Head gaskets have one of the toughest job in an engine, and now we’re pushing them harder than ever, making it easier to expose the slightest weakness.
Most engines are internally balanced, meaning all weight adjustment is done on the crankshaft counterweights. However, some stock and modified engines require external balancing due to an increased stroke or larger pistons, and the crankshaft counterweights that would be required to offset the increased inertia simply don’t fit inside the crankcase.
For racing, a common trend to eliminate the problems associated with hydraulic lifters are the use of limited or short-travel hydraulic lifters. A reduction in plunger travel, which is usually about half that of a traditional full-travel lifter, reduces the amount of oil required to fill the lifter, which in turn reduces the compression of aerated oil.
Diesel and heavy duty go hand-in-hand. There’s no way around it. High compression causes high cylinder temperatures, with peak cylinder pressure often as high as 2,700 psi (or higher). This high pressure and high heat only have one thing in mind, to beat relentlessly on the first thing to get in the way – the pistons.
The experts all agree that cleanliness is the most important factor during installation, and the lack thereof is the most common problem that leads to bearing failure. But measuring is just as critical.
Modern honing techniques are as much a performance concern as they are part of engine design, and that’s thanks to the much tighter tolerances and specifications engines need these days.
LS swaps are popular for many reasons, but there are a lot of variations and details to sort through – more of them than you may expect – and many of them are associated with the intake manifold.
Engine building is a segment of the automotive industry that has always been ahead of the curve in media blasting, and no matter the engine shop, cleaning equipment is a common bond.
Making that right oil selection isn’t always as easy as it may seem. Multiple viscosities, grades and the choice between conventional and synthetic make it a bit more complex.
As import cars’ performance on and off the track continued to grow, their factory wet sump systems simply couldn’t handle the performance and the development of dry sump systems for the popular imports was in high demand. But why a dry sump?
Because modern vehicles have so many electronics to control the engine with crank and camshaft timing sensors, engine builders need to make sure the alignment of the timing chain is “dead-on.”
In the context of high-horsepower engine building, the pressure on a cylinder head can be so great that it can, in effect, marginally push it away from the engine block. This makes engine sealing one of the more prevalent challenges, and it gives whole new meaning to the phrase “keep your head down.”