In the 1980s, many racers were experimenting with turbochargers on stock engines. Colossal horsepower and torque numbers could be produced for a short period until the engine self-destructed. One of the weakest links they focused on was how to keep the head attached to the block under extreme pressures. Many engine builders experimented with copper
Like many of you, I’ve been watching the transition in head machines for the engine machinist industry with great interest. And you and I both are looking at how changes in equipment will impact your business. You see, I teach in an engine machinist program and when I took over the program in 1993 our
Do you remember the many generations of three-angle seat cutters and what we used to get by with? Grinding seats is still needed, but just 10 years ago we were grinding 80 percent of the seats. Though we still grind when necessary, today we cut 90 percent of the seats in the heads.
Speaking from personal experience, after 37 years of measuring, engine dyno measuring, chassis dyno measuring and flow bench measuring are all fine and well as we use them as measuring tools. But what I think of as the big darn deal in measuring is cylinder finish.
When the early direct-injection engines hit the three-year or 30,000-mile mark, some developed driveablity problems due to carbon buildup on the necks of the intake valves. In the late ‘90s and early 2000s, TSBs related to carbon deposits on the valves were few and far between. There are three reasons why direct-injection engines are more prone to carbon deposits. Read on to find out.