engine builder, september 2014

EngineBuilderMag.com

EngineBuilderMag.com

SERVING ENGINE BUILDERS & REBUILDERS SINCE 1964

Special Report: Ford's Power Stroke Powerplants

2014SEPTEMBER

C1 Cover 9/16/14 1:29 PM Page c1

Circle 2 on Reader Service Card for more information

C2 Elgin_Layout 1 9/16/14 2:16 PM Page c2


1 DNJ_Layout 1 9/16/14 2:25 PM Page 1

2 September 2014 | EngineBuilder

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

ENGINE BUILDER (ISSN 1535-041X)(September 2014, Volume 50, Number 09): Published monthly by Babcox Media Inc., 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874. Pe-riodical postage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Send address changes to ENGINE BUILDER, 3550 Embassy Parkway, Akron, OH 44333.A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, Ext. 275, to speak to a subscription servicesrepresentative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89 for one year.Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via air mail: $129 for one year. Payable in advance in U.S. funds. Mail payment to ENGINEBUILDER, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted. Publisher reserves the right to reject any subscription that does not conform tohis standards or buying power coverage. Advertising which is below standard is refused. Opinions in signed articles and advertisements are not necessarily those of this magazine or itspublisher. Diligent effort is made to ensure the integrity of every statement. Unsolicited manuscripts must be accompanied by return postage.

COVER DESIGN BY NICHOLE ANDERSON

Con

tent

s 09

.14 Features ON THE COVER

16

Head Surfacing and StraighteningClean, smooth and flat have always been requirements forproper head sealing whether you are building a stockengine or a monster motor for a ProStock drag car. Headgaskets can only accommodate so much distortion androughness across the face of the cylinder head and deck.Find out how to make gaskets fit best.

Ford Power Stroke PowerplantsThe 6.0L Power stroke, introduced in 2003, never lived up tothe reputation of its forefather, the 7.3L Power Stroke. The bigquestion among engine builders is, “Why did Ford replacethe 7.3L with the 6.0L?” There are good reasons as to why the7.3L Power Stroke had to be removed from service and thesereasons brought about many changes in the Power Strokeplatform.

Columns

Diesel Dialogue ............................54By Robert McDonald

Find out what “Coal Rolling” is and how it came into existence

Memory Lane ..............................74By Randy RundleThe Sweeney Automobile and Tractor School

DEPARTMENTS

Industry News/Events ..........................................6

Shop Solutions ....................................................12

2014 Supplier Spotlight ........................................84

Cores/Classifieds/Ad Index ..................................86

32

37

62

Interest in British sports cars grew in the U.S. afterWorld War II, when soldiers returning from Englandbrought MG TCs home with them. Known as“America’s First Sports Car,” the rather archaic TCmodel was great fun to drive on winding countryroads and in rallies and races. Soon, other cars from“across the pond” started catching on like wildfire.Today, there has been a British sports car resurgence.

British Invasion: All the King’s Horsepower

Shop Tools and EquipmentYou can't do quality work in an automotive machine shop ifyou don't have the right tools and measuring equipment."Must have" tools and equipment include those that arenecessary for engine disassembly, for inspecting andmeasuring engine components, and for engine assembly. Wetake a look at those tools that are shop essentials for anyserious engine builder.

2 Contents 9/16/14 1:28 PM Page 2


3 ACL_Layout 1 9/16/14 2:43 PM Page 3

4-5 Liberty_Layout 1 9/16/14 2:43 PM Page 4


4-5 Liberty_Layout 1 9/16/14 2:43 PM Page 5

PRI Trade Show Looksto Build on IndySuccess in 2014After seeing success in itsreturn to Indianapolis last year,PRI show producers arepreparing an even better eventfor the 27th AnnualPerformance Racing IndustryTrade Show, to be held at theIndiana Convention Center inIndianapolis from December11–13, 2014.

The PRI Trade Showreturned to Indianapolis lastyear for the first time since

2004 after the show’s owner, theSpecialty Equipment MarketAssociation (SEMA), acquired theInternational Motorsports IndustryShow (IMIS), consolidating it withthe PRI Trade Show under the PRIbrand.

PRI officials said a decision wasmade for this year’s event to openmore space in the exhibit halls toaccommodate additional racing partsmanufacturers as exhibitors by notallowing trailers inside.

This year’s PRI Trade Show isexpected to play host to exhibits frommore than 1,100 racing companiesoccupying 3,000 booths, and attract

tens of thousands of racingprofessionals from across theU.S. and 70 countries around theglobe.

Accompanying the show willbe a Race Industry Weekactivities consisting of morethan 35 conferences, seminarsand other special events thatwill provide discussion andshare insight on the latest

technologies and how to apply themthroughout the racing world.

For additional information:www.pri2014.com.

GM's New 8-SpeedAutomatic TransmissionGeneral Motors has announced thatits latest transmission, titled the 8L90,will be available in the 2015 CorvetteStingray and eventually availed inthe Camaro and a host of Cadillacmodels.

The new transmission is an eightspeed automatic with paddle sifters,intended to rival the semi-automatictransmission technologies beingemployed by Europeanmanufacturers. The steering wheelpaddles afford the driver the fullcontrol of a manual transmission.This is coupled with the smoothnessand fluidity of an automatictransmission with a torque converter.

The 8L90's transmission controlleris capable of analyzing thetransmission system and executingcommands in excess of 160 times persecond. With this level ofresponsiveness, the transmission canupshift faster than Porsche's PDKdual-clutch transmission found in the911 model line.

The 8L90 has four gearsets and

five clutches, yet is packaged in aspace-saving manner which allows itto fit in the same space as its sixspeed predecessor. GM has mademuch more extensive use oflightweight metals, such asaluminum and magnesium,whichhas allowed the 8L90 to weigh ineight pounds lighter than GM's sixspeed automatic. The newtransmission will make its debut onthe 2015 Corvette Stingray, but willsoon permeate the rest of GM'smodel line. An entry into the Camaroline is expected in the near future,and certain Cadillac vehicles will alsoget the 8L90, among them theEscalade. This will give the Camaro aleg up over its competition, as it willjust about be the only sports car in its

6 September2014 | EngineBuilder

gFollow us on facebookIn

dus

try

New

s

October 6-12SCCA National Championships RunoffsMonterey, CAwww.scca.com

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

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

November 4-72014 SEMA ShowLas Vegaswww.semashow.com

For more industry events, visit our website at

www.enginebuildermag.com or subscribe to

www.aftermarketnews.com.

Industry Events

Circle 6 for more information

6-10 News Sept 9/16/14 2:07 PM Page 6


7 Eagle_Layout 1 9/16/14 2:42 PM Page 7

class to offer an eight speed automatic transmission, withrivals such as the Mustang only offering six speeds.

It is also speculated that Ford and GM are in the earlystages of jointly developing a 10-speed automatictransmission for a host of applications.

Herkules to Host NASCAR Driver Brendan Gaughan at SEMAHerkules Equipment Corporation will be hostingNASCAR Driver,Brendan Gaughan atthe 2014 SEMA Show,being held in Las Vegasin early November. Gaughan will be signingautographs and chattingwith fans on Tuesdayand Wednesday,November 4 and 5, from1 pm to 3 pm, in theHerkules booth #11139.

Brendan Gaughanhas been a NASCARDriver since 1997 withhis debut in theCamping World Truck Series, and winning this race in2000. A Georgetown University graduate and a familyman, he holds 17 career wins and 83 top-five finishes

throughout all of the NASCAR Series races. His latest winwas in June 2014 at the NASCAR Nationwide SeriesGardner Denver 200 race.

For more information visit www.herkules.us.

EPWI Presents Business AwardsEngine & Performance Warehouse (EPWI) has namedits 2013 "Vendor Of The Year" and "Representative OfThe Year" at the Awards Dinner during EPWI’s annualsummer conference in Vail, CO on Thursday, August 7,2014.

EPWI named ToplineAutomotive as its 2013Vendor of the Year. ChetStaron, CEO/President ofTopline Automotive waspresent to accept the award.

The annual Vendor of theYear award is presented to the supplier or manufacturerbased on performance scores during the prior year inseven categories. Categories include distribution/salespolicies, pricing policies, inventory, returns, labor claims,office support and shipping/ packaging.

Engine & Performance Warehouse named JesseWaddell of Mahle as the EPWI 2013 Representative ofthe Year. Jesse Waddell, Account Manager for the westernregion was present to accept the award. This award isselected annually, on a rotating basis by region, using

combined votesbased onperformance scoresduring the prior yearin three categories:sales support,distributionphilosophies, andtimely and accuratefollow-through.

Engine &PerformanceWarehouse is a full-service warehousedistributorspecializing inengine kits & parts,high performanceparts, relatedcomponents andshop supplies.

Camaro WinsChampionSpark PlugContestA gleaming, custom-green 1967Chevrolet Camaro,used as a dailydriver by aJacksonville, FL,enthusiast, is thegrand-prize winner


Industry News gFollow us on facebook

Circle 2 for more information Circle 8 for more information

6-10 News Sept 9/16/14 2:07 PM Page 8

of the Champion Spark Plug brand’s“King of the Road” contest.

Tim Kowalchick’s Champion-powered Camaro led the voting inthe final round of the 10-weekcontest, which encouragedconsumers to enter and select theirfavorite rides atwww.AlwaysaChampion.com.Champion spark plugs aredistributed by Federal-MogulMotorparts, a division of Federal-Mogul Holdings Corporation.Kowalchick, the owner of a specialtyautomotive service business, receivedthe $5,000 King of the Road grandprize as well as $500 for winning oneof the contest’s 10 weekly rounds.

The 2014 King of the Road programgarnered more than 550 entries andover 90,000 votes from among theWeb-connected Champion communityof “Performance Driven” enthusiasts.“This is the coolest honor and a greatreward for all of the hours I spentrestoring my car in the driveway,”Kowalchick said. “We’ve won trophiesat car shows, but to be selected byChampion and its thousands of fans issomething I’ll never forget. I neverwould have won this if it weren’t forthe encouragement of my family andthe many friends I have met at carcruises, so I thank all of them.”

For a list of the weekly winners,visit www.AlwaysaChampion.com.

“The best part of this contest wasthe variety of entries we received, frombeautifully restored 60-year-old hotrods to late-model vehicles that havebeen enhanced with custom paint,wheels and Champion plugs. In eachcase, the owner obviously investedtremendous time, effort and pride inthe project, and Champion is proud toshine a spotlight on theirachievements,” said Jessica Wynn,global digital marketing manager,Federal-Mogul Motorparts.

Napa Earthquake KnocksEngine Shop Out of BalanceWhile much of the damage attentionfrom the South Napa Earthquakecentered around Napa’s wineries andrelated business, the racing andperformance industry did not escapeunscathed.

According to news reports, the 6.0earthquake in the early morninghours of August 24 caused about 200injuries, knocked out power to tens ofthousands of customers and causedheavy damage to at least 100buildings.

One of those businesses sufferingdamage was TEM PerformanceMachine Shop located in the city of

Napa.TEM Performance

Machine Shop, owned byRich Oliver, was arunner up in the 2013Performance Engine Builderof the Year award.

While the shopsuffered structuraldamage, its staff wereunhurt.

TEM, whichspecializes in head

porting, flow bench, cylinder headresearch and development, has beenin operation since 1997.

"We are down. But we are notout," Oliver said, adding that TEMhas set up a temporary office at hiswife's Coldwell Banker office nearby.

"They have been extremelysupportive of our family over all ofthe years she has been affiliated withthem, so I am able to get somepaperwork and such to customers,"

Oliver said.Oliver said following the quake,

the building was recognized by cityofficials to be extremely dangerous."The city fire marshal barricaded thedoor for safety reasons about twohours after the earthquake. Sincethen the building has not only beenred tagged, it has been condemned,"he said.

Oliver said at this time, he doesnot have an official tally on thedamage costs. "Thankfully, we do notown the building. However, ascommercial tenants with an existinglease, I just don't have an estimate onthe damage right now. But I assumeit’s in the multi millions due to thebuilding being a total loss," he said.

Oliver said TEM continues tofocus on its customers. "We have asmall operation up and runningthanks to our business neighbors anddo what we have to do to keep ourcustomers going as much aspossible," he said. "Now we are insearch of a light industrialcommercial spot here in Napa. It's amajor challenge – but we won't giveup."

"Unfortunately, the city we live indoes not fancy industrial blue-collarshops. Tourist and wine boutiquesare more up their alley. If we find aplace, I am anticipating we will beback up and running in about twomonths," he said.

Not only was the quake's forcedisastrous, its timing was, too. "Weare in the middle of race season andwe were working on 42 long blockjobs in the shop, as well as some R &D on several prototype heads," Oliver

EngineBuilderMag.com 9

Industry News


6-10 News Sept 9/16/14 2:07 PM Page 9

explained, adding theshop also had the everyday valve jobs for streetracers, shops and dealerson their work schedule."Unfortunately all thesewill be on hold orreturned in various statesuntil we find a newbuilding."

Oliver, who has beenin the rebuilding industryfor more than 20 years,will now be in theprocess of rebuilding hisbusiness. "Just know thatwe are not out of the game. We will be back even stronger,he said, adding the best place for updates it to followTEM on Facebook. "That's the easiest way we have foundto keep everyone up to speed."

Oliver said he also would like to thank the hundreds ofpeople that stepped forward to help him and his familywith food, shelter and other needs. "We had 40-pluspeople show up in a 45-minute notice with trailers, handtrucks and boxes," he said. "These racers and customerdid some amazing amount of work in a time their familieswere scared and needed these dads and husbands athome. I can't even express my gratitude in words."

And while no one can forecastan earthquake, Oliver cast out apositive prediction of his own. "Iwill tell you, we are going tohave one BIG re-opening party atthe new location," he said.

Bosch Starts ScholarshipProgram with UTIFoundationRobert Bosch LLC hasestablished an educationscholarship and employmentgrant program through theUniversal Technical Institute(UTI) Foundation with a gift of

$50,000. Scholarships will assist students by funding aportion of their technical education at the UniversalTechnical Institute (UTI), Lisle, IL, campus. Multiple$1,000 scholarships and employment grants will beawarded.

To be eligible for the Bosch Scholarship, students mustmeet all UTI admissions requirements, plus the specificBosch Scholarship requirements that can be found atutifoundation.net/scholarships-and-grants. Not allapplicants may be selected to receive a scholarship.

For more information visit the UTI Foundationwebsite: www.utifoundation.net. ■


Industry News gFollow us on facebook


6-10 News Sept 9/16/14 2:07 PM Page 10


11 FM_Layout 1 9/16/14 2:41 PM Page 11

Remove The WebWe have noticed through the yearsthat many previously bored blockscome into our shop that have nothad the web at the bottom of thecylinders relieved even with the bot-tom of the cylinders. Dependingupon the bore's oversize, this can bea potential problem point for a qual-ity build. When the web hangs belowthe bore two problems may occur.

First, the web will bear against thehone head and push it to the side,leaving a bend or small hook in thebottom of the bore, away from theweb, and a low spot at the TOP ofwhere the stone stops at the bottomon the web side.

The second problem is that thiswill usually chip the bottom of thestones. The chipped stones results inthis cylinder and the later honedcylinders having a smallerbore/hone size at the bottom of thecylinder. We check every block be-fore honing to catch this potentialproblem area. We have found thatthe easiest way to remove the web isto use an extended/long die grinderwith two or three 3" cut-off wheelsmounted on an arbor to grind theweb away. How to see down in thebore easier? The same place that youbought the cheap extended diegrinder also gives you a free smallLED flashlight with your purchase,so just tape it to the lower end of thedie grinder and you have a verycheap, effective, and well lit web removing tool.

Timm JurincieAuburn Auto MachineAuburn, WA

How To Prevent Re-RingingNo, I’m not talking about re-ringinga V8. Like most EB readers, I’veworked around cars and loud noisesmost of my life. I never gave a sec-ond thought to the high-pitchedwhine of an air ratchet wrench, thesound of a milling machine, or adragster burnout.

Like many readers, and 40 millionAmericans, I have Tinnitus or ring-ing in my ears. Noise-induced

hearing loss is one of the most common occupational illnesses.

It is often overlooked because itdevelops over a long period of timeand there are usually no painful ef-fects. Most of us guys are too proud(or dumb) to wear hearing protec-tion, but it’s not too late to start ascontinued loud noise will make yourhearing loss worse.

And young builders should get inthe habit of wearing ear protectionnow. Be sure to enforce a companypolicy that requires employees towear hearing protection. If you arenot convinced, read OSHA directiveCPL 02-02-035. Hearing protection ina machine shop environment is required by law.

Steve RichSterling Bearing Inc. Kansas City, MO

Hydraulic Roller Valve LifterPriming Notice(From G.M. tech bulletin) Notice: Ensure each valve lifter isfilled with clean engine oil and thevalve lifter does not tip over(plunger down) before the installation of the valve lifters.

The loss of oil in the valve lifterlower pressure chamber or the drystroking/cycling of the valve lifterplunger will allow air to travel into thehigh pressure chamber of the valvelifter. Air in the high-pressure chamberof the valve lifter may not be purgedcausing extensive engine componentdamage.

Chris StraubStraub TechnologiesPiney Flats, TN

Inexpensive And EffectiveRod Heater

This cheap rod heater is one I'veused for over 30 years. I've bought and

sold a few traditional rod heaters, but Ilike this better. It can be used anywherein the shop. Replacement bottles areavailable from the hardware store,camp supply or large discounter.

Randy TorvinenTorvinen's MachineMenahga, MN

Bearing Crush And VerticalClearanceOne of the most important factors inengine bearing design is a proper fitbetween the bearing and housing.Except for thrust washers, nearly allbearings are an interference fit.

This means the bearing is slightlylarger than the hole it fits into. Inbushings, we refer to this as “Press Fit.”In half shell bearings it’s called“Crush.” The bearing ends extendslightly beyond the split line of thehousing.

The bearings are compressed orcrushed down into the housing as thebolts are tightened. This creates a radialcontact pressure that holds thebearings tight. Bushings are held by asimilar radial pressure as a result ofbeing “pressed” into their housing.

We said crush produces a radialcontact pressure between the bearingand housing which holds the bearingin place. This radial contact pressurepushes out against the housing andactually causes the housing to becomeslightly larger. We call this growth“housing bore displacement.” Whenthe housing displaces there is acorresponding increase in clearance.Typically, connecting rod boredisplacement due to crush is about.0005”; main and cam bearing boredisplacements are about .0003”.

To determine a bearing’s verticalclearance, (clearance along rod or blockcenterline) start with housing diameterand subtract bearing centerline wallthicknesses (remember there are twoshells) then subtract shaft diameter.What is left is “theoretical verticalclearance.”

If the rod bearing clearance rangeshown in the catalog is .0007/.0033”, itis .0005” more than the theoretical


12-13 Shop Solutions 9/16/14 2:05 PM Page 12

value calculated. The values shown in the catalog represent theactual assembled vertical clearance range which will occur whenthe parts are installed.

The locating lug on a half shell bearing registers with a matingslot in the housing to locate the bearing shell. The lug is not intendedto prevent bearing rotation.

Crush holds the bearings in place and prevents spinning, just as pressfit holds bushings in place which have no locating lugs. Lugs can bepositioned differently on upper and lower halves or varied in width toprevent misassembly. A number of late-model engines have eveneliminated the location lug completely.

Regardless of lug or no lug, proper positioning of a crankshaft bearing isessential to ensure oil hole alignment with the housing and to preventinterference between the edge of the bearing and the crankshaft fillet radius.

Engine Pro Technical Committee with thanks to Mahle Aftermarket Inc.


Shop Solutions –The Power ofKnowledge

Engine Builder and Engine Pro present

Shop Solutions in each issue of EngineBuilder Magazine and at

enginebuildermag.com.

The feature is intended to provide

machine shop owners and engine tech-

nicians the opportunity to share their

knowledge to benefit the entire industry

and their own shops.

Those who submit Shop Solutions that

are published are awarded a prepaid

$100 Visa gift card.

Engine Pro is a nationwide network of

distributors that warehouse a full line of

internal engine components for

domestic and import passenger car,

light truck, heavy duty, industrial,

marine, agricultural and performance

applications.

They also produce engine parts under

the Engine Pro name that offer premium

features at an affordable price.


12-13 Shop Solutions 9/16/14 2:05 PM Page 13

14-15 Scat_Layout 1 9/16/14 2:39 PM Page 14


14-15 Scat_Layout 1 9/16/14 2:39 PM Page 15

When Humpty-Dumpty felloff the wall, all the King’shorses and all the King’s

men couldn’t put him backtogether again. However, ifHumpty Dumpy drove an MG,Triumph, Jaguar or Austin-Healey,he’d be able to get help putting hisbroken engine together. In fact,even engine parts for rare Britishcars like Sunbeam Tigers, Daimlersand Jensens can be found, becausethese cars shared parts with eitherother British makes or withAmerican cars.

Interest in British sports carsgrew in the U.S. after World War II,when soldiers returning fromEngland brought MG TCs homewith them. Known as “America’sFirst Sports Car,” the rather archaicTC model was great fun to driveon winding country roads and inrallies and races. Soon, other carsfrom “across the pond” startedcatching on like wildfire. Thesports car races held from coast tocoast wore out little cars andcreated a need for hard-to-getimported parts in the U.S. It wasn’tlong before suppliers popped up inthe United States.


BRITISHINVASION

CONTRIBUTING EDITOR John [email protected]

All the King’s Horsepower!

Shop

Tal

k

TOP: Second generation Austin-HealeySprites and the 1960s MG Midgetsshared this four-cylinder engine withdual S.U. carburetors.BOTTOM: This 1933 MG J3’s is one of22 made. Its engine blew in a 1949 raceat the Goodwood course in England. Thepretty little J4 engine was fitted in2006.

16-29 ST British Invasion 9/16/14 2:03 PM Page 16


17 Henkl_Layout 1 9/16/14 2:39 PM Page 17


Shop Talk

British Invasion Al Moss was an early Britishparts retailer. His love of MGTCs drove his automotiveinterests. Moss had a side jobrepairing MGs. He rented ashop in Southern Californiathat became a gathering placefor sports car enthusiasts. Mossgot involved in sports carracing, but had an accident andquit. Together with his friendHoward Goldman, he startedfocusing on parts and service.

Moss Motors was a servicebusiness, but as parts gotharder to find, Moss beganbuying obsolete partsinventories and then startedmaking some parts. By the‘60s, the T Series MG hadbecome a popular collector carand demand for restorationparts grew. Moss published hisfirst parts catalog in 1962. Hehad an MG TD made into atruck and delivered partsdirectly to drivers at racingcourses.

With growth in the ‘60s and‘70s came new parts andcatalogs for MGAs, MGBs,Austin-Healeys and JaguarXK120-140-150s. In 1977, Mosspurchased 48 tons of obsoleteTriumph inventory fromStandard Triumph in England.Goldman eventually bought

the company. Moss became alarge company and today hasmodern facilities in bothCalifornia and Virginia.

The market for British carparts in general and engineparts in particular is largerthan most people think andMoss Motors is far from theonly source of parts. Over 30years ago, a Kansas City areaengineer named Leo Long,who had a passion for Britishmade Sunbeam cars, startedLong Motor Co. Today, thecompany employs over 400people and warehouses over40,000 parts in its large Lenexa,KS, facility. LMC sells parts forBritish cars, Japanese cars andAmerican trucks. The Britishparts arm of the company iscalled Victoria British andspecializes in supplying partsfor the most popular Britishsports cars.

About 45 people work in theVictoria British business andthey handle around 10,000parts for MG, Sunbeam,Triumph and Austin-Healeymodels. Other British partssuppliers largely tend to focuson one type of car. AbingtonSpares specializes in T SeriesMGs, Scarborough Fairefocuses on MGA models, theRoadster Factory is a Triumphspecialist, Four in Tune is

The Daimler Dart sports carused this 2.5-liter hemi V-8 thatlooks like a Mopar mill. Chryslerowned the “Dart” name so thecar became the SP250 later.


known for its Austin-Healeyexpertise and Spit Bits specializes inTriumph Spitfires. There are dozensof such niche players and mostbelong to a group known as theBritish Motor Trade Association(BMTA) that was formed in 2002.The BMTA website(www.britcar.org) lists contactinformation for 115 companies inthe British car niche.

The interest in these cars boomedduring the ‘50s and ‘60s, but starteddropping by the early 1970s. Part ofthe reason was that the Britishmanufacturers had difficultymaking their products (whichchanged little over the years)conform to new U.S. emissions laws.Sporty AMXs, Camaros,Challengers, Cougars, ‘Cudas,Firebirds and Mustangs made inAmerica arrived in the mid-1960salso stole away additional sales. Bythe early 1980s, all of the popularmass-market British sports carswere gone. Remaining were high-

end Aston-Martins and Jaguarsthat only wealthy car buyers

could afford. Most British sports cars were small

and cute and had small, high-stressedengines that put out much lesshorsepower than American musclecars, but plenty of ponies for theirsize. Driving one is a noisy, wind-in-your-face experience that adds up toexcitement on the road. An MG TDhas around 52 hp and probably a topspeed of 65, if that. However, whenyou’re driving one that fast, you feellike you’re going 100 mph. It is what“motoring” is all about.

Thanks to their cute looks andappeal, British sports cars often gotsaved as they aged. MG Midgetsand Triumph Spitfires didn’t takeup much room and even many “BigHealeys” became third wheels intwo-car garages. By the time the lastcars made in 1980 turned 20, interestin collecting British sports cars waswell along. This second wave ofenthusiasm for the high-revvinglittle cars was accompanied by a

growing need for repair shops andreplacement parts.

Fortunately, an infrastructurealready existed in both areas. Britishcars had never been easy to fix.Corner garage mechanics oftenmade them run worse than whenthey came in. British shop manualsseemed to be written in a foreignlanguage. No wonder foreign carspecialty shops popped upeverywhere. In the ‘70s-‘80s, theybecame restoration shops.

Both Moss Motors and VictoriaBritish Ltd. have a widespreaddealer network built up by shops,dealers, car club members and evenvery active hobbyists. These sellersdo not have set territories and manyuse club newsletters, websites, eBayand Craigslist to market the partsthey purchase at a discount and sellfor a profit. Engine parts salesaccount for a lot of business that


Shop Talk

ABOVE: British car clubs are bigin the hobby. Here members ofthe Fox Cities British Car Club(www.foxbrits.com) hold a techsession on rebuilding an engine.LEFT: Even small parts likethese rocker arm pedestal shimsare readily available from MossMotors Ltd. and other Britishcar parts suppliers.

Pistons are available, too. It’s good tocheck word of mouth or Internetpostings to find the best partsbecause quality varies.



21 SBI_Layout 1 9/16/14 2:34 PM Page 21

these dealers see. Many of the earlyBritish sports car motors actuallyevolved from tractor engines andthey tend to get rebuilt over andover again.

British sports car have areputation for being tight-fitting,eccentric cars with “old school”engineering. There is a joke amongenthusiasts that if you own a Britishsports car, you also need a cellphone to call for help and severalgood, car-savvy friends, so youdon’t call on one friend for toomuch help. Actually, the early ‘50smodels were fairly reliable becauseof their simplicity. Things became alittle more problematic in the late-‘60s and ‘70s when the Britishautomakers scrambled to meet thenew American smog rules. This ledto carburetor switches and all typesof weird engine “plumbing”systems.

Today, many fixes have beenworked out for the issues the carswere affected by years ago andtalented engine builders are turningcertain upgrades into profit centers.For instance, the original thrustbearings on Triumph TR6 engines –a popular six-cylinder model – havea history of wearing and causingcrankshaft movement. In somecases, the wear will be so bad, youmight find parts that fell into theblock. In this case, a shop may haveto weld the crank and the rear maincap. Then the machinist swings afull circle and fits thrust washers tothe top and bottom on the rear faceof the main cap. The thrust washerswill be held in place with 1/8-inchtension pins. This will allowreducing the end float from thefactory workshop manual’s limit of0.010 inch to about 0.002-0.003inches.

The fact that British cars have areputation for needing lots of enginework isn’t exactly a bad thing forpeople who fix British car enginesor sell parts for them. Enthusiastsseem to accept that repair andmaintenance is part of theownership experience – hence thejokes about needing cell phones andlots of friends. Enthusiasts actuallyenjoy having their cars torn apartand fixed or improved upon. Thismentality among their ranks keepsthose specialty repair shopshumming and mail order partsrequests coming in.

Oil leaks are another commonproblem that British engines have areputation for.


Shop Talk


The Triumph TR6 uses anoverhead-valve inline six that haslots of power, but is also knownfor thrust washer wear thatcauses crankshaft movement.



23 EPWI_Layout 1 9/16/14 2:33 PM Page 23

Another humorous observationwe’ve heard is that the reason theBrits made cars instead of computersis that they could not makecomputers leak oil! The cars —particularly the early postwarmodels — have ancient oil sealingsetups using wood seals, rope sealsor even no seals except a tight fir ofmetal parts. Companies such asMoss have worked out aftermarketkits promoted as a fix for thisproblem. Other repair shops pushtheir own cures. British car ownersview stopping oil leaks as a contest.Many are anxious to try the nextpossibility.

John Twist, who operatesUniversity Motors in Ada, MI, toldEngine Builder that the British carbusiness is strong today. “These areno longer the rusty, clapped out,poorly maintained British carsreminiscent of our college days inthe ‘50s,” he explained. “Many ofthe British cars you see now aremaintained at a high state ofrestoration and their engines arebetter than new.”

Twist, who followed his passion

to England years ago and workedfor the famed University Motorsthere, supplements his restorationswith wintertime technical seminars.Thousands of British sports car buffshave taken his courses and hands-onworkshops.

He also does a daily telephoneTechnical Hour from 1-2 pm ESTduring which he answers questionsfrom British car restorers. He tellshis students and callers, “If youwant to go fast, buy a Corvette; ifyou want reliability, buy a Miata; ifyou want a sports car with a soul,buy a MG!”

Clubs Abound In TheBritish Car HobbyThe Old Cars Weekly Auto ClubDirectory(www.oldcarsweekly.com/clubdirectory)lists over 35 national British carclubs, as well as local and regionalchapters and international clubs.The major clubs for popular brandsof cars like Austin-Healey, Jaguar,MG and Triumph each havethousands of members. There are

24 September 2014 | EngineBuilderCircle 24 for more information

The exhaustmanifold is held onas shown in photoand thisarrangement worksreally well forgetting a good tightseal against thegasket and block.

Austin-Healey1200-4 utilizedan OHV fourwith twin S.U.carburetors.Similar lookingAustin-Healey3000s went toinline six withthree SUcarburetors.



25 Motovicity_Layout 1 9/16/14 2:30 PM Page 25

26-27 Packard_Layout 1 9/16/14 2:30 PM Page 26


26-27 Packard_Layout 1 9/16/14 2:30 PM Page 27

also clubs like the Fox Cities British Car Club(www.foxbrits.com), which has its own clubhousecomplete with two car lifts, several workshops, toolsand equipment, a winter car storage service, an Englishpub, a meeting room and a reference library. No wonder150-member families with more than 200 British carsbelong to FCBCC.

The growth of vintage racing is another trend thatsmiles on British engine parts suppliers and repairshops. Although these venues are planned as just-for-fun events, there is still a competitive spirit involved. Itpushes enthusiasts who race their cars to drive them totheir limits. This in itself increases the need for spareparts and mechanical overhauls of cars that are raced.On top of all this, there are parts like superchargersavailable to enhance performance and shops that


Shop Talk


TOP: Due to shape of bottom end of con rods, the MG TD’sXPAG engine needs to be laid sideways to install rings inthe manner shown.ABOVE: The MG TD XPAG engine started as a Morristractor motor. In some years a finned oil pan was fitted andin others this smooth oil pan was used.

Set up for vintage racing, this MG TF XPEG four-cylinderengine blew up during a vintage race. It was later replacedwith a Ford V8-60 flathead.


specialize in race tuning, speed modifications andchassis strengthening.

Dick Lunney – executive editor of an MG magazine,sees the general British car hobby moving away fromoriginal restorations and towards sales of performanceupgrades outside vintage racing. He told us, “The mostsignificant recent change is the level of interest in“restifications” whereby classic British cars increasinglyare fitted with upgraded or modern engines. This trendwould have been frowned upon just a few years ago,but with younger people appreciating British cars – theneed to stay factory original has declined.”

It’s hard to quantify exactly how big the British carhobby is. Companies like Moss and LMC will not talkabout sales numbers or market trends. Unlike SEMA,the BMTA does not provide survey results or marketresearch or other statistical information about the niche.Logic suggests the niche is larger than most expertsthink and is very active. As cars like the modern Mini

build a huge following, and as classicBrit cars become resto-mods, we expectto see more and more British carengines getting both stock rebuilds andupgrades. ■


Shop Talk


Vintage racing accounts for a lotof engine builds both for repairand for performance upgrades.This Triumph TR6 races at RoadAmerica in Wisconsin.

The supercharger is stockequipment on this prewar MG,but fitting superchargers tolater model cars is a great profitcenter for many engine shops.


30-31 Apex_Layout 1 9/16/14 2:29 PM Page 30


30-31 Apex_Layout 1 9/16/14 2:29 PM Page 31

Clean, smooth and flat havealways been requirementsfor proper head sealing

whether you are building a stockengine or a monster motor for aProStock drag car. Head gasketscan only accommodate so muchdistortion and roughness across theface of the cylinder head and deck.Soft faced composition gaskets canobviously tolerate moreimperfections than a Multi-LayerSteel (MLS) head gasket, but theyhave limits, too. A surface that istoo rough may have too manyscratches and deep crevices toprevent a leak-free seal. A surfacethat is too smooth may not gripand support a composition gasketadequately. And if the surface is notflat enough, the gasket won't beloaded evenly, which can lead toleaks and premature gasket failure.

Resurfacing the desk surface ona cylinder head and/or engineblock should restore flatness andachieve the required smoothnessprovided the procedure is donecorrectly (not too fast, not too deepof a cut in one pass, and making

sure the tool bits are sharp andmounted correctly in the millinghead).

With late-model productionengines that have relatively thindeck surfaces, you are often limitedas to how much metal you cansafety remove before you weakenthe casting or increase compressiontoo much. With overhead camengines, milling a head or blockalters camshaft timing so again youare limited as to how much metalcan be safely removed. If you haveto go beyond the factory limits, youcan compensate by installing athicker aftermarket head gasket oreven using a copper or steel headgasket shim to restore head heightback to its original dimensions.

Aftermarket cylinder head andblock castings typically havethicker deck surfaces than stockcounterparts, so you have moremetal to work with if surfacing isneeded to achieve a certain deckheight or compression ratio. Athicker deck surface also providesadditional strength and rigidity forthe casting, which is a plus in high

horsepower applications.If you are rebuilding a late

model OHC engine with analuminum head, it's not unusual tofind a lot of distortion in the head.Overheating tends to bow thecylinder head up in the middlebecause heat concentrates in thecenter of the casting. This, in turn,may bind or even bend thecamshaft(s), cause increased cambearing wear and cam bearingmisalignment in the head. If anOHC cam has seized or is broken,it's a sure bet the head is warpedand will need to be machined orstraightened to restore flatness aswell as cam bore alignment.

StraighteningHead straightening is often thepreferred technique for correctingan OHC head that is out-of-flat orhas misaligned cam bores. If youcan straighten the head first, andthen machine it, it will minimize orpossibly eliminate the amount ofmilling that you will have to do torestore flatness on the deck surface.

The maximum acceptable limit


MakingHeadwayHead Surfacing and Straightening

Shop

Fea

ture

BY LARRY CARLEY, TECHNICAL EDITOR

30-36 Headwork 9/16/14 1:57 PM Page 32

for out-of-flat on the deck surface ofa cylinder head or engine block willvary with the application and type ofgasket.

For a pushrod engine with castiron heads, out-of-flat shouldgenerally be .003 in. (0.076 mm) orless for a V6 head, .004 in. (0.102mm) or less for a V8 or four cylinderhead, and no more than .006 in.(0.152 mm) in a straight six cylinderhead. Aluminum heads andperformance applications should beeven flatter – no more than .002 in.(.05 mm) out-of-flat in any directionand less than .001 inches out-of-flatacross a three-inch span in anydirection. If you want it to seal, it hasto be as flat as you can get it.

Distortion and wear in the cambores of heads with overhead cams iscritical, so bore alignment must bechecked with either a straight edgeand feeler gauge or dial indicator. Ifthe bores are off by more than .003 to.005 inches, line boring or headstraightening will be required torestore proper cam bore alignment.

One of the tricks to successfullystraightening a warped OHCaluminum head is to straighten thecam bores first. Once the cam boreshave been realigned, chances aremost of the distortion on the decksurface will also have beeneliminated.

Straightening requires measuring(to determine how much the cambores are misaligned and/or thedeck surface is out-of-flat), thencounter shimming and bolting thehead to a heavy steel plate to offsetthe distortion, then using heat tostress relieve the head so when it isunbolted from the steel plate it willhopefully be much straighter andflatter than before. The shims undereither end of the head should equalhalf the total warping.

Bringing the HeatOnce a head has been shimmed andbolted to a heavy steel plate (one-and-a half-inches thick or thicker forrigidity), the head and fixture can beplaced in an oven and heated to 450

to 500 degrees Fahrenheit for fourhours.

Don't go any hotter or you run therisk of annealing (softening) thecasting. Once the oven cycle iscomplete, allow the head to slowcool back to room temperature. Slowcooling is best because it reduces therisk of stress cracking.

How much cam boremisalignment or out-of-flat can youcorrect using a thermal straighteningprocess? You can usually correct asmuch as .030 to .040 inches ofmisalignment or out-of-flat with asingle treatment.

We've heard of some machinistscorrecting as much as .090 inches ofwarping by using multipletreatments to gradually straighten ahead.

We've also seen people use a rosebud torch to spot heat a cylinderhead to correct cam boremisalignment and warping. Thistechnique is more of an art andrequires a fair amount of experienceto do successfully. That's why the


Shop Feature


30-36 Headwork 9/16/14 1:57 PM Page 33

34-35 Centroid_Layout 1 9/16/14 2:29 PM Page 34


34-35 Centroid_Layout 1 9/16/14 2:29 PM Page 35

shimming method is usuallypreferred.

Surface FinishThe surface finish that's required willdepend on the type of head gasket.Though Ra (Roughness Average)has traditionally been used todescribe surface finish, most gasketengineers today say a more accurateperimeter is Rz, which is the averagedifference between the peak heightand valley depth. Ra can have a widevariance across a given surfaceprofile, so Rz gives a betterindication of the actual texture acrossthe surface.

To measure Ra or Rz, you need aprofilometer. If you don't have one,you are shooting in the dark andassuming the surface finish you'regetting is in the ballpark. Maybe it isand maybe it isn't.

The only way to know for sure isto actually measure it. Most drymilling machines with the properCBN or PCD cutting bits can achievean extremely smooth surface finish.

If you are building a street

performance engine that has a castiron block and aluminum heads, andare using conventional steel/fibercomposite head gaskets or expandedgraphite head gaskets, the surfacefinish should ideally be 60 to 80 Ra(360 to 480 Rz).

Don't go smoother than 40 Ra (240Rz) or rougher than 100 Ra (600 Rz)with a composition gasket. Roughersurfaces limit gasket conformance,while smoother surfaces increase thetendency for gaskets to flow,reducing the gaskets blow outresistance.

MLS head gaskets are made ofseveral layers of embossed stainlesssteel (most are 3 or 4 layers thick, butsome have more). A thin coating(.001 to .0015 in.) of nitrile rubber orViton is used on the external surfacesas well as between the layers toprovide maximum sealing.

Most aftermarket MLS gasketscan handle surface finishes as roughas 60 to 70 Ra micro inches, but some


Circle 36 for more informationCircle 36 for more information

Shop feature continues onpage 82.

30-36 Headwork 9/16/14 1:57 PM Page 36


BROUGHT TO YOU BY:

37-52 Ford Powerstroke 9/16/14 2:50 PM Page 37

The 6.0L Power Stroke (shownabove) has had a terriblereputation since its birth in 2003.

I am sure that if you follow the dieselcommunity, you will know that the6.0L engines have suffered from quite afew plagues that have troubled themsince their existence. The extent of therepairs become overwhelming andowners tend to cut their losses andsend them on down the road.

On the top of the list of repairswould be the head gaskets and EGRcoolers followed by stuck veins inthe turbochargers, sticking injectors,high pressure oiling system leaks,faulty high pressure oil pumps,FICM (Fuel Injection Control Module) failure, oil coolers, and various sensors and actuators.

Because of these enormous failures,which can be quite costly, the 6.0Lnever lived up to the reputation of itsforefather the 7.3L Power Stroke. Thebiggest question that I hear from customers is, “Why did Ford replacethe 7.3L with the 6.0L?” There aregood reasons as to why the 7.3LPower Stroke had to be removedfrom service and these reasonsbrought about many changes in thePower Stroke platform.

In order to appreciate the PowerStroke, think about what was takingplace in the early 1990s with the “Big

Three’s” diesel programs. You have toremember, the Cummins in the Dodgetruck was taking the market share indiesel power, so Ford neededsomething that was going to be able tocompete with Dodge. GM’s division,Detroit Diesel, also had been offering adiesel engine for the Chevrolet truck,which had been in existence since 1982,known as the 6.2L, which ran inproduction until 1993. GM never didintroduce the 6.2L as a powerhouse,

but more for fuel efficiency. Trust me;this engine was no threat to theperformance market.

To keep up with the Cummins, in1993 GM produced another engineknown as the 6.5L, which wasturbocharged. This engine wasintroduced using the Stanadyne DB-2mechanical pump. From 1994 until2000, GM used the Stanadyne DS-4electronic mechanical pump. The DS-4electronic pump became a nightmare


In 1993, to increase power, International incorporated theuse of a turbocharger for the7.3L IDI engine. The gain wasapproximately 10 horsepowerand 50 ft. lbs of torque.

Power Stroke Feature

FORD’SPower StrokePowerplants

6.0L Power Stroke vs. the 7.3L Power Stroke

BY BOB MCDONALD

BY BOB MCDONALD,CONTRIBUTING WRITER


for GM. The pump had a fuel drivermodule mounted on the side of thepump known as the PMD (PumpMounted Driver), which had massivefailures and became very unreliable.So, GM owners were becoming Dodgeand Ford owners because of reliabilityissues with the 6.5L engines. Thismalfunctioning electronic mechanicalinjection pump ended up costing GM alot of money due to the loss of trucksales for approximately eight yearsuntil the release of the Duramax.

Something to point out here isFord did not create the Power Strokeor it’s predecessor the 6.9L and 7.3L

IDI (In-direct Injection) dieselengines. These engines wereproduced by International. The 6.9Lwas offered in the 3/4- and 1-tonFord trucks from 1983 to 1987. The7.3L followed from 1988 to 1993.

In 1993, the 7.3L was offered with aturbocharger to try to keep up withthe Cummins. But, you have toremember, these IDI diesel engineswere offered as a fuel efficiencyalternative for the gasoline engines,not for high power output. Of coursewith Cummins leading the way,competition among the manufacturerswas the name of the game. In 1994,

Ford offered the 7.3L DIT (Direct-Injection Turbo) Power Stroke dieselengine. This engine hit the groundrunning and immediately startedgaining everyone’s attention andtrust. This engine was a totally newplatform from the previous 7.3L.Contrary to what others may tell you,the only thing that these two engineshad in common were bores andstrokes. Everything else was totallydifferent and would not interchange.Take a look at the tables below to getan idea of how the “Big Three”manufactures stacked up with dieselpower in the early years.



ENGINE 6.0 LITER POWER STROKEManufacturer InternationalProduction 2003-2007Displacement 365 cubic inchesBore 3.74"Stroke 4.134"Compression Ratio 18.0:1Horsepower 325 @ 3300 rpmTorque 560 ft lb @ 2000 rpm 2003-2004 MY 570 ft lb @ 2000 rpm 2005-2007 MY

ENGINE GM 6.5 LITER Manufacturer Detroit DieselProduction 1992-2000Displacement 397 cu. in. Bore 4.060"Stroke 3.82"Compression Ratio 21.3:1Horsepower 215 @ 3200 rpmTorque 440 lb ft @ 1800 rpm

ENGINE GM 6.2 LITERManufacturer Detroit DieselProduction 1982-1993Displacement 379 cu. In.Bore 3.98"Stroke 3.80"Compression Ratio 21.5:1Horsepower 130 @ 3600 rpmTorque 240 lb ft @ 2000 rpm

ENGINE 6.9 LITER IDIManufacturer InternationalProduction 1983-1987Displacement 420 cu.in.Bore 4.00"Stroke 4.18"Compression Ratio 20.7:1Horsepower 170 @ 3300 rpmTorque 338 ib ft @ 1400 rpm

ENGINE 5.9 LITER 12 VALVEManufacturer Cummins Production 1989-1997 Displacement 359 cu. In. Bore 4.020"Stroke 4.72"Compression ratio 17.0:1Horsepower 160 @ 2500 rpm (for 1989)Torque 400 lb ft @ 1600 rpm (for 1989)

ENGINE 7.3 LITER IDIManufacturer InternationalProduction 1988-1993Displacement 444 cu.in.Bore 4.11"Stroke 4.18"Compression Ratio 21.5:1Horsepower 185 @ 3000 rpm Turbocharged version in 1993 had 190 @ 3000 rpmTorque 338 lb ft @ 1400 rpm Turbocharged version in 1993 had 388 lb ft @ 1400 rpm

ENGINE 7.3 DIT POWERSTROKE Manufacturer InternationalProduction 1994-2003Displacement 444 cu. In.Bore 4.11"Stroke 4.18"Compression Ratio 17.5:1Horsepower 210 @ 3000 rpm in 1994 275 @ 2800 rpm by 2003Torque 425 lb ft @ 2000 in 1994 525 lb ft @ 1600 rpm by 2003

These charts provide insight on how the “Big Three”manufactures stacked up with diesel power in theearly years.

Domestic Diesel Engines


Customer DemandsBecause there were greater demandsfor more fuel economy, power andlower emissions in the 90s,International created the Power Stroketo meet these demands. By 1994 alldiesel engines would be required tomeet emissions demands by loweringthe NOx (Nitrogen Oxide) gas comingfrom the tailpipe.

The 7.3L Power stroke would in-corporate one device known as aDOC (Diesel Oxidation Catalyst) alsoreferred to as a catalytic converter.With the engine being electronicallycontrolled and a DOC, emissions demands along with power andeconomy could be met.

Here is how the Power strokeengine is designed and the functionsthat make it so unique. The Powerstroke engine is also known as a HEUI(Hydraulically ActuatedElectronically Controlled UnitInjection) design. This is where high-pressure oil and electronics are used tocontrol fuel injection timing and fuelpressure, which is very critical on adiesel engine. This way, the control offuel timing would not be dependent onengine speed as in the case withmechanical injection pumps of IDIengines. Also, higher injectionpressures are available throughout theentire operating range, from idle aswell as higher RPM.

The HEUI system consists of fivemajor components in order for theengine to operate properly. These arethe PCM (Powertrain ControlModule), IDM (Injector DriverModule), high-pressure oil pump, IPR(Injection Pressure Regulator), andthe injectors.

The PCM monitors eight sensorsfrom the engine and controls theoperation of the fuel system. Eachsensor generates a signal voltage froma specific engine function, which isrelayed back to the PCM through thewiring harness.

The eight sensors are:APPS – Accelerator PedalPosition Sensor

There is no throttle cable on thisengine, this system is also known as“fly-by-wire.”

The APPS is attached to theaccelerator pedal inside the cab. As theaccelerator pedal is moved, the APPSwill send signals to the PCM with the

driver’s demand for power. The PCMtranslates these signals to deliver thedesired fuel quantity, injector timingand injection control pressure.

Attached to the accelerator pedal iswhat is known as an IVS (IdleValidation Switch). When theaccelerator pedal is in the relaxedposition, the IVS will send a signal tothe PCM, which indicates that thedriver foot is off the accelerator pedaland the engine will idle.

One safety feature to mention: Ifthere is ever a controversial signalreceived by the PCM, meaning thatthe APPS is out of correlation, a faultwill set and the engine will notaccelerate, it will only idle. CMP – Camshaft PositionSensor The CMP is a hall effect type sensorwhich is located in the front cover. Onthe front of the cam gear is a mountedtarget wheel slotted with windows.As the windows in the target wheelpass the CMP, a frequency isgenerated through the magnetic fieldof the CMP and received by the PCM.

The frequency of the windowspassing by the sensor along with thewidth of the window tells the PCMcylinder position along with enginespeed. If the CMP is inactive, theengine will not fire.

ICP – Injection ControlPressureThe ICP sensor gives feedback to thePCM about the high-pressure oilingsystem. The ICP on the 7.3L is foundinstalled in the high-pressure oil galleyof the driver’s side cylinder head. TheICP is known as the “eyeballs” on thehigh-pressure oiling system. Thesignals sent to the PCM by the ICP

determine the amount of high-pressureoil that is being supplied by the high-pressure oil pump to the injectors.

MAP – Manifold AbsolutePressureThe MAP sensor is a variablecapacitance pressure-sensing disc thatis mounted on the cowl near the rightside hood hinge. It has a rubber hosecoming from the sensor that isconnected to the intake manifold.

When the turbo starts to boostand pressurizes the intake, the pres-sure pushes on the disc inside theMAP sensor to tell the PCM thatmore fuel quantity is needed.

EOT – Engine OilTemperatureThe EOT sensor is a thermistor thatuses resistance to determine oiltemperature. The PCM will read theresistance as in when the oiltemperature increases, the resistancedecreases.

This resistance provides tempera-ture of the oil to the PCM so thePCM can tailor the fuel quantity,

injection timing,glow plug operation,and exhaust back

pressure. When oil temperature isbelow 122F, low idle is increased to900 RPM for faster warm-up.

IAT – Intake Air TemperatureMounted in the intake air cleaner andused to measure incoming airtemperature through a thermistor toprovide signals to the PCM. The PCMuses the IAT to enable the exhaustback-pressure control for faster warm-up.

BARO – Barometric PressureThis sensor is located under the dash ofthe vehicle to measure atmosphericpressure, which the PCM uses to



Camshaft reference forthe cam sensor is doneby a target wheel with“windows” that is mounted to thecamshaft gear. Noticethe wider “window” onthe target wheel andhow this is referencedby the marks on the camand crank gears to aligncylinder #1 at TDC.


determine altitude. The PCM willuse signals from the BARO todetermine “glow-plug on time,”along with injection timing andcontrol.

EBP – Exhaust BackPressureThe EBP sensor is mounted next tothe high-pressure oil pump reservoiron the front of the engine and isconnected by a metal tube to theright side exhaust manifold. Theexhaust pressure enters the tube andis measured by the sensor. Thesensor will send signals to the PCMabout the pressure in the exhaustsystem.

The pressure in the exhaust iscontrolled by the exhaust backpressure actuator used for warm-uppurposes in cold weather. This sensor is the “eyeballs” for the PCMto control the exhaust back-pressureactuator.

Using these eight sensors, thePCM will control the engine’s performance with two actuators. Theactuators receive electrical signalsfrom the PCM, which in turn willmove the actuator causing a changein controlled function.

The two actuators are:IPR – Injection PressureRegulatorThe IPR is an electronically controlledpressure control valve. The IPR ismounted in the back of the high-pressure oil pump. In order for theengine to run, the high-pressure oilpump has to produce anywhere from450 to 3000 psi of oil pressure.Depending upon the load of theengine, the IPR will be actuated toopen and close which will increase ordecrease the output of the high-pressure oil pump. The IPR is alsoknown as the “hands” of the high-pressure oiling system. The PCM willuse the “eyeballs” of the high-pressure oiling system, which is theICP sensor to determine if the high-pressure oil requirements are beingmet for load conditions based oninput from other sensors.

EBPR – Exhaust BackPressure RegulatorThe EBPR controls the actuation of theExhaust Back Pressure Valve. On theexhaust side of the turbo there is flap

mounted in a housing that can blockexhaust gas from entering the tailpipe. This flap will close off theexhaust gas and increase backpressure on the engine to help aid inengine warm up in cold weather.

The EBPR is mounted in the turbomount housing and uses lube oil thatis directed to the turbocharger tocontrol the movement of the ex-haust back pressure valve. The PCMwill open and close the exhaust backpressure valve by actuating theEBPR from information provided bythe EBPS.

Injection IssuesAs the PCM receivessignals from the eightsensors anddetermines that theinjector should befired, the PCM sends afuel delivery controlsignal to the IDM(Injector DriverModule). The IDM isbasically atransformer box thatsends a current pulseto energize the injectorsolenoid. The timingand duration of theIDM pulse iscontrolled by thePCM. When the IDMpulses the injectorsolenoid, the energyof the pulse is equalto 100 volts and 7amps. On 1994 to1997 models, the IDMis mounted under the

hood against the driver’s sidefender well. For the 1999 to 2003models, because of the bodydesign change, the IDM wasmounted up underneath thedriver’s side inner fender wellnext to the driver’s side door.

The injection cycle is veryunique in the way that the fuel isdirectly injected and how thehigher injection pressure isobtained. The injectors are placedin the cylinder heads so as thenozzle’s tip is near the middle ofthe combustion chamber inbetween the intake and exhaustvalves.

Near the top of the cylinderhead is a high-pressure oil galley

and at the bottom of the cylinder headis a fuel galley. The injector has twochambers. The chamber at the top is forhigh-pressure oil to enter and thechamber at the bottom is for fuel toenter. When the engine is running, fuelhas entered the lower chamber and iswaiting to be compressed. The IDMenergizes the injector solenoid, which



A flap was placed in the exhaust side of theturbo for warm up purposes. When the engine iscold, the PCM will command an actuator to closethe flap which will increase back pressure on theengine restricting the exhaust to aid in warm up.

An inside look of the injectors bore of the cylinder head,you can see the high pressure oil passage that feeds theinjector at the top and the fuel passage at the bottomalong with the removable injector cup.

In this cutaway view of the cylinderhead, you can see the water passagesthat surround the injector cup to coolthe injector along with the oil barrelpassage at the upper left and fuel supply passage in the center.


EngineBuilderMag.com 43Circle 43 on Reader Service Card for more information


opens the path for high-pressure oilthat is surrounding the injector to enterthe injector body. Inside the injector iswhat is known as an intensifier piston.Pressure builds on the intensifierpiston, which pushes down on aplunger.

The downward movement of theplunger pressurizes the fuel beneath itin the injector, which causes the nozzleto open. Then fuel is sprayed into thecylinder. Something important to noteabout the injection cycle, the intensifierpiston has a surface area that is seventimes greater than the plunger.

When the engine is at idle, high-pressure oil pressure is around 500 psi.At wide open throttle, high-pressureoil pressures can reach 3000 psi.

So the injection pressure at idle thatis being distributed at the nozzlewould be: 500 x 7 = 3500 psi. At wideopen throttle, the injection pressure outof the nozzle would be 3000 x 7 =21,000 psi.

This is what made the HEUI designmore efficient than a rotary mechanicalpump because of the fact that higherinjection pressures could be reachedand sprayed directly into the port.

Oil OutputsThe high-pressure oiling system thatfeeds the injectors gets its oil supplyfrom the engine’s lube oil system. Theengine’s lube oil system is brokendown into two parts: a low pressureand high pressure system.

The low-pressure system consists ofthe engine’s lube oil pump, which ismounted on the front cover of theengine and driven by the crankshaft.As the crankshaft turns the gerotorstyle oil pump spins, which pulls oilfrom the oil pan through the pumpand into the front cover.

Oil is then pressurized and sentthrough the engine’s oil cooler whereit enters the oil filter. As oil exits thefilter, it enters the oil galleries of theengine block to feed the mainbearings, cam bearings, lifters, rockerarms, and turbo. There is an oil galleyinside the block at the front of theengine that splits off from the path thatjoins the galley where oil enters the oilcooler. This galley is the passage thatdelivers pressurized lube oil to thehigh-pressure oil pump (HPOP).

The HPOP is mounted in the valleyin the top of the engine between thecylinder heads below the fuel filter

basket. The HPOP is a pump that has agear that is turned directly by thecamshaft gear. As the HPOP turns it

takes in low-pressure lube oil from theengine’s oil pump and “charges” it upto produce high-pressure oil. TheHPOP is basically a hydraulic pumpthat then distributes this high-pressureoil to the cylinder heads by high-pressure hydraulic hoses.High-pressure oil is now beingdistributed to the cylinder headswaiting to enter into the injectors. TheHPOP pressure is controlled by thePCM using the ICP to see whatpressure is in the cylinder head and theIPR to increase or decrease thispressure depending on the demandsbeing placed on the engine from theeight sensors sending information tothe PCM.

Expiration DatesNow that there has been a crash courseon how the 7.3L Power Stroke enginefunctions, we can examine why itbecame extinct. The race among themanufacturers was in full swing tobring their diesel engines up tocompliance by the year 2004. Eventhough the 7.3L did landmark the Fordtruck, the engine would fail to beemissions compliant for 2004.

NOx gas being emitted from mid-size diesel engines was still the target. A second tier of emissionsregulations were going into effectand efficiency would also become afactor. The easiest solution at thistime to lower NOx gas was the useof the EGR (Exhaust Gas Recirculation) valve.

Under normal operating conditionswhen exhaust gas is re-introduced intothe engine, NOx gas is reduced. Theproblem is exhaust gas lowers theefficiency. When the engine is running,oxygen is entering the turbo andcompressed into the engine’s cylinders.The diesel fuel is injected and the flamefront produces a tremendous amountof heat. If the EGR valve is open, theexhaust gas has displaced the oxygenentering the cylinders and lowercombustion temperatures occur. Thiseffect may lower NOx, but the trade offis incredible.

Not only do you get a cooler burnso the efficiency drops, but sootbecomes a problem. Lower combustiontemperatures produce soot, whichtends to clog everything up. Eventhough there has never been anystatistics released on the engine’sefficiency drop from EGR, some



TOP: The engines oil pump is gerotorstyle. When removed from the frontcover, the internal components are simple in design and very reliable.

CENTER: When mounted to the frontcover, the gerotor pump brings oil infrom the oil pan through the pick uptube and pressurizes the oil through passages in the block. Above the oilpump to the left is the camshaft positionsensor.

BOTTOM: With the front cover removedfrom the engine, you can see the passageway cast into the front cover tocarry pressurized oil to the block. If youlook closely, you will see there is a smallhole in the passageway that feeds theblock to deliver oil to the HPOP.


research has proved thatthere can be as much asa 3% power decrease.All though the 7.3L wasa reliable engine, it wasnot all together efficient.Introducing exhaust gasback into the 7.3Lwould prove to bedisastrous in trying toovercome emissionsregulations. In order tomeet these demands,International took awhole new approachand invented the 6.0LPower stroke.

New Kid on ‘The Block’Unique would be a good way todescribe it, because now the enginewas smaller.

The stroke was increased and thebore decreased from that of the 7.3L.Not only was the engine smaller with365 cubic inches, but the engine wastotally revamped. Changes includeddifferent engine gear train, cylinderheads, turbo, injectors, HPOP oilingsystem, more sensors and actuators,and an EGR cooler and EGR valve.

For most applications,improvements for any engine comefrom cylinder head modifications.

Now for the 6.0L, the cylinder headwould have four valves per cylinder.There are two intake valves eachmeasuring 1.33” and two exhaustvalves each measuring 1.10”. But, thevalves were placed in the cylinderhead in a “twisted” fashion with twoseparate intake runners per cylinder.

The reason for the “twisted”position was to help introduce swirlinto the combustion chamber.

Remember, the combustionchamber is part of the piston bowl. Thehigher the port swirl is in thecombustion chamber, the moreefficiently diesel fuel will ignite. Thisalso helps reduce the “knocking”sound that older diesel enginesproduced when the fuel was ignited.With swirl being increased, the pistonbowl was changed so that it wascentered in the top of the piston. The7.3L piston bowl was offset becausethere were only two valves percylinder positioned in the lower part ofthe cylinder head.

Engine EngineeringThe high-pressure oiling system wasalso changed. For the 7.3L, the HPOPwas in the center of the engine




ABOVE In order to reduce NOx emissions, the 6.0 liter incorporatedan EGR valve. The valve was placedon top in the front of the intake manifold next to the oil filter. RIGHT: Depending on operating conditions, the EGR valve would openallowing exhaust gas to enter the engine to be re-burned.

The combustion chamber in the pistonbowl also changed. The 7.3L (left) isfarther down and more offset with thevalve position in the head. Whereasthe 6.0L combustion chamber in thepistons bowl (right) is more centeredfor valve placement and swirl. Noticethe differences in bore size.

ABOVE: “Soot” becomes an issuewhen utilizing an EGR valve. The exhaust gas displaces the oxygenwhich in turn creates a cooler ignitionburn. BELOW: The cooler burn createssoot which as you can see has collected on the EGR valve and insidethe intake manifold.


underneath the fuel filter basket andgear driven by the camshaft gear inthe front of the engine which wasdriven by the crankshaft gear. TheHPOP had high-pressure lines thatfeed “barrel” passages in thecylinder heads.

For the 6.0L, there are no “barrel”passages in the cylinder heads. The

high-pressure oiling system is totallycontained in the engine.

The problem seen in some instanceswith the 7.3L was the high-pressurelines coming from the HPOP wouldcrack or break. When this happened,high-pressure oil would spray theentire engine compartment andquickly empty 15 quarts of oil from thecrankcase.

This could also be a fire hazard ifthe engine was under heavyacceleration where the exhaust systemcan get extremely hot. In the 6.0L, the

HPOP is driven by the camshaft, whichin turn is driven by the crankshaft. Thisgear train is now in the rear of theengine. The HPOP is positioned in acompartment in the top of the engineat the rear of the block.

Hydraulic steel lines run in theblock from the pump to fittings in thelifter valley. These steel lines are alsoknown as “branch tubes.” From fittingsin the lifter valley there are standpipesthat carry the high-pressure oil to thecylinder heads. The standpipes connectto an oil rail or bladder that sits in thetop of the injectors.

The fuel passages in the head aresimilar to that of the 7.3L where it isdelivered through a galley in thecylinder head where it feeds the lowerportion of the injectors.

The injectors for the 6.0L are verydifferent from that of the 7.3L. The 6.0Linjector is still a HEUI design, but in avery compact way.

On the 7.3L, when the solenoid wasenergized, this opened a passage thatallowed high-pressure oil in to act onthe intensifier piston. The internals ofthis injector where spring loaded soafter the injection cycle started andcompleted, the springs beingcompressed would return the workingmechanisms inside the injector to aclosed position to get ready for the next



SidebPistoBy LAs d

so do thsubsequgine. Onstroke dton con1992 to turbo p7.3L turlarger dstrengthturbo pchambeother dipistons mated tOn the the smathe pistvide grerods arecaps.

One 1994-’97cylindetaminatdidn’t sunfiltergine. ThadequaLarger care avaishould cylindefound.

End

The photos ABOVE should give anidea of the difference in size of theengines of the 6.0L and 7.3L engines.The cylinder heads changed as far anumber of valves along with valveplacement in the cylinder head and injector location.

LEFT, TOP: The high pressure oiling system for the 6.0L was moved to therear of the engine. LEFT, BOTTOM: The HPOP is placedunder a cover at the rear of the engineand driven by the gear-train.

ABOVE: For 2003 MY engines, the high-pressure oil rails were log-style that saton top of the injectors.BELOW: Later year models had redesigned high-pressure oil rails whichwere a “bladder” style which were moreefficient in supplying high pressure oil.

ABOVE (three photos): The engines oiling system for the 6.0L is very similarto that of the 7.3L. The gerotor stylepump is mounted to the front cover andthe front cover distributes the oil to theengine. The biggest change is that whenthe front cover is removed, there are nogears behind the cover.


cycle. The 6.0L has two working coilsper injector that operate at 48 voltseach. One is to open the spool and oneis to close the spool.

The spool, when energized, has tomove .015” within a matter ofmilliseconds to allow high-pressure oilinto the intensifier piston. When the“open” solenoid is energized the spoolwill move to allow high-pressure oil in.The PCM controls how long to holdthe “open” solenoid energized andthen actuates the “close” solenoid toreturn the spool to the closed position.By using two solenoids, the injector’sbody could be made smaller.

Since the cylinder heads have fourvalves per cylinder, the small bodiedinjector could be placed in between thefour valves in the center of the cylinder.The internal mechanisms of thisinjector are also spring loaded, whichwill return their internals to a closedposition for the next injection cycle.

Something to note here is that underfull throttle, the coils on the injectorscan actuate 27 times a second. Thevoltage to actuate the injectors on the6.0L comes from the FICM (FuelInjection Control Module).

The FICM is controlled by the PCMbased on inputs from the engine’s

sensors. The FICM is located on abracket that is fastened to the top of thedriver’s side valve cover.

Adding SensorsNow for the 6.0L engine, there aremore sensors and actuators that areused by the PCM than that of the7.3L. The reason for the increase inthe electronics is for more control ofthe engine.

Demands for more specific fuelcalibration become a factor when theobject is to lower emissions. Additional sensors and actuators pro-vide more feedback and the ability formore precise control of engine func-tions. In addition to the eight sensorsfound on the 7.3L, the 6.0L has fouradditional. Also, there are three moreactuators controlled by the PCM.

The four additional sensors are:ECT – Engine CoolantTemperatureThis is a thermistor type sensor usedby the PCM to read the temperature of

the coolant. The PCM uses theresistance changes of the sensor as thecoolant is cold and then heated tooperating temperature to tailor fuelcalibration. The PCM also monitorsthe ECT for coolant fan clutchoperation. The 6.0L has an EVFC(Electronic Viscous Fan Clutch) whichis a part of the coolant fan assembly.With the use of the EVFC, the fan canfree wheel when coolant temperaturesare cold so less air can be pulled intothe radiator.

When coolant temperatures increaseor the A/C is turned on, the PCM canpulse the EVFC, which will engage theclutch to spin the fan.

CKP – Crankshaft PositionSensorThe CKP is a hall-effect type sensorthat is used to read a target wheel thatis mounted on the crankshaft. Thetarget wheel is also known as a 60minus 2.

The target wheel has 58 teeth



ABOVE: The injector for the 6.0L wasmuch smaller in design, so placementcould be in the middle of the combustion chamber between thevalves (BELOW). It also has two solenoids placed on either side foropen and close.

ABOVE: The injector for the 7.3L hada large body and was positionedabove the valves with a solenoid ontop for actuation (BELOW).

ABOVE: The PCM for the 6.0 liter is apart of this module which is located inthe drivers side fender well behindthe battery. The center harness connection of the module is for theengine, the other two connections arefor the transmission and body.

BELOW: The FICM is bolted to abracket on top of the drivers sidevalve cover. The FICM produces the48 volts that when commanded by thePCM, will open and close the injectors.


mounted on a steel disc that is boltedto the crankshaft. There is a gap inthe target wheel that is where two ofthe teeth are missing. As the targetwheel passes the CKP there is abreak in the magnetic field, which relates crank speed and position relative to TDC to the PCM. The CKPalso is in sync to the CMP for propercylinder firing and detection for acylinder misfire.

EGRVP – Exhaust GasRecirculation Valve PositionThis sensor is a potentiometer that is apart of the EGR valve. The EGRVPrelays information to the PCMconcerning how far the EGR valve isopen. This way the PCM can monitorproper EGR function. MAF-Mass Air Flow

The MAF is mounted in the air intaketract between the air filter and theturbo inlet. The body of the MAFconsists of a module that houses aheated wire. As air passes across theheated wire, it cools the wire. The wireis heated to approximately 392F aboveambient temperature and the PCMmonitors the voltage needed to keepthe wire heated to this temperature.This voltage measurement tells the

PCM the amount of air that is beingtaken in by the engine. This sensor alsohelps in more precise fuel calibration ofthe engine. Inside the module of theMAF is also another sensor known asIAT#1 (Intake Air Temperature #1).Same as the 7.3L, where incomingambient air temperature is measuredfor the PCM.

IAT (2) – Intake AirTemperature Sensor #2This is also a thermistor type sensormounted in the intake manifold. Thesensor will change resistance with airtemperature changes. This sensor isused by the PCM to determine if thecompressed air inside the intakemanifold is satisfactory for theoperating conditions at the specifictime. Also used by the PCM for moreprecise fuel calibration.

The three other additionalactuators are:EGR – Exhaust RecirculationValveIn order to lower emissions, the EGRvalve opens and allows exhaust gas toenter the engine to be re-burned. Whenconditions are optimum for EGR valveoperation, the PCM will command thevalve to open at a specific rate. ThePCM uses the EBP and the EGRVP to

control how far the valve needs toopen for the current operatingconditions. Before exhaust gas canenter the intake manifold on a dieselengine, it must be cooled.

Exhaust temperatures for a dieselengine can be in the range of 1200F ormore under load. In order to cool theexhaust gas entering the intake, it mustpass through an EGR cooler.

This is basically a small radiator thatis mounted between the exhaust pipeand intake that has flues and fins thatengine coolant is circulated through tocool the incoming exhaust gas.

VGTCV – Variable GeometricTurbo Control ValveThe turbo on the 6.0L has a series ofveins in the exhaust housing. The veinsare mounted to a unison ring that willrotate a small degree in either direction.When the unison ring moves,depending on which direction, theveins will either open or close.

The veins will direct exhaust gasflow inside the turbine housing topush upon the exducer wheel of theturbo.

How fast the turbo can spool isdependent on where the exhaust gaspushes on the exducer controls .

This allows lower RPM turbo operation for quick response andalso top end acceleration at higherengine speeds. The purpose of theVariable Geometric Turbo ControlValve is to move the unison ring inorder to move the veins.

The VGTCV is mounted in frontof the turbo and uses the engines oilpressure that is used to lubricate theturbo to move the unison ring. It isbasically a hydraulic valve where ittakes oil pressure and turns it into aworking fluid for turbo actuation.

GPCM – Glow Plug ControlModuleThe GPCM is a solid state type relaythat is mounted at the front of thepassenger’s side valve cover. The



An electronic viscous fan clutch is controlled by the PCM of the 6.0L tocontrol engine temperature. Thevalves in the clutch fan will open orclose from commands from the PCMwhich will increase or decrease thefan speed.

DID YOU KNOW...As diesel engines continue to evolve, so do the piston designs that are used in subsequent generations of the same engine. On Ford 6.9L and 7.3L Power Stroke diesel engines, four different piston configurations have been used from1992 to 2004. These include the 6.9L non-turbo piston, a 7.3L non-turbo piston, a 7.3L turbo piston with a significantly larger diameterwrist pin for added strength, and a 7.3L direct injection turbo piston with a recessed combustion chamber in the top ofthe piston. Another difference is that the non-turbo pistons in the 1994-’98.5 7.3L engines were mated to conventionalforged steel rods. On the newer 1998.5-2004 7.3L engines, the small end of the connecting rods and the piston pinbosses are tapered to provide greater support for wrist pin. The rods are also powder metal with cracked caps.

The EGR cooler which cools the ex-haust gas before it enters the intake ismounted on top of the engine on the passenger side underneath the intakemanifold.


glow plugs are needed in coldweather conditions to warm theincoming air in the combustionchamber. The warm air makes foreasier starting and less smoke in coldweather start up.

The GPCM is used by the PCM tosupply voltage to the glow plugswhen they are needed and monitorhow long they are engaged. TheGPCM also sends feedback to thePCM when one or more of the glowplugs become shortened and nolonger functions.

Even though the 6.0L does havemore sensors and actuators that givethe PCM more control over the engine’s functions, the engine ismore efficient. With the differentbore and stroke along different design of cylinder heads and injectors, the engine is still an effective HEUI design.

But, the 6.0L leads the trail on engine repair costs among diesel engines from 2003 to 2007. These engines have been plagued with

repairs such as blown head gaskets,sticking injectors, and stuck veins inthe turbo, failing FICM, and leakingEGR coolers.

After a few run ins with some ofthe above mentioned repairs, ownersoften end up selling the vehicle be-fore they get in too deep.

I can’t say that I blame them. The6.0L can become a money pit. Although they made more powerand torque versus their size andcubic inch, they could not live up tothe reliability of the 7.3L.

Over the course of its four yearsin existence, the 6.0L underwentquite a few changes to help improvereliability.

Here are some examples of thechanges for the 2004 and 2005 modelyear.

2004 • New piston bowl design to

improve emissions• Glow Plugs were shortened by 1.2

mm to accommodate the new pistons• New camshaft design• Water pump impeller was

increased from 90mm to 100mm• New FICM bracket with

upgraded isolators to help in vibration• New high-pressure oil rail design

to reduce engine noise and improvefuel economy by reducing pressuredrop to injectors

• Revised HPOP to meet thedemands of the new high pressure oilrails

• ICP sensor relocated to the frontof the passenger side head

• Cross-over section on the back ofthe intake manifold was eliminated

• EGR throttle blade eliminated• Square EGR cooler to replace the

round design• Three fins were added to the

turbo compressor wheel

2005 • Peak torque changed from 560

lb.ft. to 570 lb.ft.• Turbocharger bearing size

increased•Revised HPOP• New high pressure oil rails for the

cylinder heads. The ball tubes that sitin the injectors from the high pressurerails were made 2mm longer. These arenot interchangeable with earlier 2004version

• EGR valve was improved

• A “scoop” was added to theexhaust up pipe to smooth out exhaustgas flow to the EGR cooler.

• The EGR throttle blade waseliminated. For previous years, athrottle blade was placed in the intakewhich would close when the EGRvalve was open.

The blade was placed in the intaketo help siphon in exhaust gas in underEGR valve actuation. It was laterdetermined that the blade was of littlehelp.

Wrapping Up Something to mention here is that the6.0L Power Stroke diesels are oftenassociated with premature head gasketfailure.

Head gasket failures often result in

engine damage due to leakage ofcombustion gasses into the enginescooling system. Some engines haveseen combustion leakage as early as50,000 miles. Most of these engines seeheavy loads and severe service life inwhich the original multi-layer steelgaskets tend to fail.

Federal-Mogul has introduced ahead gasket that has been engineeredfor the 6.0L Power Stroke to addressthe sealing concerns with OE gaskets.

These gaskets are multi-layer steelconstruction with an advancedembossment design that createsincreased spring force and more robustsealing contact under extreme loads.Also, these gaskets address prematurepush rod wear leading to oilcontamination associated with OEgaskets by making the pushrod holesin the gasket over-sized and coatingthe guide holes with a non-abrasivematerial. ■



To utilize boost for engineperformance throughout the entirerpm range, the 6.0L used a Garrettvariable geometric turbo. The positionof the veins, controlled by the PCM,would direct flow of exhaust gas tothe exducer wheel of the turbo, whichwould change boost characteristicssupplied to the engine.

Federal-Mogul recently introduced ahead gasket to address sealing concerns on the 6.0L Power Stroke.



53 Auto Care_Layout 1 9/16/14 2:28 PM Page 53

It’s funny when I think about thegeneration change as it relates tocars. When I was in high school,

it was all about performance andthere was nobody who wanted to beseen driving to school in a four-doorautomobile. It was all about highperformance in a two-door car thatcould pound the ground, never betoo loud, not emissions compliant,and gas mileage was not a problem.

Being “king of the hill” amongyour classmates was all about whohad the baddest (yes, that is a word)and fastest car. I guess it is still thesame today, just in a different way.Today, the younger generation

prides itself in the awe of a dieseltruck. Who would have everthought it?

But, it is a great thing and inessence a beauty. The diesel truckhas come a long way and issomething to be proud of. I feel asthough it opens up a learningopportunity for the youngergeneration on the changes that havetaken place in diesel design thatallows them to enjoy the earth-shattering torque that they feel in theseat of their pants. But, there is onematter of importance that needs tobe clarified when taking in theappreciation of the modern day

diesel engine. What I amreferring to is the history ofthe diesel engine and how itcame into existence.

When I really lovesomething, I want to know

everything about it. If it is anengine, I want to know thehistory and why it came intoexistence along with theinternals such as bore, stroke,compression ratio, rodlength, journal sizes andtorque specifications, etc.But, when I see young kidswith their diesel trucks, all Ihear is “more black smoke”or “coal rolling.”

The sad part is no oneseems to know why all thatblack smoke is considered“coal rolling.”

Every once in a while, Ihave the opportunity tomentor students who areupcoming seniors in highschool. They are at acrossroads in life and aretrying to decide on a careerpath.

The students I mentor arebasically job shadowing me,

and the life of a diesel mechanic, tosee if this is something that theymay want to pursue. Often, theyown a diesel truck or are justintrigued in the fundamentals of thediesel engine. The very first questionthat I ask is, “Where did the dieselengine come from?”

The answer is often a shrug of theshoulders and no one knows theanswer.

Diesel’s EvolutionWe’ll, let me give you the answer;the forefather of the internalcombustion engine that “rolls coal”was none other than Rudolf Diesel,and I want to tell his story. We willcover the coal rolling in a little bit.

Rudolf Diesel was born in Parison March 18, 1858. His parents wereBavarian immigrants who hadmoved to France in search of a betterlife.

In 1870, at the age of 12, Rudolfand his family, which consisted ofhis father Theodore, mom Elise andhis brother and sister, were forced toleave France because of the Franco-Prussian War.

His mother chose to send Rudolfto Augsburg, Germany to live withhis aunt and uncle to become fluentin Germany and to attend a tradeschool.

Rudolf enjoyed school and at theage of 14, he wrote a letter to hisparents informing them of hispassion to become an engineer. Thisletter upset his parents because theywere in hopes of him wanting to jointhe labor force and get a job. At theage of 15, he finished his basiceducation at the top of his class andenrolled at the Industrial School ofAugsburg. When Rudolf turned 17,he was granted a scholarship toattend the Royal BavarianPolytechnic of Munich.


The Origin of“Coal Rolling”

CONTRIBUTING EDITOR Robert [email protected]

How It Came into ExistenceDie

sel D

ialo

gue

Diesel's original 1897 engineon display at the DeutschesMuseum in Munich, Germany.

54-61 Diesel D. 9/16/14 1:53 PM Page 54


55 QPP_Layout 1 9/16/14 2:27 PM Page 55

This is one of the largest and mostnotable institutes in Germany, that infact is still in business today.

In 1879 at the age of 21, Rudolf was

getting ready to graduate from theRoyal Bavarian Polytechnic and takehis final exams. But, before he couldtake his final exams, he became illwith Typhoid. Typhoid is a bacteriadisease that was transmitted by theingestion of food or water

contaminated with the feces ofanother infected person. The “fever”lasts for approximately three to fourweeks until the symptoms subside.During Rudolf’s time being sick withTyphoid, he missed his exams at thePolytechnic.

While having to wait for anotheryear for a reexamination date, Rudolfwent to Switzerland and worked atSulzer Brothers machine works.Sulzer Brothers primary focus wasmachining solutions used in thelocomotive industry. While working atSulzer Brothers, Rudolf used theseexperiences to further his engineeringdegree.

In 1880, Rudolf returned toGermany, took his final exams at thePolytechnic and graduated. He thenreturned to Paris and went to work forCarl Von Linde. Rudolf knew VonLinde because he was one of Rudolf’sprofessors at the Polytechnic. Carl VonLinde was a designer of refrigerationunits and had made for himself quitea reputation. Linde was the founder of


Diesel Dialogue


In the Diesel’s engine design,the intake air is so highlycompressed that it heats upignites the fuel.

54-61 Diesel D. 9/16/14 1:53 PM Page 56


57 Lubriplate_Layout 1 9/16/14 2:27 PM Page 57

what is known as the Linde Group,which is a supply chain of industrialgases today.

Linde’s research with oxygen andhis investigation of its role in chemicalreactions changed the science ofchemistry.

In 1877, Linde invented the firstreliable and efficient compressedammonia refrigerator. This invention

quickly spread, replacing dry icerefrigeration units for food purposesand also in industrial applications. In1881, Rudolf assisted Linde in hisrefrigeration business and becamedirector of the plant.

Something to mention here is thatLinde, though he was successful at therefrigeration business, went on towork with industrial gases. In 1895, he

succeeded in liquefying air by firstcompressing it and then letting itexpand rapidly, which cooled it. Heobtained oxygen and nitrogen fromthe air by slowly warming it. Thebiggest use for his gas was theoxyacetylene torch, whichrevolutionized the steel industry forits cutting abilities. Later on, oxygenbecame more widely used in industryalong with other places such ashospitals. Also, oxygen wasexperimented with and used as rocketfuel.

In 1883, while Rudolf was workingfor Linde, he got married and gainednumerous patents on his designs bothin Germany and France. From 1881 allthe way until 1890, Rudolf worked onhis idea of an expansion engine thatwould use ammonia vapor just as therefrigeration units of Linde’s did. So,he constructed a steam engine thatwould produce ignition usingammonia vapor.

During his testing, the engineexploded and nearly killed him. Aftermany months in the hospital andseries health and eyesight problems,he began designing his own dieselengine that would replace the steamengine. Rudolf understood thermaldynamics and in 1893, published apaper on his work called “Theory andConstruction of a Rational HeatEngine to Replace the Steam Engine.”

Rudolf realized that the steamengine wasted 90% of its energy, andhe was driven to produce an enginewith more efficiency. So, Rudolfexperimented with the “CarnotCycle” – which was utilized in therefrigeration business. The “CarnotCycle” is a thermal dynamic cycle thataccepts heat energy from a hightemperature source and converts aportion of that energy into mechanicalenergy or work.

After the heat energy hastransferred as much energy intomechanical energy, the remainder ofthe heat energy is transferred into alow temperature “sink” or collectionto be cooled.

The greater the temperaturedifferences between the source and“sink”, the greater the efficiency of theengine. Rudolf realized that air couldbe used as the working media as oneof the elements for his engine design.


Diesel Dialogue


54-61 Diesel D. 9/16/14 1:53 PM Page 58


59 ADS_Layout 1 9/16/14 2:26 PM Page 59

Coal BlastRudolf’s research indicated that aircompressed in a cylinder would risein temperature. Fuel could then beinjected into that hot air to ignite theburn. Combustion would then occur,causing the expansion of the hot gasesto drive the piston.

This was relative to the “CarnotCycle” in which there would be aconversion of heat transformed intowork. Rudolf decided to patent hisinvention in 1892. The design of thisstyle of engine would be the thesis forhis paper that he published whichwas mentioned earlier.

With the help of Rudolf’s friendand Professor Von Linde, (whobrought in two of his colleges to helpfinance the project), Rudolf went toAugsburg, Germany to perfect hisinvention from 1893 to 1897. At thetime, there were mountains of uselesscoal dust pilled up in the Ruhr Valleyin Germany, which was a coal miningtown at the time.

On the prototype engine, Rudolfstarted off with high-pressure air toblast the coal dust into the combustionchamber. In trying to use the coal dusttheory, the prototype engine blew thecylinder head off during one of theexperiments. Four years later, Rudolf

developed his engine and in 1898,displayed his diesel engine at theMunich Exhibition.

The “Diesel” engine performedremarkably and ran on a heavier fueloil compared to gasoline fuel. Theengine also proved to be very efficient.


Diesel Dialogue


Many diesel enthusiasts who tinker with their vehicle’s emissions say it’s more ahobby than political protest.

And while many of these “rollers” acknowledge they are breaking the law, thevehicles usually are able to pass emissions inspections because the modificationsare mainly internal and the amount of smoke from their exhausts can be controlled bydashboard computers.

Health officials, on the other hand, report that even a small number of diesel vehicleson the road with dismantled particulate filters can have a significant health impact ofmore heart attacks and asthma attacks across the country.

Some aftermarket parts suppliers that used to stock shelves with exhaust systemsthat lack filters and handheld programming devices that make it easy to switch offemissions controls, have reduced inventories because of government pressure. Now,those parts and components are mainly sold to those who modify their trucks forcompetition and pulls.

HOBBY OR POLITICAL PROTEST?

54-61 Diesel D. 9/16/14 1:53 PM Page 60

The “Diesel” engine was a hugesuccess. Interest in the design wassought after worldwide. In 1899, anew company was established inAugsburg, Germany to produce theengine, but its creation had taken itstoll on Rudolf. Illness and otherphysical impairments from over-working in the development stagehad crippled Rudolf. With the lack ofRudolf’s participation, thedevelopment plant in Germanyturned into a failure. Progress of the“Diesel” engine kept on going in otherareas around the world and Rudolf,when able, would tour and givelectures on his design. However, hisinvolvement with the engine slowlydeclined.

Mysterious DisappearanceOn the evening of September 29, 1913,Rudolf boarded the post officesteamer ship named Dresden headedfor a meeting in London. Aboard theship, Rudolf had dinner and returnedto his cabin around 10 p.m. He asked

for a wake up call for 6:00 am the nextmorning, but was never seen aliveagain. At 6:00 am the next morning, itwas discovered that his cabin wasempty and his bed was never slept in.Also, his night shirt was neatly laidout along with his watch beside thebed. His hat and overcoat were foundneatly folded beneath the afterdeckrailing.

Ten days later, a body wasdiscovered by a ship floating in theocean near Norway. The body was toodecomposed to bring aboard the shipso articles such as wallet, knife,eyeglass case, etc., were retrieved andthe body returned to sea. On October

13, 1913, these articles were identifiedby Rudolf’s son to be his father’s.

Rudolf’s death today is still amystery and there have been manyspeculations as to whether it washomicide or suicide.

Some say that Rudolf was deeplyin debt, while others say that hisinvention of the “Diesel” engine hadbecome an interest in neighboringcountries for the war effort.

Even though Rudolf was dead, the“Diesel” engine continued to emergeand develop. The diesel enginereplaced steam engines that werebeing used in locomotives and ships.Because the diesel engine was soheavy, it was never an option for anaircraft. The diesel engine also becamewidely known for its use insubmarines, stationary power plants,and trucks.

In the last 100 years, the dieselengine is credited as the modern dayworkhorse, as there is an abundanceof high torque at low RPM. ■


Diesel Dialogue


54-61 Diesel D. 9/16/14 1:53 PM Page 61

You can't do quality work in anautomotive machine shop ifyou don't have the right tools

and measuring equipment. "Musthave" tools and equipment includethose that are necessary for enginedisassembly, for inspecting andmeasuring engine components, andfor engine assembly.

While this should not be consid-ered the only tools a shop needs, itdoes provide a good overview ofequipment needed to handletoday’s engine builds. And, it alsois a useful list for shop ownerslooking to upgrade their tool needsfor the upcoming racing season, orto take on additional niche projects.

Let's start with basic enginedisassembly tools. For starters, youneed a good selection of SAE andMetric hand tools including openend and box end wrenches as well asstandard depth and deep wellsockets. Twelve-point sockets aremore maneuverable and faster intight quarters, but six-point socketsare usually stronger and less apt toround off stubborn fasteners. Forfaster disassembly, you also need aset of impact sockets (SAE andMetric) and a pneumatic, corded oreven cordless impact driver (3/8and/or 1/2-inch drive). Some of thenewest professional grade cordlessimpact drivers pack as much punchif not more than many pneumatic

and corded impact drivers, and withstate-of-the-art lithium ion batterypacks they can run a long time on asingle charge. The cordless tools aregaining in popularity compared totraditional pneumatic and cordedelectric tools because there's no hoseor cord to get in the way or trip over,and many are lighter weight thantheir traditional counterparts (whichreduces fatigue).

Specialty tools may also beneeded for removing pulleys andharmonic balancers (various types ofgear pullers), for extractingcamshafts from overhead camcylinder heads (OHC valve springcompressors and head fixtures), forremoving or changing valve springs(a power or manual valve springcompressor), for driving valve guidesin and out of cylinder heads and forreplacing valve seats.

Although engines can be tornapart almost anywhere, it's faster andeasier to have the engine mounted onan engine stand or portable dolly.To lift the engine onto the stand ordolly, you'll need an engine hoist orcrane to save your back.

As the engine is coming apart, it'sa good idea to have a basket whereall the fasteners can be stored forlater cleaning and inspection.Fasteners that are reusable should becleaned up with a thread chaser andwire brush. A tap and die set can also

be used to clean and/or repair thethreads in the engine too.

A stud removal tool is usuallynecessary to remove studs, and forbroken fasteners you'll need somedrill bits and extractor bits to backout what's left of the fastener. Athread repair kit with inserts mayalso be needed to repair damagedthreads in heads, blocks andmanifolds.

When old gaskets don't come offcleanly, a sharp gasket scraper comesin handy and is faster than aerosolchemical gasket remover (althougheither can be used with equalsuccess). A grinder/polisher with anabrasive disk can also be used towhiz off old gasket residue (if usedcarefully so the surface isn'tdamaged).

For removing and installing wristpins, you'll need a hydraulic pressand various drivers, which also comein handy for U-joint work if yourepair drive shafts or replace wheelbearings.

Inspection And MeasuringOnce you've disassembled the engineinto its individual components,everything needs to be cleaned,inspected and measured todetermine wear and whether or notcertain parts needs to bereconditioned or replaced.

Measuring is what separates the


"MUST HAVE" Shop Tools & Measuring Equipment

Tool

s &

Eq

uip

men

t

BY LARRY CARLEY, TECHNICAL EDITOR

Keeping tools and measuringequipment in cabinets and storageunits can help protect your precisionrebuilding tools from damage. Photo courtesy Moduline Cabinets

62-72 Tools and Equip. 9/16/14 1:48 PM Page 62


63 Moduline_Layout 1 9/16/14 2:24 PM Page 63

men from the boys. Real men measureeverything – at least twice to double-check their work, and maybe even athird time just to make sure. Late-model engines and performance

engines allow almost no margin forerror. If you want to do it right the firsttime, you measure, measure, measure.

You can't determine how much acrankshaft journal is worn or taperedor misshapen unless you measure itwith a micrometer or calipers. Digitalmicrometers and calipers havebecome "must have" tools becausethey are faster and easier to read, andreduce the risk of making mistakes.The same goes for digital bore gaugesfor checking cylinder bores, mainbores, cam bores and rod boreopenings. If you don't measure the sizeof a hole accurately, you can'tdetermine if it is round or the properbearing or ring clearances.

Many parts also have to bemeasured to determine relationships.This includes checking deck height,piston height, rod length, bearingclearances, camshaft and crankshaftend play, installed valve heights,piston-to-bore clearance, ring endgaps, compression ratio (CC theheads), valve guide clearances, evenpushrod length. The "must have" toolshere include a dial indicator, depth


Tools & Equipment


A camshaft stand and analyzersoftware can verify and documentcam specs before the cam goes intoan engine.



65 Safety_Layout 1 9/16/14 2:23 PM Page 65

and height gauges, feeler gauges and avalve spring tester.

A valve spring test stand will tellyou a lot about valve springs. You caneyeball or measure a set of springs tosee if any are shorter (weaker) than theothers, but unless you actually testeach spring to see how much pressureeach spring exerts you can't be sure ifthe springs meet specifications or not.For ProStock drag racing applications,you'll need a valve spring tester thatcan check pressures up to 2000 lbs. orhigher. Useful test informationincludes such variables as open andseated spring pressure, spring rates atvarious heights, and spring bindheight and clearance.

Another "must have" tool forserious performance work would besome type of camshaft analysissoftware, camshaft stand andelectronic probe. This type ofequipment and software can be usedto check cam straightness, base circlerun out, lobe positions, opening and

closing points, lobe area, valveacceleration, duration and lift. Thesoftware can allow you to documentevery aspect of camshaft performancefor customer reports or later reference.

Never assume a cam is correct outof the box, even with a stock enginerebuild. Mistakes sometimes happen,so it is better to catch a defective camon the workbench than after the camhas been installed. Software thatallows you to log critical dimensionalmeasurements and list all of the partsyou are putting into an engine isanother "must have" tool forperformance work. Some softwareallows you to build a virtual engine tocheck compression ratios, valve-to-piston clearances and more, so anymistakes can be caught before theparts are actually assembled.

Engine simulator software takesthe process a step further to predict theoutcome of various performancemodifications. Simulations includethings like predicted horsepower and

torque, fuel flow, airflow, piston andvalve clearances based on theinformation you input into theprogram.

For checking straightness acrosshead and block deck surfaces as wellas cam and main bore alignment, youneed a straight edge ruler – one that isactually straight and true. Theaccuracy of your straight edge shouldbe checked periodically by placing iton a flat surface and checking anygaps with a feeler gauge, then flippingit over to see if you get the samereadings. If the readings don't match, itisn’t straight.

Measuring is also critical whensurfacing, boring, honing and grindingto monitor how much metal is beingremoved and where. Most machineswill have some type of gauging tomonitor what you are doing. But howaccurate is the gauging and when wasthe last time you checked it? Machinetools and fixturing must also beleveled and adjusted properly


Tools & Equipment




67 PBM_Layout 1 9/16/14 2:23 PM Page 67

BEFORE you startmachining anymetal. Mistakeshere can be verycostly.

For high end performance work, you should invest in aprofilometer to check cylinder bore and surface finishperimeters such as roughness average (RA), average peakheight (Rpk), average valley depth (RvK), and Rz, which is

the average difference between the peak height (Rpk) andvalley depth (Rvk). RA can have a wide variance across agiven surface profile, so Rz gives a more accurate indicationof the actual texture across the surface. Most gasketmanufacturers now specify surface finish requirements inRz because it is more accurate than Ra. Many shops assumethat the boring or surfacing procedure and equipment theyare using is delivering the desired results. But have youever checked it? You may be surprised to discover that thefinishes you thought you were achieving are not as good asthey should be.

Crack detection equipment is also a "must have" forevery shop. This requires magnetic particle inspectionequipment for checking iron parts, and penetrating dye andUV light for checking aluminum castings. Porosity leaks inaluminum blocks and heads can be hard to see and requirea pressure tester and/or water tank to reveal the leaks.Ultrasonic testers are also available for finding hiddenflaws and defects inside many parts.

An ultrasonic tester sends sound waves into a part, thenlistens for return pings that would indicate a problemhidden below the surface. Ultrasonic equipment can also beused to measure wall thickness in castings, which isimportant if you are boring out a block and are uncertainhow far you can safely go.

Valve and seat work requires an assortment of valve


Tools & Equipment


Tooling Starter Kits (like this 3-D FastCut kit from Goodson) is a great wayto build tooling inventory and addpieces later for different jobs.


guide and seat tools including valveguide reamers, pullers and drivers,seat cutters and even a die grinder ifyou are doing any hand porting orblending work. Seat concentricityneeds to be checked with a dial gauge.

Installed valve height is anotherdimension that also needs to bemeasured with a height gauge or valvespring height micrometer. A valvespring height micrometer issubstituted for a valve spring,expanded until it takes up all the slackbetween the spring seat and valveretainer and fully seats the valve. Thereading on the micrometer then showsyou the actual height of the spring.You can then determine if the springsneed to be shimmed to achieve thedesired close seat pressure.

Engine AssemblyClearances have to be measured priorto and during engine assembly. Youdon't want to end up with a bearingthat is too tight or too loose, or toomuch end play in the crankshaft or

camshaft, or too much or too little gapbetween the ends of the piston rings,or too much or too little clearancebetween the pistons and cylinderwalls, or too little clearance betweenthe pistons and heads or valves.Everything has to fit together perfectly,and the only way to know thateverything is fitting perfectly is tomeasure all critical dimensions andcheck clearances while you areassembling the engine.

Again, never assume a regroundcrankshaft journal is accurate, or thebearings are the correct size. Mistakessometimes happen and parts may bemismarked or put into the wrongboxes.

For rotating the crankshaft duringengine assembly, a "must have" tool isa crankshaft turning socket that fitson the crank snout.

If you are modifying pistons(grinding or smoothing valve recessesand/or lightening webbing under thepiston), don't use an ordinary vice tohold the piston. Use a piston vice that

supports the piston via its wrist pinholes and holds the side of the pistonso it doesn't rock.

For adjusting the spacing of thepiston ring end gaps, a manual ormotorized piston ring filer is muchfaster and easier than trying to handfile or grind the ends of the rings.

For installing piston rings, a "musthave" tool is a ring expander. Twistingrings into the grooves can deform therings and cause sealing problems. Youwill also need a ring compressor toinstall the piston and ring assembliesinto their respective bores. A taperedring compressor is faster and easier touse than a clamp type ringcompressor, and reduces the risk ofring breakage by allowing the rings togradually compress as the pistons arepushed down into the bores. You willalso need different sizes of taperedring compressors for different borediameters. Rod bolt protectors are alsoa good idea to prevent nicking thecrankshaft journals during rodinstallation. A soft-faced piston


Tools & Equipment



installation tool for pushing the pistonsinto the cylinders is also a better choicethan pounding them in with a hammerand block of wood.

Installing a stock cam in a pushrodengine is fairly simple and requires nospecial tools, but an installation handle

that connects to the front of the cam makes it easier tomaneuver through the cam bores. For performance work,however, a "must have" tool is a degree wheel and dialindicator for checking and adjusting cam timing. Anadjustable pushrod may also be needed to determine thecorrect pushrod length for a modified engine with alteredvalve train geometry.

For overhead cam engines, you may also need specialtools to position and hold the camshafts while the timingchains are installed and aligned. A cylinder head holdingfixture can make assembly faster and easier, especiallywith multi-valve heads.

Valve lash adjustments on engines with solid lifter camswill require a feeler gauge, and certain roller lifters willrequire a valve lash adjuster tool to make the job go faster.

Absolutely essential for engine assembly work is anaccurate torque wrench. An inexpensive beam style torquewrench is adequate for a do-it-yourselfer, but aprofessional engine builder should be using a click


Feature


Manual spring benches allow enginebuilders to easily remove and installvalve springs on heads with recessedsprings in a short amount of time.Courtesy Goodson Tools and Supplies


Circle 71 on Reader Service Card for more information71 September 2014 | EngineBuilder

So Advanced, It's SimpleRottler innovation has brought new innovation to the honing arena. The newH70A Series Honing Centers are designed to bring manual operation into thedigital age. Simple Touch Screen controls move standard manual operations upto an intuitive and easy to use touch screen. Long learning curves are eliminatedincreasing output from day one.

Rottler Automatic Hole to Hole and Roll Over Systems allows an Inline or V Blockto be honed unattended. The power of the combined innovations allows opera-tors to set up a V block and walk away substantially increasing productivity with50-70% labor savings over any manual honing machine. Imagine a cylinder hon-ing machine running unattended while the operator performs other jobs! Simpleautomation allows you to run lights out for the ultimate in efficiency.

CNC Servo Controlled High Pitch Ball Screw and Hardened Steel Linear SlidewaySystems allow precision vertical stroking and fully automated operation, creating a true constant cross hatch pattern throughoutthe entire length of the bore increasing oil retention while reducing oil consumption extending engine life and reliability.

Monitored Variable Load Control is a must for cylinder honing! ‘Load’ is used to describe the pressure that the honing stonesexperience against the cylinder wall during the honing operation. Roughing cycles require higher loads for faster stock removaland finishing cycles requires lower loads to reduce distortion. The H70 is programmed with roughing and finishing loads auto-matically controlling the stone pressure while honing cylinder bores producing the desired geometry and surface finish in everycylinder. Honing time is substantially reduced for maximum productivity and repeatability.

An aggressive roughing mode allows for quick stock removal. The H70 automatically transitions to finishing mode by reducinghoning stone pressure resulting in precision bore geometry created within the software produced by the combined experienceof the Rottler engineering team.

Three LED lights in the cabinet and two LED lights under the work head illuminate the complete work area allowing the opera-tor to clearly see all aspects of the honing operation. The Quick Change Spindle System allows hone heads to be changed near-ly instantly with the Rottler Automatic Tool Locking System. Wrenches are eliminated further enhancing productivity. Lost wrench-es are a thing of the past.

Many Engine Blocks have interference in the lower area of the bores that can damage honing stones and holders. Every time theH70 starts honing a cylinder, the machine will check bores for issues avoiding potential damage to honing stones, holders andexpensive blocks. Rottler H70 Controls verify lower bore interference prior to rotation start and stroking motion.

A variety of honing fixtures are available to set up shops for a wide variety of honing projects. The innovative features built intothe Rottler H70 Honing Machines create the ultimate in accuracy and productivity.

Rottler Manufacturingwww.rottlermfg.com

Corporate/Product Profile


71 Rottler Spot_Layout 1 9/16/14 2:22 PM Page 71

adjustable, dial gauge or digitalelectronic torque wrench. Adjustabletorque wrenches must be calibratedperiodically to make sure they arereading accurately. Adjustable torquewrenches that are used frequentlyshould be recalibrated every sixmonths. Dial gauges and electronictorque wrenches also need to berecalibrated, but typically providemore accurate readings (plus or minus0.5 percent versus plus or minus 3percent for a click style torquewrench).

Since many late model engines usetorque-to-yield head bolts and rodbolts, an easy-to-read angle gauge isalso required when tighteningfasteners with a torque wrench. Using

the proper thread lubricant is alsoimportant to achieve the specified loadon a fastener. Ordinary motor oil isoften specified for head bolts, butmoly-based thread lubricant willusually give more consistent loading.

Once an engine has beenassembled, other tools can come inhandy for checking your work. Thisincludes a leak down tester orvacuum tester to check ring and valvesealing.

A pressurized engine pre-oiler isanother "must have" tool if you aregoing to fire up and break-in engineson a test stand. The last thing youwant is a dry start that could damagethe bearings, rings, cam or lifters in anewly assembled engine.

Controlling the engine break-inprocess yourself can eliminatecomebacks and warranty issues thatsometimes happen when a customerbreaks-in an engine and doesn't do itright. ■


Feature


Never assume valve springs are okaywithout testing them. Comparingspring heights is better than nothing,but no match for what a valve springtester can provide.Photo courtesy Performance Trends Inc.



73 Moduline spot_Layout 1 9/16/14 2:22 PM Page 73

Emory Sweeney founded theSweeney Automobile andTractor School, in May of

1908 in Kansas City, MO with justfive students enrolled. Started on ashoestring, the enrollment feescollected from the first fivestudents were used to rent abuilding and buy teaching suppliesfor a month.

Emory himself had learned theautomotive repair trade byworking in an automobile garagefor a year. After that year hedecided he had garnered enoughexperience that he could teachothers the trade. So he ran anadvertisement in the Kansas CityStar newspaper offering to teach,“Impressionable young men thetrade of automobile, repair…”

Enrollment increased rapidlyduring World War I, which createda demand for more space. With abright future ahead Emorydesigned and had built a 10-storyhigh-rise building constructeddirectly across from the railroad’sUnion Station on Pershing Road inKansas City.

Emory advertised the new“million dollar” school as largeenough to house and teach 800students. Indeed it was big, with 12acres of floor space, and anOlympic size swimming pool in thebasement. The building wascompletely self-sufficient having itsown electrical generation station,heating and cooling systems in thebasement.

The building was advertised ashaving the largest dining room andkitchen in the world. Emorybragged that you could park a full


TheSweeneyAutomobileand TractorSchoolCONTRIBUTING EDITOR Randy Rundle

Mem

ory

Lane

ABOVE: The front cover of the1920 edition of the SweeneyCatalog. I was lucky enough tobuy a copy of the 1920Sweeney Automotive andTractor School catalog manyyears ago. Not manycollectables are in existencetoday from the SweeneySchool, which is a littlesurprising in light of the numberof students that attended theschool.

This is the inside pages of a brochureEmory sent out to new students tellingthem how to get to the school afterarriving on the train.

74-80 Memory Lane 9/16/14 2:53 PM Page 74

Circle 75 on Reader Service Card for more information75 September 2014 | EngineBuilder

Engine and Transmission Reman Solutionsfor Cleaning, Remachining and Reassembly

As a global leader in surface treatment, adhesive, sealant and metalworking lubricant technologies, Henkel Corporation offersproducts and engineering services that make companies more competitive in the demanding business of engine and transmis-sion remanufacturing. Our scientists and engineers have perfected a wide range of products for every step of the remanufactur-ing cycle, including market-leading solutions for:

CLEANING: Henkel supplies state-of-the-art surface treatment and functional coating technologies for steel, iron, light metalsand plastics. Henkel sets high standards for cleaning, corrosion protection, paint adhesion and environmental safety. Henkel prod-ucts are used to remove residual paint, rust, dirt, grease, oil, carbon buildup, coking and other contaminants. Technologiesinclude: Alkaline & neutral cleaners, acid pickles, alkaline & non-alkaline paint strippers, alkaline & neutral de-rusters, rust preven-tatives, maintenance cleaners, spray wand cleaners & coaters, cleaner & treatment wipes,,Prep-N-Cote® cleaner coaters andnanoceramic pretreatments.

REMACHINING: Henkel offers a full line of metalworking lubricants and coolants designed to extend tool life, reduce waste,improve quality and increase throughput. From straight oils to synthetics, our products, designed for metal forming, metalremoval and rust prevention, contain the necessary additives that meet the needs of light- to heavy-duty remachining applica-tions.

REASSEMBLY: Henkel‘s Loctite® brand products represent the most complete line of high performance adhesives, sealants anddispensing/curing systems available anywhere from a single supplier. Many Loctite® products are already specified for produc-tion by the world’s leading original equipment manufacturers in every industry and region around the world. Products includethreadlockers, thread sealants, retaining compounds, liquid gaskets, lubricants and primers.

Henkel Corp.1-800-562-8483

www.henkelna.com/reman

Corporate/Product Profile


75 Henkl spot_Layout 1 9/16/14 2:22 PM Page 75

size car in each of the three freezers in thekitchen area. There was also a bank and a postoffice on site.

The most impressive part of the building andthe part that became a Kansas City landmarkwas the lighted sign on top of the building. Thesign towered 80 feet above the top of the alreadytowering 10-story building and contained 5,000electric lamps.

By 1917, the year the 10-story building wasdedicated, enrollment at the school was 3,674students. By 1919 enrollment was up to 7,197students.

Cost of EnrollmentTo take the eight-week class in 1920 would cost astudent $150.00. There were no books to buy;you learned everything hands-on withinstructors there to guide you. That was the“Sweeney Method” of teaching. In addition thecost of room and board was eight dollars a week

if you stayed at the school, and it was suggested that youalso bring two dollars a week for personal entertainmentexpenses. No alcohol was allowed on the premises.

The school was open every day, year around, 24 hoursa day. Students could work in the school garage workingon customer’s cars for extra credit and experience underan instructor’s guidance.

Just when you think a guy like Emory had enoughirons in the fire there is more. He also wrote a 72-pagecatalog every year that showed all of the classes availableand what a student could expect to learn during his timeat the Sweeney School. Everything was coveredincluding testimonials from past students (updatedannually) who had become successful after attending theSweeney School. Oh…And Emory and his wife also had


Memory Lane


This is a certificate of competition from a 1920 edition of aSweeney Automotive and Tractor catalog.

In the center pages of the Sweeney Automotive and Tractorcatalog it shows the progression of school locations that leadup to the ten-story “Million Dollar School”



77 ACL spot_Layout 1 9/16/14 2:21 PM Page 77

nine children together during theseyears.

A Radio StationAlso established at theSweeney building wasKansas City’s first radiostation, “WHB”, which isstill on the air today.

The radio station wasfor local programming in-cluding time each day,when Emory talked abouthis million-dollar schooland presented interviewswith past students whohad become successfulafter graduating from theSweeney School.

Sweeney School of

Aviation In the 1920’s, Emory added an avia-tion school where a student couldlearn to fly and learn to repair air-planes, both private and commercial.

The airport and the land wherethe Sweeney Aviation School was located is still an airport today, nowknown as the Fairfax Airport.

Sweeney Tractor SchoolLike in the automotive school, astudent enrolled in the tractor schoollearned to drive a tractor and theproper farming practices along, withhow to service, maintain and rebuildall of the different brands of tractorssold.

Government ContractsThe Sweeney School was the firstschool in the United States to securea government contract to teachenlisted men mechanical skills.

The school literally taught thou-sands of enlisted men who tookmuch of the same classes as the civil-ian students.

Bad Luck Arrives…During a 1918 flu pandemic, 2,300 ofthe 3,000 students enrolled in the


Memory Lane


Right: This is a picture insideof the state of the artmachine shop in the SweeneySchool.

Right: A view of the school in1918 taken from the top ofUnion Station.



79 Motovicity Spot_Layout 1 9/16/14 2:18 PM Page 79

Sweeney School contracted the disease. Fifteen students died. Aquarantine was ordered by the state of Missouri Department ofHealth which eventually proved successful in combating the disease,but enrollment suffered greatly for the next few years.

More Bad Luck!Then, the Stock Market Crash of 1929 and the resulting lack ofenrollment and other financial setbacks resulted in Emory beingover a million dollars in debt by the fall of 1930. That resulted in theclosing of the school, and the assets of the school being liquidated.

Emory later recovered from his financial setbacks and eventuallyopened another automotive school, but one that was much smallerand not nearly as grand as the original. He also made some well-timed real estate investments that proved profitable in later years.He spent much of his retirement years with his nine grown children.

Emory Sweeney died in 1953. It is said that more than 85,000 mengraduated from the Sweeney Automotive School.

The Sweeney building still stands in Kansas City today, (minusthe big lighted sign) at its original location across from the UnionStation, and was recently placed on the National Register of HistoricBuildings. The Union Station located next door, originally built in

1914, is also on the national registerand has been completely restored.The legacy lives on. ■


Memory Lane


Emory Sweeney Founder ofthe Sweeney Automotive andTractor School.



81 QPP Spot_Layout 1 9/16/14 2:18 PM Page 81

specify a smoother finish of 30to 50 Ra. Smoother is alwaysbetter, and if you can get the finish down to the low teensor even single digits, great! But for most applications, asurface finish in the 20 to 30 RA range (120 to 180 Rz) ismore than smooth enough for a performance MLSgasket.

Waviness across the surface is also important. The lesswaviness the better: no more than .0004 inches with MLShead gaskets. Trouble is, you can't measure wavinesswith a profilometer. It takes special (expensive) labequipment. Waviness problems can be caused byvibrations and a lack of rigidity in milling equipment.

Dry milling is pretty much the only acceptable way toresurface late model cylinder heads and blocks andcastings for racing applications. A belt sander, broach orgrinder may have been good enough for resurfacingstock Chevy 350 heads years ago, but not for today'sengines or for performance applications. You can't get theprecision and smoothness that today's engines requirewith outdated equipment and tooling. Productivity alsosuffers when you are using older, slower machines thatcan't compete with today's high-speed re-surfacingequipment.

Some surfacing equipment can be set up and mill ahead in five minutes or less. What's more, if you are

resurfacing several identical heads in a row, theactual milling time may only be a couple ofminutes. It all depends on the speed of the cutterhead, the number of tool bits, the feed rate andhow smooth you want the surface finish to be.

Most of today's high-speed surfacers aredesigned to use CBN or PCD inserts in the cutterheads. CBN works best on cast iron, and PCD isbest for aluminum.

Aluminum tends to stick to CBN, which cansmear the surface of the head or block you aremilling. Even so, many shops use CBN on bothcast iron and aluminum successfully by using alight oil (such as olive oil or even furniturepolish) to prevent the aluminum chips fromsticking when milling with CBN. This alsoeliminates the need to change your tooling if youare resurfacing both cast iron and aluminumheads on the same machine.

Carbide can also be used for resurfacing castiron or aluminum, and costs less initially thanPCD or CBN. But its shorter tool life means youhave to replace the tooling more often, whichactually increases your costs over the long run.CBN inserts in a milling machine will typicallycut up to 50 times as many heads as carbideinserts before they have to be changed. Theincreased longevity of CBN improves consistencyfrom one job to the next and reduces down time

for tooling changes.Because CBN and PCD are designed for

high-speed milling, replacing the carbideinserts in an older surfacing machine won'tnecessary achieve all the benefits that thesesuper abrasives are capable of delivering –especially if an existing surfacing machinelacks the horsepower, rigidity or

adjustability to operate at higher spindle speeds. Rigiditybecomes a factor as operating speeds increase. A machinethat lacks the required rigidity can't deliver ultra smoothfinishes at high speed because there's too muchmovement between the work piece, table and cutter head.

For example, a converted grinder may be able to millheads and blocks. But the spindles and table drives inmany of these older machines cannot hold close enoughtolerances to achieve a really smooth, flat finish. You arebetter off investing in new, high-speed millingequipment that has been designed from a clean sheet ofpaper for PCD and CBN tooling.

Regardless of what type of resurfacing machine youuse, make sure the fixturing is level and true to thecutting head, and that the cylinder head or block ismounted squarely in the fixturing before you startcutting metal. If the work piece is not correctly aligned inthe fixturing, you obviously won't get a straight cut.

Automated resurfacing equipment with CNC controlscan save time, improve accuracy and consistency, andreduce mistakes. Single insert cutting heads are perfectlyadequate for most resurfacing work, but cutting headswith multiple inserts can handle higher speeds and feedrates. ■


Shop Feature

Whether your are resurfacing cylinderheads or blocks, it is critical to makesure the workpiece is properly mountedand aligned in the fixturing before youstart cutting any metal.

Continued from page 36.

30-36 Headwork 9/16/14 1:57 PM Page 82


83 Safety Auto_Layout 1 9/16/14 2:17 PM Page 83


Prod

uct

Spot

light

s

Motor State DistributingFilters/Airflow AIRAID Filter Company offers acomplete line of premiumperformance filters, cold air intakesystems, modular intake tubescomputer designed for maximum airflow producing additionalhorsepower, torque and improvedperformance. The complete AIRAIDproduct line is available at MotorState Distributing for immediateshipment. www.motorstate.com800-772-2678Circle Number 105

Circle 101

Web-Based Valvetrain Parts Catalog

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

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

Circle 103

Circle 106Circle 104

Circle 102

84-85 Spotlights 9/16/14 1:42 PM Page 84


Product Sp

otlights

Circle 110

Circle 108

Circle 112

Circle 107

Circle 111

Circle 109

84-85 Spotlights 9/16/14 1:42 PM Page 85


Cla

ssifi

ed/C

ores

PublisherDoug Kaufman, ext. [email protected]

EditorEd Sunkin, ext. [email protected]

Senior Executive EditorBrendan Baker, ext. [email protected]

Managing EditorGreg Jones ext. [email protected]

Graphic DesignerNichole Anderson, ext. 232 [email protected]

Tech EditorLarry [email protected]

Advertising ServicesTina Purnell, ext. 243 [email protected]

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

Circulation ManagerPat Robinson, ext. 276 [email protected]

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

Sales RepresentativesBobbie [email protected], ext. 238

Roberto [email protected], ext. 233

David [email protected] ext. 210

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

Jamie [email protected], ext. 266

Dean [email protected], ext. 225

Jim [email protected], ext. 280

Glenn [email protected], ext. 212

John Zick [email protected] 949-756-8835

enginebuildermag.com3550 Embassy ParkwayAkron, OH 44333-8318

FAX 330-670-0874

330-670-1234

Babcox Media Inc.Bill Babcox, President

Greg Cira, Vice President, CFOJohn DiPaola, Vice President

Beth Scheetz, Controller

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

Founder of Babcox Publications Inc.

Tom B. Babcox (1919-1995)Chairman

USED AND REBUILT EQUIPMENTCBN TOOLING:WE RESHARPEN

CBN’S!

MACHINEREBUILDING

JAMISON EQUIPMENT1908 11th St., Emmetsburg IA 50536

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

Simply the Best Lists:Automotive Aftermarket

Truck Fleet & Powersports Markets

What Type of Direct Marketing

Initiatives Do You Have in Store

for 2014?

Don Hemming, List Sales ManagerBabcox Media, Inc.

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

Direct MailE-Mail MarketingTelemarketingNew Business• ProspectingDrive Web Site

TrafficDatabase

EnhancementCatalog MailingPromote Upcoming

Tradeshows

FLOW BENCHES

86-87 Class-Cores 9/16/14 1:39 PM Page 86


Classified

/Cores

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

COMPANY NAME PAGE #Access Industries 88

Access Industries Cover 3

ACL Distribution 3

ACL Distribution 77

Apex Automobile Parts 30-31

Area Diesel Service, Inc. 59

Atech Motorsports 36

BlueDevil Products 58

Brad Penn Lubricants 8

Canton Racing Products 6

Centroid Corp. 34-35

Cloyes Gear & Products Inc. 29

Dakota Parts Warehouse 9

Darton International 70

DNJ Engine Components 1

DTech Products 56

Eagle Specialty Products 7

Edelbrock Corp 24

Elgin Industries Cover 2

Engine & Performance Warehouse 23






Engine Parts Group 13

Engine Parts Warehouse 67

ERNST Manufacturing 76

ESCO Industries 22

Federal-Mogul Motorparts 11

Federal Mogul Motorparts/Speed Pro 19

Federal Mogul Motorparts/Speed Pro cover

Federal Mogul Motorparts/Speed Pro 18

Go Power Dynamometer Systems 80

Goodson Mfg Co 68

GRP Connecting Rods 72

Henkel Corp 17

Henkel Corp 75

Injector Experts 8

Liberty Engine Parts 4-5

Lubriplate Lubricants Co 57

Mobil 1 Racing 64

Moduline Cabinets 63

Moduline Cabinets 73

Motor State Distributing 33

Motovicity Distribution 25

Motovicity Distribution 79

Packard Industries 26-27

PRI Show 10

PRW Industries Inc 28

Quality Cutter Grinding 66

Quality Power Products 55

Quality Power Products 81

Rottler Manufacturing 71

Rottler Manufacturing Cover 4

Safety Auto Parts Corp 65

Safety Auto Parts Corp 83

SB International 21

Scat Enterprises 14-15

Scorpion Racing Products 36

T & D Machine Products 69

Topline 60

Topline 61

Topline 70

Trac-Pro 78

Circle 116

enginebuildermag.com

Advertiser Index

86-87 Class-Cores 10/1/14 8:43 AM Page 87

88-C3 Access_Layout 1 9/16/14 2:16 PM Page 88


88-C3 Access_Layout 1 9/16/14 2:16 PM Page c3


C4 Rottler_Layout 1 9/16/14 2:16 PM Page c4

engine builder, september 2014

Documents

power strokeplatform

power coverage

engine builder issn

reader service card

pm page c1circle

pm page c2circle

embassy parkway

enginebuilderengine