Engine Builder June 2016

SEAT & GUIDE MACHINES MSMP 2016 REUSING ENGINE PARTS
JUNE 2016 EngineBuilderMag.com
Midget
2.5L
Engines Powerful Pint-Size

Performers
2016 ENGINE B
2016 ENGINE BUILDER OF THE YEAR COMPETITION
S P O N S O R E D B Y
PERFORMANCE | VINTAGE | DIESEL
PAGE 16
PAGE 16
Circle 2 on Reader Service Card for more information
Contents 06.16
Features ON THE COVER
2.5L Midget Engines

Seat & Guide Machines These engines have varied from stock four and
six-cylinder automotive-type engines. Dozens
A valve seat and guide of engine builders of all types have tried their
machine is an essential piece hands in building race engines within the required
of equipment for any shop displacement. Quite frankly, its a story of Yankee
that does cylinder head ingenuity.
work. Of course, there are a
number of important factors
to consider as you make your
decision.
12
Wet & Dry Sump Oil Tech

22
If you are building a customers
dream engine what type of
oiling system should you use?
The answer depends on the
application and how much of
an investment your customer
wants to make.
36 COLUMNS
Memory Lane.................... 6
By Randy Rundle
The American Builder From a dump truck dynasty came a speedboat king
Out in Avondale, AZ is
Tuf-Enuf, an automotive and Fast Lane......................... 51
marine engine shop thats By Animal Jim Feuer
been around since the early Be sure your sources are reliable
80s, and is still doing great
work with a few-months-
long back log and plenty of
42 Final Wrap....................... 56
customer referrals. By Doug Kaufman, Editor
A deeper look at the Machine Shop Market Profile
SPECIAL REPORT
Reusing Engine Parts Machine Shop Market Profile
In this industry there can
always be a time and place
for reusing engine parts and
By Doug Kaufman, Editor
30
components. Do you know
the right way to go about Departments
it, and which parts can and
News Feed and Industry Events........... 4
shouldnt be reused?
46 Shop Solutions.................................. 10
Commerce Connect............................ 54
ENGINE BUILDER
founded Oct. 1964
COVER DESIGN BY RJ POOCH
Copyright 2016
Babcox Media Inc.
ENGINE BUILDER (ISSN 1535-041X)
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2 June 2016 | EngineBuilder

Industry News Industry Events
Industry Loses Icon Joe Moriarty, Sr. AUGUST
Joe Moriarty, Senior, founder of Total Seal Piston Rings,
25-27 Great American
lost his battle with heart disease and passed away June
Trucking Show
1, 2016 at his home in Phoenix. Joe was a prolific inventor, Dallas
holding several patents on piston rings, including Total www.truckshow.com
Seals Gapless and Diamond Finish rings. He was inducted
SEPTEMBER
into the MPMC Hall of Fame at the 2014 PRI Show in
Indianapolis. Total Seal Piston Rings was originally started 21-23 PERA Annual Convention
Toronto, Ontario
by Moriarty in 1967 with a rotary engine design that was www.pera.org
intended for OE manufacturers.
Total Seals success is directly related to Moriartys OCTOBER
hard work and dedication. His namesake, Joey Moriarty, 25-27 Engine Expo
will continue to run Total Seal Piston Rings in Phoenix. Novi, MI
www.engine-expo.com
13-16 American International
Motorcycle Expo
Orlando
www.aimexpousa.com
King Engine Bearings Receives Jasper Overall Quality Award NOVEMBER
King Engine Bearings has received its fourth consecutive Supplier Quality award from 1-4 SEMA Show
Jasper Engines and Transmissions. In 2012 King received Jaspers Outstanding Service Las Vegas
www.semashow.com
award. Now, for the third consecutive year, King has earned Jaspers Overall Quality
award. King Engine Bearings joins an elite group of only two other companies to receive 1-3 AAPEX Show
Las Vegas
the Overall Quality award for 2015. www.aapexshow.com
Patterson Elite Performance to Build Sunnen

Charity Engine for PRI 2016
Nick Ferri, co-owner of Patterson Elite Performance and builder of engines behind 57
national NHRA Pro Stock victories, has volunteered to create a custom-tuned Mopar
6.4L Gen lll Hemi racing engine for this years Sunnen Engine Charity Sweepstakes,
to be held at the PRI show in December. Sunnen sponsors the sweepstakes, which
donates 100 percent of ticket proceeds to Victory Junction, a North Carolina childrens
The 2015 edition charity engine was camp co-founded by Kyle Petty to provide medically supervised activities for kids who
made by Reher-Morrison. have serious health conditions.
The International Engine of the Year Winners Are...

The 2016 Engine Expo saw the 18th Annual International Engine of the Year Awards take
place. This years award winners were:
Sub 1-liter: Ford 1.0-liter EcoBoost
1.0 - 1.4-liter: PSA 1.2-liter three-cylinder
1.4 - 1.8-liter: BMW i8 1.5-liter hybrid
1.8 - 2.0-liter: Mercedes-AMG 2.0-liter turbo
2.0 - 2.5-liter: Audi 2.5-liter five-cylinder
2.5 - 3.0-liter: Porsche 3.0-liter turbocharged flat six
3.0 - 4.0-liter: Ferrari 3.9-liter V8 Biturbo
4.0-liter and above: Ferrari 6.3-liter V12
Green Engine of the Year: Tesla Model S all-electric powertrain
New Engine of the Year: Ferrari 3.9-liter V8 biturbo Ferraris 3.9L V8 biturbo engine was the big winner.
Performance Engine of the Year: Ferrari 3.9-liter V8 biturbo
International Engine of the Year 2016: Ferrari 3.9-liter V8 biturbo
4 June 2016 | EngineBuilder | For the latest breaking news, visit EngineBuilderMag.com or follow us on Twitter and Facebook.
From a Dump Truck
Memory Lane
Dynasty Came a
Speedboat King RANDY RUNDLE
CONTRIBUTING EDITOR
RRUNDLE@ENGINEBUILDERMAG.COM
of struggling enterprises including

a traveling repair shop to service
machines and early automobiles.
Then in 1911, at age 31, fate
intervened as he watched a truck
driver laboriously unloading two
tons of coal with a hand-operated
lift.
After listening to the poor
fellow curse his fate about having
to perform such dirty and heavy
work, Gar saw an opportunity. He
The business end of Miss America X Yes, this is one boat!
began focusing all his creative skills
on a mechanical device to unload
coal trucks. He soon had a working
G
arfield Wood never intended reputation for speed, so races were solution, and convinced a local coal
to go into the boat building often taken seriously. Young Gar company to lend him a truck to try
business. His goal in life was Wood learned early that speed on out his new invention.
to personally set every speed record water meant recognition and fame. With Murlen by his side, and
on water and be recognized as the Working with his father, Wood their life savings invested, Wood
world's speedboat king. However, also developed strong mechanical demonstrated his hydraulic lift
a need for speed on the water came skills far beyond his years. More to local investors who insisted on
about at an early age working with important still was the development getting in the truck bed to see how
his father. of an aptitude for inventing devices it worked. When he dumped them
Garfield Arthur Wood was born to solve mechanical problems.
December 4, l880, the oldest of what These skills would continue to
This is the unlikely start to a speedboat
would eventually be l3 brothers develop within him and result racing career.
and sisters in Mapleton, IA. He in hundreds of patents issued
was named after both the Nation's to him during his lifetime.
President and Vice President, James However, one invention early
Garfield and Chester Arthur. Soon in his life (and the resulting
after Gar was born the family moved patent) would result in Wood
to Minnesota. amassing a personal fortune
Gars father worked as a and allow him to become the
ferryboat operator on Lake Osakis speedboat racing legend he so
in Minnesota and often took his desired.
oldest son with him to help crew on By the turn of the century
the ferries. Races between ferryboat Wood and his wife Murlen
operators would often develop. It lived in St. Paul, MN, where
was good for business to have a he was involved in a number

Memory Lane
all into the street with the pull of a

lever, they knew he had a marketable
product.
The demand for the hydraulic lift
was so great that Gars eight brothers
joined him and they expanded and
moved everything to Detroit where
they established the Wood Hoist Co.
alongside other emerging giants like
Henry Ford. Woods fortunes grew Miss America X was the first boat to travel faster than two miles per minute on
the water when it topped out at 125.42 mph in 1932.
and by the age of 40 he was a multi-
millionaire, and the time was right for
him to get reacquainted with his first After he agreed to purchase Miss In 1921, politics and influence won
love, speedboat racing. Detroit, Wood left for Algonac to see out over speed as the determinant of
At the 1916 noonday meeting of what he had bought. While there, he success on the water. Wood had proven
the Detroit Exchange Club, Lee Barrett bought the Chris Smith and Sons Boat himself unbeatable, so the American
secretary of the Miss Detroit Powerboat Company. For the next six years Smith Power Boat Association (APBA)
Association made a plea for some local built racing boats under the direction changed the rules. Along with other
Detroiter to help out the syndicate and of Wood and, as a team, won five new restrictions, boats entering a Gold
purchase Miss Detroit I. straight Gold Cups from 1917-1921 and Cup race could no longer utilize the
The man who stood up, of course, two Harmsworth trophies in 1920 and new hydroplane hulls nor use engines
was Gar Wood. 1921. with more than 625 cubic inches of
circle 8 for more information

Memory Lane
displacement (for safety reasons). there was no way to keep the engines mile at full throttle of 2,000 rpms. Miss
The APBA announced the intent together while linked, but they worked America X became the first to travel
of their new restrictions: to encourage to time them perfectly and made them more than two miles per minute on the
construction of so-called Gentlemens happy operating as two 24-cylinder water and topped out at 125.42 mph in
Runabouts, that would enable more monsters. Wood designed the gearbox 1932.
gentlemanly uses of the boats when that the engines were hooked to As Gar had wished, Miss America
not racing. The APBA decision had because again, the Packard engineers X completely humiliated the British
important and interesting ramifications said that there was nothing available Rolls-Royce powered entry to the point
for Wood and Colonel Jesse Vincent, suitable for the loads they would be that Rolls got out of powerboat racing.
chief engineer for Packard. In 1922, a experiencing. The following year Wood ran the same
Packard Model 1237 V12 aero engine The boat itself was constructed by boat and the British came back with
(with 6 of the 12 engines cylinders Nap Lisee, the designer responsible for a smaller craft with a less powerful
removed) was installed in one of all of Woods Miss America boats and engine and made a race of it, but Wood
Woods race boats for the newly an immense talent in the boat design again cleaned house.
regulated Gold Cup trophy race. One industry. Lisee ordered big spruce He retired from motorboat racing
half of 1,237 cubic inches is 618.5 cubic lumber from Oregon, which he used following that event to focus on his
inches just under the new APBA for the stringers in the hull. The rest of ever-growing business interests. Gar
regulations. Vincent defeated Wood the boat was made of mahogany. Wood lived to be 90 years old and
using the Packard engine in Woods The four Packard engines (each passed away in 1971, but not before
boat, thus ending Woods domination weighing close to 3,000 pounds) reaching his goal of being crowned
of the Gold Cup permanently. consumed nearly 10 gallons of fuel per Speedboat King. n
Gar then focused on unlimited
competitions, like the Harmsworth
Trophy. He took this trophy home nine
times and retired undefeated. He was
the undisputed speed king on water.
While his Miss America IX had the
honor of being the first boat to travel
over 100 mph on water, Wood figured
that the British contingent was going to
throw the kitchen sink at him in 1932
they wanted their trophy back that
badly. He was right, and the Brits got
Rolls-Royce on board bringing their
most stout effort yet.
Knowing that the big Rolls motor
was more capable than his V12
Packard pound for pound, his idea was
to simply bludgeon the water and the
competition to death. Rules allowed
for boats to be 40-feet long.
Miss America X was almost 39-feet-
long and 10-feet-wide and weighed a
portly 8 tons! The boat was designed
and built around the four giant
Packard V12 engines, each capable of
producing 1,600 hp.
Wood and his riding engineer/
mechanic sat at the extreme rear of
the boat behind the four engines.
Each of the engines was linked inline
and each powered its own propeller.
Packard engineers were convinced that
EngineBuilderMag.com 9
Removing Dry Sleeves Gen IV GM LS type motors per year. We
Removing dry cylinder liners by pressing finish our cylinders .001 tighter on the
them out can require a lot of setup time. aluminum block engines to compensate
Using your boring bar, offset the for the additional growth when the block
centering with a .030 feeler gauge on one gets up to operating temperature.
finger. Line up the offset so you can view This is easily tested. Check your
your cut. Set the bit by letting it slide out cylinder diameter just before and right
to liner. Start with a light cut making a after removing from your jet washer. The
full-length pass down the cylinder. difference between the aluminum and
Using your bar mic work on out-in iron blocks is measurable, and this is only
light cuts until the sleeve is very thin. at about 135 degrees (much lower than
Once you have it as thin as youre willing engine operating temperature).
to go, push a rounded edge screwdriver Cam bearing interference can also
nothing sharp behind the liner, be a problem on the aluminum blocks.
breaking through it, taking care not to We always use the new late model cam
damage the parent bore. Now it will slide bearing set developed for the engines
right out. with variable cam timing. The diameter
Darrin Anderson is approximately .0005 larger and the
Sterling Bearing Inc. added width increases surface tension.
Kansas City, MO additional tooling where you need it. Tim Schwanke
Steve Potz Schwanke Engines LLC
Dial Bore Gauge Holder Steves Engine Shop Springfield, MN
Boring bar stands dont have any place Cocoa, FL
for holding your dial bore gauge. I Tapered Rod Pin Bushings
bought a magnetic spray gun holder Growing Aluminum Pin bushings require about the same
from a paint and body shop supply We live in a time where aluminum blocks amount of interference fit as a piston pin.
store. I stuck it on my stand as you can with cast-in sleeves are common and The same rod heater you use to fit pins
see in the picture and now that gauge we still need to remember to account for can be useful with certain pin bushings.
is right where I want it. This can be how different metals behave. Tapered rods can be very difficult
useful on many machines for holding We build several dozen Gen III and to remove and install bushings in and

usually require some custom made or 6-3/4 and the 8
special tooling. By heating the small end dampers on the later,
of the connecting rod in your rod heater longer stroke engines.
you can expand the rod enough to make Though no horsepower
removal easy with drift, socket or piece will be gained by lightening
of rod without hurting the rod bore. the rotating mass, quicker
Installing tapered bushings is just as acceleration of the engine is
difficult and theyre often damaged during
installation. By heating your rod end,
reported.
Problems with this mod may
Shop Solutions
starting the bushing is much easier and less not be the fault of the cautious The Power of
likely to damage the rod or the bushing.
Miles Rogers
engine builder, but of the DIYer who
makes the change to the engine on
Knowledge
BP Rods his own. The timing mark on the early Engine Builder and Engine
Magnolia, TX (1967 and older) balancer is 12 degrees Pro present Shop Solutions
off from the later (1968-on) engines. If in each issue of Engine
a different timing marker is not used on Builder Magazine and at
the timing cover, this can be enough to enginebuildermag.com.
cause serious damage to the engine. An
additional 12 degrees of advance, on top of The feature is intended to
what might be an out-of-tune motor, will provide machine shop owners
cause severe detonation and damage to
and engine technicians the
opportunity to share their
pistons, rings, valves and rod bearings.
knowledge to benefit the entire
A 6-1/4 balancer used on the 327 industry and their own shops.
engines in some G-series vans around 1968
and 69 does have the correct markings, but Those who submit Shop
these are very hard to find. Aftermarket Solutions that are published are
performance 6-1/8 diameter dampers awarded a prepaid $100 Visa
all seem to have the 1968-on timing mark gift card.
placement, which potentially could cause a
problem if used in an early application.
GM went to an 8 balancer on its high
performance small block V8s for a reason.
Cracked crankshafts and several other
harmonic or vibration induced problems
seem to have been corrected with the Engine Pro is a nationwide
heavier, larger diameter units. network of distributors that
Engine Pro Technical Committee warehouse a full line of
GM Damper Upgrade internal engine components for
Cautions domestic and import passenger
People often use the early Chevrolet V8 car, light truck, heavy duty,
6-1/8 diameter harmonic damper as a industrial, marine, agricultural
lightweight performance upgrade to the and performance applications.
They also produce engine

parts under the Engine Pro
name that offer premium
features at an affordable price.
Machining
Learning Curve
Understanding the Evolution of Cylinder Todays cylinder head jobs
shouldnt be performed on
yesterdays machines. Theres
Head Seat and Guide Machines a machine out there that will
help you do the job your
customers expect.
By Paul Nelson, Educational Columnist
pnelson@enginebuildermag.com
L ike many of you, Ive been

watching the transition in head
machines for the engine machinist
I just didnt know any better I was
just trying to get by.
Boy, have things changed! Do you
about getting into carbide pilots, now
I would never go back to high-speed
steel pilots. Everything is just so
industry with great interest. And remember the many generations of much easier to machine when using
you and I both are looking at how three-angle seat cutters and what we carbide pilots.
changes in equipment will impact used to get by with? Grinding seats As for the machines themselves,
your business. is still needed, but just 10 years ago each has some features and benefits;
You see, I teach in an engine we were grinding 80 percent of the it just depends on your price point
machinist program and when I seats. Though we still grind when and what you can afford. You might
took over the program in 1993 our necessary, today we cut 90 percent have to consider the Chevrolet not
teaching shop was set up great for of the seats in the heads. In addition, the Cadillac, but you might be able
a shop right out of the 70s. Today, we also need a good indicator for to get the previously owned Cadillac.
our students need to know about measuring valve seat runout after we There are a lot of great machines out
machines capable of working in the cut the seats. Yes, we use a vacuum there that have plenty of life left in
future! tester, but we still need to know them, but you need to test drive them
Before coming to Northwest what we are cutting for runout when before you commit to the quality of
Technical College to teach I had machining seats. the ride.
owned a shop. Looking back now, We just purchased a new head A valve seat and guide machine
I realize just how unaware I was of machine this year for the college. is an essential piece of equipment
the quality of work I was producing. Though I have always been worried for any shop that does cylinder head

Machining
work. Of course, there are a number

of important factors to consider as you
make your decision.
Equipment suppliers and users alike
say the machines versatility is very
important. What are the capabilities
of the machine? Can it handle longer
or wider cylinder heads? Does the
machine have enough vertical travel
and fore and aft travel to do what you
want it to do? Is a dedicated valve
guide and seat machine all you need for
head work or would a multi-purpose
machining center provide additional
capabilities that would better serve your
needs?
Most of the newer machines have
a floating head that makes head Tooling and machines have changed significantly over the last few years is
repositioning fast and easy. A tilting your shop equipped for the past or the future?
head allows you to align the spindle
with the guide in the cylinder head
rather than having to align the head it the same old way and try to pick a CNC touch screen head machine that
to the spindle. An older used machine up the quality that is required to be sells for over $125K, and what a great
with a fixed head cant provide that competitive in todays engine machinist job that machine can do. I know of
kind of versatility. Its the same story for industry to increase your bottom line. another shop that has two self-leveling
the fixturing. Can the fixturing handle So the question is, what will make a head machines and one new style
the kind of heads that you work on difference in the kind of head machine manual leveling machine, both are great
most? If not, what will it cost to replace you consider? Are you doing heavy- machines but each has features and
or upgrade the fixturing so it can handle duty work, or doing smaller heads benefits that may or may not fit your
such heads? with less than one inch valves? If you needs.
Guide and seat machines have are doing the latter, you will need to Several years ago, I purchased a
evolved over the years. Constant consider the small three-angle seat gauge to check valve run out when
refinements have been made to improve cutter system. In a performance engine grinding valves. WOW! I can measure
speed, accuracy, flexibility, ease of shop you might spend upwards of in tenths! I have another gauge, that
setup and operation. Some of the newer $125,000 to get the quality you need if I look real hard, I can pick out .005
machines are available with digital or to compete in your market. I know of runout on a valve. What a mistake to
computer numeric controls (CNC). a NHRA shop that has two different purchase the wrong runout gauge.
Maybe you dont think you need such head machines, one for doing canted This changed everything on the valve
bells and whistles on a valve guide and valves and the other one for doing refacers I use. Now I am finding more
seat machine. But once you make the in-line heads. I know most shops cant uses for the better runout gauge. I have
transition from manual equipment to consider two head machines, but it found some of the high-speed steel
digital or automated equipment, theres depends on the quality and the volume pilots for the head machines to have
no going back. of heads you are running through your .010 bend in them, which is another
Ten years ago I was teaching operation. reason I like my new carbide pilots. I
my students that they needed to be So what is the right head machine found some expandable pilots we use
producing a dollar per minute of work, for you? Well. . . I dont know. I do for grinding seats to be bent as much as
$60 per hour, today we need to be over know that quality matters, carbide .020.
$120 per hour. If not we cannot even pilots are a must have and have enough
consider the purchase of a new machine of them. I do know a lot of older Accuracy
and to pay the employees who run it. machines cannot hold the tolerances Accuracy is absolutely essential
If we do not have the volume to keep that are required to work on todays regardless of the brand, other features
your investment busy you have to heads. Did I say quality matters? or age of the equipment. Valve seat to
make the hard decision to keep doing I know of a dirt track shop that uses guide concentricity is the number one

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Machining
criteria for any valve guide and seat the motor mounted directly on
machine. Many factors can affect the quill, it is important to have
concentricity and accuracy. Most adequate power since torque
experts recommend using dead pilots affects performance. If a machine
(fixed pilots) rather than live pilots. lacks sufficient power to cut a seat
Live pilots leave room between the properly, you get chatter. Always
pilot shaft and the inside diameter look at the type of motor (bearing
of the valve guide so they can spin motors vs. servo-motors that have
freely. Even if that is only .0001, it higher vibration frequency), and
still adds up to .0001 on each side of compare the power rating of the
the shaft. Depending on the length motor.
and size of the pilot, that may allow
as much as .001 of tolerance runout
Probably one of the most
overlooked aspects of achieving THE BEST RUN
WITH THE BEST
at the valve seat. the best valve seat concentricity is
Too much runout in the seat will leveling. Many people are using
cause a valve to flex every time it bubble levels, or simple 1-axis digital
closes, and over time this can lead levels. The problem with the bubble
Top engine builders know to build a race-
to valve fatigue and possible valve level is that there is no way to get
failure. The most accurate method the accuracy needed. With a simple
for making sure the valve seat is 1-axis level, the reading is not taken winning performance engine, every part
concentric with the guide is to use at the spindle quill but from a post
a concentricity gauge. A simple on the side of the machine. To align
matters. Thats why they choose Fel-Pro
vacuum check can be misleading the post to the quill, you must put an
because a valve can still seat even adapter in the quill, test it, then test
if the seat is slightly off-center with the post. Performance Gaskets and Speed-Pro engine
respect to the centerline of the guide. But theres no guarantee the
Fixed pilots have a gradual taper alignment will remain the same. If
parts. From the strip to the oval, engine builders
that centers off the middle of the you accidentally hit the post too hard,
valve guide (which is important or didnt tighten it down enough,
when you are working on heads you can move your 0 on the level. put their trust in Fel-Pro and Speed-Pro.
with high mileage valve guides that As a result, your post will not be
are typically worn at the top and aligned properly with the quill. If
bottom). The other benefit of fixed you then level your valve guide to
pilots is that you dont have to have the 0 on the post, the valve guide
as many sizes, so your investment and spindle quill will not be aligned.
in pilots can be 30% lower than if The most accurate approach is to
you were using a live pilot system. consistently check the location of the
Whether you choose to use fixed or quill directly so you know it is lined
live pilots, you should always use up with the valve guide.
carbide pilots. The rigidity of the machine is
Other factors that affect accuracy also important. The more rigid
include the type of seat material you the equipment, the better it can
are cutting, the rpms of the machine hold accurate alignment and resist
and the sharpness of your cutter vibration. Consider the strength
blades. Seat concentricity can also of the base casting, column and
be affected by how the spindle is head stands. Can it withstand an
driven. Some machines have belts earthquake or will it quiver and
that connect the main spindle quill to shake with every tremor?
a motor in the back of the machine. Something else you may not know
This may cause vibration which is that valve guide and seat machines
translates into runout that affects the built for the U.S. market are not the
concentricity of the valve seats. same as those that are built for the
2016 Federal-Mogul Motorparts Corporation. All trademarks
For machines that do have European market. In Europe all of the shown are owned by Federal-Mogul Corporation, or one
or more of its subsidiaries, in one or more countries.
All rights reserved.
Machining
guides and seats are replaceable so the out broken studs and re-thread the handle all of these jobs well.
only machining operation is to profile holes, counterbore the castings for seat
the seats and occasionally counterbore inserts, replace spark-plug threads, drill Speed
for oversize seats. for screw-in studs and guide plates, Speed is important, but not at the cost
In the U.S., we do the same kind of and then profile the seats to perfect of accuracy. Since dead pilot systems
jobs but also reclaim spring pockets, geometry as well. So the machine has are capable of producing higher
drill for replacement guides, drill to have the power and versatility to tolerances, using a dead pilot system is
preferable to a live pilot system even if
it is somewhat slower. There are new
tools on machines like spring-less ball
heads that allow the worker to move
from one guide to the next without
having to pull off all the previous
tooling. It makes the work faster
and easier on the operator without
sacrificing accuracy.
Of course, the most accurate
valve guide and seat machine in the
world wont do much to boost your
productivity and profitability if it is
a pain to set up and use. Thats why
equipment suppliers have continued
to refine and improve the setup and
operation of their machines so they
are quick and easy to use. Mounting a
cylinder head in a cradle is fairly simple
on most machines today.
Automated digital or CNC controls
now make it possible for almost
anybody to operate a valve guide and
seat machine. With a manual machine,
the operator has to mechanically move
the quill down. No matter how good
the machinist is, it is nearly impossible
to be absolutely consistent with every
repetition that they do. On top of that,
some machinists are more skilled than
others. You have good, better and best
employees. With an automated valve
guide and seat machine, the variability
and inconsistencies between employees
is eliminated. You get consistent
high-quality results no matter who is
operating the machine.
In my position as an instructor, I
feel I have the responsibility to educate
without favoring one brand over
another. Each has features and benefits
that other machines may not have
so you need to consider what your
needs are. It takes being a professional
businessperson to know how to make
your shop profitable and to keep

Machining
quality employees to get the job done may not work best for the type of heads you can expect when the need arises,
with the ever-changing standards that you are working on, talk to people talk to someone who is using similar
are expected in our field of expertise. and look for the best machine for the equipment. Your equipment salesman
As you consider purchasing a head work you are doing. If you want to should be able to provide you with
machine just remember that a machine know how good a machine really some reference contacts in your area
that works for one type of application is or what kind of customer service you can call for more details. Do call
them and ask them if they are satisfied
with their equipment, if they have run
into any problems with it, and if so
how the equipment company handled
it. A red flag before the sale is better
than an unpleasant surprise after a sale.
Other Considerations
A list of other things you should
consider when looking at valve
guide and seat machines includes the
following:
Tooling: Is there adequate onboard
tool storage? What are the tooling
capabilities of the machine? How
easy is it to change the tooling? Is
there an onboard sharpener to restore
the cutting edges?
Ease of Use: Changing tooling aside,
how quickly can you set up and cut
a seat? Ease and accuracy of leveling
the machine? If the machine has an
airfloat machine work head, it can
provide ease of floating and locking.
Convenience: A vacuum for keeping
work area clean, extensive front-
to-back and side-to-side travel of
the work head and adequate work
lighting (this one cant be stressed
enough!) will make it easier to get the
job done.
Accuracy: Can the cutting head tilt
+/- 15 degrees for canted valve guide
work? Is there a built-in vacuum
tester (To test your work before you
take it off the machine)?
Motor: Is the motor power, motor
type, motor location and RPM
variation adequate for your shops
needs.
With a lot of technical information
to consider, you may have noticed that
price isnt on the list. Thats because
the cost of the equipment should be the
LAST thing you look at when choosing
a new piece of equipment. Dont

Machining
let the high cost of some machines and can often customize a machine to
scare you off. Yes, everybody has to match your specific requirements and
operate within a budget, and no piece finances. Communication is important
of equipment is worth the price if it here to make sure that what you are
cant pay for itself one way or another. buying is what you actually need
However, we need to make sure we and that you fully understand the
are doing quality work and to measure capabilities of the equipment.
what we are doing. Your investment So, I hope this will get you thinking
should deliver a higher level of quality, of the quality of the work you are
allow you to work on a wider variety doing. This is the bottom line, if you
of heads or to do jobs your current have out dated equipment that cannot
machine cant do, and it should give cut a seat correctly you must consider
you a measurable improvement in upgrading your head machine to
productivity and profitability. improve productively and prevent
The price of the equipment doesnt warranty situations.
always reflect the true capabilities The students coming out of my
of the equipment, but as a rule you program (and the other quality
should expect to pay more for digital programs across the country) will Paul Nelson leads the Auto Machining
or CNC controls, additional features expect nothing less from their future Technology Department at Northwest
and tooling. Many equipment suppliers employers. n Technical College in Bemidji, MN.
offer a variety of models and options,

Midget Engines
Perfect Power from Photo left: Tony Stewarts midget team certainly
benefitted from this new Chevy 2.7L powerplant.
Pint-Size Performers With an aluminum block and head, the engine

produced about 350 horses. It featured a dry-sump
oil pum and mechanical fuel injection.
By Bill Holder, Contributing Writer Photo right (top): A radical version of the Flathead
Photos By Phil Kunz V860 was called the Reverse V860 and made huge
Thanks to Bryan Gapiski (Midgets) and gains over the factory version.
Greg Issel (Hydroplanes) for their contributions
M
idget open-wheel racecars and the Stock (S Class) and radiator with a water pump. However, with the hydroplane
Modified (A Class) inboard hydroplanes have provided situation, the cooling water is provided by a water pick-up
thrills and chills for racing fans since the 1930s. And as below the waterline. The water flow is provided at speed easily
the speed and performance of these radically-different racing satisfying the cooling needed by the engine. Also, with the
machines has improved, so have the engines that power them. hydroplane, there is no radiator, no radiator hoses, water pump
These engines have varied from stock four and six-cylinder or thermostat.
automotive-type engines. There have been engines that have
been built from scratch to be race engines, then there have been Beginnings
basically stock engines, modified stock engines, and finally, Next, lets get into more of the engine specifics of these versatile
engines that were designed by backyard engine designers. And engines, beginning back in the 1930s. The engine that was used
amazingly, there were company and private combo engines, initially by both the midgets and boats was the so-called Ford
which consisted of joining major engine parts together to create Flathead V860 engine. Initially, the limit for these classes was
a new, and often quite potent, engine. Dozens of engine builders only 135 cubic inches but that would grow to about 150 cubic
of all types have tried their hands in building race engines inches, i.e., 2.5 liters.
within the required displacement. Quite frankly, its a story of This was one of the aforementioned engines that had been
Yankee ingenuity. completely built by Ford for street car use. Built during the
Initially, there was no standard displacement for these race 1937-1940 time period, it was a dream to modify and upgrade,
vehicles. The early versions many times were less than two capable of producing considerably more horses than the stock
liters. But over time, the ruling groups decided that it would version. Compared to the modern powerplants of today, the
be 2.5 liters, and its remained there ever since. It proved to V860 was small and had only 60 horsepower, but that was
be a good decision, when in the 1960s, there was a shift away sufficient for the period with its slower speeds.
from the big blocks and toward small engines of the right To be an effective performer in either venue, however, it was
displacement for these race machines. An example of that necessary to be up to full speed at the start of a race. With the
phenomena was the use of a destroked Buick 215 engine. midgets, the field is packed together at the start of a race with
The point must be made of the differences in cooling the the green flag coming out just before the field hits the starting
two versions. With the midget, there is a lightweight aluminum line. The advantage of having the top power just prior to the

competition often gave drivers a quick heads, hot cams, with Evans heads, Chevy V8 in two pieces lengthwise and
shot to the front. Edelbrock carbs and intakes, Stromberg using only one bank of the pistons, thus
Hydroplane racing was slightly carbs and even Offy heads. There were bringing the displacement into midget
different, requiring the boat to be at full even some attempts with fuel injection territory. Hoettels explained that the
speed before the starting line during the along with the use of alcohol fuel. Bowtie SESCO was used by superstar
flying start. The V860s could also be easily bored Mel Kenyon in his early USAC days.
and stroked. Also, a good percentage of Next, a 351 Windsor Ford received
Early 2.5L Midget Engines the V860 engines carried multiple carbs, the same SESCO treatment. The engine
The V860 and Offenhauser two being the most popular set-ups. builder indicated that the engine
The V860 remained competitive with Then came World War II and racing provided excellent straightaway
midgets into the 1950s. Then, it was of all types was shut down cold. Wartime speeds.
surpassed by a pure-race engine didnt prevent engine builders from Also during this period, Hoettels
which had been optimized for flat-out thinking about the V860 and they came cut another Chevy crosswise, this time
performance in oval track racing. up with an amazing development, which creating a V4 engine with the same
Built in the 1940s, the famous effectively doubled its horsepower and displacement as the aforementioned
Offenhauser (Offy for short) powerplant was coined the Reverse V860. lengthwise-cut engine. The quick-
was built from scratch to be a racing But for the most part, the Offy still revving, opposed-four engine was highly
engine. It was a smaller version of was the king of midget tracks as was successful with some of the national
the famous Offy engines that were so evidenced by the top traveling teams midget series.
successful in Indy Cars. The smallest using them. But as the years passed,
Offy was perfect for midget applications engine technology continued to evolve Chevy 11
and was used from the 1930s to the 1950s. and the Offy was evenutally left behind. This automotive engine was a perfect
Competing in the early days really fit for this class and filled the gap with
wasnt a fair situation if you didnt have The SESCO a more modern powerplant. It worked
an Offy these engines had so much One of the most interesting engines of well with both the midget class and the
more power that the midgets often this period was the so-called SESCO hydroplanes. Introduced in the 1960s,
competed on Offy or non-Offy racing engine, a unique design by skilled engine the injected four-cylinder was the period
circuits. builders Ron Hoettels and Don Boorse. choice of many midget race teams.
The Offy was hardly ever modified, Hoettels technique involved cutting a
but with the V860, there was a little
Photo left (above): An early version of the SESCO engine was successfully
bit of everything going with tons of
handled by winning national driver Mel Kenyon.
aftermarket performance parts available.
Photo right (bottom): The Offenhauser was developed in the 40s and was a
One of the most important contributors
direct descendent of the bigger Indy Car Offys. They were usually injected
to the increase in performance was one (as shown here) but sometimes had a twin-carb setup.
Eddie Meyer who provided custom
Midget Engines
Other Early Midget Engines place today. Foreign engines on the scene state-of-the-art and all the top drivers
It was also during this same time period included the likes of Volvo, VW, Datsun used the VW, including the likes of Mel
that individual engine builders tried just and BMW. Kenyon, Rich Vogler and Sleepy Tripp.
about everything imaginable to get their Underpowered by todays standards,
midgets to go faster. It wasnt strange to Current Midget Powerplants these engines are found in abundance
see modified versions of Studebakers, The VW in indoor midget racers and on short
Ferguson tractor engines and even Its hard to call the VW a modern outdoor tracks.
Evinrude outboards powering midget engine since it was first used in midgets They are also used in Australia and
racers. There was even a destroked starting in the early 1970s. Now, over New Zealand and in many vintage
215 Buick engine attempted with some five decades later, the engines are still midget cars. Seymour explains that there
success. being built by the Autocraft Company. is still a strong market for these engines.
Its interesting that a surprising Today, the engines are a far cry from the
number of identical powerplants were 150 horsepower stock versions that were The Honda HPD
used in both applications. Then, there initially produced. Developed in the past couple years, a
were cases when one engine would be Autocraft President Mike Seymour new engine was proposed for the entry
used only in the hydros, and not cars, explained that todays engines produce level USAC Midget series. Honda was
and vice-versa. about 350 horsepower and now selected as the engine builder, certainly
But the surprising aspects of this incorporate roller rockers and lifters and an appropriate selection since its Indy
engine class was the number of foreign that longer push rods have allowed the Car engines had powered racers to more
engines that were introduced to the displacement to be increased to about than 200 wins.
sport. Some were on the scene for just a 1.74 liters. Its a 2.4 liter straight-four engine,
fleeting second, while others remain in During its early years, it was the which produces about 240 horsepower.

Photo left: Land to water, water to land: even
outboard Evinrude engines were tried during the
To date, the engine is only used in one of the engine are not available early years.
Photo right: The Pontiac Iron Duke had its fans and
series, which carries the name of the at this time. But it will be was very successful in the 1990s.
USAC Honda/HPD Midget Series. an injected engine with
The series consists of six regional series an inline four/four valve NASCAR Cup cars, it wasnt surprising
competing on both dirt and pavement. configuration. that his USAC Midget team would be a
The engine is based on the Honda recipient of the engines.
Civic Si engine and the race version Ed Pink/Toyota Midget The 2.7 liter four-cylinder engine
carries all Honda OEM parts. The During the early 1990s, this company produces more than two horsepower
racing modifications include a custom started designing engines for USAC per cubic inch at 350 horsepower. It
aluminum oil pan designed for dry open wheel machines including has both an aluminum block and head.
sump lubrication, a three-stage oil pump, midgets. The company became There are two valves per cylinder
competition alternator, intake manifold associated with midget owner Steve operated with pushrods and rocker
and a custom air inlet system. Lewis and the results are a part of arms. In addition, there is mechanical
USAC Midget history. fuel injection and an electronic ignition
The Pontiac Iron Duke The engines were inline fours system.
The so-called Pontiac Iron Duke engine with 166cid displacement. Weighing Theres a belt-driven dry sump oil
was a venrable engine used by Pontiac in at about 250 pounds, the engine pump and a high-pressure mechanical
on its smaller cars. It had a long was capable of 325-350 horsepower fuel pump mounted on the right side
production run from 1977 through on methanol. There were 10 years of of the block. The exhaust comes out the
1993. It was used into the 1990s in the winning with those engines before a left side of the engine.
midgets. change took place with Toyota when
It also powered Jeff Gordons first Pink built the first Toyota Racing Chevy Ecotec Midgets
midget race, the USAC Night Before Division (TRD) engine. This engine has been active for five-
the 500 race. Not only was it Gordons The involvement continued in the six years and is still current with
first race, it became his first win. late 2000s as Pink continued to refine economy-class midget race including
The stock version at its introduction the TRD engines. TRD then provided the POWRi Division 2 Midget Series. Its
was 151 cubic inches, but in its race Pink with its NASCAR cylinder head displacement is 2.4 liters and the asking
configuration, it was a legal 166 cid. and asked him to design an engine price is about $12,000.
around it. From the design board to its
The Gaerte 1600cc/Possible first test only took 10 months. The first Esslinger Midgets
Future Engine with Honda time out with superstar driver Dave This company builds several engines
The four-cylinder inline Gaerte Steele at the wheel resulted in a win to support midget racing. First, there
engine was built from scratch to be at Phoenix International Raceway in is a 161cid (2.6L) injected inline-four
a competition engine by this racing February 2006. engine, which sports a right-side intake.
engine builder. It was built in the 1980s, The 380 horsepower screamer has been
but is no longer in production. Its age New Chevy Midgets a successful performer in USACs top
is certainly no detriment as it is still an The battle for midget superiority midget series with such drivers as
active race performer. continued late in the first decade of the Darren Hagen, Brian Clawson, Tracy
Rick Paradis of Gaerte explained new century. Hines and others. The base price is
that the company is now combining Chevy engineering was involved about $26,000.
with Honda for a national midget in this impressive effort and since During the 2000s, there was also
engine development. The final specs Tony Stewart drove Chevy-powered Esslinger involvement with Ford on

Midget Engines
a 340 horsepower version, which had with MOPAR and Toyota Racing combination. An examination of some
the intake on the left side of the engine. Development. He also re-designed the of the more common midget combo
It is priced at $23,500. It was driven TRD midget engine. engines shows the Rodeck block used
very successfully by Cole Whitt who Engines that have been designed by on occasion with Gaerte and Bradenton
took the 2008 USAC National Midget Stanton include the four-cylinder SR-11 cylinder heads along with Pontiac
Championship. engine, which sports an impressive 375 blocks and Edelbrock heads. There are
Also, there is a more economical horsepower at 9800rpm. Then, there is also Gaerte blocks with Fontana, Chevy,
2.4-liter powerplant for the lower the W9 MOPAR engine, which uses a and Ford heads.
divisions where no porting is allowed. similar block to the SR-11 and a MOPAR Such conversions are possible
Its horsepower is lower at 260-300 but head with horsepower between 345 and because of the bolt pattern
so is its cost from $12,000-$15,000. 350 at 8700rpm. It is very popular in both commonality. Basically, what you are
A measure of Esslinger success can Australia and New Zealand. doing is building a new engine with
be seen in 2015 where it won 62 of 123 existing parts and pieces. It seems to
reported midget results. Midget Combos work for a lot of engine builders. n
As strange as it may seem, a number of
Stanton Midget Racing Engines modern midget engines have evolved, Racecars werent the only beneficiaries
This company was formed in the early but not always from the expected of 2.5L power. Many of these small
1960s by Gary Stanton. During the years sources. Many of these so-called combo displacement engines were used on the
he built race engines for a montage of engines have been accomplished engine water in hydroplane racing. For more on
open wheel, drag, off-road, and stock car builders in their garages. that subject, see an enhanced version of this
vehicles. Stanton explained that much of These engines usually use two major article with additional images at
his success came from his associations engine pieces usually a block/head www.enginebuildermag.com.

Industry Still Strong,
Market Profile
Say Readers
Engine Builder Readers Tell Us Business Has
Changed, But Opportunity Still Remains
By Doug Kaufman, Editor/Publisher

dkaufman@babcox.com
F
or more than 50 years, Babcox continue to do what you do. Research to obtain the information
Media has covered the rebuilding Remember that third leg of our 1964 contained in our profile. In all, we
industry on a monthly basis. At mission? Opportunity by definition, heard from nearly 240 locations that are
least 633 issues of Automotive Rebuilder a set of circumstances that makes it performing machine work and building
and, since 2000, Engine Builder has possible to do something still exists in engines in the U.S.
been dedicated to the business of this industry. The survey information reflects data
machining, building, rebuilding and for production year 2015. As in years
remanufacturing engines. Percentage type of past, we asked multiple questions about
In our very first issue, we made the work for 2015 readers monthly production of engine
promise that we would be devoted Disassembly/cleaning 23.6% blocks and cylinder heads, broken out
exclusively and 100 percent to your by engine size as well as by gas and
Valve guide and seat work 16.4%
problems, potential and opportunities. diesel configurations, crankshafts, core
Cylinder head resurfacing 11.4%
Since October 1964, we have strived to sourcing, shop equipment ownership
make good on that vow. Cylinder boring 11.2% and purchasing, and total production
And for more than 30 years now, we Valve reconditioning 9.5% time spent in specific engine building
have reported annually on the state areas.
Flywheel grinding 4.8%
of the industry. We have surveyed the A complete copy of the charts used
machine shop/custom engine rebuilder Connecting rod reconditioning 4.2% to generate this article is available
(CER) population of our readership to Block resurfacing 4.0% on EngineBuilderMag.com or by
get a snapshot of the industry from the Crankshaft grinding/polishing 3.7% contacting Babcox Market Research at
soldiers on the front lines. 330-670-1234.
Clutch resurfacing 2.6%
Some might worry that the Nationally, the numbers look
potential we talked about in Crank welding 1.5% like this: the average machine shop
Volume 1, Issue 1 might, in fact, be Cylinder head crack repair 1.0% produced slightly more than 25 gas
overshadowed by the problems Other 15.4% and diesel engines monthly last year,
this industry has been facing. From up from 24.4 in 2014. This positive
a decline in the number of machine The data generated for this years trend has reached its highest point in
shops and engine builders to technical Machine Shop Market Profile was the past eight years and the increases
advancements that make engines more collected through survey questionnaires have been primarily on the gas side. A
durable than ever to consolidation sent to a random sample of active slight decline was seen in four-cylinder
of supplies to changes in what the Engine Builder subscribers who are shop gasoline engines (down slightly less
definition of professional is, outsiders owners and managers, many of whom than an engine per month from 2014),
might not comprehend why you are our fellow members of the Engine six-cylinder gas engine production
Builders Association (AERA). Our increased 1.2 engines per month (up to
questionnaire was developed by Babcox 3.6 per month from 2.8 per month in last

Market Profile
years report). Add to that increases in the 3,000 to 5,000 full-service machine shops, between $3.52 billion and $5.08 billion in
number of eight-cylinder (10.2 per month, its estimated that CERs accounted for rebuilt engine sales in 2015.
up from 9.4) and other engines (up between 902,000 to 1.505 million gas and Its hard to be all things for all people,
to 1.5 per month), and you see that gas diesel engines built during production but in the CER business diversity is the
engine production is higher than at any year 2015. Last year, the market range for name of the game. Our 2015 numbers
time since at least 2008. the same size universe was 879,000 to 1.46 show that more than 85 percent of our
Diesel has actually slipped slightly. million units. respondents build standard passenger
An average of one four-cylinder, one six- If you add in an estimated 450,000 car and light truck gasoline engines, a
cylinder and one eight-cylinder engine engines remanufactured annually by number that has, not surprisingly, been
was built per shop per month in 2015. approximately 30 North American in decline. The remaining categories
Although this number is down a third- production engine remanufacturers from there are: performance gas 82.8
of-an-engine per month, we know from (PERs), the combined total number of percent; automotive diesel 35.6 percent;
anecdotal information from readers that engines rebuilt in 2015 by CERs and PERs marine engines 60.6 percent; industrial
industrial, commercial and agricultural would be approximately 1.352 million engines 37.8 percent; medium-duty
engines continue to offer opportunities to to 1.955 million units. This compares to diesel 21.8 percent; heavy-duty diesel
rebuilders. Overall, the number of diesel an upper range of approximately 1.91 41.8 percent; performance diesel 15.1
engines was three engines per month. million engines produced by PERs and percent; motorcycle/mower/other small
This average national monthly gas CERs during production year 2013. engines 32.4 percent; and other types
and diesel engine production of 25.1 At an average retail cost of 11.3 percent.
units translates to 301 engines produced approximately $2,600 per engine, We asked survey respondents,
annually. This is up from the 292 reported we calculate that the total rebuilt/ What percentage of your shops engine
last year. Projected onto a universe of remanufactured engine market generated rebuilding activity falls into each of the

Market Profile
following categories? Answers had to head per month, from 2014s 40 to last crank production increased in 2015
total 100 percent, and the results were as years 39.2. Diesel stayed steady 11 relative to 2014 as well, jumping from
follows: automotive gas 37.3 percent; diesel heads were rebuilt per month, 6.5 to 8 total units per month. Gasoline
performance 31.7 percent; industrial equal to 2014. crankshaft regrinding also climbed, from
7.7 percent; medium-duty diesel 20 total units produced monthly
1.9 percent; automotive diesel Percentage of engines sold to during 2014 to 21 total units
3.6 percent; performance diesel End User Customers (2014,Do-it-yourselfers) 57.3% produced in 2015.
1.2 percent; marine engines 2.8 As mentioned, diesel heads
Service garage / installer 18.4%
percent; heavy-duty diesel 4.8 rebuilt monthly remained about
percent; motorcycle/mower/ Jobbers 2.7% steady from last years survey.
other small 3.9 percent; and Heavy duty fleets 1.9% Total diesel cylinder head
other types 5.0 percent. Heavy duty truck dealership 1.6%
production decreased from 11.2
When it made its debut as the units rebuilt monthly in 2014
Warehouse distributors 4.5%
L-48 option in the 1967 Camaro, to 11 units in 2015. Six-cylinder
the small block Chevy 350 made New car/light truck dealership 1.9% diesel head production actually
waves but few would have Automotive fleets 0.4% increased from 3.8 to 5 per month
guessed then that the engine Mass merchandisers/retailer 0.1%
and others stayed even at 1,
would continue to be so popular but four- and eight-cylinder head
Government fleets 0.3%
in the industry. As has come to production saw slight declines.
be expected, the 350 continues its Other 10.9% The percentage of cylinder
position at the top of the chart head rebuilding that is aluminum
though other engines in the GM family Gas cylinder heads accounted for continued to climb in 2015, from the
(without question the LS platform) are about 42.2 percent of the typical shops previous years 56 percent, to a dramatic
gaining traction. The 350 is ranked as the production in 2015, down from 46 65.6 percent. The percentage of cylinder
number one engine built by 45.3 percent percent. In 2014, shops produced an head rebuilding that is diesel fell about
of our respondents, slightly up from last average total of 51.7 gas and diesel heads two percent from 2014.
year. However, a GM engine of some kind per month, but in 2015 that number was The percentage of cylinder head
is listed number one by almost 71 percent 50.2 heads produced monthly. production that is import related is 34
of our respondents. Fords account for 11.2 Gas cylinder head work remains percent, up from 27 percent in 2014.
percent; Heavy-Duty and Commercial the single highest number produced As weve discussed in the pages
engines account for almost 16 percent (up monthly, but complete engines have had of Engine Builder for many years,
from the previous two years); and other a refreshing resurgence, accounting for the requirements of todays modern
engines saw a big drop to 1.4 percent the highest percentage in the past three engine building operations include
from the previous 2.3 percent. Imports years. Complete engines account for 34.4 unprecedented cleaning standards,
were listed number one by 1.1 percent of percent of the total rebuilders business. extremely tight tolerances and precise
respondents. For diesel engine builders, an increase surface finishes. The engine builder/
Survey respondents provide was seen in crank production in 2015, machine shop performs a wide variety
information about their engine building while short blocks, long blocks and of jobs in its daily operation the big
business by breaking down their cylinder head production numbers saw five operations have all seen increases
operation into five specific machining a drop from 2014. As with the gasoline with this survey. Shops are spending
processes production of short blocks, segment, complete engines were a bright a greater percentage of their time on
long blocks, complete engines, cylinder spot on average, complete engines disassembly/cleaning, valve guide and
heads (not used on long blocks or accounted for 14.4 percent of a shops seat work, cylinder head resurfacing,
complete engines) and crankshafts (also diesel business in 2015, up from 13 cylinder boring and valve reconditioning.
not used in long blocks or complete percent the previous year. Flywheel grinding is also seeing increased
engines). The national average number of gas importance in the shops daily operations.
A slight decrease in the number of and diesel crankshafts reground monthly After years of being tight with budget,
4 and 6 cylinder gas heads rebuilt each by the typical CER climbed from 26.7
month resulted in a dip of almost one units in 2014 to 29 units in 2015. Diesel
Market Profile
shops have continued to spend in order Average percentage of production that is

to buy equipment needed for these
performance or race related
operations. In 2015, the average shop
spent $30,343 on equipment, a strong Engines Heads
increase from the $24,585 that was spent 2013 2014 2015 2013 2014 2015
in 2014. Average value of the typical 31.3% 51.6% 63% 28.8% 48.8% 62.5%
machine shops equipment is $227,643.
Like Benjamin Button, the typical shop
continues to get younger the national years, we had no businesses report being (tomorrowstechnician.com) supports
average for the number of years a shop in business over 60 years, although technical education at more than
has been in business is 24 years, an age we know youre still out there. The 1,600 technical and vocational schools
that has continued to fall. Last years concern about veterans taking the nationwide.
survey average was 26.6 years; two years engine building knowledge with them The average number of total company
ago, we reported an average of 30.2 years. remains, and we know that our allies in employees is 6.4 and the average number
Of course, continued growth in the the educational facilities are doing their of machine shop employees is 2.6 per
number of shops that have been in best to teach the up-and-comers how to shop. This number has actually remained
business less than 10 years will do that. do the work properly, we encourage our fairly consistent for the past several years.
Nearly a quarter of our respondents say most seasoned readers to support their The average tenure of employees is 17
they have been in business less than 10 Chambers of Commerce and other local years.
years and almost half havent yet seen organizations to get the word out about For an expanded version of this report,
their 20th anniversary. the opportunities that continue to exist. visit www.EngineBuilderMag.com. n
For the first time in the past several Our sister publication, Tomorrows Tech

Wet & Dry Sump
Oiling Systems
Oiling Systems
Choosing the Right System for the Right Job
By Larry Carley, Technical Editor
lcarley@babcox.com
I
f you are building a customers classes to keep costs down. the pickup starts to suck air, which
dream engine what type of oiling Regardless of what type of oiling leads to a sudden and precarious drop
system should you use? The answer system you and your customer in oil pressure. If the situation isnt
to that question will depend on the ultimately decide upon, dont cheap remedied almost immediately, it can
application (street, drag, circle track, out to save money. A customer who be bad news for the rod and main
road race, off-road or marine), engine has already spent a ton of money bearings. Consequently, its essential
RPM and how much your customer for block work, pistons, rods, heads, to make sure the oiling systems
is willing to invest in a lubrication valve work, a forged crank or stroker capabilities match the application.
system. crank, balancing, a hot cam, lifters
Your choices may also be limited and valvetrain may feel like hes Street Performance
by track rules that restrict what spent enough already and might try Recommendations
type of oil pump or oiling system is to pinch pennies when it comes to Street performance is normally
allowed. A lot of dirt tracks and road the oiling system. Bad mistake! The not that demanding, but it can be
courses dont allow dry sump oiling oiling system is not an afterthought. the equivalent of drag racing or
systems in entry level and stock Its the key to protecting all of these road racing depending on whats
other components and keeping them happening at any given time. Most
lubricated. stock oil pans can handle normal
A stock wet sump oiling system acceleration, deceleration and
with a stock oil pump and stock oil cornering forces without starving the
pan are usually adequate for everyday pump. But as G-forces in any direction
driving, but not much more. If an go up, so do the changes of sucking air
engine is being built to rev higher, into the oil pumps pickup.
make more power and accelerate a A recommended upgrade for a
vehicle faster, the stock oiling system wet sump system would be to replace
may run out of pressure at the worst the stock oil pan with a good quality
possible moment. aftermarket performance oil pan.
The same risks hold true when Performance pans have better baffling
brakes are modified to increase to reduce oil slosh so the pickup
stopping power, when chassis are will stay submerged in oil. A deeper
modified to enhance cornering agility sump also helps (assuming there is
and the stock tires are replaced with clearance for such) and increases total
soft race compound rubber. As fore, aft oil capacity (which helps the oil run
and lateral G-forces increase, oil slosh cooler and last longer).
inside the pan may be so severe that Watch out for cheap knock-off oil
pans that dont have proper baffling
Dry sump systems with multi-stage and are made of thinner gauge steel.
suction pumps pull oil out of the They may not provide the oil control
crankcase, separate oil and air and you need, and if made to poor quality
maintain a steady oil supply to the standards may be hard to seal.
engine. Installation may also be an issue on
some applications due to bolt hole

misalignment. can usually provide adequate oil
Cast aluminum pans with fins can pressure for an engine that wont turn
provide some additional cooling benefits more than 6,500 RPM provided it
and will enhance the appearance of the is a low mileage pump with normal
engine. Just remember that aluminum is clearances, not an old high mileage
brittle and may crack and leak if you hit pump with lots of internal wear. So at
something, whereas a steel pan will dent. the very least, a new oil pump is always
For more serious street performance recommended.
applications, one aftermarket oil pan The output of many stock spur gear
manufacturer recommends replacing style pumps starts to flat line around Aftermarket performance oil pumps come
the stock oil pan with a road race pan. 6,000 RPM. As the gears spin faster and in different designs and configurations for
A road race pan is designed with baffles faster, oil flow into the spaces between different applications (courtesy of Schumann
and trap doors to limit oil movement in the teeth cant keep up and the pump Sales & Service)
all four directions. starts to cavitate. Gerotor pumps are
Another must upgrade for every wet a little better in this respect and will causes a drop in oil pressure. Thinner
sump system is some type of windage handle somewhat higher RPMs before oils such as 5W-20 and 0W-20 resist
tray or scraper to keep oil away from the they start to flat line. But eventually, all cavitation better than thicker oils such
crankshaft. A windage tray will reduce stock pumps reach a limit. as 15W-40 because the lower viscosity
drag on the crankshaft and oil aeration, Cavitation is the formation of little allows the oil to flow more easily
both of which are good for making more bubbles on the trailing edges of the gear through the pump at higher engine
power and improving lubrication. teeth inside the pump. Cavitation is speeds.
As for the oil pump, a stock pump bad news because it aerates the oil and If a stock oil pump cant match the

Oiling Systems
engines RPM potential, it needs to be unique gear designs, such as helical pumps load on the engine. Changing
upgraded to some type of aftermarket gears rather than straight cut spur gears. the pressure relief springs in the pump
performance pump. There are many Slanting the gear teeth improves flow 5 can fine tune the pumps output to better
different pump designs to choose to 10% according to one manufacturer, match the application.
from, with various design features and while reducing pressure fluctuations at High volume oil pumps with longer
benefits. The key difference is that a the pumps outlet port. That, in turn, can (taller) gears are a popular upgrade to
performance oil pump is engineered to reduce ignition timing changes (spark increase oil flow (typically 15% or more)
flow more oil and to maintain pressure scatter) in engines with a distributor. if the engine really needs it. A high
at higher engine speeds. Such pumps Gerotor style pumps do the same thing volume oil pump is recommended if the
typically have redesigned inlet and (smoother output with less pressure engine is being built with old school
outlet ports to improve flow and reduce pulsation). clearances and will be run on a heavier
cavitation, tighter internal clearances to Some people think you have to go viscosity motor oil. Otherwise, a stock
reduce pressure losses, and more reliable nuts with oil pressure to prevent the pump should provide adequate pressure
and adjustable pressure relief valves. engine from running out of oil. Not true! and flow.
Some cast iron pumps may be made Most engines dont need more than On certain late model applications
from a stronger alloy for added strength 10 PSI for every 1,000 RPM. More oil such as Fords modular V8 and Coyote
and wear resistance, while aluminum pressure just means more horsepower V8, Chryslers Hemi and Chevys LS, a
pumps are usually hard anodized to loss unless there is a need for such (like high volume oil pump may be required
minimize wear. The stock pump cover piston oilers or separate oil lines to the if the engine is equipped with Variable
may also be replaced with a stronger and upper valvetrain). In fact, reducing oil Valve Timing (VVT). The cam phasers
harder cast iron or steel plate. pressure a few PSI can actually gain in these engines need a lot of flow
Some aftermarket pumps feature a few horsepower by reducing the oil to function properly (unless you are
locking out the phasers to accommodate
a high lift, longer duration cam). A high
volume pump can also help reduce
upper valvetrain noise on some of these
engines (such as Ford 4.6L V8s).
Something else to keep in mind with
respect to front-mounted oil pumps on
late model engines is that the pumps
can be hard to prime. They are mounted
high and dry, and a long ways from the
pickup inside the oil pan. Never install
one of these pumps dry. Fill it with
assembly lube or heavy oil. Also, use
a pressure oiler to pre-lube the engine
before cranking it over for the first time.
If this isnt done, you may end up with
a dry start and pump and/or engine
damage as a result.
Billet pumps are the ultimate upgrade
for a wet sump system. Billet pumps
are custom made and optimized with
larger ports and taller gears to increase
flow and resist cavitation at high RPM.
The stronger housing (such as 6061 T6
aluminum) and larger mounting bosses
is also better able to resist cracking from
engine vibrations and loads. Most billet
pumps are a bolt-on replacement for
the stock pump, but may also require
a special pickup and matching oil pan.
Theyre also much more expensive than
Oiling Systems
cast pumps because of the CNC machine

work required to make the pump.
Circle Track
Pretty much everything that goes for
street performance also applies to circle
track, except that circle track cars are
always turning left. Consequently, if the
engine is running a wet sump system,
you need an oil pan with a kickout on
the right and relocated pickup to the
right rear corner of the pan to keep the
pickup submerged in oil.
Baffles and trap doors inside the pan
are absolutely essential to keep the oil
where it belongs. A cornering force of 1
G will cause the oil level inside the pan
to assume a 45-degree angle. This also
requires a windage tray to keep the oil
away from the crank. Gerotor pumps are more cavitation resistant than straight cut spur gear pumps
If rules allow non-stock parts, a and produce fewer pressure pulsations (courtesy of Schumann Sales & Service).
performance oil pump or billet pump
should be used to help assure good oil
flow at high RPM. Use the largest pickup only opens when pressure drops below a
tube available to raise the point at which certain threshold.
pump output flat lines. The pickup box If class rules allow a dry sump
or screen should also be low restriction system, its well worth the extra money
so it doesnt inhibit oil flow at high RPM. to go this route. A dry sump system
Another option for upgrading a wet eliminates oil slosh inside the pan by
sump system is to go with a belt-driven sucking the oil out of the pan. This, in
external oil pump. Relocating the oil turn, eliminates the need for baffles and
pump from inside the oil pan to outside trap doors and kickouts to control oil
on the engine makes pressure relief valve slosh, and allows a shallower pan so
tuning easier. It also allows a shallower the engine can be mounted lower in the
oil pan so the engine can be mounted chassis for handling and aerodynamic
closer to the ground for a lower center of advantages.
gravity, improved handling and better A dry sump system (when properly
aerodynamics. Although rarely used on installed) also eliminates worries
the street, this type of setup is a good about oil aeration, pressure loss and
alternative for circle track and road starvation. As suction pumps pull oil
racing applications if the rules prohibit from the crankcase, the oil is routed
a dry sump system. into a tank that allows the air and oil to
An oil accumulator is also a good separate. The tank also functions as an
addition to a racecar oil system. An oil reservoir, increasing the overall oil
accumulator will store oil pressure so capacity of the system as it supplies the
the oil pressure doesnt drop under hard external pump with a steady supply of
acceleration, braking or cornering. The oil.
accumulator can also provide initial oil Dry sump systems can also pull
pressure when cranking the engine to vacuum inside the crankcase if they have
prevent a dry start. The accumulator enough suction pumps (usually three
can be set up with a ball valve to control or more are required). This can reduce
pressure flow in and out of the unit, or drag on the crank for more power (5 to
an electric valve and pressure switch that 15 hp). To realize such gains, the suction
Oiling Systems
pumps have to pull at least 8 to 10 inches or more depending on the setup), a of suction and oil flow. Too much suction
of vacuum. Pulling additional vacuum dry sump system also requires a lot of or too much oil flow and you are just
with additional suction pumps (four, five external oil plumbing. This increases wasting power. Too much pressure can
or six) doesnt make more power unless the chance of oil loss should a hose or also raise oil temperatures. Using an oil
the engine is revving beyond 8,000 RPM. connection fail. flow meter in the oil supply line can help
Besides the cost of the hardware When setting up a dry sump oiling you determine the optimum pump size
(which can range from $3,000 to $7,000 system, you want just the right amount that works best. Oil flow requirements
can vary depending on oil viscosity,
main and rod bearing clearances, and the
lubrication requirements for the rest of
the engine.
A dry sump system on a circle track
car should also have an oil cooler to keep
oil temperatures within a safe range for
the duration of a race.
Road Racing
Everything that applies to circle track
also applies to road racing, with the
exception that road race cars turn in
both directions, not just left. Because of
this, a wet sump system requires a road
race oil pan with a center located pickup
and baffles and trap doors around the
pickup that control oil motion in all
four directions. Better yet, go with a dry
sump system to eliminate oil slosh and
aeration entirely, plus the lower engine
location, lower center of gravity and
improved aerodynamics.
Off-Road
The same dynamic forces that act on
the oil in a road race engine also apply
in an off-road engine, with the addition
of vertical forces that can occur if the
vehicle goes airborne. Flying over a hill
can literally suspend the oil in mid-air
inside the pan. No amount of baffling
and trap doors can keep oil around the
pickup under these conditions, so you
either need a backup oil accumulator
to maintain pressure or a dry sump
system. As with circle track and road
racing, an oil cooler and plenty of
reserve oil capacity is required to keep
oil temperatures within a safe range for
long distance races.
Drag Race
Many people think drag racing is
only straight line acceleration, so the
only worry is preventing the oil from
climbing up the back of the engine unless there are special needs. A highly the High Pressure Oil Pump (HPOP).
when launching off the starting line. modified diesel engine may require This pump has nothing to do with
06EB_14Schumanns
But its also important to consider what 6/2/16
larger 11:06 AM
piston Pageand
oilers 1 more oil flow for engine lubrication because it supplies
happens after the car passes the finish higher engine speeds, so a high volume the fuel injectors. A higher output HPOP
line at the other end of the strip. A wet pump may be a necessary upgrade. is required if the stock injectors are
SCHUMANN'S
sump drag race oil pan will typically One pump that often needs replaced with larger capacity injectors. n
06EB_14Schumanns 6/2/16 11:06 AM Page 1
have a deeper sump and baffles to keep upgrading on diesel applications is
oil around the pickup. Some drag race
pans relocate the pickup to the middle of
the pan and place trap doors fore and aft
DYNAMIC PERFORMANCE
SCHUMANN'S
of the pickup to control oil slosh during Industry Engine Parts
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The American Engine Builder
A Job Well Done

Tuf-Enuf Auto & Marine Performance
is not just any engine shop By Greg Jones, Managing Editor
gjones@babcox.com
I
f Timm Jurincie stopped accepting hit the expected date, but if I can be
engine work today at his Avondale, 100% done and be a week late, then
AZ shop, Tuf-Enuf Auto & its going to be a week late. Thats our
Marine Performance, he would philosophy, and if you cant live with
still have enough work to last until that, Id rather you went somewhere
September. Tuf-Enuf, which focuses else. Im in my 60s now and Ive been
on performance marine engines and doing this since I was 15, so I know
street strip motors, is a sought-after what works.
engine shop in the Avondale and Jurincie grew up tinkering with
Phoenix area despite not advertising. bicycles, mini carts and go-karts before
We dont have any advertising getting into carburetors and engines, Tuf-Enuf has a number of machines
in the shop, including several
budget other than business cards despite his father not knowing
unique ones.
and stickers, says Jurincie, owner of which end of a screwdriver to hold.
Tuf-Enuf. We are on Yellow Pages Fortunately, his grandfather was the Jurincies grandfather also instilled
and Yelp, but were not on any social handier of the two and had a big in him that most things are built for
media. We have plenty of work and influence on Timm. a wide-ranging audience, and if you
are always snowed under. He always instilled in me that if can narrow down the focus, you can
The reason being Tuf-Enuf does one man could make it, another man improve on just about any product.
great work with great employees, and could fix it, Jurincie says. If youre Thats how Tuf-Enuf is operated.
that reputation has been with Timm the man that can fix it, youll always We dont sell crate motors or nine
and the shop for a very long time. be in demand and always have work. different motors, he says. Every
We are always upfront and He also told me to never be afraid to single motor that comes into this shop
honest with everyone, Jurincie says. try and fix something that is broken is custom built. I spend about three
If you need something in a hurry, because its already broken, useless hours with every customer taking
I cant help you. If I promise you and doesnt work, so if you at least try notes, getting inside their head and
something at a certain date I always to fix it and work on it, youll learn figuring out what their budget is, what
tell people I might be 95% done and something about it. they want to build now, and where
they want to be six months or a year
from now with it.
Tuf-Enufs work
Tuf-Enuf builds a lot of
in motion. This
engine is a 455 performance boat motors. Its typical
Oldsmobile with customer is not a new guy, but rather
highly modified a repeat customer whos been buying
cylinder heads
motors from Tuf-Enuf for 5, 10, 25 or
and a solid roller
cam sitting in a even 30 years.
79 Biesemeyer I wont allow anybody to shoot
jet boat. The themselves in the foot, Jurincie says.
engine puts out
If they have an idea I cant wrap
680 hp.
my head around because Ive tried

something similar and know its not going to work, there is a difference, he
a viable way of doing something or I says. Id rather under promise and over
know it wont be reliable, Id rather be deliver, and thats why we have happy
known as the guy who says I cant do people who come in here all the time.
this the way you want and get the results Part of Tuf-Enufs customer
youre asking for. If I cant build it to satisfaction lies in the shops expertise
be reliable and do what we both want with a difficult product.
it to do, Id rather turn the job down We like building boat motors
and send it to someone else. Id always because there are so few shops out there
rather tell you I dont want to build your that can build a boat motor and know
project than be the person who builds the difference between a car engine and a
the project knowing what the problems boat engine, Jurincie says. A drag strip
will be in the future. engine is fairly easy to build because
Typically, Tuf-Enuf sends 30 percent the oil control isnt as important for
of the people who come through the longevity because the higher horsepower
door right back out. Many shops dont you have, the shorter time youre on the
have the backlog to be able to do that, throttle. On a boat? The lake here is 7-8
and that hurts their reputation in the miles, and we are also not that far from
business. Lake Havasu, which is a 90-mile lake. I This is a 565 big block Chevy engine
If you build something that youre myself have run 25 miles wide open at with a solid roller cam that will put
out 800 hp when done. This engine
pretty sure might work kind of sort of, 126 mph. will end up in a boat.
or if you build everything you know is Bonneville motors are tough to build

for the same reasons. Drag strips offer engine last more than
an entirely different set of problems. If a couple weekends
you can build a good longevity motor or maybe a season.
that will stay together for 10-15 years in When their boat
a boat that runs wide open for at least breaks then they start
an hour every time it goes out in spurts, asking everybody else
that teaches you a lot about longevity. on the boat engine
And that trickles down to every motor scene who built your
we build. engine. Thats when
That difficulty becomes understood we get the referral. We
by Tuf-Enuf customers very soon after never build the first
they receive a botched job elsewhere. motor, but we always
Our statement around here is we see the carnage of
never get you the first time to build your everybody elses
motor, he says. Most people who get stuff.
This is a 532 big block Ford that creates 700 hp.
a motor built the first time pick a place At any given
Its sitting in a 21-foot Crusader.
out of the phone book or see a sign and time, Tuf-Enuf
throw their check book in the door and usually has 20-40
get something built by someone who percent of its projects that are broken everybody else breaks their stuff,
may or may not be qualified. Most car things from other shops, or they didnt Jurincie says. If youre good, people
engine guys can do a very good job on make the horsepower or the longevity. know who you are and they will find
a car engine, but they cant make a boat We get to be the hero when you and do whatever it takes to find you

and give you money to build something

they know they will be happy with.
Tuf-Enufs reputation rests primarily
on Jurincies leadership, but it also falls
onto his employees.
I interview a couple of people a
month, and the only way I will grant
interviews is someone I know and trust
can vouch for that person and give
me an idea about his background and
reputation and what he knows, he
says. I will not hire anybody based on
what they say they can do if they dont
have a fast car or a fast boat or are not
an enthusiast. You have to eat, sleep, Tuf-Enuf owner Timm Jurnicie (left) and Trevor Foley, Tuf-Enuf foreman.
live and breathe performance, and have
things that you own and are currently
playing with to back up that you really people dont, Jurincie says. We bake, everybody knows who you are. Weve
like what you are doing. It shows blast, mag, bore, and hone. We have always had the same logo and bright
through and the customers can tell. diamond-tooled head and deck mills colors. We have repeat customers who
Finding good help from enthusiastic with BHJ fixtures. We have a Sunnen come into the shop and take a handful of
people who really like doing what 616 cylinder hone. We use an old business cards and they pass them out to
theyre doing can be a challenge. You Winona Van Norman balancer. We have their friends. This happens often enough
hire for attitude and train for success. an Ultrasonic. We have a Superflow that I know it works.
That is how Jurincie runs Tuf-Enuf. flow bench and other standard shop Something Jurincie learned very early
Dont be afraid to share ideas machines. We also have a cam analyzer, on in this business was to put a small
because we can always learn things, which most people dont. date on his business cards to help keep
he says. Were constantly evolving and Everything about Tuf-Enuf has its track of customers and who is handing
updating how we do everything trying customers returning happy and eagerly out his cards.
not to get stuck in a rut. Once or twice a passing along referrals. Jurincie aids If somebody has your cards in
week we will have a group meeting and them in this effort by making sure they their wallet, garage or toolbox for years
discuss ideas and we will see what we grab plenty of business cards roughly and theyre giving out cards for you,
can do to run with some of those. 2,000 business cards a year. theyre happy with you, and thats what
That flexibility is a good thing, Our business cards are a bright we strive for, he says. That way we
especially in an industry and market that yellow with a bright orange outlined in know what weve got and how happy
is constantly changing. red with Tuf-Enuf on them, he says. everyone is and what we are doing is
The biggest change we have is we If you make them easy to identify working. n
were building less small block Chevys
than we ever did, but about three years
ago it changed and we started doing
more small blocks, he says. Most of
our motors are big block Chevys because
thats whats in most of the fast boats. We
also build a lot of big block Fords, and
some Oldsmobiles, but those are few and
far between. We are still getting Pontiacs
and FE motors too.
Tuf-Enuf, while it has not always
been under the same name, has been in
business since the early 1980s, and as a
shop tends to do, has collected a lot of
machinery to perform its work.
We have a few things that most
Reusing, Reclaiming,
Reusing Parts
Whatever you call it,

its how the industry
recycles parts and
components
By Greg Jones, Managing Editor
gjones@babcox.com
N
o matter what kind of engine than going out and buying a new OE certain parts if new replacements are
builder or remanufacturer or aftermarket part. Remanufacturers available.
you may be or what are the ultimate recyclers. Its usually less expensive to
applications you build for, at some Most engine builders would agree replace with new, rather than clean
point in time youre going to run into a that cost and availability of a part are used parts, excluding cast parts,
situation where a used engine part or the biggest reasons for choosing to go Owings says. The smaller one to
component will come in handy. with a used part. three man shops have a definite
Youll reuse, reclaim or Theres stuff you cant even buy advantage to reusing parts. The man
remanufacture it for your specific anymore for some of these engines that tears down the engine is usually
job. Whatever the reason may be for and you have to figure out a way, or the same guy that is going to machine
doing so, that process is how this we are actually having to make parts and assemble the engine. He has first-
industry recycles. Engine builders for some of these older engines, says hand knowledge of what the parts
take something thats otherwise Doug Anderson, owner of Grooms look like on tear down. He can make
considered junk and broken down Engines. intelligent and informed decisions.
and make it like new again, giving it Anderson uses a magic threshold He is also probably the owner and
a new life and cutting down on scrap to decide whether he will reclaim a has control of his own quality control.
engines lying around. part or not. Its a different world as compared to
Whether its just how you operate Its a 65% threshold, he says. If I production shops.
everyday, a cost savings tactic, or can save a part for 65% of what it costs
a solution to a difficult to find part to buy it new, then Im going to do it Most Common
or unavailable part, there are some if I can. There are some things where Reclaimed Parts
useful things to know about how to thats just a non-issue. You know a With cost and availability on the
go about reusing engine parts. rocker is either good or bad, but there minds of most engine builders,
are some components where there there are certain parts that are more
To Reclaim or Go New, is a number involved and for me its commonly reclaimed when building
That is the Question always been 65%. If it costs more than an engine.
The main reason most engine 65% of the cost of new to salvage and On the remanufacturing side
builders will look to recycle parts is try to save something, then Im going of it we go through and we try to
for the parts cost savings. to look more closely at going to new salvage the five major castings crank,
If you have a cylinder head parts. cam, rods, block and head, Bauer
casting, it could be easy to throw it in So whats the advantage to says. There are also some other
the scrap bin and buy a new casting reclaiming parts? The engine builder miscellaneous parts like valve springs,
versus remanufacturing that part has the part right there. He doesnt for example.
and bringing it back to like new or have to find it and source it and its Some shops will try and reuse
even better than new condition, says going to cost less. But sometimes anything that can be refurbished. That
Randy Bauer, Gas Engine Division deciding between new and used means you can bore block castings and
Manager for Jasper Engines & parts isnt so black and white. Frank anything you can refinish the wearing
Transmissions. However, its more Owings, owner of Titan Engines, says surface of.
economical to remanufacture that part there is little advantage to reusing If wear doesnt adversely affect

, Remanufacturing
the function of the part, you can reuse A lot of the engines we build for All of the wearing parts should be
it, Anderson says. You can grind a customers, aftermarket components are replaced, Anderson says. Anything
crankshaft for instance, but you cant not available, says Matt Dickmeyer, that is called a sacrificial part shouldnt
regrind a piston. Here at Grooms we owner of Dickmeyer Automotive be reused. That also depends on whether
save the block, the heads, the cranks and Engineering. Or with some of the you are a rebuilder as opposed to a
all of the major component castings and modular Ford engines I have built, remanufacturer. Rebuilding means you
forgings that are there. Pushrods and OE blocks, cranks and cylinder heads fix whats wrong and if youre going
rockers are inspected and may be reused. cannot support the horsepower we are to reuse something like a piston, then
Hardware, brackets, bolts and nuts building. theyre going to qualify the pistons and
where the prior use hasnt changed the if the grooves are good and everythings
life expectancy of the part and it hasnt Avoid Reusing these Parts fine theyre going to clean it up and
affected the part dimensionally, is also While many parts and components in reuse it, and thats okay. However, thats
fair game. an engine are salvageable, that doesnt not what we offer as a remanufacturer.
With recycling being the name of mean anything and everything can be We remanufacture the engine and
the game, anything from cranks, rods, used again. There are numerous parts replace or re-machine all the wearing
blocks, heads, valvetrain components, that arent suited for multiple time use parts.
rockers, pushrods, guide plates, roller and doing so would certainly cause Jasper is similar in its determination
cams, valve springs and even valves can harm to the engine. Some of these parts of which parts to avoid.
be reused. And sometimes you have no include gaskets and seals, pistons, We do not remanufacture valves,
other option but to try. rings, and bearings. pistons, rings, gaskets or anything of that

Reusing Parts
nature, Bauer says. Weve made it part and valves are up for debate. that actually do reclaim valves for the
of our business model that those parts Thats the difference between remanufacturing industry, but we choose
are automatically discarded. remanufacturers and rebuilders, not to go that route. We go new on
Gaskets and seals are obviously one Bauer says. Some rebuilders may try valves and pistons.
thing youd want to replace because they to use those and will have to mic and Even though valves can be saved and
could cause leaking or get destroyed check them to make sure theyre all recycled into another engine, the process
when you try to take them apart. Pistons good. There are a number of businesses is tricky and you have to make sure the
valve will qualify for additional use.
I would never reuse what is
considered to be a consumable or any
part that falls out of specification with
use, Dickmeyer says. Components
such as valves often get excessive wear
on the stems and have been beat up to
the point that by the time you grind
them, there is no margin left.
Salvaging a Part
So youve selected what parts you can
reclaim and which ones you cant. With
the parts youre going to reuse, reclaim
or remanufacture, how do you go
about the process properly? There are
several things youll need to make sure
you do, and the first is to get the part
clean in order to inspect it.
The parts have to be cleaned,
prepped and inspected to make sure
theres no visible damage, Bauer says.
After that, depending on the type of
part that youre working on, you may
have specifications you have to read out
with a micrometer or you may have to
put a part under a specialized test.
Before an operation such as Jaspers
will remanufacture a part and say that
its good enough to go back into an
engine, they make sure it meets stringent
quality standards through various
testing methods. Anything that doesnt
meet those parameters or specifications
is kicked out.
With valve springs for instance, we
actually put each individual spring onto
a load cell and pressure test it to get a
reading on what the spring rate does
through its travel operation range and
make sure it meets specification to an
OE spring, Bauer says. If it doesnt it
gets kicked out and if it does its deemed
good.
When looking to reclaim an engine
part or component, properly qualifying

Reusing Parts
the part is the most crucial step once it is you do it. If that means welding a crank that you didnt really make as much as
cleaned up. or spray welding rods, Ive done it if it you had hoped. But if something goes
Youre going to look for cracks and/ means salvaging parts you cant get or wrong, you not only look like a fool,
or damage, Anderson says. Then its a cant afford to buy new. you have to do it all over again at a total
matter of grinding it to size, doing your You never want to put hours into a loss.
machining and inspecting the size after part to later find out it wont work. These Others agree that sometimes reusing
its machined. With blocks you bore types of mistakes are not only costly, but parts and going with new can be a
them and cranks you grind them and the can make you look like a bonehead to tougher decision than it may appear to
rods you recondition them. your customer. Make sure to measure be.
If you have a part that has too much every component at disassembly to The cost difference between cleaning
wear, reusing it is a risk you should confirm whether the components are and replacing is sometimes a very thin
not take. If its been abused or misused a good candidate for reuse and then line, Owings says. The labor involved
then that may well disqualify it. But perform all machining operations to and the inherent liability sometimes
if it qualifies in terms of fit, form and restore precise measurements and outweigh the feasibility in reusing
function then theres little difference precise clearances. parts.
between new and used. If the parts are sufficiently checked, Engine builders have to remember
You try to err on the side of I wont machined and tested prior to installation, too that there are environmental issues
take a chance as opposed to taking a it can be a cost saver and time saver, when cleaning old parts. The chemicals
chance, but on a block, Ill do almost Dickmeyer says. But if parts are not have to be disposed of and tanks
anything I can to save it, Anderson says. correctly inspected, it can cost you the cleaned. However, the environmental
Ill put eight sleeves in it. Whatever you entire engine. Sometimes by the time impact on producing a new part is just as
have to do to save the major castings, you do it all and do it right you can see harmful to the environment.

Reusing Parts
Its not really a perfect solution, to buy new, Bauer says. If its an
Owings says. aluminum head late model, you might
Another thing to keep in mind is spend anywhere from $300-$1,000 for
your shops manpower. If youre large a new one. Or a crankshaft, I know
enough to have a trained person in place theres cases where crankshafts will
to inspect all reusable parts, its more run $500-$1,000. If I could reclaim it in
feasible. Smaller shops dont always some fashion and remanufacture that
have the available resources for good crankshaft that money is saved. I may
inspection programs. have some additional labor tied up into many of the same components, but it
We would all like to think that it and maybe some chemical costs, tools depends on the performance level youre
we could increase our bottom line by or supplies involved, but typically those reaching for.
reusing parts that have no surface cost, saved dollars are significant. If youre going to a street
Owings says. This is always a plausible performance 350 horsepower engine,
thought, until you start to add up the Application Matters then the crank and rods and all
cost of cleaning, inspecting and selling There is little doubt that trying to recycle those components can be reused just
the customer. parts can be a cost saver and time saver as they can on a stock rebuild and
The costs of going new or trying when done properly with parts that remanufacture, Anderson says. If you
to reclaim a part can indeed vary. But qualify for reuse. However, the specific start reaching for horsepower, then all of
more often than not, there is a benefit to application youre trying to build for can a sudden rules change and you can end
salvaging a part for another application. also play a role in determining whether up using everything new (cranks, rods,
A cylinder head for example, I can you go new or used. camshafts) because of the grind on it,
salvage and reclaim it versus going Performance-wise, you can reuse and some people even use new blocks in
some of the applications. It depends on
what youre asking the engine to do.
As an engine builder, your first
decision is whether or not a component
will withstand the forces that the engine
will operate at.
Engines like the Chrysler 4.7L V8
are powdered metal rod with a cracked
cap, Dickmeyer says. If they are out
of round, you can bore and hone them
to a larger OD bearing shell. But in my
experience, they are still prone to failure.
So in similar applications it is easier
and better to buy new components.
Other times, the level of power and
performance customers are seeking
doesnt exceed the durability of a used
component.
Conclusion
At the end of the day, the decision is
up to you and your customer whether
you recycle parts or not. However,
recycling is the name of the game in
the remanufacturing business. Millions
of BTUs of energy are saved every time
an engine casting is recycled. Some
applications will require new parts
due to the demands of the engine, but
there will always be a time and place to
recycle engine parts. n
Fast Lane
I Object!
ANIMAL JIM FEURER
Be Sure Your Sources Are Reliable
CONTRIBUTING EDITOR
AJFEURER@ENGINEBUILDERMAG.COM
L
ike Perry Mason, I dont trust hearsay information. When wooden garages of Gasoline Alley whenever I could.
I am not sure of something, I consult a book, website or One day Smokey had the race car outside his assigned
ask someone who is an expert about the information I garage. The Chevy small block engine had the heads off and
seek. Smokey was going to town with a die grinder. I walked over
Having been in an automotive and racing career for 50 to see. He was grinding more valve to piston clearance for the
years, I have a huge collection of Chilton and Motor Manuals, intakes, with the pistons still in the block. He told me, as he relit
from 1935 to present. Another valuable source of information is and puffed his pipe, he was doing so because he had advanced
a good collection of SA type How-To books. the cam. I was dazzled, because I had done the same thing with
I also have several specific years of dealership manuals plus my drag race engine for the very same reason once. You have
tech flyers, bulletin notes, Engine Builder magazines, and my no idea what that meant to me to see a legend like Smokey
own operation notes and files. I keep detailed files on all my
jobs. The customer gets a copy also.
Another good information source is my 50 years worth of
parts catalogs. They are full of valuable info and I never throw
them away.
Be careful, however. Ive found that just because theyre
printed doesnt mean theyre perfect. I have found mistakes in
some books, including a popular How-to Ford book telling
me to torque the Cleveland valve covers to 75 pounds.
When doing older engines, the dated literature is very
valuable. A lot of that info still applies. Some of my favorite
How-to books were Grumpy Jenkins and Smoky Yunicks.
They both told it in plain words.
Smokey what a guy! I had the extreme pleasure of
knowing him. Twenty-five or so years ago when I bought his
How To Build A Chevy book, it came with a stapled stack of
pages inserted inside the cover, called Smokeys Addiams.
The pages were full of corrections and additions Smokey Here are my well-used manuals from 1935 to present.
apparently felt needed to be told, and had them stuffed into
the first editions. Priceless! I would not take $1,000 for that book dealing with a situation using the same grass roots basic
and Smokeys Addiams. common sense I had!
I met Smokey in the 70s during my Indy Car days. I did What I learned during those 25 years I worked at Indy was
alignment and wheel balancing for Bear Manufacturing part the most valuable information that could be applied, not only to
time. Indy time was my busmans holiday and I even got paid my drag racing, but also my customers projects at my shop.
for it. I have a Jenkins story also. I did not actually witness this one,
Smokeys Number 78 Gasoline Alley Garage was right but it is from a good source. At a national event Grump hurt his
across the aisle from the Bear Alignment and Wheel Balancing engine, bending a valve stem. To be able to use those precious
shop where I worked all May. Although my job with Bear was Jenkins-prepared heads, Grumpy bent the valve stem back as
wheel balancing, working the alignment racks and doing PR, straight as possible with a skinny piece of pipe, and made the
when I had time, I visited the legendary engine guys in the old next round.
Fast Lane
That one I did not try. Well, now that top of the carb?! clearly what you are asking. And be sure
I think about it, yeah, I guess I did. It When I need to call someone for he or she knows the subject. A hands-on
was at Atco in 89 and I too ran the first information, I usually start with: I have tech person is usually best.
round at that event knowing I only had 7 a stupid question, and continue with One time I had a customer service
cylinders that would work. That 89 Atco But I need the stupid one answered tech guy tell me I needed a cam button
race is a huge story itself! before I can ask a smart one. It is a to cure my customers chronic problem
Of course, that Grump story is light ice breaker, especially if Im calling of bronze distributer gear teeth from
hearsay, but its too good not to tell, dont someone for the first time. And it usually prematurely wearing. When I called
you think? gets a little chuckle. the cam company I had requested a
I have stated before how much help What is really stupid is not to ask. knowledgeable Ford tech. I told the tech
the Internet is to me today. Hell, I hardly For me, knowing the facts to do a better guy it was a Cleveland Ford right away,
ever use a catalog anymore. I just type job for myself and my customer trumps but his response clued me in; he was
in the parts or information I seek into all, even pride. But be ready. The right not aware Ford Clevelands had cam
Google. answer may be something you do not retainers.
But again, be careful, especially with want to hear. Later, while freshening that
message boards. Youre trusting your Much can be learned consulting and Cleveland engine, I found the problem
sources without really knowing who they comparing notes with colleagues and myself. With the block still bare, I had
are and remember that Wikipdedia can even clients. But carefully consider their installed the pump, shaft and MSD
be modified and updated by anyone. comments and perhaps double check distributor. The distributer lacked about
Ive found some real head scratchers on with another source to be sure their view .020 to seat but my customer had not
Wikipedia, including one entry that says is valid. noticed and tightened it down when
the Drag Racing Throttle Stop goes on Be sure the source understands he built the engine. The heavy-duty
aftermarket custom oil pump shaft was
too long and was binding.
That is not the first time I have
experienced that problem. The last time
was just last year while freshening a BB
Chevy stroker race engine. One of the
tangs had broken off the bottom of the
HD oil pump drive shaft and was stuck
up in the bottom of the distributor and
bronze gear.
I like a minimum .025 to .065
perpendicular clearance.
There are times, of course, that I
cannot seem to find an answer to my
quandary. So then I have to get scientific
myself, until I am satisfied with the
answer. Sometimes it comes down to
inventing new ideas. I have been fairly
lucky there, with more success than
failures.
In science class, eons ago, I learned
that in order to prove a theory, 100 test
experiments are required under the same
exact conditions. In our shops we would
go broke at that rate. Perhaps I could
get a Federal Grant next time I want to
experiment.
Sometimes information from books
and conversations is revealed slowly, like
peeking in a door and sometimes its
like having someone kick it wide open so
Fast Lane
all is revealed. the full-time performance

Another valuable source of shop business, a young
information I have found are worn out well-read car enthusiast
and broken parts I have saved over the hung around my shop. I
years. In my main shop I have some liked to call him Fonzie,
used, old parts I use as measuring and he spouted facts about
tools. I have an organized shelf of used performance engines and
camshafts of all kinds in boxes for mock cars constantly. Problem
ups and to verify cam bearing fit. was his facts were usually
I keep most of my old parts and other all mixed up.
items in my warehouse next to my shop. There were times in
This old, two-story, wood frame building my shop where I watched Here are my saved used cams that I dig out for
-- at one time a small Packard dealership him tell my customers mock up and cam bearing fit. Other old parts can
also harbors used and new parts, facts about their engines be just as handy.
including engines that are obsolete. and cars that made no
Many times I run over to that sense. I would have to Fonzie and the Mustang owner showed
old warehouse to verify something. get my customer aside and clue him in me the rod, I knew instantly that the 289
Usually what I find is very helpful to ignore what Fonzie said. And, when I was NOT a 271 hp Hi-Po. The back of
and enlightening. And in this time of had a chance alone with the Fonz I tried the package even had the torque specs
Nostalgia Mania, a lot of that old stuff to dial him in also. printed, which gave the 5/16 rod bolt
has risen from the ashes. One time, without my knowledge, torque spec of 19-24 lb./ft.
During my porting and flow bench Fonzie told a guy with a 65 Mustang The Fonz was wrong imagine that!
days, I saved and even bought damaged that his 289 was a 271 hp Hi-Po and had The Mustang guy was using the Hi-Po
well-ported, big name heads, and saved Hi-Po rods. The Mustang owner was rod torque specs of 45 lb./ft. that Fonzie
a couple of my own of various brands to rebuilding his engine in the backyard, had told him. The Hi-Po rod uses 3/8
use to verify my flow bench calibration. and Fonzie was helping. GULP! The bolts so they were trying to torque those
By obtaining those big name heads I also Mustang owner came to my shop, and 5/16 bolts twice their proper spec!
captured examples of other builders fine along with several other engine overhaul I have many other hearsay stories,
work. parts, bought a package of special SPS some of which are even life threatening.
I kept a record of readouts from rod bolts. That is why I argue that both legal
those example heads as well as my own Later, the Mustang guy and the Fonz counselors and I deal only in facts.
work and when I found substantial return and tell me the rod bolts are junk! The Internet is a wonderful tool,
improvement with a current head I was When they tried to torque the bolts they but incorrect hearsay information runs
porting and flowing, I would remove broke. rampant. Videos and independent
it from the flow bench and flow my The bolts were SPS, but only stock message boards can be the worst, so just
baseline test head. If numbers verified, size 5/16 to replace the original used be careful.
then I would reinstall the current head 5/16 rod bolts for a 225 hp 289. When There are lot of Fonzies out there. n
and see if it repeated the improvement.
This was very time consuming but
necessary.
The point is, I learned from doing,
not by hearsay. Hearsay is usually
vague facts, ideas, gossip and wishful
dreams passed on. Its usually exchanged
by many and usually distorted,
misconstrued and not correct .
That is why, during a trial, youll hear
legal counselors yell, Objection! That is
hearsay!
Depending on its gravity, hearsay
information can be very dangerous. Here
is a classic example. Many years ago, in
the early 70s, when I was still new in
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Numbers Dont Tell
Final Wrap
The Whole Story Contact Us!

By Doug Kaufman, Editor enginebuildermag.com
dkaufman@babcox.com 3550 Embassy Parkway
Akron, OH 44333-8318
330-670-1234
W
e ask a lot of questions. Yes, your assets, you told us that the LEAST
Group Publisher
I can admit it were a nosy important things to you and your Randy Loeser, ext. 285
bunch here at Engine Builder. customers are warranty and price the rloeser@babcox.com
Sometimes, our requests may come most important? Your reputation. Publisher/Editor
across as discourteous, intrusive or even Theres nothing sudden about creating Doug Kaufman, ext. 262
dkaufman@babcox.com
downright rude. a reputation for building great engines it
Because sometimes takes time and dedication. The average Managing Editor
Greg Jones ext. 272
we ask hard questions, tenure of your machine shop employees gjones@babcox.com
things that even I would is 17 years, the longest weve seen in a
Art Director
probably hesitate to while. Of course, we know that many RJ Pooch, ext. 246
answer. of you have been in business with the rpooch@babcox.com
Let me first say this: I apologize if same employees for even longer, decades Technical Editor
we ever clog your mailbox, inbox or fax maybe, and we salute your tenacity. Larry Carley
lcarley@babcox.com
machine with requests to tell us how Finding employees seems to be a
business is going (yes, we do occasionally neverending battle, but keeping them can Advertising Services
Kelly McAleese, ext. 284
still send out fax surveys!). Our latest seem just as challening. Paying well and kmcaleese@babcox.com
survey asked nearly 75 questions! Who offering tangible benefits seem to be par
Director of Distribution
has time to answer something like that!? for the course. Rich Zisk, ext. 287
Thankfully, many of YOU took time to The national average hourly wage rzisk@babcox.com
give us an inside look at your businesses. for an experienced machine operator is Circulation Manager
From that effort we are able to present $31.10 per hour, up from $24.50 last year Pat Robinson, ext. 276
probinson@babcox.com
our annual Machine Shop Market Profile, and $18.95 two years ago. Newly hired
which probably could be retitled The machine operators are paid, on average Engine Builder Sales Representatives
Engine Building Industry May Be the $12.70 per hour; counterman/sales
Roberto Almenar
Best Kept Secret In This Country and personnel make $15.00 an hour and core ralmenar@babcox.com
Congratulations On Being Part of a Great disassembly people average $14.87 per 330-670-1234, ext. 233
Industry except that clumsy headline hour. David Benson
really wouldnt fit on the opening page. Nearly three-quarters of you offer paid dbenson@babcox.com
330-670-1234 ext. 210
Beginning on page 30, youll find many vacation; two-thirds offer work clothes;
pages of information that DID fit and more than half provide hand tools and Jamie Lewis
jlewis@babcox.com
in my humble opinion, its pretty good major medical. Other benefits offered 330-670-1234, ext. 266
stuff. For the past several decades weve include end of year bonus (43%), disability
Karen Kaim
surveyed our readership to determine insurance (37%), training/education kkaim@babcox.com
the typical shop, the typical shop owner (30%), hospitalization (30%), pension plan 330-670-1234, ext. 295
and the typical engine building operation. (26%) and various other perks.
Each year, when analyzing the results, The real reason we ask all of these
Classified Sales
I realize how difficult it is to define questions? So that we can do a better job Jennifer Hazen
jhazen@babcox.com
typical. meeting your needs regarding technical, 330-670-1234 ext. 224
As youll see in this years report, our marketing and business information.
Babcox Media Inc.
survey respondents say that business The road to success may not always Bill Babcox, President
Greg Cira, Vice President, CFO
is still pretty good. In addition to the seem smooth in your particular case John DiPaola, Vice President
Beth Scheetz, Controller
specifics about how many of each type after all, unique businesses have unique
In Memorium:
of engine, cylinder head and crankshaft challenges but overall, people keep Edward S. Babcox (1885-1970)
Founder of Babcox Publications Inc.
youre rebuilding, we asked a few breaking, building and buying engines
Tom B. Babcox (1919-1995)
more introspective questions such as, on a daily basis, and youre keeping track Chairman
what factors are important when you of the parts, procedures and personnel
are marketing your engines and work? needed to keep the process moving along.
In this world of low prices and cover Were pleased to be here to help. n


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SEAT & GUIDE MACHINES MSMP 2016 REUSING ENGINE PARTS

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