 6.7L applications also.

PRW and Performance QuotientBrands have been readily available tothe industry for nearly 10 years,offering technically advanced engineparts for high performance and raceapplications. (www.prw-usa.com)

So whether you are a sled pullingfan or just getting into this side of theperformance market, keep on thelookout for the latest Cummins-powered engine from IndustrialInjection known as the “Black Pearl.”This custom Cummins power plantproduces insane power levelsreaching into the 2500 horsepowerrange.■


Cummins Feature


An upcoming Cummins Performance engine project thatIndustrial Injection (www.industrialinjection.com) isworking on is labeled the Black Pearl. While the engine isstill in the research and development phase, preliminarydyno testing has shown more than 2,500 horsepower. Wewill keep you posted with more details soon.

20-32 Cummins 5/16/14 4:17 PM Page 32


33-46 LCS 5.9L Cummins 5/16/14 4:13 PM Page 33

The Cummins B-series is a familyof four- and six-cylinder inlineengines that includes the

popular 5.9L six-cylinder engine, builtfrom 1989-2007, primarily for use inDodge pick-ups.

In 2008, we declared in EngineBuilder magazine that “The B-seriesCummins engine may potentially godown in history as the single mostimportant engine developmentproject, strategic market share gainand opportunity for diversificationpartnerships in Cummins history,”(“Ram Tough Rebuild” by Roy Berndt,June 2008).

A bold statement perhaps, but notwithout precedent. The B-series waswidely used in many segments,including the aforementioned pick-uptrucks, buses, military vehicles, marineand construction equipment resultingin millions of engine sales and wasnamed to the Ward’s 10 Best Engineslist in 2004.

Still, even if you don’t subscribe tothe “best” statement (Powerstroke andDuramax fans, I’m speaking to you),there is no denying that this enginewas one of the significant forcesbehind the growth of the performancediesel industry.

According to Ron Knoch, president

of the National Association of DIESELMotorsports, diesel trucks are used onfarms, construction sites, hauling andautomotive garages during the weekby millions throughout the country.And, many are customizing thesetrucks for weekend fun at what is nowDIESEL Motorsports lifestyle showsand events.

Diesel truck sled pulling in ruralareas make up at least 70% of thediesel performance market. Sled pullsare going quite strong in rural countieswhere you will find pulls every nightof the week from June to September ineach state from Missouri over toPennsylvania.

“Performance diesel has changedconsiderably since this time last year,since performance tuners have all butdisappeared from the retail stores for

later model diesel trucks,” says Knoch.Thanks to crackdowns by the EPA,

performance chips and tuningsoftware have been virtuallyeliminated for most newer dieselengines. Tuners from 2007 and olderare available (pre-DPF) from manydifferent manufacturers but the newertrucks will have to go back to legalmotor upgrades. Tuners for the newertrucks are made to work with existingDPF/EGR systems for the trucks withlow hp improvements but better mpg.Which is great news for our industry,as it turns out.

“The newer trucks – regardless ofthe brand – needed motor upgradesanyway when using the highperformance tuners,” says Knoch.“Now it is essential. Typical upgradesinclude the rods, pistons, damper,heads, head studs, intercoolers, waterinjection, injectors, injection pumps,turbos, air intakes, and exhaust on2008-current diesel trucks.”

Demand and then supply came intoplay when the diesel performancemarket blew up during the past fiveyears and many manufacturers nowhave new lines. Many mainstreamengine part manufacturers now havediesel performance parts in their listsof available applications.


Feature

PUBLISHER DOUG [email protected]



BROUGHT TO YOU BY:

National Average, Median and Mode Labor Charges For Rebuilding The Cummins 5.9L Engine

Service Average Median Mode 95% CI range

Head Work Clean/disassemble/estimate valve job $69.70 $57.50 $50.00 $61.00-78.40 Clean & pressure test cylinder head $92.80 $80.00 $75.00 $84.54-101.00Dye penetrant inspect head $73.20 $60.00 $50.00 $63.90-82.40Basic valve job 12-valve engine $213.60 $180.00 $150.00 $193.16-233.90Basic valve job 24-valve engine $305.80 $275.00 $250.00 $279.67-331.90Install 1 valve guide $23.40 $20.00 $20.00 $20.14-26.60 Install 12 guides $108.80 $102.00 $120.00 $99.85-117.80Install 24 guides $199.30 $192.00 $240.00 $181.75-216.90Machine and install 1 valve seat $37.70 $30.00 $25.00 $32.75-42.70Machine and install 12 valve seats $177.30 $180.00 $240.00 $163.57-191.10Machine and install 24 valve seats $310.00 $288.00 $240.00 $285.48-334.60Test valve springs (12) $30.80 $24.00 $20.00 $25.25-36.40Clean & surface cylinder head $113.10 $100.00 $100.00 $102.77-123.50 Crack repair in combustion cham. (each) $104.70 $77.00 $75.00 $78.61-130.80Crack repair using pin (ea.) $57.30 $50.00 $50.00 $48.60-65.90 Clean and inspect injector holes $45.90 $35.00 $20.00 $37.13-54.70 Other thread repair (each) $32.10 $25.00 $25.00 $27.29-36.90Disassemble, clean/assemble rocker assem. (all 6) $86.00 $73.50 $125.00 $74.03-97.90

Block WorkClean cylinder block $89.40 $75.00 $65.00 $79.99-98.80Disassemble, clean short block & estimate repairs $187.90 $150.00 $150.00 $168.32-207.50Magnetic powder inspect iron block $68.40 $60.00 $50.00 $60.96-75.90Bore cylinders oversize and hone block $222.00 $200.00 $200.00 $202.41-241.60Install cylinder sleeve & bore (1 sleeve) $134.50 $125.00 $125.00 $121.97-147.10Resize big end of rods (per 6) $129.10 $120.00 $150.00 $110.65-147.60Clean and magnetic inspect rods (per 6) $60.60 $56.00 $60.00 $52.58-68.60Clean piston oilers $34.60 $30.00 $30.00 $29.14-40.10Resurface block deck $148.80 $140.00 $150.00 $134.68-162.90Install core plugs (all) $39.70 $30.00 $20.00 $34.57-44.80Thread repair insert (each) $27.50 $25.00 $20.00 $23.92-31.00Align hone $224.00 $200.00 $200.00 $200.42-247.50Install cam bearings in block $50.70 $45.00 $75.00 $44.40-57.10Deck Block $145.00 $140.00 $150.00 $131.60-158.40

Crankshaft WorkClean crank & check for cracks $64.70 $55.00 $50.00 $57.44-72.00Straighten crankshaft $74.70 $68.00 $75.00 $62.34-87.00Grind crankshaft $223.10 $200.00 $200.00 $202.60-243.70Polish crankshaft $68.80 $62.50 $50.00 $60.97-76.60Balance crankshaft $191.40 $200.00 $200.00 $170.68-212.20

Miscellaneous ServicesPrep for dyno $247.40 $200.00 $200.00 $174.10-320.60Inspect cam, polish journals as needed $51.40 $45.00 $75.00 $45.83-57.00Assemble short block (crank, pistons, rods) $407.00 $400.00 $300.00 $367-07-446.90Assemble long block (above plus tin & timing) $663.00 $600.00 $500.00 $600.50-725.50Clean all sheet metal/covers $74.40 $69.00 $100.00 $64.96-83.80Resurface flywheel $63.00 $60.00 $45.00 $58.20-67.70Rebuild oil pump $59.50 $50.00 $50.00 $50.17-68.80

ENGINE &PERFORMANCEWAREHOUSE


Circle 37 on Reader Service Card for more informationCircle 37 for more information


Obviously, the growth in theperformance diesel productsaftermarket indicates that the desireto get more from the enginecontinues. Plus, the newer trucksrequire someone who has experienceadding the upgrades. In most cases,this is not do-it-yourself work.

“The general consensus aroundthe country is the real diesel shopsare keeping quite busy because ofpeople keeping their older dieseltrucks, which need maintenance,”explains Knoch. “As they are gettingthe regular maintenance done, theshops are also adding upgrades tothe trucks.”

Knoch explains that at least half ofthe diesel performance crowd is 20-30 year old enthusiasts, with morewomen becoming involved everyyear. Most are rural young peoplewho have access to used diesel trucksand they work hard in order to buyproducts for their trucks.

Even the 12-valve Cummins hasnow become popular again as aperformance engine because it is allmechanical, and there are quite a fewolder trucks still competing.

For engine builders who only dogasoline engines, diesels can seemrather foreign and unattractive.Diesel engines don’t have

carburetors, they don’t have sparkplugs or ignition systems, and mostof them don’t rev anywhere near ashigh as a gasoline-poweredperformance engine.

Dan Scheid of Scheid Diesel inTerre Haute, IN, told Engine Builderthat his shop has been involved withdiesel performance work since the1970s. He says serious racers arespending a lot of money on theirdiesel performance engines, up to$60,000 or $70,000 dollars. Whowouldn’t want that kind of work?

“Any engine builder who iscurrently doing gasoline engineperformance work could probably dodiesel performance work too,” saysScheid. “You do have to learn aboutdiesel fuel systems and how tocorrectly set up the injection pump,injectors and turbo. But, the machinework you do on the block, heads and

other internal parts are pretty muchthe same as any other performanceengine.”

We’ve written numerous articlesover the past several years thatdiscuss the opportunities we see inthis segment of the industry, andinterviews with performancebuilders bear out that doing the workrequires little in the range of training.

Performance diesel workcontinues to be a growing niche inthis industry, but it’s still consideredsomething of an exclusive club.According to our “2013 MachineShop Market Profile,” 15% of oursurvey respondents say they’reactively involved in dieselperformance.

When it comes to rebuilding thispopular engine, it may be difficult foryou to know where you stand onprice.

While you should never set yourpricing directly based on what any ofyour competition does, it’s alwayshelpful to understand the ballpark inwhich you’re playing.

To help, we present here ourcurrent labor costing study onrebuilding the 12 and 24 valveCummins 5.9L engine. The studypresents national averages forvarious head, block and crankshaftservice procedures as well asmiscellaneous labor charges.

The charts begin on page 42. Inaddition, the detailed chart on page36 represents the national average,median and mode labor charges forall of the procedures covered in oursurvey.

The “average” for a specific labor


BROUGHT TO YOU BY:

Horsepower and torque increased every year through the 5.9L’s replacement bythe 6.7L Cummins in 2007. Those older engines are still in great demand and canbe impressive profit centers.

Where are our survey respondents located?Engine builders polled for this report came fromthese regions: Northeast: 21%; Southeast: 18%;Midwest: 36%; Southwest: 6%; and West: 19%.



charge is the result of addingall of the charges for thatservice from all respondentsand then dividing that numberby the total number ofrespondents. The “median” isthe result of ranking all of thesurvey responses from highestto lowest and then finding thenumber that falls exactly in themiddle. The “mode” is simplythe most-often reportednumber from all surveyrespondents.

Additionally, our chartprovides the “95% ConfidenceInterval (CI)” range. In realterms, if you were to ask all ofthe machine shops in thecountry what their labor rateswere for each operation, it is95% certain that the “true”average labor cost would fallwithin this range.

You may find your pricesare either lower or higher thanthese averages. Don’t worry –as we’ve tried to explain foryears, we believe that knowingyour costs is the only sure wayto set your pricing. You mayhave updated equipment thatallows you to be moreproductive than these chartsindicate.

Conversely, you may findyour costs are significantlyhigher than others in yoursame area.

These discrepancies shouldnot be seen as indicating thatyour costs are either too highor too low. But they willhopefully give you anincentive to look carefully atwhat you charge for serviceand why.

“Some shops may includecertain operations in theprocess of doing others,” saysBob Roberts, Market ResearchManager for Babcox Research.“This may lead to a higherdollar amount charged.Additionally, some shops mayhave given us an ‘each’ pricewhen we wanted ‘all’ or theymay have included an ‘all’

when we asked ‘price each.’”Roberts says while the

overall results are statisticallyreliable, the way somerespondents answered thequestion may have skewedcertain numbers slightly.

“Some shops reported to usthat they perform some repairson a ‘time’ basis. We did notuse a dollar-per-hour value ifthey provided it. A few shopsprice all their repairs on a‘time’ basis. This is mostcommon with welding repairs.Some shops do not perform allthe operations listed and thisleads to a smaller number ofobservations and thus a lessreliable average,” Roberts says.However, he says, “In all cases,the national average will be themost accurate figure.”

As Bob McDonald pointsout in his accompanying articleon Cummins 6.7L engines, thework that can be done to wringmassive amounts of hp andtorque from these engines isimpressive.

“The diesel engine, onceconsidered a clanking bucketof bolts, has brought about anew era of drag racing andsled pulling.

“As diesel engines havebecome more technologicallyadvanced, efficient andreliable, their love is furthershared by members of allgenerations,” says McDonald.“With the help of theaftermarket, more performancecan be gained from simpleadd-ons to all out hardcoreengine internals.”

And, with an increasinginterest in the engine, youropportunity to service asegment with relatively littlecompetition and potentiallygreater profitability has neverbeen better. ■



BROUGHT TO YOU BY:

Average National Prices Cummins 5.9L Diesel Head Work

Clean

and s

urfa

ce cy

linde

r hea

d$1

13

Crac

k rep

air in

comb

ustio

n cha

mber

(ea.)

$105

Dis

ass.,

clea

n & as

semb

le ro

cker

asse

mblie

s (all

6)

$86

Clean

and i

nspe

ct in

jecto

r hole

s$4

6 Ot

her t

hrea

d rep

air (e

a.)$3

2 Te

st va

lve sp

rings

(per

12)

$31

Mac

hine a

nd in

stall

24

valve

seat

s$3

10

Mac

hine a

nd in

stall

12

valve

seat

s$1

77

Mac

hine a

nd in

stall

1 va

lve se

at$3

8

Insta

ll 24

guide

s$1

99

Insta

ll 12

guide

s$1

09

Insta

ll 1 va

lve gu

ide$2

3

Basic

valve

job 2

4 va

lve en

gine

$306

Basic

valve

job 1

2 va

lve en

gine

$214

Clean

& pr

essu

re te

st cy

linde

r hea

d$9

3 Dy

e pen

etra

nt in

spec

t hea

d$7

3 Cle

an/d

isass

emble

/est

imat

e valv

e job

$7

0 $0$5

0$1

00$1

50$2

00$2

50$3

00$3

50

$0$5

0$1

00$1

50$2

00$2

50$3

00$3

50



National Average Prices Cummins 5.9L Diesel Block Work

Insta

ll cor

e plug

s (all

)$4

0 Cle

an pi

ston

oiler

s$3

5 Th

read

repa

ir ins

ert (

ea.)

$27

Align

hone

$224

Re

surf

ace b

lock d

eck

$149

De

ck bl

ock

$145

Ins

tall c

am be

aring

s in b

lock

$51

Disas

semb

le, cl

ean s

hort

bloc

k & es

timat

e rep

airs

$188

Cle

an cy

linde

r bloc

k$8

9 M

agne

tic po

wde

r ins

pect

iron

bloc

k$6

8

Bore

cylin

ders

over

size a

nd ho

ne bl

ock

$222

Ins

tall c

ylind

er sl

eeve

& bo

re (1

slee

ve)

$135

Resiz

e big

end o

f rod

s (pe

r 6)

$129

Cle

an an

d mag

netic

insp

ect r

ods (

all 6

)$6

1 0$5

0$1

00$1

50$2

00$2

50

$0$5

0$1

00$1

50$2

00$2

50

BROUGHT TO YOU BY:ENGINE &PERFORMANCEWAREHOUSE



National Average Prices Cummins 5.9L Diesel

Asse

mble

long b

lock (

plus t

in an

d tim

ing)

$663

Asse

mble

shor

t bloc

k (c

rank

, pist

ons,

rods

)$4

07

Prep

for D

yno

$247

Clean

all s

heet

met

al/co

vers

$74

Resu

rfac

e flyw

heel

$63

Rebu

ild oi

l pum

p$5

9

Inspe

ct ca

m, po

lish j

ourn

als as

need

ed$5

1$0$5

0$1

00$1

50$2

00$2

50

$0$5

0$1

00$1

50$2

00$$

250

$0$1

00$2

00$3

00$4

00$5

00$6

00$7

00$8

00

$0$1

00$2

00$3

00$4

00$5

00$6

00$7

00$8

00

Grind

cran

ksha

ft$2

23

Balan

ce cr

anks

haft

$191

Stra

ighte

n cra

nksh

aft

$75

Polis

h cra

nksh

aft

$69

Clean

cran

k & ch

eck f

or cr

acks

$65

Cran

ksha

ft W

ork

Mis

cella

neou

s Se

rvic

es



Most Expensive Operations Cummins 5.9L Diesel

Asse

mble

long b

lock

$663

Asse

mble

shor

t bloc

k (c

rank

, pist

ons,

rods

)$4

07

Mac

hine a

nd in

stall

24

valve

seat

s$3

10

Basic

valve

job 2

4 va

lve en

gine

$306

Prep

for D

yno

$247

Align

hone

$224

Grind

cran

ksha

ft$2

23

Bore

cylin

ders

over

size a

nd ho

ne bl

ock

$222

Basic

valve

job 1

2 va

lve en

gine

$214

$0$1

00$2

00$3

00$4

00$5

00$6

00$7

00$8

00

$0$1

00$2

00$3

00$4

00$5

00$6

00$7

00$8

00

BROUGHT TO YOU BY:


Diesel engines have beenaround since the dawn ofthe automotive era. Over

the years, diesels have become theengine of choice for poweringheavy-duty trucks, buses,agricultural vehicles, off-roadequipment, hard-working pickuptrucks and stationary generators.

More recently, diesels are competing against hybrid and plug-in electric powertrains as an alternative to gasoline engines inpassenger cars. The numbers arestill relatively small in the U.S. withonly about 800,000 passenger carscurrently powered by a diesel engine.

But those numbers are expectedto grow significantly in the yearsahead – especially if fuel prices con-tinue to rise and auto makers offerdiesel-options in more makes andmodels.

By comparison, there are about 6million diesel-powered lighttrucks registered in the U.S. andover 2 million diesel-poweredheavy-duty trucks.

New clean diesel technology hasdrastically reduced emissions andnow accounts for over 28% of alltrucks registered in the U.S.,according to R.L. Polk. Introducedin 2007 to comply with newgovernment regulations, clean

diesel engines are now found innearly half a million heavy-dutytrucks.

One of the changes that cleandiesel technology brought with itwas the need for higher-qualitymotor oils. The AmericanPetroleum Institute (API)introduced the current CJ-4 oilstandards back in 2006 so dieselmotor oils would be compatiblewith 2007 model year enginesequipped with exhaust gasrecirculation (EGR), exhaustaftertreatment systems anddesigned to burn ultra-low sulfur(less than 15 ppm) diesel fuel. Thehigher operating temperatures andtougher emission requirements forclean diesel engines meant the oilhad to provide better oxidationresistance, high temperaturestability and soot control.

Diesel Oil AdditivesOne of the basic differencesbetween oils formulated for dieselengines and those formulated forgasoline engines is more detergentand dispersant in the additivepackage.

Diesel engines (even cleandiesels) still produce a lot of sootthat ends up in the crankcase. If theoil can't keep the soot in suspen-sion, it can end up as sludge in the

crankcase and elsewhere in the en-gine.

Diesel oils also contain a higherconcentration of the anti-wear addi-tive zinc-dialkyl-dithio-phosphate(ZDDP) to protect highly loadedsliding surfaces (like cam lobes andlifters) against wear.

The amount of ZDDP allowed ingasoline motor oils was cut back to800 ppm in 2005 to help extend thelife of the catalytic converter, butwas allowed to remain at 1200 ppmin diesel motor oils.

The actual level of ZDDP in off-the-shelf diesel oils may vary fromas low as 1000 ppm to as high as1600 ppm according to various labtests that have been performed byindependent sources. That's becausethe anti-wear properties of the oildepend, not only on the amount ofZDDP in the oil, but also other ad-ditives in the oil and the quality ofthe base oil itself.

The shift to low ZDDP gasolinemotor oils in the market caused asharp rise in flat tappet camfailures, especially in engines withstiffer than stock valve springs.Cam failure was not an issue inengines with roller cams becausethe rollers reduced friction on thecam lobes.

This lead many engine buildersto recommend using diesel oil in


Diesel O

il

Diesel Oil & FiltersBY LARRY CARLEY, TECHNICAL EDITOR

49-55 Diesel Oil 5/16/14 4:10 PM Page 49

gasoline engines if the engine had aflat tappet, high-lift performancecam and high-pressure valvesprings.

The extra ZDDP in the diesel oilprovided the extra protectionneeded to prevent the cam fromfailing. Today, we have numerous"racing oils" and "street performanceoils" that are formulated with higherconcentrations of ZDDP to protectflat tappet cams, as well asaftermarket ZDDP crankcaseadditives that can be used to fortifycurrent gasoline oils in engines withflat tappet cams.

Diesel Oil RequirementsIn addition to the API oil qualityrequirements, every OE enginesupplier and vehicle manufacturerhas its own oil specifications andviscosity recommendations. Theseinclude Allison, Caterpillar,Cummins, Detroit Diesel, Deutz,GM, Ford, Mack, Mercedes-Benz,Navistar, Volkswagen, Volvo and

others. The specifications can varydepending on the model year andengine application. GM, forexample, introduced its "dexos"specifications several years ago, andsays that oils that meet its dexos2specification should be used in its2011 and newer diesel engines.

Oil Viscosity

For many years, 15W-40 had beenthe most common viscosity for dieselmotor oils used in trucks. It providesa good high temperature protectionand can be formulated from conven-tional base stocks or synthetics.

But, one of the drawbacks of a15W-40 oil is that it makes the engineharder to crank when the engine iscold, so a thinner viscosity may berecommended for winter use in coldclimates.

In recent years, a number of oilcompanies have introduced thinner5W-40 diesel oils – not only for coldweather operation, but also for year-

round use. Most of the 5W-40 dieseloils are a synthetic-blend or a fullsynthetic to achieve the cold flowcharacteristics needed for easystarting. Other cold weather dieseloils include 0W-30, which isformulated for subzero arctic-typeconditions.

One of the benefits of usingthinner oil is improved fueleconomy. Thinner oils reduce dragand can help boost fuel economyfrom 1 to 3%. Switching a big over-the-road truck from a traditional15W-40 oil to a full synthetic 5W-40can produce significant fuel savingsover time.

Of course, one of the tradeoffs ofusing a thinner full synthetic is itshigh initial cost, which can be up totwo times or more than aconventional or blended motor oil.

Passenger car diesel applicationsare typically using thinner viscosityoils. The 2014 Chevy Cruze 2.0Lturbo diesel is factory-filled with adexos2 5W-30 motor oil. Many of theEuropean turbo diesel powered carsalso recommend 5W-30 as well as5W-40 and 10W-40.

New Diesel Oil Standards& ViscositiesAs of this writing, the target date forthe introduction of a new set of APIdiesel oil standards is set for April2016, almost 10 years after the lastupgrade in oil standards. In the past,the main driving force in upgradingoil performance standards wasemissions compliance. Today, thedriving force is fuel economy andreducing carbon emissions.

API is still finalizing what exactlythe new requirements and testprocedures will be for what willlikely be two new diesel oil ratings:one to replace the current CJ-4standard (which will be backwardscompatible for current CJ-4applications), and a second oilstandard (as yet unnamed) that willapply to 2016 and forward nextgeneration diesel engines.

What they want is a new thinnerviscosity oil that can provide betterfuel economy while withstandingeven higher operating temperatureswith no sacrifice in durability,oxidation resistance, wear resistanceand shear stability.


Diesel Oil



Circ

le 5

1on

Rea

der

Serv

ice

Card

for

mor

e in

form

atio

n

51 Royal Purple_Layout 1 5/16/14 3:44 PM Page 51

API is still developing the teststhese new oils will have to pass inorder to meet the new levels ofperformance. The current testprocedure for determining oilviscosity is to heat an oil sampleto 100 degrees C and measurehow fast it flows through acalibrated orifice.

The test for the new 2016 dieselengine oil may involve heatingthe oil to 150 degrees C tomeasure its viscosity. Additionaltests may include scuffingresistance, shear stability,oxidation stability and how wellthe oil can handle aeration.

There was also discussion as towhether or not a new test mightbe needed for compatibility withbiodiesel fuels, but the consensusnow is that biodieselcompatibility is not an issue nowthat biodiesel fuel quality hasimproved.

For now, the two new oilstandards are code named PC11A


Diesel Oil


Illustration of a two circuit full flow and bypass oil filtration system (Source: BaldwinFilters)



53 Loctite_Layout 1 5/16/14 3:44 PM Page 53


Diesel Oil

for the oil that will replace the current CJ-4 oils, andPC11B for the next generation 2016 and forward engines.There may even be a new viscosity rating to helpdifferentiate the PC11B oil from current viscosities thatare on the market. According to one oil company, oilsthat meet the new PC11B requirements will likely have ahigh temperature viscosity rating around 26 (slightlylower than a traditional 30 weight), resulting in blendssuch as 5W-26 or 10W-26. The PC11B oils may be a blendof conventional and synthetic oil or full synthetic. It'salso likely that the new PC11B oil may NOT bebackwards compatible with current or older dieselengines (that will be up to the diesel enginemanufacturers to decide on a case by case basis). It maybe okay to use PC11B oils in some 2007 and newerengines, or it may not. This may present somechallenges for truck fleets that operate a mix of newerand older engines. Most fleets prefer to use a singlegrade and viscosity motor oil in all of its engines, butthat may not be possible depending on what enginechanges appear in 2016.

Future oil compatibility issues may seem to be farremoved from engine builders who are overhaulingolder, high-mileage diesel engines. But as technologycontinues to evolve and move forward, we need to keepabreast of changes that eventually affect all aspects ofengine building.

Diesel Break-In OilsEngine break-in is a critical process that can make orbreak an engine. Using a high-quality engine assemblylube on all sliding surfaces as the engine goes together,and priming the oil system prior to the initial start-upare absolute musts for proper break-in protection. Butwhat type of break-in oil should you use?

John Deere recommends using its special dieselbreak-in oil in John Deere engines. In fact, John Deereships all of its new and remanufactured engines withbreak-in oil in the crankcase. John Deere's "Plus-50 II"break-in oil (which is available in 15W-40 and 10W-30viscosities) should only be used for the first 100 hours ofengine operation. Once the engine is broken in, the oilshould be drained and replaced with regular oil(conventional, synthetic blend or full synthetic).

Most other diesel engine manufacturers make nospecific break-in oil recommendation, and say to use thesame oil that would normally be used in the engine(usually a conventional 15W-40 oil). This oil can be useduntil the engine is fully broken in (which may not beuntil the first normally scheduled oil change interval orup to 10,000 miles), or it can be changed after a certaintime or mileage period (which will vary depending onthe application).

A number of oil suppliers have special break-in oilsthat can be used in gasoline or diesel engines. Theseproducts can be single weight or multi-viscosity and areusually formulated with a conventional mineral oil basestock and a special additive package that promotes rapidring seating. Many break-in oils also contain higherlevels of ZDDP for extra wear protection. Most break-inoils should only be used during the initial break-inprocess (1 to 2 hours), then drained and replaced withordinary oil.

Oil Change IntervalsVehicle manufacturers have been pushing extendedservice intervals to reduce maintenance costs for fleetsand consumers. Fleets often base oil change intervals onthe results of oil analysis, but most consumers either goby the OEM recommended service intervals or rely onan oil reminder service light to tell them when an oilchange is needed.

On late model light trucks, 7,500 miles is the standardrecommended oil change intervals for GM Duramax,Ford Powerstroke and Dodge Cummins turbo dieselengines. However, this is for "normal" (light duty)service. The recommended oil change interval for most"Severe Service" applications (vehicles that are used fortowing, hauling heavy loads, operated off-road in dustyenvironments or spend a lot of time idling, especiallyduring cold weather) is usually 3,000 miles. Most ofthese engines hold 10 to 12 quarts of oil, so changing theoil unnecessarily wastes money. Stretching the oilchange intervals to reduce costs is fine provided a high-quality oil (such as a synthetic blend or full synthetic) isused along with OEM quality oil filtration.

With heavy-duty trucks, oil change intervals alsodepend on use. For light-duty over-the-road hauling,some OEMs say the oil can go 40,000 to 50,000 miles



before a change is needed. As with the light pickuptrucks, extended oil change intervals require a high-quality oil and good filtration. For harder useapplications, the recommended service interval typicallydrops to 15,000 to 25,000 miles. Many of these engineshold up to 40 quarts or more of oil, so when the oil ischanged it does have a significant impact on operatingcosts as well as engine durability and longevity.

Oil FiltrationBecause diesel engines produce a lot of soot andcombustion byproducts that end up in the crankcase,good filtration is needed to protect the engine from thesecontaminants. The oil filters on diesel engines aretypically much larger and have a higher holdingcapacity than those on gasoline engines. Many heavy-duty trucks have used two separate oil filters: a full flowfilter and a bypass filter to help assure good filtrationunder all operating conditions. Newer diesel oil filterdesigns often combine full flow and bypass features intoa single filter. Combination filters typically have a wrap-around pleated full flow media inside with stacked discbypass media at the top or bottom.

Full flow filters (or the full flow portion of acombination filter) typically trap debris 30 microns orlarger, while bypass filters (or the bypass portion of acombination filter) capture contaminants down to 10microns in size. Some combination filters can even trapparticles as small as 5 microns. Smaller particles canactually cause more engine wear over time than largerparticles.

Approximately 75% of the contaminants trapped bythe oil filter are combustion byproducts (soot andsludge) rather than engine wear particles or dust or dirtfrom the outside environment.

The filter's holding capacity (how much dirt it canhold) as well as its efficiency are important because bothdetermine how long the filter can last before it has to bechanged. You want a filter with high efficiency (98% orhigher) to trap as many contaminants as possible, butyou also want a filter that has adequate capacity so itdoesn't plug up before it is changed. If the filter mediabecomes clogged to the point where the filter goes intobypass mode, the engine will be running on unfilteredoil.

When an engine is being started for the first time, theoil filter should be prefilled with oil to minimize thetime it takes the engine to develop normal oil pressure.The filter should also be changed every time the oil ischanged, not every other time to reduce the risk of filterclogging.

Another tip that can prevent engine warranty claimsor problems down the road is if the engine has anexternal oil cooler, the lines and/or cooler should beinspected and cleaned to make sure there are nocontaminants lurking inside that could cause problems.Any junk in the oil cooler can pass right through to theengine's main oil gallery that feeds the main bearings,cam bearings and timing gears. ■


Diesel Oil


Illustration of a Cummins 2-stage full flow/bypass oil filter.


Turbochargers aremaking a comeback,big time! Auto makers are

under pressure from thegovernment to boost their CorporateAverage Fuel Economy (CAFE)numbers to over 40 mpg by 2021. Oneof the ways they are going toaccomplish this is to downsize enginesand add turbochargers to boostperformance so smaller engines canstill deliver satisfactory power andacceleration. Downsizing engines notonly reduces fuel consumption butalso reduces carbon dioxide (CO2)emissions (which is important inreducing the impact of carbonemissions on global warming andclimate change).

According to some projections, upto 90% of cars and light trucks in theU.S. may be turbocharged a decadefrom now. Nearly 16% of all new 2013model year passenger cars’ engineswere factory equipped with some typeof forced induction system (turbo orsupercharger). In Europe, turbos arealready used on about 60% of vehicles.Most of these are small turbo dieselengines, but a growing number arealso turbocharged gasoline engines. Ifwe are headed in the same direction, itwill be a significant change from thetypes of power plants the auto makershave been building for the past severaldecades.

Among the domestic auto makers,Ford is leading the charge with itsever-expanding line of EcoBoostengines. (See illustration above). Ford's

2014lineup

includes aFiesta with a tiny

1.0L three-cylinderturbo that delivers over 40 mpg on thehighway, also a 2.0L turbo Fiesta ST(32 mpg highway), three differentturbo options for the Fusion (1.5L, 1.6Land 2.0L), a new 365 horsepower twin-turbo V6 for the F150 pickup, turbo3.5L engines in the Taurus PoliceInterceptor, Explorer Sport, LincolnMKS and MKT, and a new 305horsepower turbo 2.3L for the 2015Mustang.

GM is also moving in thesame direction with its directinjection Ecotech engine line(some of which areturbocharged and some arenot). GM's newest Ecotechturbo offerings include aturbocharged 1.0L three-cylinder engine with directinjection for the Europeanmarket, and a turbocharged1.4L four-cylinder engine forthe Chevy Cruze in China.

GM's highly rated 272-hp2.0L turbo four that delivers 31

mpg highway continues for 2014 inthe Buick Regal GS, Cadillac ATS andChevy Malibu LTZ. There's also aturbo four available in the ChevyCruze as well as a turbo diesel engineoption.

Not all of GM's turbos are strictlyfor fuel economy. The 2014 CadillacCTS and XTS are available with anoptional twin-turbo direct injected 3.6LV6. It's GM's most powerfulproduction V6, producing 420 hp and430 lb.-ft. of torque with 12 lbs. ofboost. Fuel economy is rated at 25 mpghighway, which isn't bad for an enginethat can accelerate either car from 0 to60 mph as fast as a Mustang GT (4.6


The Cadillac Twin-Turbo 3.6L V6is a power-dense six-cylinder engine in the midsize luxurysegment – producing 420hp and583 (430 lb-ft) of torque at2,500 RPM.

TURBOCHARGERS: The Future of Small Engine Performance

Tech

nolo

gy

56-61 Turbo Tech 5/16/14 4:09 PM Page 56

57 Web_Layout 1 5/16/14 3:44 PM Page 57

seconds).Turbos are making a comeback at

Chrysler, too. Chrysler built a slew ofturbo 2.2L and 2.5L engines back in the1980s and 1990s. In recent years, theyhad the Neon SRT, Crossfire SRT andPT Cruiser turbo models, followed bya 2.4L turbo Dodge Caliber SRT4.Chrysler also has a turbo four

available in its Dodge Dart SRT4, andis developing single and twin turbovariants of a 3.0L V6 for possibleintroduction in model year 2015 or2016. The single turbo engine mayeventually replace the current 5.8LHemi V8 in some applications (sorryHemi fans).

Import automakers are also looking

at more turbo optionsbeyond existingperformance models suchas the Nissan GTR,Subaru WRX, MitsubishiEVO, Mazda Speed3,plus various BMW,Porsche and VW models,etc. Like the domesticautomakers, every carcompany will have tomake a variety of changesto improve their CAFEnumbers in the yearsahead. Hybrids are oneway to go, butturbocharged cleandiesels are less expensivethan hybrids and give afaster payback. Morepassenger car diesels arebeing offered (Jeep andChevy Cruze), butdownsized turbochargedgasoline engines are stillconsidered the mosteconomical way to realizea significantimprovement in fueleconomy by manyautomakers.

The typical downsizedturbocharged gasolineengine is about 20% morefuel efficient than anaturally aspiratedgasoline engine with

equivalent power output. Aturbocharged diesel engine is up to40% more efficient than a naturallyaspirated gasoline engine.

How Much Power?The average car only needs about 20 to30 horsepower to travel down the


Technology


The turbocharger is an exhaust gas-driven turbine fan. It uses exhaust pressure to spin the turbine and compresses the air entering the engine, pulling it through the system by the crankshaft, forcing fresh air into the engine.


highway. Extra power is really only necessary whenaccelerating, merging onto an expressway, passing,climbing a hill or carrying extra weight. This kind of powercan be easily provided by a downsized engine with aturbocharger.

Hanging a turbo on a small engine allows a little engineto breathe big. With only 6 to 8 pounds of boost pressure, aturbo can increase power output 15 to 25% or more over anaturally aspirated engine. Consequently, a turbo fourcylinder engine be used in place of a larger V6, and a turboV6 can replace a larger V8 with no loss of performance.Eventually, we'll see turbocharged three-cylinder enginesreplacing many four-cylinder engines.

A turbo is exhaust driven and draws no power from theengine as a belt-driven supercharger does. Superchargerscan deliver right-now boost at low RPM, but the trade-off isa constant drain on the engine when the extra boostpressure isn't needed.

A turbo, on the other hand, is just along for the ride anddoesn't develop any boost pressure until the throttle opensand exhaust flow increases. It then spools up and startspushing more air into the engine. Turbos can rev up to200,000 RPM or higher, but it can take a few seconds toreach such speeds.

Because of this, engineers design turbo systems so theycan reach maximum boost pressure with minimum lag.Using a relatively small turbo allows it to spool up muchmore quickly and reach higher speeds. Some of the newestturbos are now revving to over 250,000 RPM!

Proper sizing of the turbo is essential to reduce lag. Asmaller turbo will spool up more quickly at low enginespeeds than a larger turbo, but a large turbo flows more airand develops more boost pressure and power. Since theemphasis now is more on fuel economy than all-outperformance, most of the new passenger car turbo enginesare equipped with relatively small turbos that deliver justenough boost to offset the smaller displacement of theengine.

Some "variable geometry" turbochargers (also called"variable nozzle" or "variable vane" turbos) have movablevanes that change the "aspect ratio" of the turbo. Aspectratio is the relationship between the size of the turbo andhow much air it flows at various speeds. A turbo with asmaller aspect ratio will spool up faster and deliver moreboost at low RPM but may not flow enough air at highRPM. A turbo with a large aspect ratio will flow lots of airand deliver lots of boost at high RPM but will be slow tospool up at low RPM.

Using movable vanes to change the effective aspect ratioof the turbo means the turbo will perform better across awider range of engine speeds. Closing the vanes at lowRPM increases exhaust velocity and spins the turbo faster.Opening the vanes at higher RPMs allows the turbo to flowmore air and make more power.

Boost pressure is controlled by a "wastegate." Thewastegate valve opens a bypass circuit that controls howquickly boost pressure builds. It also limits peak boostpressure so the engine doesn't go into detonation. Too muchboost pressure can destroy an engine that isn't designed tohandle it. The operation of the wastegate is controlled bythe Powertrain Control Module (PCM), so it is possible totweak the turbo's output by reprogramming the PCM.

The boost strategy on most late model engines is todevelop boost as quickly as possible and to maintain peaktorque output across a broad RPM range. The resultingpower curve is much flatter than a comparable non-turbocharged engine, which typically rises in directproportion to engine speed and peaks out around 5000 to5500 RPM before dropping off. The boost pressure createdby a turbo can bring the power curve up quickly by 2500RPM and keep it relatively flat all the way to the engine'sredline.

Turbo TweaksAftermarket "tuner" scan tools have been a popular toy

for reprogramming turbocharged engines as well as non-turbo engines. Most of these tools provide one of severaldifferent calibrations that alter the stock fuel mixture,ignition timing, boost pressure and rev limiter settings.Some tools allow the user to play around with the settings(which can be dangerous if you don't know what you'redoing), while others provide one of several preprogrammedperformance tunes. Most of the tool suppliers can alsoprovide custom tunes based on other engine modificationsthat have been made (such as exhaust system modifications,different cam, heads, induction system, throttle body, etc.).

A word of caution regarding the use of tuner tools ondiesel pickup truck engines – Many of these tools canprovide an extra 100 to 150 horsepower for towing, pullingor showing off. Even so, GM recently announced that it will


Technology



NOT honor engine or drivetrain warranty claims on trucksthat have been modified with a performance tuner. GMsays its engines are designed for a specific amount of turboboost pressure, and that increasing boost may result inengine or drivetrain damage. A modified tune can alwaysbe returned back to the stock settings, but doing so leavestelltales in the PCM that a dealer can check to see if thePCM tune has been changed.

Dialing up the boost pressure is a quick and easy way toincrease power in any turbo engine – up to a point. Thestock fuel injectors in many diesel engines can safely handlehigher boost pressures but that's usually not the case withgasoline engines.

The flow capacity of the stock injectors in a gas enginecan quickly max out if turbo boost is increased more than afew pounds beyond stock levels. This may cause the fuelmixture to go dangerously lean, resulting in detonation,melted pistons or a blown head gasket. To prevent such adisaster from happening, the flow rate of the injectors haveto be matched to the boost pressure and airflow deliveredby the turbo. Consequently, if you want to dial up the boostpressure for more power, you're going to need a set ofhigher flow injectors.

In gasoline engines, more octane is also needed as boostpressures go up. The engine's knock sensor can back offtiming and boost pressure if detonation is detected, but thatalso kills performance. Most turbo engines recommend

premium fuel because the higher octane helps the air/fuelmixture resist detonation. Premium pump gas is usuallyonly available with octane ratings of 91 or 93, so higheroctane racing gas or alcohol (methanol or ethanol) may beneeded if turbo boost pressures are increased beyond stock.

The bottom end of most turbo engines is strong enoughto handle a moderate increase in boost pressure over stock.But for a real killer street or race engine that's running lotsof boost, stronger pistons, connecting rods and crankshaftare probably going to be a must.

Turbo MaintenanceOne thing all turbos need to survive is good lubricationand cooling. The turbine and compressor wheels aremounted on a shaft that is supported by water-cooledbearings in a center housing. The bronze shaft bearings arepressure lubricated and must have a steady supply of oil tohandle the high shaft speeds. Synthetic oils are best forturbos because they can handle higher operatingtemperatures. Regular oil and filter changes are alsoessential to prevent viscosity breakdown, varnish depositsand sludge that can damage the turbo's shaft bearings.

Turbo TroublesThe most common problem with high mileage turbos isbearing wear, although blade erosion can also be an issue ifthe vehicle has an ill-fitting, damaged or missing air filter.Turbine wheel damage in the turbo housing can also occurif an engine has had a valve or piston failure and shrapnelexited an exhaust port.

Noise such as whistles or hisses can be caused by airleaks in the turbo housing, connections or plumbing.Squealing or scraping sounds can be caused by bad shaftbearings or the wheels inside the turbo scraping against thehousing. Oil inside the compressor housing would tell youthe shaft seals are leaking.

Bad turbo shaft bearings can reduce turbo speeds andboost pressure, or they may cause the turbo to stopspinning altogether. A good turbo should spin freely withno drag, scraping or noise when spun by hand. Any wheel-to-housing interference will create drag and prevent theturbo from reaching normal speeds.

Wheel end play is also critical. The back and forthmovement (axial play) of the wheels in the turbo housingshould usually be less than .0035 inches. More play wouldtell you the turbo needs to be rebuilt or replaced.

The turbo center housing that contains the bearings andshaft assembly can be replaced separately, but mostremanufactured turbos are sold as complete units with bothwheel housings preinstalled. Balance is absolutely critical ina turbo because of the speeds at which they operate. If acompressor or turbine wheel is damaged or bent, it canupset the balance.

If a new wastegate is not included with a replacementturbo, it should also be changed on a high mileage vehicle.Additional parts that may be needed with a turboreplacement include hoses and clamps, and an oil and filterchange. Make sure the oil and coolant lines that feed theturbo are clear and flowing normally to prevent a repeatturbo failure.

Turbo control issues can be caused by the solenoid that

Technology




regulates vacuum to the turbo wastegate, a faultywastegate, MAP or MAF sensor problems, or even aplugged catalytic converter that creates excessivebackpressure.

New Turbo TechnologyTwo-stage turbos are now being used insome European engine applications.The twin-turbo setup uses a small turbofor low RPM boost, and a largersecondary turbo to deliver increasedairflow at higher engine speeds. Multi-stage turbos are also used on manylarge diesel engines to boost power.

Although it doesn't affect productionvehicles, advances in racing technologyoften filter down to everydayproduction engines.

For the 2014 racing season, rulechanges in Formula 1 racing nowrequire teams to use downsizedturbocharged 1.6L V6 engines instead ofthe previous naturally aspirated 2.4Lengines. The new turbo engines use lessfuel and produce around 600 hp, whichis less than the 750 hp produced by thelarger naturally-aspirated engines.

The difference in power is made upby using an electronic energy storagesystem that can deliver an extra burst ofpower (about 80 hp) for a short periodof time, keeping overall performanceabout the same as before.

The energy storage system uses theexhaust side of the turbo like agenerator to recover and store energyduring deceleration and at high RPMwhen the turbo generates more powerthan the engine needs. The energy is

stored in abattery/capacitor setup.When the driver hits theaccelerator pedal, theenergy storage systemdischarges and spins upthe compressor side of

the turbo to create instant boost pressure. Anotherdifference is that the new F1 turbos don't use a wastegate tolimit boost pressure. The energy storage unit controls thespeed of the turbo, speeding it up or slowing it down asneeded to change boost pressure.

Several companies are also working on electrically-driven turbochargers, including "hybrid" turbos similar tothose used on the F1 race cars, as well as electrically-drivencentrifugal superchargers that provide boost pressurewithout using exhaust flow or a belt drive to spin thecompressor wheel.

As we move forward with more and more turboengines, the opportunities to rebuild and modify theseengines will continue to grow. Some see this as a nicheopportunity for engine builders who specialize in turbos,while others see it as an expanding market opportunity forshops that have to service any kind of engine that comes inthe door. ■

Technology


A turbocharger utilizes a single-stage ra-dial-flow or "centrifugal" compressor (airpump), as seen on the left of this cutawayfrom Borg-Warner.



In 1939, a huge change occurred inflathead history with the adventof the larger 239.4 cid version.

The engines were directed towarddifferent types of race vehicles.Included were the fledglingNASCAR stock cars, sprint andchampionship open wheel cars, anda single class in hydroplane racing. Italso wasn’t surprising to find a 239flathead-powered vehicle runningon the sands of Bonneville.

This engine would be the longeststanding of the flatheads, lasting 11years from 1939 to 1949. It was usedin Mercurys and Fords beginningin 1939 and 1946, respectively.There were a number of differentversions of this engine with the tophorsepower rating being 110. Earlyon, the engine could by identifiedby the 24 studs and nuts on thehead, later to be replaced with 24bolts.

Since we are looking back athistorical revelations on the flat-head, it should be noted that in1940, Ford manufactured ten ex-perimental aluminum Flatheadblocks. But the program nevermade it beyond that point. To thisday, only one of those uniqueblocks has been identified.

The concept, though, is notdead, as Ardun has recently pro-duced a replica aluminum flat-head engine block. It displaces 284

cubic inches, but can be used onlywith the Ardun Heads. Set-up withthe Ardun heads and a 4-71 blower,it can produce some 382 horse-power.

Fishing for SuccessFormer NASCAR driver and en-gine builder Curtis ‘Crawfish’Crider was a successful user of the239 engine, winning many races onthe Daytona Beach course follow-ing WWII.

He remembered them with agreat fondness. “When we started

building racecars after the war, theonly thing we used were the 239flatheads. We got them fromjunkyards and cars on blocks sittingin backyards,” he said.

“We would strip them down tothe bare block and let them sit out inthe weather for two or three months.They would get real rusty, whichtended to temper the metal and


PART 2

The 239 and 255 Flathead Engines

This is a good old ‘40 Ford stock carwith a 239 bored and stroked to276cid. Swain said that with its Offyheads, competition cam, and twinStrombergs, it’s worth about 200 horse-power.

In Part 1 of this two-part feature onflathead engines (April issue) , wetook a look at the Ford V8-60 and 221versions. View it online at EngineBuilder.com.

BY BILL HOLDERPHOTOS BY PHIL KUNZ

Flat

head

Fea

ture

62-67 Flatheads 5/16/14 4:07 PM Page 62

make it less likely to crack. We usedthe 239s, but they didn’t stay at thatdisplacement for very long. We didn’thave any displacement limit so webored and stroked them out to about297 cubic inches. That was a bunchand it really added to theperformance.

“The stock horsepower of thatflathead was quoted at about 100horsepower, but I think with themodifications we made to themthat they were in the 150-175range. I never had a dyno tomeasure it, but I could really feelthe difference on the track.”

Curtis added that Canadian-built flatheads were verydesirable because the walls weremuch thicker than the Americanversions, allowing considerablymore boring to be accomplished.

“Many times, we were wellover 300 cubes with those up-north blocks,” he said.

Many of the flathead enginebuilders used aftermarket racepistons with Jahns being one of

the most popular. For racing, the stockexhausts weren’t used. They werereplaced with homemade headersfashioned from steel tubing and evenpipe. Sounds pretty crude, but theyturned out to be pretty effective.

Induction for these early NASCAR

machines was accomplished withboth single and multiple carb set-ups.Crider explained that one of the mostpotent set-ups consisted of threeStromberg 94 two-barrel carbs. With atuned version of those engines, it waspossible to make something like

5,000RPM, considerably higherthan the stock flathead’s figure.The horsepower of this fine Fordcontinued to rise with the revs.

One of the secondaryNASCAR classes was theSportsman Class, which carried asingle two-barrel running onpump gas. No additives could beadded to the fuel with most of theteams using either Amoco 100octane white gas or 120 octaneaviation fuel. Former driverGoober Sosbee explained, “Someof the teams added ether to thefuel to increase the octane.”

The Modified Class had apressure-fed three-carb set-upfeaturing Stromberg 97 one-barrel carbs. There was somerejetting done to increase the


Flathead Feature


A sign in the flathead garage of Mike Swain fromwestern Ohio says it all about this wondrous en-gine. Swain has over 30 flatheads of various sizesand ages.


flow, which resulted in morehorsepower.

Offenhauser intake manifolds werea popular mounting platform for thevarious carb arrangements conceivedby early engine builders.

Crider added that the flathead wasvery durable and many times wouldlast all season with only minorfreshening. “Usually, when a racecarchanged hands, the flathead wentalong with the car,” he said. “Fuel wascarried in the trunk in the form of amilitary ‘Jerry Can’ fuel container.Cooling was usually accomplishedwith the stock radiators. Usually, therewas a sturdy steel bumper on thefront to protect the radiator.”

The power potential of the 239flathead was also very applicable insprint cars of the period. A typicalsprint car of the 1940s time periodwould be a Mercury 255 with a 8BAblock, probably a bore and stroke jobkicking up the displacement,aluminum Offy heads and manifold,with a pair of Stromberg carbs.Flathead engine builder Mike Swain

indicated that there is a limit on thenumber of carbs on a performanceflathead. He explained, “When youget too much fuel in the engine, ittends to get sluggish and a loss ofpower occurs.”

Famous engine builder ‘Ohio

George’ Montgomery started workingon mostly 239 flatheads in about 1950.He explained that the ability of theflathead block to be ported andrelieved made it an excellentcandidate for developing big-timeperformance. ”I remember that I built


Flathead Feature


This 50s Ford has a 239 Flatheadwith both a blower and fourcarbs. The George Montgomerymachine was run at Bonneville.(Ohio George Photo)

The French ConnectionSome Flathead enthusiasts havehad some success with French military flatheads. Around the year 2000, a number ofFrench Army Flatheads were acquired and brought to the U.S.with the assistance of Halibrand Engineering and Motor City Flat-head.

The engines were reportedlyabout thirty pounds heavier thanthe American version. The numbersof these French versions, whichwere cast by Simca, were producedin far fewer numbers than theirAmerican counterparts.

Another downside with the Frenchversion is that some sanctioningbodies for speed competitions inthe U.S. have not allowed these engines to be used.


a 239 flathead engine that I bored andstroked out to 296 cubes. I added threeStromberg carbs to an Edelbrockmanifold and ran 117 mph top speedat Bonneville. For about the first 10years of my engine building activities,flatheads were my mainconcentration.

“I remember another hot flatheadmachine I built, putting a 239 withaftermarket heads, a hotter cam anddual carbs. Heck, there weren’t manydrag strips during those days so Iwould drag race this car in downtownDayton and a local radio stationwould broadcast them. It hardly ever

lost.”Montgomery said another way to

make big horsepower during theperiod was the use of the advancedArden heads, which looked a lot likethe later Chrysler Hemi heads. “Thoseheads could really breath a lot betterthan most other types,” he said.

Montgomery explained that therewas some unique engine building andutilization at Bonneville. “In 1952, Iremember seeing a blown flatheadwhich was topped by four carbs.There was a really wide set-up wherea pair of hopped-up 239 flatheads hadbeen joined crank-to-crank like multi-engine pulling tractors are today.

The 255 Mercury FlatheadEngineEngine builders particularly liked the255cid flathead with its four-inch-stroke crankshaft which provided theextra displacement. Usually, thatcrank was stroked an additional 1/8”up to 4 1/8” by rodders and racingtypes. The stock cams were replacedwith aftermarket pieces, hot rod


Flathead Feature

A stock 255 Mercury flathead in a‘’50 Mercury.



brands like Harman and Collins orIsky. The cylinder heads were usuallyfly-cut or milled. Machining the headsin such a manner brought the headscloser to the block and raised thecompression ratio, which many timeswas lifted to 11-1 from the stock figureof 7-1. Also, many teams used theOffenhauser finned-style aftermarketheads.

The 255 resulted in a 10

horsepower increase to 95 horses forthe bigger Mercury. To cope with theincreased compression that wasrealized, the 255 heads now used 24studs to hold them in place, up threefrom the earlier 21. Needless to say,this more powerful flathead found itsway to motorsports engine builders.One of the hottest flatheadconfigurations was the so-calledTattersfield Super Race set-up, which

was bored out to 295 cubic incheswith Offenhauser heads, and anaftermarket manifold mounting fourcarburetors. It also sported a lighterflywheel and made about 230horsepower on alcohol.

Another open wheel applicationfor the flathead was an Indy Car in1950. It involved the use of a 255Mercury punched out to 270 cubesand mounting Arden heads. It wascompeting against purpose-builtpower plants, but it still made the firstalternate position with a 124+mph lapat the Brickyard.

Engine builders also found thatboth Roots and GMC superchargersprovided significant power forMercury flathead-powered dragmachines. During the time period, itwas possible for superchargedflathead dragsters to turn the quartermile in the range of 112 mph.

For hydroplane racing, the 255 wasideal for the 266 class and requiredonly a slight overbore to reach therequired replacement. Different teamsmodified the engine with differentnumbers of carburetors.

Longtime engine builder RichWillim explained that the engine withthree carbs was capable of about 220horses, but with the advent of fuelinjection from Hilborn, that numbercould be raised to about 240.

The ‘Alter Ego’ F class hydroplanewas also a highly successful user ofthe Mercury flathead and was the firsthydroplane over 100 mph in 1950with driver Paul Sawyer behind thewheel. This particular flathead wasonly slightly over bored to 258 cubes,which is interesting since that waseight cubic inches below the classlimit. It was equipped with Edelbrockheads, Hilborn Injection, a Vertex magand a Clay Smith cam. Smith, by theway, was a heavy player in the enginebuild and said that the horsepowerwas about 230. An interesting fact thatincreases the significance of theaccomplishment is that all othercompeting engines were designed forboat racing where this 255 Mercurywas designed to push a 1946 Mercury.


Flathead Feature


Early in his career, NASCAR superstarDavid Pierson powered his machine withthis 239 flathead with Edelbrock headsand probably considerable internal up-grades.


And speaking of Hilborn Injection,it is sad to note that the man behindthat significant power enhancer, SteveHilborn, just recently passed away at96. Earlier he explained, “Trying torun carbs on methanol is a constantproblem. The methanol reacts to thepot metal in the carburetors and hadthe tendency to clog the jets. That wasthe reason I investigated the fuel

injection concept.”His early re-

search involvedthe use of a sur-plus aircraft fuelpump and a set ofnozzles to serve asthe induction sys-tem for a 239 flat-head. In1948, hemountedthe engineon his

streamliner and ran 150 mph onthe dry lakes.

And finally, we would beremiss if we didn’t mentionFlathead legend John “Mr.Flathead” Bradley.

Bradley was a drag racerand record-holder in the mid-fifties who reached the DragRacing Hall of Fame with his

nitro-methane-fueled raildragster. Known as the “Flat-head Flyer,” this injected-nitro-burning,

highly-modified Flathead engineused custom fabricated heads, extraexhaust pipes and a mag driver.Bradley, who had the title of drivingthe fastest naturally aspirated raildragster, passed away at the age of87 in Dec. 2012 .n


Flathead Feature


Aftermarket Offy heads and twinStromberg 94 carbs pump up the per-formance from this sprint car flathead.

Many drag enthusiasts will rememberJohn Bradley's Flathead Flyer. Photo byBob Plumer


The period from 1981 to 1984in American Hot RodAssociation (AHRA) was

called "The Nitrous Wars."Up until the middle of the 1980

season, AHRA and NHRA ProStock minimum weight was man-dated by cubic inch, multiplied bya weight factor. The factors variedas to brand, model, type of engine,wheelbase, etc.

Suddenly, in the mid-1980 sea-son, AHRA, hoping to create Pro

Stock crossover entries, changedthe rules to mirror the IHRA ProStock rules. In 1978, IHRA hadchanged from factoring to fixedminimum weights and unlimitedcubic inch. Big blocks had to be2,350 pounds. Small blocks had tobe 2,150 pounds.

AHRA's change left us smallblock guys holding the bag.Factored-type small block cars, meincluded, ran small de-stroked CIengines using big RPM to make the

needed power. I had a339 Cleveland that Ibuzzed out almost12,000 RPMs.

Factored small blockPro Stock cars could notget near 2,150 pounds.The average small blockcar was designed for2400 pounds.

Enter: NitrousOxide! In the winter of 1980, ni-trous system companieslike NOS, Laser and ICEsaw an opportunity topromote their wares in anational professionalclass and arena. Theyproposed to AHRA a ni-

trous option for Small Block ProStocks. AHRA accepted. The Rulewas: “Add 250 pounds to the baseweights.”

In the next three years, thatdecision got the AHRA, nitrouscompanies and everyone elseinvolved the exposure that wasintended. We controversial "bottlebaby" racers also got a lot of ink inthe race papers.

Before 1981 was over, the nitrouscompanies ads in the media wererunning rampant. Especially NOS.Full-pages – even in AHRA's rivalsanction and race paper, the NHRANational Dragster.

Nitrous system companiesblasted each other like election ads.Rival companies would try to stealsuccessful nitrous racers to switchso they could bolster their ads.

Other products started to appearto augment the nitrous usage.Many of those companies used the"he switched" type ads.

Comp Cams offered an AnimalJim special nitrous cam when Iswitched to their products.

Hence – The Nitrous Wars.In ‘83, one nitrous company wasgoing to sue NOS and I for runninga full-page color National Dragsterad that I was featured in.

My lawyer reviewed all the adsin that issue. He pointed out that Iwas in another condemning prod-uct ad on the flip side page ofNOS's.

My lawyer laughed and said,“Hell, most all the ads are deroga-


Fast

Lan

e

In the winter of 1980, nitroussystem companies saw an opportunity to promote theirwares in a national professional

The Nitrous WarsCONTRIBUTING EDITOR Jim “Animal” Feurer [email protected]

68-71,80 Nitro Wars 5/16/14 4:06 PM Page 68

Speedville.com is the ultimate online destination forlovers of all things racing, restyling and restoration. The site provides speed enthusiasts a top-notchblend of technical content from Babcox Mediaexperts, along with news, contests, videos and more.

69 Speedville_Layout 1 5/16/14 3:43 PM Page 69

tory.” He wrote the plaintiff com-pany a letter and that was that.

Weight GainBesides adding 250 pounds to thebase 2,150 pounds, 50 pounds wasadded for canted valve heads, andeven more for a Lenco. So my ‘79 Zephyr with nitrous,

canted valve Cleveland and Lencotransmission had a minimum weightof 2,600 pounds.

Originally, I was dead set againstthe nitrous deal. By fall of ‘80, I gotwith Jack Roush to start a 600-inchBoss 429.

In December 1980, Mike Thermosof NOS called me. Mike proposed asponsorship for me to run AHRAwith my Cleveland small block using

NOS. I Told him I was against the

nitrous program. I was building aMountain Motor to run IHRA as wellas AHRA.

After Mike explained the sponsorprogram, it got me thinking. This is apretty good offer. I still have somegood Cleveland pieces. I would justneed bigger CI short blocks. I did a180-turn and agreed to the NOS deal.

Later in ‘81, I bought a 427 CIAluminum Cleveland Short Blockfrom Jack Roush.

4.125" Bore X 4" stroke with sixbolt mains. I then became a majorthreat.

During 1975 to 1983, I had over adozen PS Cleveland engines. Sizesranged from 339 to 430 CI. T

he big ones I used with nitrouswere two aluminum block Cleveland427s.

I also had a special "FurnaceBrazed" Cleveland iron block 430 CIfrom a process of boring the existingcylinders completely out, installinghuge thick sleeves and dipping theblock in a vat of liquid braze. Allsurfaces had to be decked, allthreaded holes re-tapped, protrudingsleeves cut, block line bored, squaredecked and water jackets filled withspecial epoxy.

The block was then bored andhoned with a deck plate to desiredsize and O-ringed. A girdle was usedfor the 4 bolt mains. This was a very


Fast Lane


By 1991, the Nitros Wars were justa memory, but one that was lookon fondly. Here we are at the 1982 AHRA Spring

Nationals in Tulsa. The next race wasGateway, which we won – and put me #1in Pro Stock. The 1981-’83 seasons wereall run with our nitrous small block


expensive and long process thatmade that block almostindestructible.

I also built a couple 409 CI iron 4bolt short blocks with 4 .030 overbore and 4 inch billet cranks. Thoseblocks were also filled with epoxy –as were most my prior iron blocks.

Before my first run with NOS, Iknew the effort would be all out. Iwas concerned how the typical smallblock light-weight PS componentswould take it. I would soon know.

Mike Thermos himself came tothe 1981 AHRA Gateway Nationalsto be with me at my NOS debut. TheNOS system Mike sent to me earlierwas already installed. It was an 8VCheater plate system with a "BigShot” nitrous solenoid, a fuelsupplement solenoid and regulator.The system also included several 10-lb. bottles, braded lines, fittings,wiring, buttons, gauges andswitches. Also included in thepackage was a very essential purge

system. The NOS plates

were placed underthe two 1050HolleyDominators. The

double spray bar holes were pointedslightly downward aimed at theintake tunnel ram port runners. Theupper nitrous bar helped scavengerthe fuel from the lower bar. Spraybar hole sizes, fuel pressure, bottletemperature/pressure (usually 900pounds) and ignition timingdetermined the tune up.

As time went on, we learnedother factors as well, such as line size(diameter and length) from the bottlecould make a difference.

Purging was essential. The purgesystem included a small solenoidplumbed into the main nitroussolenoid fitting. It had it's ownbutton. A separate 3/16” hard linewas attached to the exit side of thepurge solenoid exiting upwardbehind the scoop so I could judge theexiting froth while purging.

Purging while staging cleared themain line of any gassy pockets sopure liquid nitrous was at thesolenoid entrance. Gas pockets could

cause a bog or even anexplosion, blowing thescoop to kingdomcome. The aerosol effectof purging cooled thebottle if too muchpressure was noticed.Nitrous pressure isabout 10 times thebottle temperature.There was no suchthing as a controllednitrous pump. Wewould heat a cold bottlewith a butane torch. If itwas too hot we woulduse an ice pack or

EngineBuilderMag.com 71Circle 71 for more information

A shot of my 1983 All StarHelmet.

This was the winat AHRA GatewayNationals in 1982.NOS owner MikeThermos, JodyTrover trackowner, MissAHRA, me, TerryShirley and the

continues on page 80



Sup

ply

Lin

e

Diesel Products

Diesel Nitrous SystemIf you think the torque of that monster diesel issomething to brag about, then you should feel it withthe extra power of NOS from Holley. This kit p/n02519NOS, fits all diesel applications and works wellwith stock and modified applications. Vehicles withcomputer upgrades will benefit even more as nitrouswill aid in a clean combustion. Comes complete with10 lb. bottle, bottle brackets, nitrous feed line, largenitrous solenoid, electrical wiring and completeinstructions. Features adjustable HP settings, gainsup to 75 hp on stock applications and higher hpgains with computer modifications. www.holley.com1-866-464-6553Circle Number 130

Power Stroke Pistons Diamond Racing Pistons has announced new, sturdy 2618 billet aluminum pistons that replace the original equipmentaluminum castings for Ford Power Stroke V8 6.0 and 7.3L turbocharged diesel engines. The pistons receive theprotection of a Double Diamond coat that adds longevity, reduces friction and decreases wear. Shelf-stock partnumbers are available in all common bore sizes, while custom units are offered in virtually any bore size. Standard dishvolumes and swirl chambers with undercut rims to promote turbulence are used for shelf-stock part numbers.

Conveniently, custom dish designs are produced to customers’ specifications. Furthercustomized options are engineered for competition applications, including side gas-portsto enhance ring seal. To complete the kit, Diamond provides a three-ring pack using asteel top ring, an RBT second ring and a conventional oil control ring. Their thicknessesmeasure 1/16, 1/16, and 3/16in.www.DiamondRacing.net 877-552-2112 Circle Number 133

Cylinder Sleeves PowerBore Cylinder Sleeves has recentlyreleased its new Power Ductile material.Power Ductile is a high-tensile strengthductile iron that exceeds even the highstrength of the standard 100-70-03ductile. It is the strongest material on themarket for cylinder sleeve applications.www.powerboresleeves.com330-332-1566 ext. 138Circle Number 131

Injector Cleaner AMSOIL Diesel Injector Clean targetstough deposits on high-pressurecommon-rail injectors. It is formulated forall diesel fuel systems, provides maximumhorsepower, and reduces smoke andemissions. While increasing fuel economyup to 4.5%, AMSOIL Diesel Injector Cleanalso adds lubricity to reduce fuel-pumpand injector wear.www.amsoil.com1-800-777-8491Circle Number 132

72-74 Diesel Products 5/16/14 4:05 PM Page 72


Supp

ly Line

Diesel ProductsPerformance Dampers Fluidampr Performance Diesel dampers are nowavailable for all late-model Chevy/GM, Ford andDodge/Ram diesel trucks. Protect your engine with thetechnology high power diesel OEMs use. Recommendedwhenever performanceupgrades are made forsuperior protection whileachieving optimumperformance acrossyour entire rpm range.Maintenance free.Fluidampr is the officialdamper of DIESELMotorsports. SFI 18.1approved. www.fluidampr.com716-592-1000Circle Number 134

Diesel Injector CleanerDiesel Purge from LIQUI MOLY does asthe name suggests: it gives diesel enginesa thorough cleaning. It was developed todissolve deposits and improve the enginecharacteristics. It is highly effective againstdeposits in the injectors and in the fuelsystem. The risk of deposits increaseswhen the quality of the diesel fuel isbelow optimum standards. Regularapplication of Diesel Purge helps toincrease operational reliability andeconomy. In addition, Diesel Purgeimproves the ignition performance ofdiesel fuel, prevents partial-load knocking,and protects against corrosion.www.liqui-moly.us

Circle Number 137

Cummins 6CT 8.3 Cylinder HeadThe new Cummins 8.3L complete cylinder head from AccessIndustries Co., includes new springs and valves. It can be usedwith any Cummins 8.3L (6C, 6CT, 6CTA) 12-valve engine (21-inch intake port). The Cummins 6C 8.3L engine is widely usedfor truck, industrial, gen-spec. and marine applications.1-866-210-9251 Circle Number 138

Airflow Advance FLOW Engineering (aFe Power) offers acomplete line of diesel performance air filters, intakesystems, intercoolers, turbochargers, exhaust systemsand accessories for GM Duramax, Dodge Cummins,and Ford Power Stroke diesels. The complete aFe

Power product line isavailable at Motor StateDistributing forimmediate shipment. www.motorstate.com1-800-772-2678

Circle Number 135

Medium Duty Diesel Rings Hastings offers very broad piston ring coverage formedium duty diesel engines, from Dodge to Ford toGM, Mercedes to Nissan. This includes replacementrings for the very popular 5.9L and 6.7L B-SeriesCummins diesel engines. Each ring set is engineeredfor the requirements of modern diesels. Look for ourfamiliar blue and gold box.www.hastingsmfg.com800-776-1088Circle Number 136



Sup

ply

Lin

e

Diesel Products

Filters/Airflow AIRAID Filter Company offers acomplete line of premiumperformance filters, cold air intakesystems, modular intake tubescomputer designed for maximumair flow producing additionalhorsepower, torque and improvedperformance. The completeAIRAID product line is available atMotor State Distributing forimmediate shipment. www.motorstate.com800-772-2678Circle Number 139

Chevy Crankshaft Scat offers a new 9000 Cast GMC Dieselcrankshaft available for the Chevy 6.5Lengines. For stock replacement or mildperformance use, why risk running anold factory crankshaft? Scat offersbuilders a new, stronger replacement.Features include: precision-ground,straight-shot oil holes and roughbalanced — all at a great low cost. p/n:9-6.5L-3819-6280 Short No. 965L3819.Stroke: 3.819”. Min. Rod Length: 6.280”.Rod Journal: 2.399”www.scatcrankshafts.com/#1310-370-5501Circle Number 140

PowerStrokeLift Pump Fuelaboffers its Velocity 200 In-Line High PerformanceLift Pump for the 2008-2010 Ford 6.4L PowerStroke to supply the increased fuel demands ofengines modified for more power. Thispremium quality, powerful, speed controllable isa reliable replacement for the weak OE Ford liftpump. Brushless motor for long life and lowcurrent draw. Flow through design for cooloperation. 200 GPH high flow rate andaerospace design based poppet relief valveprovides stable fuel pressure to injector pump.p/n: 30305. Hand-built in the USA. .fuelab.com217-324.3737Circle Number 141

Diesel Fuel Cleaner Penray’s Total Diesel Fuel System Cleaner isespecially helpful in dissolving andpreventing the formation of asphaltenes indiesel fuel, while cleaning other depositsand contaminants from the fuel system.Benefits of this innovative Penray productinclude greatly extended fuel filter life, aswell as that of injectors and other precisionfuel system components. As such,maintenance costs are reduced, and fueleconomy is increased.www.Penray.com800-323-6329 Circle Number 142



Product Sp

otlights

Circle 110

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 112

Circle 114

Circle 111

Circle 113

Circle 115

75-77 Spotlights 5/16/14 4:04 PM Page 75


Prod

uct

Spot

light

s

Circle 117

Circle 120 Circle 121

Circle 118

Circle 119

Circle 116



Product Sp

otlights

Circle 122Circle 123

Circle 125Circle 124 Circle 126

Circle 127



Cla

ssifi

ed/C

ores

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

enginebuildermag.com

Need Reprints?Call Tina Purnellat 330-670-1234,

ext. 243

PublisherDoug 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

78-79 Class-Cores 5/16/14 4:03 PM Page 78


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 #Access Industries C3ARP 65Brad Penn Lubricants 55Cloyes Gear & Products Inc. 39Dakota Parts Warehouse 9Darton International 59Diamond Racing Products/Trend Performance 58DNJ Engine Components 1DTech Products 28Eagle Specialty Products 7Elgin Industries 3Engine & Performance Warehouse 23Engine & Performance Warehouse 37Engine & Performance Warehouse 43Engine & Performance Warehouse 48Engine Parts Group 13EngineQuest 15ESCO Industries 24Federal Mogul/Sealed Power 18Federal Mogul/Sealed Power 16/17Federal Mogul/Speed Pro 41Federal Mogul/Speed Pro FCFederal Mogul/Speed Pro 40Go Power Dynamometer Systems 70GRP Connecting Rods 64

Hastings Mfg. Co. 21Hastings Mfg. Co. 39Hastings Mfg. Co. 47Henkel Corp 53Injector Experts 8Liberty Engine Parts 5Lubriplate Lubricants Co 29Mahle Clevite 25Mahle Motorsports 10Manton Pushrods & Rockers 54Moduline Cabinets 31Motor State Distributing 67Motovicity Distribution 27Packard Industries 63PowerBore Cylinder Sleeves 26PRW Industries Inc 32Quality Cutter Grinding 19Quality Power Products 11Rottler Manufacturing c4Royal Purple Ltd 51Scat Enterprises C2Scorpion Racing Products 71Topline 30Topline 52Topline 60Trac-Pro 66

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

78-79 Class-Cores 5/16/14 4:03 PM Page 79

purging to cool it.A switch armed the nitrous. For delivery of the nitrous

and fuel supplement to the engine, I eventually used twomethods. First was a switch under the gas pedal.

Soon, I learned the nitrous needed to deploy quickerthan just flooring the pedal. I connected a line lockbutton to my first Lenco shift handle to be pushedsimultaneously with the clutch release, giving a split-second lead on foot pedal delivery. The Zephyr left sohard the GS pulled my leg up. I had to fasten a woodenblock on top of the pedal.

Later, we learned besides purging, we could also"burst" the nitrous a bit with the shifter button whilestaging. The sudden roar could also shake youropponent.

In later years, MSD would come up with magicalelectronics such as Omron roller switches, MSD retard,rev limiter and timers. But alas, in 1981 that stuff was notyet available. In ‘81 to ‘84 everything was done manually.

For my Nitrous Small Block debut I used my bestengine - A Roush 353 Cleveland. I was ready to make myfirst run ever with nitrous.

After the burnout, I armed the nitrous and purgedwhile staging. I was careful to hold the throttle pedaldown only 3/4 of the way to get 9,000 RPMs, beingcareful not to floor it to the nitrous button.

Mike Thermos guided me in. The yellow flashed and Isimultaneously popped the clutch, let go of the line lockbutton and jammed the pedal to the metal activatingnitrous delivery.

Wow! The car launched like a rocket with the frontwheels three feet high. All I saw was sky. It was by farthe quickest and fastest run I ever made. What a rush.

After three qualifiers we were number five. WarrenJohnson with his IHRA Mountain Motor was numberone. One qualifying shot left. Mike and I saw a chance tomake a big noise if we aced WJ out of number one.

We took the NOS plates off and Mike drilled a biggerjetting pattern in the spray bars. (No foggers or jettedplates yet in ‘81).

Last qualifier: I was on a perfect run. I felt the extrapower. But number one was not to be. At 1,000 feet theMerc nosed over, smoke came in the car along with thatugly smell I came to hate. The tune up was too frisky.

Saturday night would be spent replacing pistons.We learned the pistons needed thicker roofs, heavier

and fuller skirts and thicker wall wrist pins. No gasports. To lighten the pistons the thicker skirts could beinternally ditch cut. Oil rings needed to be standardtension and top and second ring gaps widened to .006”for nitrous. Top ring thickness changed from .043 to1/16th. Those changes helped conserve the rings. Weeven tried two ring groove pistons to get the ringpackage lower out of heat. But leak down suffered.

Head gaskets were a problem. With no copper gasketsavailable for Fords, your best bet was the McCord 351Boss Cleveland gaskets with studs and O-rings, whichlasted about four runs.

After four qualifying runs, you spent Saturday night

changing the head gaskets for eliminations on Sunday. Keeping oil out of combustion chambers was

imperative. Nitrous enhances any substance to ignite.Unwanted oil in the combustion chamber dangerouslyaffected the tune up. Snug bronze walled valve guidesand posi fit seals were needed.

By mid-‘82, we had handled several problems and ranpretty good. I led the AHRA in National Pro Stock points,and won in AHRA, including the ‘82 Gateway Nationalsand won some Circuit and Match races.

The "Bottle Babies" as we were called, had a definiteadvantage at high altitude. AHRA reduced big blockweight by 50 pounds for the complaining big blockracers. Which did not help. “How Ironic!”

At the ‘83 AHRA Winter Nationals in Tucson, we stillshined. I was presented the AHRA Grand National All-Star Award.

But as always in racing, by mid-‘83, the worm hadturned. The big block guys had enough of the "BottleBabies." Bigger and better aftermarket Mountain Motorshad arrived.

Burning our small blocks to the ground, we could notkeep up. Plus, AHRA was fading. My tour of duty in the"Nitrous Wars" was over.

In ‘84 I went to a 672 Ford Kaase Boss MammothHemi using all new Allen Root parts. I ran PureMountain Motor Pro Stock the next three years managingseveral wins a year. ■


Fast Lane

Up on the tires for 1000 feet. Gosh how I miss that!

continued from page 71



C3 Access_Layout 1 5/16/14 3:43 PM Page c3


C4 Rottler_Layout 1 5/16/14 3:42 PM Page c4

engine builder, may 2014

Documents

diesel engines

dieselperformance engines

flathead engines

engine builder issn

pm page c1circle

pm page c2circle

engines perfect forracing

reader service card