Engine Builder Tech Center
Shop Solutions February 2015

When I need to hone a harmonic balancer or anything else with a key slot, I use a common automotive body filler called Bondo, to fill it up and rough it close. The stones don’t catch on the edge of the slot, it does not clog the stones and it works quite well.

Understanding Today’s Bearing Clearance Recipe

What’s needed to keep the rotating assembly rotating? It’s a recipe that includes three key ingredients: the bearing, the crankshaft and the oil. But understanding the part each plays as part of this recipe is what’s needed to keep your engines’ bearings from failing.

Choosing the Right Camshaft for a Performance Engine

A camshaft is nothing more than a cast iron or steel shaft with a series of lobes strategically placed along its length. Each lobe opens and closes a valve by moving a lifter, pushrod and rocker arm, or in the case of an overhead cam engine by moving a cam follower or direct valve action. However, choosing the right camshaft is not only the cornerstone of building a performance engine, but also its centerpiece.

Renault Leaks Pictures, Details of 2015 Power Unit

With the Mercedes dominance of last year’s grid so profound and complete, much of the Formula 1 community is wondering if other engine suppliers can recover some of the lost ground, especially considering earlier news that Mercedes was up 50 hp over last year’s unit already. However, despite earlier reservations, Renault is confident in their power unit for this year, which they have just unveiled.

Race Tuner’s Biggest Challenges from a Piston-Maker’s Perspective

Gibtec may be a new name in competition piston-making, but its leaders aren’t new to the craft. Nick Plantus, one of the three founding partners of Diamond Racing in 1968 and his colleague, Rob Giebas from a younger generation, served roughly 20 years with the same operation, usually involved in development programs for NHRA Pro Stock programs. But when asked where he sees the biggest challenges in race engine tuning, Giebas responds with one word: Nitrous.

Corvette “Build Your Own Engine” Program Returns

Back in 2010 General Motors decided to let Corvette owners build their own engine and sell that opportunity as a factory option. Those who bought a Z06 or ZR1 Corvette and paid $5,800 and signed up for the program traveled to GM’s Wixom, Mich. “Performance Build Center” and rolled up their sleeves.

Direct Injection Engines and Carbon Deposits

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.

Damien Was All Wrong

From 1987 to 1990, Animal Jim’s 666-inch A/R Ford Hemi Boss that was called Damien, was all wrong for Jim’s purpose, which was running with a nitrous NOS Fogger power adder. In ‘90 and ‘91 Pro Modified, Damien was one of three engines that powered his Rick Jones Pro Mod Probe. Find out how Animal Jim made Damien work.

Wilmington Mile Engine Builders

In Bill Holder’s opinion, there’s no finer place to find unique engine builders than the long super-smooth runway at the former DHL facility at Wilmington, OH. This will be the third article in Engine Builder honoring these efforts.

Racing Engine Rule Issues for 2015

As a performance engine builder for customers driving in various racing associations, keeping up with rules changes from the numerous organizations can be a challenge. Josh Tennis, head technician at GPM Race Engines in Eagle Rock, MO, and one of Engine Builder magazine’s new advisory board members, said speaking from his experience, it’s up to the shop to investigate engine-related rule updates.

Headmaster Jagersberger – Converting Flatheads into OHV Engines

Joseph W. Jagersberger was a very early racing car driver who competed against Louis Chevrolet prior to the first Indianapolis 500-mile Race. He was also the manufacturer of early speed equipment and his RAJO heads became well known to Ford and Chevy lovers.

Picking a Racing Oil

How do racing oils differ from everyday motor oils? You might think all racing oils are synthetics, but they are not. Some use conventional mineral base oils, others use PAO and ester synthetics, and some are a blend of conventional and synthetic oils. It doesn’t really matter which way a racing oil is created as long as it meets the criteria for which it was designed.