engine builder, january 2014

2014JANUARY

EngineBuilderMag.com

>The Variables of VVT >2014 Racing Engine Updates >Wandering Widowmakers

SERVING ENGINE BUILDERS & REBUILDERS SINCE 1964

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2 January 2014 | EngineBuilder

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

ENGINE BUILDER (ISSN 1535-041X)(January 2014, Volume 50, Number 01): Published monthly by Babcox Media Inc., 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874. Peri-odical 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

COVER PHOTO COURTESY FORD MOTOR CO.

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.14 Features ON THE COVER

The Coyote EngineRestoration projects are at an all-time high. One thingbecoming popular are “RestoMods” – the art of combining the old with the new. When restoring a nostalgic car, things like fuel injection, bigger brakes, independent front suspension, air conditioning and airride tend to be hot topics. But nothing tops the importance of what engine you choose. We introduceFord’s “Coyote” engine. ..........................................28

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Racing Engine Spec ChangesMuch like in any sport, rules change over time for better orworse, and racing is no exception. This feature covers some ofthe engine-related rule changes for various racing venues thatcould affect suppliers and shops that supply parts and components or engine building services to those who raceeach weekend across the country.........................................10

Variable Valve TimingVariable Valve Timing has been used on numerous Japaneseand European engines since the late 1980s and early 1990s,but only in the last decade or so has it been used on domesticengines. Variable Valve Timing is a way to advance / retardvalve timing and change duration, overlap and even lift insome applications while the engine is running. Read aboutthe inner workings of VVT and its advantages. ..................18

Columns

Memory Lane ..............................14By Randy RundleA Look Back At E.J. Potter On The Dragstrip Stage

Tech Talk ......................................48By Ed Sunkin, EditorTrade Show Overview From PRI

Final Wrap....................................60By Doug Kaufman, PublisherCelebrating 50 years of Engine Builder

DEPARTMENTSEvents & Industry News ......................................6

NASCAR Performance ..........................................4

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

New Products ......................................................52

2014 Supplier Spotlight ........................................55

Cores/Classifieds/Ad Index ..................................58

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Track Talk

Bent sheet metal, hurt feelings, last-lapaction and ecstatic winners.

That’s what the inaugural UNOH Battleat the Beach promised. And it delivered.

The event, held on the short track on theSuperstretch of Daytona InternationalSpeedway, will return to the “World Centerof Racing” during Speedweeks 2014, andwill highlight a week full of NASCAR racingat Daytona and neighboring New SmyrnaSpeedway.

NASCAR’s top short-track stars willreconvene for another shot at victory, andperhaps a reprise of last season’s fireworks,on the sport’s biggest stage Tuesday, Feb. 18at Daytona International Speedway. Itcomes on the heels of a successful debut onthe Daytona Superstretch in which last-lapcontact decided the outcome of all threeraces last season.

“The UNOH Battle at the Beach is agreat opportunity for short track racersfrom around the country to compete onracing’s biggest stage,” said DaytonaInternational Speedway President Joie

Chitwood, IL. “We’re looking forward tosome intense competition with two excit-ing main events.”

The 0.4-mile oval layout that includespart of the 2.5-mile track's backstretchreturns to host a championship points racefor the NASCAR K&N Pro Series East and anon-points event for the combinedNASCAR Whelen Modified and WhelenSouthern Modified tours. Both races will be150 laps.

“Fans around the world look forward toSpeedweeks to kick off the NASCAR sea-son, and we are proud to be able to presenta week of short-track action leading up tothe 56th running of the Daytona 500,” saidGeorge Silbermann, NASCAR vice presi-dent of touring & weekly series. “The antic-ipation for last year’s first UNOH Battle atthe Beach was surpassed only by the num-ber of people talking about the electrifyingfinishes.”

The race will actually be the secondevent of the season for the K&N series,which will kick off Feb. 16 at nearbyNew Smyrna Speedway, a half-mile trackin New Smyrna Beach, FL, now in its sec-ond year of affiliation with the NASCARWhelen All-American Series.

Tickets and information for the UNOHBattle at the Beach as well as NASCAR’smost prestigious race – the 56th annualDAYTONA 500 on Sunday, Feb. 23 – areavailable at daytonainternationalspeed-way.com or by calling 1-800-PITSHOP.

Fans can follow NASCAR on Twitter(@NASCAR) and stay up to speed on thelatest NASCAR news by using hashtags#NASCAR, #DAYTONA500 and #ROAD-TODAYTONA and #NASCARBattle.

Battle at the BeachBack at Daytona for2014

Follow NASCAR Performance on Twitter and Facebookwww.twitter.com/NASCARauto

www.facebook.com/NASCARPerformance

The 2014 NASCAR season starts with the 56th annual DAYTONA 500 on Sunday, Feb. 23.

The Great American Race will air live on FOX, MRN Radio and SiriusXM NASCAR Radio,

with additional coverage on NASCAR.com.

Last year, veteran Steve Park scored a popular win in the NASCAR Whelen Modified Tour

race at the UNOH Battle at the Beach.

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2013 Performance Engine Builder of the Year Named at PRI ShowKroyer Racing Engines of Las Vegas, NV, was namedthe 2013 Performance Engine Builder of the Year at apress conference held during the Performance RacingIndustry (PRI) tradeshow in Indianapolis in December.

The award was presented to Kevin Kroyer (RIGHT),owner of Kroyer Racing Engines by Engine Builder magazine publisher, Doug Kaufman. The second- annual award was sponsored by Driven Racing Oil.

Along with a plaque recognizing their achievement,the shop’s staff was presented with $1,000, an AppleiPad and lodging during the tradeshow.

Kroyer (www.kroyerracingengines.com) builds rac-ing engine packages for a wide variety of racing seriesand classes.

The performance shop was picked as this year’s re-cipient because of its quality of creativity and innova-tion, training and education, merchandising andpromotion, professional standards and conduct, ap-pearance, solid business management, community in-volvement, business growth, achievement andvictories.

A feature on the shop will be in the March issue ofEngine Builder magazine.The two other finalists for this year’s award were:

Industry EventsFebruary 22-23, 2014Race & Performance ExpoSt.Charles, ILwww.raceperformanceexpo.com or 815-727-1208

March 6, 2014HRIA Education Day and Training Detroit, MIwww.sema.org/hria-education-day or 909-978-6690

March 26-28, 2014 2014 Hotrod & Restoration Trade Show Indiana Convention Center, Indianapolis, INhttp://www.hotrodshow.com or 800-560-9941

October 28-30, 2014Engine Expo Novi Novi, MIwww.engine-expo.com/usa/

Circle 14 for more information

For more industry events, visit our website at

www.enginebuildermag.com or subscribe to

www.aftermarketnews.com.

6-9 Industry News-events 1/23/14 2:56 PM Page 6

• Dickmeyer Automotive Engineering, South Whitley,IN; and• TEM Machine Shop, Napa, CA.For more highlights on the PRI show, check out thetradeshow coverage beginning on page 48.

Motul Appoints Aparicio to Sales and Marketing PositionMotul USA appointed of Ron Aparicio as its Director ofSales and Marketing. A veteran of the automotive after-market industry, he previously served as Director of

Sales for Walker Products Inc. During his 10-yearservice with Walker, he was responsible for aftermar-ket sales and the management of outside sales reps.In addition, he oversaw all aftermarket sales channelsand buying groups.

Aparicio (BELOW) currently serves as Chairmanof CAWA, a non-profit trade association representingautomotive aftermarket parts manufacturers, jobbers,warehouse distributors, and retailers.

He has served inseveral positions inCAWA for morethan five years, in-cluding as a boardmember. Aparicioalso serves on the

AWDA MAC board(Automotive Ware-house Distributor Asso-ciation - ManufacturersAdvisory Council).

Motul USA special-izes in distribution ofhigh-tech synthetic lu-bricants formulated forpower sports and auto-motive applications.

EngineBuilderMag.com 7

Industry News



MAHLE Clevite TransitionsName to MAHLE Aftermarket Inc.MAHLE Clevite Inc. has announcedthe transition of its company name toMAHLE Aftermarket Inc.

According to the company, thechangeover to the new companyname, effective Jan. 1, 2014, serves adual purpose: to bring MAHLE inline with all of the MAHLE GlobalAftermarket divisions, and to high-light the substantial diversification ofthe MAHLE Aftermarket productmix.

The conversion to MAHLE After-market Inc. highlights the continuedexpansion of the MAHLE Aftermar-ket product offering, but does not af-fect the existing brand strategy, thecompany noted in making the an-nouncement. MAHLE Aftermarketwill continue to focus on growingthe strong brand portfolio of Cleviteengine bearings and heavy-duty en-gine parts, Victor Reinz gaskets forthe North American aftermarket and

MAHLE Original engine parts, filters,turbochargers and thermostats.

The integration of the MAHLERTI Division into the aftermarket of-fering, as well as the MAHLE globalacquisition of Behr, prove the long-term diversification away fromstrictly an engine parts supplier, thecompany added.

Combine these with the additionof thermostats to the product offer-ing, along with the expansion of fil-tration products and turbochargers,necessitated an organizational namethat encompasses the diverse product mix, according to Jon Douglas, general manager, MAHLEAftermarket.

For more information aboutMAHLE Aftermarket and its brands,visit www.mahle-aftermarket.com,or contact your local sales rep.

NASCAR Sprint Cup SeriesNames Managing DirectorNASCAR has named Richard Buck,a NASCAR executive with a wealthof diverse experience in motorsports,as NASCAR Sprint Cup Series man-aging director. Buck will serve in the role held thepast 12 years by John Darby, whowill remain at NASCAR as manag-ing director, competition.

Buck and NASCAR’s two othernational series managing directors –Wayne Auton (NASCAR Nation-wide Series) and Chad Little(NASCAR Camping World Truck Se-ries) – now will report directly toRobin Pemberton, NASCAR vicepresident, competition and racingdevelopment.

Buck currently serves as vice pres-ident, racing operations, for the In-ternational Motor Sports Association(IMSA), a role he will maintainthrough the 2014 Rolex 24 At Day-tona (Jan. 25-26), at which time hewill assume his new position. In ad-dition to his role with IMSA, Buckhas been serving as the managing di-rector of NASCAR’s Touring Series, agrassroots racing program that hasdeveloped numerous top-flightNASCAR drivers over the years.

A native of Phoenix, Buck workedfrom 1980-2000 as a crew chief, teammanager and director of operationswith open-wheel racing teams. As a

crew chief, he is a multiple-time win-ner of the Indianapolis 500. Prior tojoining NASCAR in January 2005,Buck worked with teams in all threeNASCAR national series.

LIQUI MOLY to Invest inDevelopment & ProductionThe German motor oil and additivemanufacturer LIQUI MOLY says it iscontinuing with its growth plans. By2015, the company will have in-vested nearly 20 million euros in de-velopment and production – thelargest investment program in thehistory of the company.

Installation has begun on the newexhaust purification system for theproduction of oil additive products.

The company’s products are pro-duced exclusively in Germany.

The company said laboratory capacity for oil production will bedoubled and it will be investing in aspecialty grease manufacturingplant.

Money will also be invested forproduction of additives, including anew filling plant capable of han-dling production peaks, new tanks totriple the storage volume, and a newexhaust purification system to filterout emissions.

This total of nearly 20 millioneuros follows investments of 12 mil-lion euros LIQUI MOLY made twoyears ago for tank storage facilities.


Industry News gFollow us on facebook



‘13 SEMA Show ConfirmsResurgence in AutomotiveSpecialty Equipment Industry.The 2013 SEMA Show is history andhas left no doubt that the automotivespecialty equipment industry isstronger than ever.

While final attendance figures arebeing audited, organizers report thatmore than 126,000 credentials wereissued prior to the event, with thou-sands more processed onsite. Thenumbers represented a 7% increaseover the previous year, and the high-est in SEMA show history.

“A trade show is a reflection ofthe industry it serves,” said ChrisKersting, SEMA President and CEO.“The unprecedented participationlevels this year indicate the industryis moving into growth mode. Thiswas a record-breaking year andwe’re seeing companies ready andeager to do business.”

On the show floor of the LasVegas Convention Center (RIGHT)were 2,381 exhibiting companies,representing all facets of the automo-tive specialty-equipment market –from accessory and appearanceproducts, performance products,wheels, tires, and suspension – basi-cally anything and everything any-one could want to personalize on themore than 200 million cars, trucks,SUVs, and power-sport vehicles onand off the road. Representingmostly small businesses, the ex-hibitors turn to the SEMA Show toconnect with more than 60,000 buy-ers throughout the world.

“We’re seeing more exhibitorstake part in programs such as theNew Products Showcase,” said Ker-sting. “This is an indication to us thatexhibitors are looking for and takingadvantage of ways to get the mostout of their Show experience.

“They are actively looking to con-nect with new and existing buyers,he said.

More than 2,000 entries were sub-mitted into the Showcase, with thebest-of-the-best receiving specialrecognition.

Throughout the show, SEMAmembers continued to take advan-tage of a full schedule of seminarsand events that provide an unparal-leled opportunity to learn first-hand

what trends will affect their business.More than 50 free education

courses and several "Pay-to-Attend"educational events organized by theSEMA Education Institute (SEI) wereconducted and held at the conven-tion center – covering everythingfrom online mar-keting to customerservice, manage-ment, industrytrends and more.

Led by top in-dustry experts,these courses weredesigned to givemembers practicaltools that can beimplemented im-mediately.

"The SEMA Ed-ucation Institutehelps our mem-bers' businessessucceed and prosper," said Tom My-roniak, Vice President of Marketingand Member Services. "Attendingany one of the programs offered atthe SEMA show opened up an en-tirely new set of opportunities forthem to increase sales and grow prof-its."

The SEMA Annual Market Report,available exclusively for SEMAmembers at www.sema.org/automo-tive-aftermarket-research, estimatesthere were $31.32B in retail sales in2012, up from less than $28B duringthe height of the recession in 2009.Based on the excitement and atten-dance at the 2013 SEMA Show, thisyear promises to continue that up-ward trend.

There was a lot of action off theshow floor as well.

Four new members of the SEMAHall of Fame were honored at the annual SEMA Awards Banquet:George Barris, Eric Grant, JoeSchubeck and Wade Kawasaki.

SEMA’s first president andfounder of Isky Cams, Ed Iskenderian, was also on-hand topartake in the festivities, headlinedby American Idol-winning singerTaylor Hicks.

And, more than 250 SEMA GlobalMedia Awards were handed out toexhibitors whose products had themost potential in overseas markets,as determined by the dozens of topinternational journalists attendingthe SEMA Show.

“Now it’s time for everyone to gohome, tally their orders and preparefor another great year of selling moreparts,” Kersting said.


Industry News



When it comes to racing,some say rules are meantto be broken (or bent).

Names that come to mind here in-clude the legendary Smokey Yunick,Darrell Waltrip and even NASCARtechnical inspector Gary Nelson(from his days serving as a crewchief).

Of course, other times, rules justso happen to get changed by organi-zation officials during the off-season.

The following are some engine- related rule changes for various racingvenues that could impact suppliersand shops that provide racing partsand components. It’s also helpful tothe performance engine buildingshops that provide services to thoselucky folks who race on the weekendsin these venues across the country.

Other racing engine updates listedhere may just be of interest to thosewho follow certain racing series.

It should be noted, these are not theonly rule updates in the world of rac-ing. This is just a quick look at some ofthe racing venues we have addressedin this magazine the past.

And, our advice for those who areconsidering taking on some of the en-gine building work for racing associa-tions is to get a copy of thatorganization’s latest racing rule book.Many of those rule books can bedownloaded from the racing associa-tion’s website

One association that had numerousengine-related updates to its racingclasses is the United States RacingAssociation (USRA).

The USRA (www.usraracing.com)was formed with a mission of foster-ing increased driver participation ofcompetitors through cost-effectiverules that do not hinder creativity, increased fan attendance at membertracks and increased sponsorship for

each USRA-sanctioned membertrack.

At some of the finest speedwaysin America located in Missouri, Min-nesota, Iowa, Texas, Kansas, SouthDakota, Wisconsin, New Mexico,Arizona, Arkansas and Oklahoma,the USRA currently sanctions fourdivisions — Modifieds, Stock Cars,B-Mods and Hobby Stocks.

“The USRA serves as a marketingpartner with the bottom line of oursanctioned tracks at interest, and weare committed to maintaining guide-lines to make racing affordable andfun for all racers, without sacrificingexciting and competitive racing ac-tion for fans,” according to the orga-nization’s releases.

The USRA is committed to pro-viding a combination of cost- effective rules for competitors inweekly auto racing and effective


Racing “Spec”-tacleEngine-Related Rule Book Changes for 2014

Feat

ure

The United States Racing Association (USRA) recently released updates to its 2014 racing rulebook pertaining to engine specifications for racers and performance engine builders.

BY ED SUNKIN, EDITOR

Cars circle the track in the Modified RacingSeries.Photo courtesy Linmat Photo.

Continued on page 42

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Replacement Head I.D. forFord 6.0L DieselIdentifying a Ford 6.0L head by dowelsize alone does not necessarily get youthe correct replacement cylinder head.

Ford/International have two castingnumbers for their 6.0L head, the early1843080C1 through C4 heads which allhave 18mm dowel holes and use an8mm mounting bolt for the rocker car-rier, and the late model or “consoli-dated” cylinder head casting#1855613C1. It is the #613C1 that cancause confusion.

This head comes from the factorywith EITHER 18mm or 20mm dowelholes and a 10mm rocker arm carrierbolt. The aftermarket 20mm head is theONLY replacement for this head.

If your head is a #1855613CI castingwith 18mm dowel holes, you must use astepped 18mm to 20mm dowel (FelPro#ES72248) with the aftermarket 20mmhead. Failure to use this dowel can re-sult in severe damage to the engine.

Dave SuttonSterling Engine PartsMinneapolis, MN

Keep Chuck Keys in CheckThis isn't the most high-tech Shop Solu-tion in the world, but it can save youhours of lost time and aggravation.

Have you ever wasted time lookingfor your drill's chuck key or foughtchucking in a bit with the key tetheredor taped to the cord? Here is a solution.

Take a piece of 1/4” heavy walledtubing and cut off about a 2” piece.Then fasten it to the lower handle of thedrill or the very top of the cord with afairly wide tie wrap compressing thetubing a bit.

Then, slip the chuck key into it. Itwill hold securely out of the way, andyou can remove it freely to chuck in a

bitwith-

out the interference of a cord or tether.Michael CampiereCampiere CustomsChalmette, LA

‘Shopping’ AroundOne of the best ways to increase busi-ness is to make personal contact withyour customers. Here is a somewhatdifferent approach.

A machine shop owner in Missouristarted a program last year that he calls“Fat Friday.”

Each Friday morning, he drops bythe local donut shop and buys one totwo 2 dozen assorted cakes. He picks adifferent garage or fleet and drops byunannounced with the “Fat Friday”food.

He takes the donuts to the owneralong with a brochure about his shopand a coupon for a 10% discount on hisnext purchase. He also makes it a pointto carry the goodies through the shopwhere he uses the opportunity to intro-duce himself and his machine shop toevery employee.

His sales and profits have exceededhis budget thanks to this small invest-ment in time and money.

Steve RichSterling Bearing, Inc.Kansas City, MO

Installation Tool for SparkPlug Repair InsertsThis tool was developed after I got frus-trated with supplier installation de-vices. It is faster, easier and works withmost spark plug thread repair inserts,including Perma-Coil, Time-Sert andHeli-Coil.

Start with a long reach spark plug,sliding a bronze spacer (metric flangebushing available at your local hard-ware store) over the plug leavingenough thread to engage the repair in-sert. (Photo 1). Place a dab of grease on

the spacer/flange and thread the insertonto the plug. (Photo 2).

Place a dab of Green Loctite #640 onthe OD of the insert. Stick the plug withthe insert threaded on it into the sparkplug hole (previously tapped to acceptthe insert).

Tighten the insert into the spark plughole by simply screwing the spark pluginto the hole. (Photo 3). Once it isseated, give a sharp counterclockwise“tap” to your wrench or driver. The in-sert will stay in place, and you can windthe spark plug bushing back out. Therepair is finished.

Dan MorrisonMorrison Auto MachineGlendale, AZ

Changes in Ring DesignNot all that long ago, what many of usknew about OEM domestic piston ringtechnology was that a premium ring setwas a combination of 5/64” - 5/64” -3/16” with a cast iron moly top ring, acast second ring and three piece steelchrome rail oil rings.

More recently, piston ring design hasbeen going through revolutionarychanges. This design revolution willcontinue due to many factors, includinggovernment mandated emission reduc-tion and higher fuel mileage require-ments, plus various energy policies andenergy prices.

These factors also force changes to bemade in fuels and lubricants, increasingthe challenge faced by piston ring engi-neers to create a piston ring that worksin today's engines.

Here are some of the changes andchallenges we are seeing or can look for-ward to in piston ring design:

• TOP RING: Rings are moving to-wards the top of the piston.

- Results in more air/fuel mixturebeing burned.

- Increases ring temperature and therisk of micro-welding.(Aluminum from piston canmelt and stick to the ringbottom side face).

- Materials and Coatings - OEM material for auto-

motive now steel (no cast orductile iron).

- OEM Heavy Duty


Photo 1 Photo 2 Photo 3

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Shop Solutions –The Power ofKnowledge

Engine Builder and Engine Pro present

Shop Solutions in each issue of EngineBuilder Magazine and at enginebuilder-mag.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.


Diesel material is hardened ductile iron, steel, or nitrided stainlesssteel.

- OEM coatings mostly moly with some nitride.- Aftermarket trending from cast iron to ductile iron and steel.- Aftermarket trending from non-coated cast iron to chrome and

especially moly coatings.• SECOND RING: Napier design will become more prevalent. This

design results in better oil scraping allowing for lower tension oil rings.- Larger ring gap opening to manage ring combustion pressure which mini-

mizes gas pressure below the top ring.- Materials and Coatings- OEM is trending toward hardened cast iron.- Aftermarket in general trending away from cast iron, although ductile option

for racing showing interest.• OIL RING: Trend to lower tension for less drag, more horsepower.- Materials and Coatings- OEM automotive considering two-piece steel, but this is a very high cost option.- OEM heavy duty diesel trending to two-piece nitrided steel.- Aftermarket still very strong on three-piece style with chrome rails, although options

for nitride are available.• ALL RINGS: Rings are becoming thinner and more shallow.- This improves conformability to the cylinder wall resulting in better sealing and less

oil consumption. Also less drag and more power.Engine Pro Technical Committee, with thanks to Hastings Piston Ring Co. ■

12-13 Shop Solutions 1/23/14 2:53 PM Page 13

There seems to be one in every neighborhood. Youknow – the kid who takes his experimenting a littletoo far. Growing up, you probably knew that kid –or may even have been that kid. Here is one of those true stories of “the kid” who’slove of machines and inventing got him into Guinness Book of World Records in the early 1970s.

Things began innocently enough as things alwaysdo with one Elon Jack “E.J.” Potter (April 24, 1941-

April 30, 2012). While grow-

ing up in Michi-gan, he begantinkering withanything with amotor at anearly age.

That lead to ahard lessonlearned when

he lost the tip of a finger to a motor scooter. E.J.promptly spent his recovery time reading booksabout engines prior to graduating from Ithaca HighSchool with the class of 1959.

A few years later, he tried motorcycleracing and street riding, which wouldlead to his most famous misadventure,mounting a small block Chevrolet enginesideways into a Harley-Davidson frame

His V8 motorcycle was far from anovernight engineering success. He andhis ride were way beyond street attemptsand when he tried it out at the local dragstrip, he was laughed at and not takenserious. That only made E.J. more deter-mined. Finally, the local track promoteroffered E.J. $1 for each mile over 100mph E.J. could turn.

After many runs of about 115 mph,and a jumpup to 125mph with afinal drive

change, E.J. has proved his point. After a blazing 136 mph run that left a thick black

tire track in the shape of a long, shallow "S" thewhole length of the track, the local promoter said,“no more,” and sent E.J. packing to look for anotherplace “to play.”

Going PublicIt took a verbal push from Art Arfons (of The GreenMonster fame) to put E.J. on the exhibition trail.That push was a little less subtle than the one E.J.got from his friends each time he ran his bike – theengine was hooked directly to the rear tire via a series of roller chains and was run up to 6000 RPMbefore being literally shoved off its kickstand!

E.J. could not find a clutch to work in his application, so he decided direct-drive was the nextbest thing. With thoughts of nationwide touring, E.J.began to clean up his act and came up with a self-start system.

As an exhibitionist drag strip performer in thelate 1960s and early ‘70s, E.J. became commonlyknown as the "Michigan Madman.”


Mem

ory

Lane

By contributing writer Randy Rundle

Another one of E.J. Potter’s track toyswas a jet-powered trike.

The Michigan Madmanmeets

THE WIDOWMAKER

E.J. Potter Headlines on the Dragstrip Stage

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During the next 13years, E.J. Potter criss-crossed the U.S. with aseries of improved V8motorcycles that becameknown as the “Widow-makers” that easily livedup to their name.

Other home-built ma-chines became part of hisrepertoire, including ajet-powered trike and anAllison-powered ‘57 Ply-mouth.

But most of his reputa-tion came from the dragbike, which eventuallyput E.J. into the mid-eights at 180 mph!

But of all the antics E.J.pulled, I think my fa-vorite is when he fired upa J-79 jet engine whilestill attached to its shipping pallet – in hiscarport!

The fuel system con-sisted of a small tank ofkerosene and a hose, andE.J. operated the throttlewith a pair of vise gripswhile he lay on his back under theengine.

When E.J. reduced power, thenquickly opened the throttle of the

17,000-horsepower engine upagain, the resulting "BOOM"blew out part of the windowsin his house and those of hisneighbors.

Leaving The WidowmakerE.J. decided the Widowmakerproject was getting a little outof hand so he decided tobuild something a little saferwith four wheels.

He purchased an old DodgeDart station wagon and promptlyput an Allison 1700 CID V12 air-plane engine in the back, hooked

up to a Borg-Warner trucktransmission.

There were some prob-lems with the new machine,noise inside the car beingthe big one. The engine wasdeathly loud – but it certainly was a crowdpleaser, and it turned fairlygood elapsed times.

E.J. couldn't leave wellenough alone, and decided

to “soup-up” the Allison. Soon after the engine

blew apart during a run, hefelt himself in a bit of dejavu, sliding down a dragstrip at 100+ mph on hisrear! This time, however, hewas wearing a Nomex suit,and had a racing seat stillstrapped to his rear, but thesomersaults at the end werejust as hard on his body!

E.J. would spend 13years making exhibitionruns at tracks across theU.S., with trips to Englandand Australia thrown in forgood measure...E.J. decidedearly on he was nevergoing to work for anyonebut himself, and he neverdid. You could say that E.J.was self-taught in manyareas of engine and per-formance interest.

And it seemed his fa-vorite way to learn wasusually trial and error.

In 1992, E.J. was in-ducted into the MichiganMotor Sports Hall of Fame

for holding his many racing and tractor pulling records.

Seems all that is left to the storyis... “what ever happed to the lastexample of the Widomaker?”

Glad you asked. It residesproudly in the Museum of Speed atSpeedway Motors in Lincoln, NB.

I have gone there and sat on thatbike with museum owner“Speedy” Bill Smith looking onand offering to fire it up in theparking lot for my benefit.

I declined. Some things are better left to the imagination. ■


Memory Lane

Randy Rundle is the owner of Fifth Avenue Antique Auto Parts, Clay Center, KS, and services antique andclassic vehicles for a living. He has pre-pared vehicles for movie studios, TheGreat Race, the 10,000-mile “Peking toParis Motor Car Challenge” and othersimilar events.Rundle, an author of sixautomotive technical books, has spent20-plus years solving electrical, coolingand fuel-related problems on all typesof antique and classic vehicles. Visitwww.fifthaveinternetgarage.com.

14,16 Memory Lane 1/23/14 3:18 PM Page 16


17 Motovicity_Layout 1 1/23/14 1:57 PM Page 17

Variable Valve Timing (VVT)is a way to advance/retardvalve timing, and change

duration, overlap and even lift insome applications while the engineis running.

VVT is computer-controlled andtypically uses oil pressure tochange the position of a phasermechanism on the end of thecamshaft to advance or retard camtiming.

VVT has been used on numer-ous Japanese (Honda, Nissan andToyota) and European (Audi,BMW, Mercedesand VW) enginessince the late 1980sand early 1990s, butonly in the lastdecade or so on do-mestic engines (suchas Ford 4.6L V8s, Chrysler 2.4Land 3.6L VVT engines, Chevy 2.4LEcotec, etc.).

On overhead cam engineswhere there are separate cams forthe intake and exhaust valves,changing the timing of one camalso changes the effective durationand overlap, and on engineswhere VVT also involves activat-ing extra cam lobes or changingthe rocker arm fulcrum point,VVT can also change total valvelift.

It can even change an engine's

effective compression ratio by al-tering the opening and closingpoints of the intake valves duringthe intake and compressionstrokes. If that weren't enough VVTcan also reduce pumping losses atidle for increased engine efficiencyand fuel economy.

Think of VVT as the valvetrainequivalent of the Powertrain Control Module (PCM) advanc-ing/retarding spark timing andreadjusting the air/fuel mixture asengine load and speed change tooptimize performance, fuel

economy and emissions.The main advantage of VVT is

that all of the factors traditionallyassociated with a given cam grindare no longer fixed, but can changein response to changing enginespeed and operating conditions.

BMW has even figured out a


Variables Associatedwith VVTThe Inner Workings of VariableValve Timing Technology

Tech

Fea

ture

The valve timing overlap be-tween the intake and exhaustlobes is clearly visible on this rebuilt cylinder head.

18-27 Tech Feature 1/23/14 2:52 PM Page 18


19 Mahle_Layout 1 1/23/14 1:56 PM Page 19

way to eliminate the need for athrottle by using VVT and direct in-jection to control idle speed and ac-celeration. The BMW Valvetronicsystem uses a stepper motor andsecondary eccentric shaft to actuatea series of intermediate rocker arms.

By varying valve lift and dura-tion, the engine can breathe freelylike a diesel with minimal pumpinglosses at idle and low RPM. Thisboosts fuel economy about 10%while also lowering emissions. Athigher engine speeds, valve lift andduration are increased to add morepower.

Camshaft Theory 101Prior to VVT, camshaft timing, lift,duration, and overlap were all fixedvalues and were determined by thelocation and shape of the lobes onthe camshaft when the cam wasground. What's more, the profilesand locations of the lobes wereground to optimize power within acertain RPM range.

Street engines spend most of theirtime from idle to about 3500 RPMwith occasional bursts to 5500 RPM,so street cams are typically groundwith less duration and overlap to in-crease low end torque. A cam withminimal duration and overlap alsocreates lots of intake vacuum whichallows for good throttle response --but it also creates pumping losses asthe pistons struggle to pull air pastthe nearly closed throttle plates.

A good mid-range cam (2500 to

4500 RPM) gives up some low speedtorque and peak high speed horse-power to obtain a fatter power curvein the middle RPM ranges. By com-parison, a performance cam in a cir-cle track car, drag car or even astreet/strip machine is usuallyground to deliver peak power at ahigher RPM range.

Many racing cams actually pro-duce less torque at low RPMs than astock cam and don't start to make se-rious power until 4500 RPM orhigher! That's why cam selection issuch an important factor when

building an engine.Because of these factors, most

cams (including performance cams)are still a compromise at best. Thebreathing characteristics of anycamshaft works best within a fairlynarrow RPM range, and everythingon either side of that range is lessthan optimal.

Racers know this and try tochoose a cam grind that will deliverthe most usable power within theRPM range where they need it most-- which for a dirt track enginemight be from 4500 to 6500 RPM, or5500 to 8500 RPM for a drag engine.Some racers use a data recorder toplot their engine RPMs as they runlaps around a track. Based on this in-formation, they can then choose acam grind that delivers the most us-able power within the RPM rangewhere they can really use it. The cammay not make the most peak power,but it will deliver the power where itdoes the most good -- and that'swhat it takes to win races.

On a street application, a cam hasto match the gearing of the drive-train, the weight of the car, the stallspeed of the transmission (if it is anautomatic), the RPM capabilities ofthe engine (valve spring andpushrod stiffness), the flow charac-

teristics of the cylinderheads, valves, intake man-ifold and carburetor or


Tech Feature

An aftermarket phaser limiter kit isshown installed in this cam phaser.



21 Comp_Layout 1 1/23/14 1:56 PM Page 21

throttle body, and the engine's com-pression ratio. Get any of thesewrong, and the cam will be a mis-match for the application and de-liver less than optimal performance.

Changing Valve DynamicsWith a conventional camshaft, all ofthe variables that determine valvetiming, lift, duration, and overlapare cast in stone the moment thelobes are ground.

If you want to play around withvalve timing to move the engine'spower band up or down a few hun-dred RPM, you can reposition thetiming gear on the cam (or use offsetbushings or pins) to advance or re-tard cam timing maybe 2 to 8 de-grees either way.

Even then, the setting is locked inposition and will not change oncethe bolts are tightened down. If youwant more lift, you can install higherlift rocker arms, otherwise you haveto change the cam to one that hastaller lobes. But if you want to

change valve duration or overlap,your only option is to swap the camfor a different grind.

With variable valve timing, noneof these things are fixed. Valve tim-ing, duration, overlap and even liftcan all be changed electronicallyand/or hydraulically to alter valve-train dynamics at any speed or toany change in operating conditions.This means VVT can increase valveduration, overlap and even lift (de-pending on the application) athigher engine speeds to increasepeak power as well as broaden theengine's torque curve across a muchwider RPM range.

VVT can also be used to changevalve overlap to reduce oxide of ni-trogen (NOx) emissions when theengine is under load. Increasingvalve overlap has the same effect asincreasing Exhaust Gas Recircula-tion (EGR) flow to suppress peakcombustion temperatures. On someengines, VVT can eliminate the needfor an EGR valve while improving

idle quality and stability.

Inner WorkingsA typical example of how VVTworks would be the "ContinuousVariable Valve Timing Control"(CVTC) system that Nissan uses on anumber of its engines. On these ap-plications, a hydraulic phaser ismounted on the end of each intakecam to alter intake valve timing withrespect to exhaust valve timing. Atlow and mid-range speeds, intakevalve timing is advanced 20 degreesto improve low-speed torque andidle.

This also changes the amount ofintake/exhaust overlap from 8 de-grees to 28 degrees. The phaser is ac-tuated by oil pressure, which in turnis regulated by a computer-con-trolled solenoid.

When the solenoid is energized,the valve traps oil pressure insidethe phaser cavity and prevents itfrom escaping. As oil pressurebuilds, it pushes the sliding cam


Tech Feature




23 Motorstate_Layout 1 1/23/14 1:56 PM Page 23

drive or rotor insidethe phaser. This ro-tates the cam's posi-tion to advancetiming. De-energiz-ing the solenoid al-lows oil pressure tobleed out of thephaser oil cavityand the cam returnsto its original posi-tion.

On Honda en-gines that have the"Variable ValveTiming and Elec-tronic Lift Control"(VTEC) system, adifferent approach is used.

On these engines, the intake andexhaust valves are opened by indi-vidual rocker arms (followers) thatride under a pair of overhead cams(one intake, one exhaust).

Between each pair of rocker armsis a third rocker that rides against anextra cam lobe for each cylinder. The

lobe has a typical performance grindwith additional lift and duration forhigh-speed power.

At low RPM, the third rocker isjust along for the ride and doesnothing. The two rocker arms on ei-ther side follow their respective camlobes to provide relatively mildvalve lift and duration for good low-

speed torque and throt-tle response.

When engine speedincreases, however, thePCM energizes a sole-noid that allows oilpressure to flow intothe hollow pivot shaftsthat link the extra thirdrockers with their com-panions. Oil pressureshoves pistons insidethe pivot shaft side-ways to lock all threerockers together. Thiscauses the intake andexhaust valve rockersto be pulled away from

their normal lobes and to follow theprofile of the third rocker lobes.

It's like shifting from a standardgrind cam to a race grind -- whichchanges lift as well as duration andoverlap. Return springs in the rockerpivot shafts retract the pistons whenoil pressure is relieved, disengagingthe third rockers and allowing the


Tech Feature


The LT1 engine in the 2014Corvette has a cam phasermounted on the front of thecam that can advance/retardcam timing up to 62 degrees.



25 EPWI_Layout 1 1/23/14 1:55 PM Page 25

intake and exhaust rockers to returnto their normal lobes.

Back in 2008, Toyota introducedits "Valvematic" VVT system. It usesan electronic actuator mounted onthe end of the intake rocker shaft.The shaft rotates to change the liftratio of the rockers.

The system can vary valve liftfrom 1.1 to 11.5 mm compared to astatic valve lift of 9.9 mm for a simi-lar engine without the Valvematicsystem. Valve duration is also vari-able from 106 to 280 degrees com-pared to a static 246 degrees for anon-Valvematic engine. Toyota says

this system is good for a 10 percentgain in both horsepower and fueleconomy. You'll find it on the 2014Corolla 1.8L engine.

Today’s VVT ApplicationsOn performance applications, VVTcan provide the best of both worlds:good low-end and mid-rangetorque, fuel economy and increasedhigh RPM power.

In the 2014 Corvette, the LT1 engine (shown above) is a pushrodengine like its LS predecessors, but ithas a cam phaser mounted on thefront of the cam that can

advance/retard cam timing up to 62degrees! The LT1 cam is a conven-tional one-piece design so only valvetiming changes when the phaser isdoing its thing. Valve duration, over-lap and lift all remain the same.

GM also uses cylinder deactiva-tion on this engine (spark & fuel in-jectors) to improve fuel economy,but the valves continue to operateon the dead cylinders.

Although the cam phaser in theCorvette LT1 engine provides a lotof latitude in cam timing, it can alsocreate tuning and valve-to-pistonclearance problems if the engine isbeing modified for a racing applica-tion. The answer is to install a camphaser limiter kit in the phaser thateither locks the phaser in a fixed po-sition (thus eliminating VVT alto-gether) or limits its travel to no morethan 15 to 20 degrees. This, ofcourse, requires reprogramming thePCM so it won't try to change camtiming or to advance or retard itmore than the new limit.

On newer Dodge Vipers, VVT isalso used with their V10 pushrod en-gine. On these applications, a special"concentric" camshaft within acamshaft is used that allows bothvalve timing, duration and overlapto change.

The concentric cam has a solidinner core and an outer tube assem-bly. There are two sets of lobes, oneset fixed to the outer tube and a second set pinned to the inner shaftthrough slots in the outer tube. Thephaser on the end of the cam rotatesthe position of the inner shaft with


Tech Feature



respect to the outer tube to changevalve timing, lift and overlap.

The 2014 Mazda 6 with its 2.5LSkyactiv engine has an unusuallyhigh static compression ratio of 13:1(close to that of a diesel), but it canburn regular unleaded 87 octanegasoline thanks to VVT. By carefullyadjusting valve timing and overlap,as well as the timing of the directgasoline injection system, this en-gine can run extremely lean and de-liver up to 15% better fuel economythan a conventional engine withfixed valve timing and a normalcompression ratio of around 9.5:1.The VVT system on this engineholds the intake valves open longerafter the pistons pass Bottom DeadCenter (BDC) on their intake stroke.By increasing intake valve durationpast BDC, some of the air in thecylinder is actually pushed back out(reverse flow) to reduce the engine'seffective compression ratio at idleand low speed.

VVT VulnerabilitiesAs great as VVT is, it is also vulnera-

ble to some problems. Oil quality,viscosity and contamination prob-lems can all affect the operation of ahydraulically-actuated VVT camphaser. If the phaser isn't getting adequateoil pressure, or the oil is the wrongviscosity (too thick or too thin), orthe oil is dirty, it may prevent thephaser from working properly. This, in turn, will affect engine per-formance, fuel economy and emis-sions, and will often turn on theCheck Engine light and set a VVT-related fault code.

Ford has experienced some camphaser issues on high mileage 4.6LV8 engines. The problem in this caseis not the phaser itself but a lack ofsufficient oil pressure to the phaser.The overhead cams on these enginesdo not have bushings but run inbores in the aluminum cylinderhead.

As wear adds up over time, camjournal to bore clearances increasecausing a drop in upper valvetrainoil pressure.

This, in turn, may prevent the

phaser from getting enough oil pres-sure to advance the cam normally.The result can be engine noiseand/or a VVT-related fault code.One fix is to remove the cylinderhead, machine out the cam boresand install aftermarket bushings torestore normal oil clearances – or toreplace the head altogether.

Both of these are expensive fixes,so another alternative is to install acam phaser "repair kit" that essen-tially locks the phaser in a fixed position.

The kit includes a pair of metalplugs that are installed inside eachphaser to prevent any phaser move-ment.

Similar kits are also available forengine tuners who want to limit orreduce the maximum amount ofphaser travel on these engines (aswhen installing a hotter cam orhigher compression pistons). Similarphaser limiter kits are also being de-veloped for the 2014 Corvette LT1engine. ■


Tech Feature



Today, restoration projects seem to be at an all-time high. You would have to admit that there isa love for true American iron. True American

iron is also becoming rather hard to come by. As Ameri-cans, we were always proud of our cars and trucks. Thevehicles manufactured by the BIG 3 (Ford, GM, andChrysler) in the 1950’s and 1960’s seem to land mark theluxury, performance and style that became an icon.

Now, these vehicles are in extremely high demandand becoming extinct. If you are looking for a vehiclefrom this era, you basically have two choices, you eitherpurchase one that has been restored or you restore orpay someone to restore it for you.

Having a restoration project can be awesome. Today,there are plenty of parts suppliers who have reproduc-tion or OEM pieces for many of the vehicles from thistime. Of course the key to the restoration project will bemoney.

It comes down to how nice you want the vehicle to beor to what extent or how far the restoration will go andhow deep your pockets are. It‘s not that the parts are thatexpensive, but there will be some pieces that will be hardT

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BY BOB MCDONALD, CONTRIBUTING WRITER

28-41 Coyote Engine 1/23/14 2:38 PM Page 28

to find that may cost some money.Then, there will be the body work,materials and paint along with themechanical pieces such as brakes,suspension and steering. Eventhough the project may sound like aninevitable money pit, the great newsis that this can be an investment. Youshould be able to get your moneyback if you later opted to sell the vehicle.

Now keep in mind, it’s not thatthere are cars from the 70’s, 80’s and90’s that are not worth fixing up. Butwhat has been manufactured in the

past 15 to 20 years that has not beendisposable? There were cars such asthe Fox body Mustang and some Camaros that were great in this time

period, but a lot of these also werescraped out when the “Cash forClunkers” campaign came about.Owners of these automobiles reallydidn’t see the need to hold on tothem because of their little or novalue. So if you think about it, with-out the nostalgic American iron,what will the next generation ofcruise in or car show be? Will itconsist of cars such as the Lumina,Taurus or Intrepid?

One thing that is becoming pop-ular is known as a “RestoMod.”This is the art of combining the oldwith the new. Even though newerbody styles are not sought after torestore, the technology is what’simportant. When restoring a nostal-gic car, things like fuel injection,bigger brakes, independent front

suspension, air conditioning, and airride tends to be a hot topic. Engines oftoday out perform their predecessors


Tech Feature

A restomod Mustang melds the classiclooks of early models from the 1960s and‘70s with modern engines, brakes, steer-ing and suspension for reliable everydaydriving and all-around performance thatmost old muscle cars can’t even ap-proach. Matt Comps of West Bloomfield,MI, took the vintage body approachwhen he bought this 1968 Mustang Cali-fornia Special hardtop seven years ago.Courtesy Ford Motor Co.

“Coyote” crate engines are backed by a 2 year/ 24,000 mile warranty except forthe M-6007-M50S which is the “sealed” version for racing. Ford Racing also hasmany performance parts available to upgrade your Coyote from camshafts, intakes, cylinder heads, and superchargers.


along with five and six-speed auto-matic and manual transmissions. Sowhy not mix the two and have thestyle of yesterday with the technologyof today?

One thing that is becoming popularfor a Ford RestoMod is the Ford Coyote engine. Ford introduced theCoyote for the 2011 Mustang GT. The2011 Mustang GT would have beenavailable for purchase in early 2010and the Coyote crate engine wasavailable for purchase from Ford Rac-ing in September 2010. The Coyotedubbed the return of the V8 5.0L de-sign to compete with the GM LS3 6.2Lfound in the Camaro and the 6.4LHemi found in the Dodge Chargerand Challenger. To meet performancedemands that would exceed the 4.6L

along with in-creased fueleconomy, theCoyote enginewould now fea-ture an alu-minum blockwith crossboltedmain bearingcaps and thick bearing bulkheads forstrength. The block also incorporatespiston cooling jets and unique oildrain back and windage control forhigh RPM performance.

The name “Coyote” was given tothe engine in honor of the high outputV8’s that were campaigned by A.J.Foyt. The Coyote is still a part of theFord Modular engine family as the4.6, 5.4, 5.8 and 6.8L. The term

Modular had always been thought tomean that it was a name for the en-gine design or the ability to share cer-tain parts.

But the real name was given fromthe manufacturing process where thetooling could be changed out in a mat-ter of hours to manufacture differentversions of the engine family. TheCoyote engine was designed to retainroughly the same size as the popular4.6L and share the same bore spacing,


Tech Feature

Whereas restoration is process of repairing a degraded au-tomobile to its overall "authentic" condition, restomodwork allows the vehicle owner to get a more modern per-formance engine under the hood. According to GavinKnapp, senior manager, market research, Specialty Equip-ment Market Association, the street rod and custom seg-ment, which includes restomods, has continued to grow ata steady pace, totaling $1.19 billion in 2012, up from $954million in 2005.



31 ProMaxx_Layout 1 1/23/14 1:54 PM Page 31

deck height, and bell housing bolt pat-tern in order to use the Modular pro-duction line tooling.

What Does the Coyote Say?The Coyote shares a similar platformto the 4.6L except the bore diameterhas increased from 3.54” to 3.63” andthe stroke has increased from 3.54” to3.65”. The crankshaft is not inter-changeable with the 4.6L because themain webbing designs of the Coyoteblock are wider. The crankshaft isforged steel and made from the sameforging material as the 4.6L which hasbeen known to handle upwards of2500 horsepower. The biggest changeto the crankshaft is the longer snout toaccommodate the billet gear for the oilpump (Figure 1).

Now if you are interested in pur-chasing a Coyote for whatever projectyou are working on, you may find

that there have been six versions tochoose from. The first version thatwas released for purchase in 2010 byFord Racing was p/n M-6007-M50,and is still available today.

For 2012, Ford Racing released fournew versions of the Coyote crate en-gine under the Aluminator seriesbadge. The Aluminator series engines

do have different features and incor-porate different components, but themain reason they are classified as Alu-minator series is because these en-gines are offered with forged pistonsand tri-metal bearings for higher per-formance capabilities. These enginesare listed under P/N M-6007-M50B,M-6007-M50BR, M-6007-A50SC, andM-6007-A50NA.

A new release of the Coyote enginefamily was available in April of 2013.This would be Coyote P/N M-6007-A50XS.

Also for 2013, Ford Racing releaseda sealed version of the Coyote underP/N M-6007-M50S. This was for theuse of racing sanctioning bodies suchas the NMRA to be used as a “spec”engine where there is a class called“Coyote stock” where all competitorshave the same engine.

The engine is tamper proof fromthe factory so competitors can notchange internals without breaking theseal. Nothing in the sealed version isdifferent from the original version ofthe engine.

One obstacle that Ford faced whenproducing the engine was to makemore power and efficiency than the4.6L predecessor.

The object would be to acquire


Tech Feature

Figure 1

Bore 3.63"Stroke 3.65"Compression Ratio 11.0:1Connecting Rods Forged SteelPistons HypereutecticCrankshaft Forged SteelHorsepower 412@6500 rpmTorque 390 ft. lbs.@4250 rpm

"Coyote" P/N M-6007-M50

NOTES-Includes Tuned composite intake with fly-by-wire 80mm throttle body-Mustang GT 409 stainless tubular exhaust manifolds-8 Quart oil pan-For 2013, the stock “Coyote” went from 412 hp to 420hp -Camshafts are 260* Intake and 263* Exhaust, valve lift is 12mm Intake and 11mm Exhaust

Bore 3.63"Stroke 3.65"Compression Ratio 11.0:1Connecting Rods Manley Forged H-BeamPistons Mahle Forged w/

Graphal CoatingCrankshaft Forged SteelHorsepower 444@6500 rpmTorque 380 ft. lbs.@4250 rpm

"Coyote" P/N M-6007-M50B

NOTES-The “B” at the end of the part number stands for “BOSS” which is the same engine that was available in the 2012 and 2013 Ford Boss Mustang-Cylinder heads are CNC ported for optimum air flow-Oil pan is revised for 8.5 quarts with internal baffling for cornering-Composite Intake with shorter runners-80mm throttle body-Sodium filled exhaust valves-Engine was only available for 2012 and 2013 because Ford only produced the BOSS Mustang for two years, the same as they produced the original “BOSS” Mustang in 1969and 1970.

-Upgraded with better valve springs known as “BOSS” valve springs p/n M-6513-M50BR -Camshafts are: 260° Intake and 263° Exhaust; Valve lift is 12mm Intake and 11mm Exhaust



33 Quality Power Products_Layout 1 1/23/14 1:54 PM Page 33


more airflow through the cylinderheads. But, there were already con-straints to making more airflow due tothe cylinder head design of the modu-lar engine platform.

In order for airflow to be gained,the ports of the cylinder head wouldhave to be redesigned. Ford came upwith the idea of moving the camshaftsoutward in the cylinder heads, whichwould place the camshafts over thehead bolts. This would allow room forthe port design changes to producethe needed airflow to gain volumetricefficiency.

The valvetrain would now consistof a light-weight, roller-type, fingerfollower with a hydraulic lash ad-juster with a 2:1 ratio.

Both the intake and exhaust camswould now be controlled separately.This is known as Ti-VCT (Twin Inde-pendent-Variable Cam Timing). Thecamshafts are controlled by the Pow-ertrain Control Module (PCM) usingcam torque actuated phasers.

The separate phasing of the intakeand exhaust cams allows for smootheridle and fuel economy along withquick response at high idle.

The throttle body and intake alsounderwent some changes from theprevious modular engines. The alter-nator was moved from the valley of

the engine to the side of the block.This allowed for improvements to air-flow by optimizing the locations of thethrottle body and redesigned intakeports. The new Mustangs would in-corporate electric power steering sothe engine would not turn a belt-driven power steering pump.

Even though the engine is termed‘Modular,” the design would be nowhere close to the previous modularengine designs. With the crank pinmoved to increase stroke, the crank-shaft also has straight-thru oiling,


Bore 3.63"Stroke 3.65"Compression Ratio 11.0:1Connecting Rods Sintered Forged I-Beam Pistons Mahle Forged w/

Graphal CoatingCrankshaft Forged SteelHorsepower 444@6500 rpmTorque 380 ft. lbs.@4250 rpm

"Coyote" P/N M-6007-M50BR

NOTES-This is the racing version of the “BOSS” version of the Coyote. This is dictated by a “BR”at the end of the part number.-The features are the same except for a few changes. -The racing version is equipped with a 12-quart oil pan with baffles for hard cornering (SeePhoto 2)-The connecting rods are sintered forged I-Beam (Manufacturer Unknown). The sinteredconnecting rods are formed from powdered metal. Sintered powder metal is a mixture ofmetallic elements that is pressed and heated to form super strong light weight parts.Sintering is the heating process that bonds the powdered elements together without melting them. This process makes the sintered powder metal rods close to unbreakable.-This engine was only available for 2012 and 2013-Upgraded with “BOSS” valve springs p/n M-6513-M50BR-Camshafts are: 260° Intake and 263° exhaust; Valve lift is: 12mm Intake and 11mm Exhaust

Photo 2: The racing version Coyote isequipped with a 12-quart oil pan withbaffles for hard cornering.



35 NPR_Layout 1 1/23/14 1:53 PM Page 35


Tech Feature


"Coyote" P/N M-6007-A50SC

-The “A50SC” at the end of the part number is for supercharged applications-The compression has been lowered form 11.0:1 to 9.5:1-The front cover of the engine has been modified for Ford Racing Supercharger kit-The sparkplugs have a colder heat range for supercharging p/n M-12405-M50(See Photo 3)-Tuned composite Mustang GT Intake Manifold with 80 mm throttle body-Upgraded with “BOSS” valve springs p/n M-6513-M50BR-Camshafts are 260* Intake and 263* Exhaust, valve lift is 12mm Intake and 11mm exhaust -The Mahle forged pistons went from being a dome to an 8cc dish to drop compression -80mm drive by wire throttle body

Photo 3: The sparkplugs have acolder heat range for supercharging(p/n M-12405-M50).


Graphal CoatingCrankshaft Forged SteelHorsepower TBDTorque TBD



37 Moduline_Layout 1 1/23/14 1:53 PM Page 37

which is less complex than the crossdrilled passages of the 4.6 and 5.4L.

The crank sensor wheel is rearmounted compared to the front

mounted designs of the other modu-lars. The relocation of the crank sensorproduces a more stable signal. Theblock is aluminum with different

coolant passages and oiling passages

which also provides the addition ofpiston cooling jets and more materialfor beefier bulkheads for the mainbearing saddles. The firing order has


Tech Feature



Graphal CoatingCrankshaft Forged SteelHorsepower 420hp @ 6500rpmTorque 400 ft.lbs.@ 4250rpm

"Coyote" P/N M-6007-A50NA

NOTES-The “Coyote” p/n M-6007-A50NA is a high-performance version of the original Coyote engine. The connecting rods have changed to forged H-beam and the pistons are nowforged, making this engine apart of the “Aluminator” family.-Upgraded with “BOSS” valve springs p/n M-6513-M50BR-Camshafts are: 260° Intake and 263° Exhaust; Valve lift is: 12mm Intake and 11mm Exhaust

This Coyote (p/n M-6007-A50NA) is ahigh-performance version of the original Coyote engine, and is memberof the Aluminator family.


changed from 1-3-7-2-6-5-4-8 to 1-5-4-8-6-3-7-2. With all thechanges to this new“Modular” platform,there is no inter-changeability of engine parts with itsprevious predecessors.

If you are plan-ning on purchasing aCoyote for your nextproject, keep in mindthat there are a fewadditional things youwill need.

The engine willneed a computer andwiring harness whichis sold under FordP/N M-6017-A504V.

There is also an al-ternator mounting kitfor the engine FordP/N M-8600-M50ALT. Keep inmind that the engineis internally bal-anced and any neu-tral “0” balance 164tooth flywheel willbolt to the crank-


Feature


Above is a look at the 47-lb fuel injector (p/n M-9593-LU47) and the twin 65-mm throttle body (p/n M-9926-CJ65). Remember, if you are planning on purchasing a “Coyote”for your next project, keep in mind that there are a fewadditional things you will need, like a computer and wiringharness (below).


shaft. Engine mounts from a 4.6L willbolt to the side of the block.

The rear structure of the engine hasthe same bolt pattern as the othermodular designs. This meaning thatany modular engine transmissionsuch as an E4OD or a 4R70W can bemounted to this engine.

In closing, the Ford F-150 also in-corporates the Coyote engine. The in-take camshafts have milder profilesalong with different profiles of the ex-haust cams compared to the Mustang.The truck version also has lower com-pression offering 360 horsepower and380 ft.lbs of torque.

For 2014, Ford Racing has releaseda “race” block of the Coyote. Eventhough there are no reports of any en-gine block problems, some competi-tors utilizing these engine platformsare making in excess of 2500 horse-power. That’s a little over 8 horse-power per cube.

I guess Ford thought a little extrastrength would be in order.

All Coyote crate engines arebacked by a 2-year/ 24,000 mile warranty except for the M-6007-M50Swhich is the “sealed” version for racing.

Ford Racing also has many performance parts available to upgrade your Coyote from camshafts,intakes, cylinder heads, and superchargers. ■

40 January 2014 | EngineBuilderCircle 40 for more information

A new release of the Coyote enginefamily was available in April of 2013(p/n M-6007-A50XS).


Graphal CoatingCrankshaft Forged SteelHorsepower 500hp @ 6500rpmTorque TBD

"Coyote" P/N M-6007-A50XS

NOTES-Engine is upgraded with Ford racing billet steel oil pump p/n M-6600-50CJ-Supplied with Cobra Jet intake manifold p/n M-9424-M50CJ-CNC ported cylinder heads-“BOSS” valve springs p/n M-6513-M50BR-Twin 65mm throttle body p/n M-9926-CJ65-47lb fuel injectors p/n M-9593-LU47-Camshafts have changed to 263° Intake duration and 290° Exhaust duration, with 13mmlift in the Intake and Exhaust.-12 quart oil pan

Tech Feature



Tech Feature


Ford has also made available an alternator mounting kit for the Coyoteengines (p/n M-8600-M50ALT).

A restomod Mustang melds the classiclooks of first-generation models from the1960s with modern engines, brakes,steering and suspension for reliableeveryday driving and all-around perform-ance most old muscle cars can’t evenapproach.

Shops buy or build what is essentiallya brand-new 1965 to 1970 Mustang withany engine your customer would want –including the 5.0-liter ‘Coyote’ V8 foundin the 2014 Mustang GT.

Traditional vehicle restoration, bycomparison, is all about bringing an oldride back to the way it was when it rolledoff the assembly line.

That means using original partswhere available or reproductions whennecessary. Executed well, the end resultis a “brand-new” 50-year old car thatperforms like a 50-year old car.

“I’ve been building custom street rodsand muscle cars for more than 25 years,but over the past decade, the restomodhas really increased in popularity,” saidBarry White, owner and founder ofBarry’s Speed Shop, Corona, CA.

“A lot of people love the classic 1960slooks, but they want a car they can get inand drive every day, not just a museumpiece.”

Restomod cars are a natural evolutionof hot-rods and custom cars of the 1950sand 1960s. Restoring a car close to itsoriginal appearance while adding me-chanical modifications can transform itinto something the original engineersmight never have imagined.

“The market for restomods really tookoff after the release of the movie ‘Gone inSixty Seconds’ in 2000,’’ said LarryBrogdin of Dynacorn International, manu-facturer of Ford-licensed restoration bodyparts and complete shells for 1965 to1970 Mustangs.

“The ‘Eleanor’ Mustang in that movie,made it much more acceptable to domore extensive modifications to classiccars. Seventy percent of our businessnow is for upgrades and modificationsrather than traditional restorations.”

Restomods can be built to fit a widerange of budget and performance needsand it’s a trend that is becoming morepopular with options from basic upgradesto brand-new vintage cars.

Source: Ford Motor Co

Coyote Evolution:Adapting to the Performance Environment


marketing strategies to assist inthe growth and popularity of thetracks at which they compete.

For the Modified division ofUSRA, significant changes forthis year under its engine section(Article 16) of the rule book al-lows for the use of a GM Per-formance Parts (GPP)factory-sealed CT400 Chevysmall block crate engine (PartNo. 88958604).

However, under its Stock Cardivision, USRA provided length-ier updates to its engine sectionto include the use of a second en-gine option.

According toUSRA, the 360 en-gines must be stockappearing with ab-solutely no changesallowed. The enginemust use stock firingorder for that makeand model (GM toGM, Ford to Ford,etc.).

The engines must appear strictlystock for that model and make andin the original mounts. Parts for 400cu. in. or larger engines are not al-lowed, and the stroke must matchthe block. Only stock-appearingcrank and rods are permitted, andlightweight cranks are not allowed.

A minimum two-inch plug abovethe oil level in the side of the oil panis recommended. If not utilizing aplug, the oil pan will have to be re-moved at time of inspection.

Absolutely no stroking allowedand approved intakes are OEM unal-tered two- or four-barrel cast ironWeiand 7547-1 (stamped or un-stamped), Ford (7515 or 8023 or7516) or Chrysler (8022 or 7545);Edelbrock GM (2101 or 2701), Ford(7121 or 7181 or 7183), Chrysler(2915) or Performer 318/360 intakemanifold (p/n #2176).

For 2014, cast iron stock produc-tion or aftermarket steel stock re-placement heads are permitted: EQp/n #CC167ES2 or EQ-CH318B(Dodge); Dart p/n #10024267 or#10024360; World Products p/n#043600 or #042670 or #53030 (Ford);RHS/Indy p/n #20300 or #20301

(Dodge). Chevy heads must be 75/76cc, valve size no larger than two andtwo one-hundredths (2.02) intakeand one and six-tenths (1.6) exhaust.The only heads allowed are 75 ccminimum heads. VORTEC heads arenot allowed. Porting and/or polish-ing are not allowed. Intake manifoldsmust be made of cast iron or cast alu-minum.

Though roller cams and lifters arenot allowed, roller rocker arms arepermitted.

Other rule changes associatedallow crate engines and 360 enginesto utilize one Holley 4150 Series four-barrel carburetor. The standard en-gine must use an unalteredgauge-legal 4412 Holley two-barrelcarburetor.

For the USRA B-Mods, the rule-book was altered to address drive-shaft, stating aluminum drive shaftsare not allowed.

Under the engine section, Tri-Yheaders are not allowed; only roundtube headers are acceptable. All pri-mary tubes must enter one collectorat the same point and crate enginemust use a non-stepped header only.

Crate engines also must utilize a

soft-touch rev control box with a6200-RPM chip. This must be out ofreach of the driver but easily accessi-ble for inspection at all times.

The USRA Hobby Stock divisionalso had updates to pertaining toboth crate engine and standard en-gine powered vehicles and the fuelsystem. The change says these en-gines must utilize one GM two-bar-rel Rochester carburetor and that thespacer between carburetor and in-take may be no more than one-half(0.5) inch total with one-tenth (0.1)inch maximum thick gaskets. Thecarb also may not be throttle bore adjustable.

Other rule notifications for stan-dard stock engines include that therods must be I-beam, non-polished,stock appearing only; center of fuelpump must remain a minimum oneand three-quarters (1.75) inches infront of the unaltered cross member;and exhaust adaptors between mani-fold and cylinder head are not al-lowed.

Complete USRA Rules can bedownloaded from: www.usraracing.com/rules.

Welcome to WISSOTAThe 2014 WISSOTA Auto RacingRule Book was recently made avail-able in PDF format for download, ac-cording to WISSOTA technicaldirector Bill Engelstad.

“We will be mailing a rule book toevery 2013 licensed driver as soon as


Feature

WISSOTA Late Models in the AMSOIL Dirt Track Series,like this vehicle driven by Ricky Weiss, are full-bodiedracecars and the top-of-the-line as far as speed and tech-nology. The rules package allows for a very sleek bodydesign and wide Hoosier racing tires. Under the hood,most WISSOTA Late Model drivers have roughly 360cubic inch engines with 500 or more horsepower; thosewho choose to can also run an engine with up to 410cubic inches along with a carburetor restrictor plate.Source: http://wissota.org/

Continued from page 10



43 RP Expo_Layout 1 1/23/14 1:52 PM Page 43

the printed version is available; in the meantime, we en-courage builders and competitors to refer to the onlineversion,” Engelstad said.

Engine builders supplying services to WISSOTA teamsthat race on tracks in Wisconsin, Minnesota, NorthDakota, South Dakota, Montana, Wyoming, Manitobaand Ontario can download the PDF file of the rulebookat: http://wissota.org/?p=4323

Prospective new drivers will also be able to request arulebook beginning this month from the WISSOTA officeby calling 320-275-9922. Those with technical questionscan contact Engelstad via email at [email protected].

Modified Racing SeriesThe Modified Racing Series was founded in 2004 by rac-ers for racers. A group of veteran drivers headed by JackBateman took to the road and brought fans somethingthey didn’t see at their local weekly racetracks. The re-sponse was unbelievable as fans packed the stands attracks around the New England area. Now as the seriesbegins its sixth year, it continues it’s growth with an out-standing number of members and fans that follow the se-ries weekly.

Held on more than 80 tracks throughout Connecticut,Massachusetts, New Hampshire and New York, theValenti Modified Racing Series recently published engineupdates that include prohibiting aluminum blocks.


Feature


Rules announced for LateModels using GM crates in ‘14WISSOTA recently announced the 2014 WISSOTA Late Model division’s GM 604 and CT525 sealed crate engine rules package.

WISSOTA can adjust these rules for competitive reasons if necessary during or after the 2014 season. If you have any questions, contact Bill Engelstad at 218-262-5823 or at [email protected].

GM CT5251. Car must say CT525 on the front roof post.2. Mandatory ignition controller MSD P/N 6012. (This is usedto check max. RPM)3. Max. RPM 72004. Any Four barrel carburetor – gas or alcohol.5. Any headers.6. Weight 2300 lbs.7. 8” max spoiler allowed.Must follow all other 2014 WISSOTA Late Model rules.

GM 6041. Car must say 604 on the front roof post.2. Any four barrel carburetor – gas or alcohol.3. Max. RPM 68004. Any headers.5. Weight 2250 lbs.6. 10” max spoiler allowed.Must follow all other 2014 WISSOTA Late Model rules.


The updated rules also ad-dress prohibiting block lighten-ing, with the exception of aminimum lightening, as deter-mined by VMRS Officials, thatwould be assessed a minimum25-lb. penalty on the outermost part of the right-sideframe rail.

Any lightening beyond theminimum, as determined byVMRS Officials, may be as-sessed up to as much as a 150lb. penalty dependent upon theseverity of the lightening.

Weight will be placed be-tween the front and rear rollcage hoops on the outer mostpart of the right-side frame railand NOT below the frame rail.

Other engine rule updates includethe Maximum Compression Ratio al-lowed will now be 3.5 to 1.

For a complete 2014 Rule Book, visitwww.modifiedracingseries.com.

Rebuilders with questions aboutengine changes can contact seriespresident Jack Bateman at 603-523-

1179, or the technical director BobbyCarrita at 508-674-2608.

International Motor Con-test AssociationInternational Motor Contest Associ-ation (IMCA) says it will continuethe mission of affordable, entertain-ing and competitive auto racing as asanctioning body.

“We are committed to es-tablishing and enforcing fairand consistent rules that willstrengthen and promote theracing industry. Never restingon our laurels, IMCA isdriven by past success toachieve future goals,” the rac-ing association said.

IMCA, organized in 1915,is the oldest active automobile

racing sanctioning body in the U.S.Through the promotion of the“grassroots” weekly racer, IMCA’seight racing divisions has continuedto see remarkable growth through-out the last decade.

Current rulebooks that includeengine updates for engine builderscan be downloaded fromhttp://imca.com.


Tech Feature


Formula 1’s governing body hasmandated the racing seriesmove from the 2.4L V8 powerplant to a more efficient 1.6L,turbocharged V6 engine like theone seen here from Renault.


Formula OneIt was announced last year that Formula One (F1) carswould undergo some major technical changes for the2014 season.

One of the biggest changes is the reconfigured engine,as well as new fuel and weight limits.

Since then, F1 teams have been racing in the off- season to get their cars prepared for testing prior to the

first race at Mel-bourne in mid-March.

According to theFIA, Formula 1’sgoverning body, theracing series will re-place the 2.4L V8swith a more efficient1.6L, turbochargedV6s.

A few years back,the FIA had origi-nally planned aswitch to four-cylin-der engines in 2013,but that plan didn’t

come to fruition.The new power plant, a V6 turbo, also utilizes

energy recovery systems. The new energy recovery systems (ERS) replaces the

current kinetic energy recovery systems (KERS) andare expected to be more powerful. Combined with thehelp of turbocharging, they will ensure overall poweroutputs remain similar to current levels, despite an an-ticipated drop in the permitted rev limit.

While 600 bhp of power will derive from the newengine (compared to 750 bhp from the previous powerplants) the remaining power will come from thermalenergy from exhaust gases, as well as kinetic energyrecovered under braking, which F1 has been utilizingsince 2009.

Formula One’s last turbo era ended in 1988, a sea-son dominated by the 1.5L V6 Honda-poweredMcLarens of Alain Prost and Ayrton Senna. The sportreturned to naturally aspirated engines in 1989, with a3.5L formula.

It’s been reported that Renault (see page 45) Ferrariand Mercedes will supply engines to all the teams in 2014.

While only a few engine builders see these enginesin the garage, most of our readers who are fans of thisseries will definitely be able to hear the difference.What used to be described as a swarm of angry waspsspewing from the previous V8s, will now sound morelike a low-pitched hum in the new engines.

IndyCar SeriesIn July 2013, IndyCar mandated that twin-turboswould be used for the series’ 2014 engines.

“In an effort for parity throughout the turbochargerrange, mandating only a twin-turbo system simplifiesour efforts to ensure even closer competition,” said In-dyCar president of competition and operations DerrickWalker.

Where as Honda was the main supplier of theserace engines for nearly a decade, the change allowsChevrolet to continue as a partner in the IndyCar engine


Tech Feature Chevrolet said with the rulechange mandating the IndyCarSeries racecars use twin turbo-powered engines, it plans tocontinue as an engine supplierinto this season.



supplier market. Chevrolet has beenusing a twin-turbo system since re-turning to IndyCar competition at thestart of 2012. Honda, which had beenthe exclusive engine supplier to theseries from 2006 until 2011, opted fora single turbocharger system in re-cent years.

“Both manufacturers displayed awillingness to use a common turbospec for 2014, so it made sense tomandate a twin turbocharger thatmaintains the performance we’vecome to expect while keeping thetechnology relevant to the automo-tive industry.”

Since Borg-Warner supplies all theturbochargers for IndyCar, this, to-gether with the rules limiting boost,will help insure that it’s the drivers whoare tested more than their racecars.

NASCARThe start of the NASCAR Sprint CupSeries season is nearly upon us andsince the end of last season, teamshave been busy preparing for 2014.

Most of the changes for the Series

pertain to the Gen-6 body. Keychanges include the elimination ofpre- and post-race front ride heightrules (and inspections), a new squareleading edge for the splitter, adjust-ments to the side skirt and rear fasciaareas, an 8-inch rear spoiler, and a 43-inch by 13-inch radiator pan.

The hope is that the rule changepackages will produce closer racingand more side-by-side competitionwhile making the cars more stable intraffic.

It’s not the final answer, accord-ing to NASCAR officials, but a sig-nificant move toward what is hopedwill be a better overall piece.

“I think the Gen-6 car is a won-derful step forward,” said Gene Ste-fanyshyn, NASCAR vice presidentof innovation and racing develop-ment. “We’ve raced it for a year.Now we’re starting to collect a lot ofdata and beginning to take the car tothe next level. So this is all about ajourney of continuous improvement,and continuing to make it betteryear after year after year.”

According to Stefanyshyn, in-creases in speed, some of which arepart of the evolution of the Gen-6 carand some that are the result of therecent design packages, will likelybe dealt with through gear changes.

“The RPMs have been creepingup,” Stefanyshyn said. “So we’ll takethis opportunity given with thepackage we introduce here to bringthe RPM ranges back down. Thatwill attenuate some of the speedwe’re dealing with.”

NASCAR said the new rules pack-age will be used in competition for thefirst time when the series travels toPhoenix International Raceway for thesecond stop of the 2014 Sprint Cup Series season. The new rules packagewill not be utilized for restrictor-plateraces, including the Daytona 500 onFeb. 23. ■

If you know of additional engine rulechanges to racing events you participatein, e-mail us at [email protected] we will update our website with theinformation.


Tech Feature



Show organizers for the Per-formance Racing Industry(PRI) tradeshow in December

said they received positive feed-back from exhibitors describing theamount of business they were ableto do.

Organizers and attendees alikesaid they were pleased with thenumber of exhibitors and buyersduring the three-day show at theIndiana Convention Center in Indianapolis.

Tens of thousands of motor-

sports professionals from across theUnited States and 72 countries at-tended the 26th annual show todiscover and shop the latest in rac-ing technology on display from1,200 manufacturers of racing andhigh-performance automotive com-ponents, as well as precision ma-chining equipment.

“It’s been the busiest PRI TradeShow ever,” said John Kilroy, PRITrade Show producer. “We re-ceived positive comments from ex-hibitors as we walked through the

aisles, describing the amount ofbusiness that they’ve been able todo that week and how pleased theywere with the number of buyersand quality of buyers. The big re-turn of the PRI Trade Show to Indi-anapolis was a pretty spectacularsuccess for our attendees and ex-hibitors. We also learned someareas where we can tune up theshow for 2014.”

An expanded Race IndustryWeek preceded this year’s PRITrade Show, as seven major eventswere among 45 conferences andseminars that ran in conjunctionwith the show.

The Advanced EngineeringTechnology Conference (AETC),Advanced Vehicle Dynamics andData Acquisition Seminar, the RaceTrack Business Conference, the In-ternational Council of MotorsportSciences (ICMS) Annual Congress,the Winning the eRace Digital Mar-keting Conference, and SEMA’sMotorsports Parts ManufacturersCouncil (MPMC) Education Daywere among the showcase activitiesduring this year’s Race IndustryWeek.

The Grand Opening Breakfast, aPRI Show tradition, featured “TheKing” Richard Petty, while both In-diana Gov. Bill Pence and Indi-anapolis Mayor Greg Ballardgreeted the standing-room onlycrowd.

“There’s a real sense of partner-ship with the city, the state, the In-diana Convention Center, VisitIndy and the tourism industry,”Kilroy added.

Activity throughout the booths –and the Convention Center in general – continued well into daythree of the Show.


Show StoppersHighlights from the PRI Tradeshow

Tech

Tal

k


By Engine Builder StaffFor additional coverage and linksto conferences and programs,visit our PRI coverage atwww.EngineBuilderMag.com

48,49,50 Tech talk 1/23/14 2:36 PM Page 48

While this year’s event has justconcluded, many say they’re alreadylooking ahead to PRI’s return in2014.

“The show has been amazing,much better that what we antici-pated,” said Matt Porter of TechnicalEquipment Sales. “This is our firsttime to the PRI Show, and we’ve hadabout five- or six-fold of what we ex-pected. We’re already planning ondoubling our booth space for nextyear.”

This year’s PRI show also playedhost to a number of the sport’sbiggest stars – NHRA Nitro champi-ons John Force, Antron Brown,Shawn Langdon, Larry Dixon andTony Pedregon, IndyCar championScott Dixon, reigning Indianapolis500 champion Tony Kanaan, Worldof Outlaws star Steve Kinser, andNASCAR’s Matt Crafton and KyleLarson were among those takingpart in the event.

“The PRI Show is very importantfor Indianapolis – it’s the home ofthe Indianapolis Motor Speedwayand racing in general,” said ChipGanassi Racing Team memberDixon. “Having all these vendorsand manufacturers all under oneroof is terrific. It’s really exciting tohave so many people come togetherto celebrate racing. It’s a great signfor the industry to not only see allthis innovation that makes us gofaster, but witnessing all these com-panies making deals and growingtheir businesses in the process.”

Preparation is already under wayfor the 2014 PRI Trade Show, whichwill take place Dec. 11-13 at the Indi-ana Convention Center.

Building for the FutureTeam Moroso, from Eastern Okla-homa County Technology Center inChoctaw, OK, defeated top schoolsfrom across the nation to win the HotRodders of Tomorrow NationalChampionship at the PRI tradeshow.

Team Moroso was composed ofCallie Hunter, Ryan Campbell,Alexander Versteeg, Connor Hixen-baugh, Connor Carrizales, NicholasBrown and instructor Jim LaFevers.

LaFevers tutored the six-studentgroup that broke the event’s nationalrecord in breaking down and then re-assembling a V8 engine in 18

minutes, 43 seconds. “This is an op-

portunity of a life-time for these kidsand somethingthey’ll rememberfor the rest of theirlives to become na-tional champions,”said LaFevers,whose school ismade up from stu-dents from fourlocal feeder highschools.

“This is ajumpstart fortheir career in theautomotive and high-performancetrade. The Hot Rodders of Tomor-row have a terrific program.”

In total, 23 schools from aroundthe nation qualified for the event atregional competitions. This year’sHot Rodders of Tomorrow NationalChampionships saw schools qualifyfrom California to Virginia.

“We had a really exciting time –PRI was a perfect host and we ab-

solutely loved being here,” said Rodney Bingham of Hot Rodders ofTomorrow. “The kids did an amaz-ing job and our program offers morethan $2 million in scholarships. Nostudent here will get less than$15,000 worth of scholarships andsome will receive more than $30,000per student.”

This was the first time that thechampionship was held during the


TechTalk


Team Moroso, from Eastern Oklahoma County TechnologyCenter in Choctaw, OK, took first place in the Hot Rodders ofTomorrow National Championship contest at the PRI show.

48,49,50 Tech talk 1/23/14 2:36 PM Page 49

PRI show, and they werehappy to be able to show-case the event during aweek-long flurry of activitiesthat was attended by morethan 40,000 racing industryprofessionals.

“We were excited to havethe Hot Rodders of Tomor-row join us at the show,”said Kilroy, producer of thePRI Trade Show. “It’s a verypowerful program to giveyoung people entrance to theperformance and racingworld. They are the futureof our sport and I wouldn’tbe surprised if some of the compa-nies attending the show had an eyeout for their next generation of en-gine builders.”

Training DayThe three-day AETC (ABOVE) drewa variety of attendees including enginebuilders, design engineers, businessowners and parts manufacturers.

“The return to Indy has been posi-tive,” said conference organizerBrian Reese, of the Comp Perform-ance Group. “Our attendance is upfrom last year. That points in a gooddirection for us.

“Indy is the heart of the breadbas-ket of racing. Geographically, it al-lows more racers and enginebuilders easier access to the show. Asfar as our program, we continue tofeature the latest trends in advancedengine performance,” Reese said.

That theme was evident as agroup from Northwest TechnicalCollege made the trip down fromBemidji, MN, to acquire as much in-

formation as possible.“I’ve brought seven students

down with me this year,” said PaulNelson, the school’s program director.

“AETC is the cream of the crop forus. This is where we learn things wenever even imagined we could learn.I’ve been coming to the AETC for 18years, and if I can learn a few newthings each year to pass on to mystudents, it makes them that muchmore prepared for when they enterthe work force.”

Even established engineers, suchas Harley-Davidson’s Greg Ro-driguez, find a great deal to takeaway from the conference.

“The benefit of getting a vastamount of knowledge in a few daysis great,” said Rodriguez.

“Most of the presentations aren’tabout motorcycles specifically, butthere are things we can apply to doperformance work,” he added.

The Rouelle Vehicle Dynamicsseminar also received positive re-

views from attendees. The seminar offered an in-

depth look at vehicle behavior,including measurement tools,aerodynamics, tires, weighttransfer, and tuning to an au-dience that extended from am-ateurs to professionals in avariety of areas industry-wide.The seminar also featured afree flow of discussionamongst attendees.

The PRI show was host tothe first ever MotorsportsParts Manufacturers Council(MPMC) Education Day.

Hedman Husler Heddersgeneral manager Chris Vandergriff(LEFT) and Hedman PerformanceGroup national sales manager LeeRobinson were a few of the pro-grams’s many pleased attendees.

Chris and Lee said they con-ducted an informative one hourtraining seminar to discuss the newHedman Performance Group Cata-log, the company’s latest products,provide tips to dealers on how to se-lect the right header for their cus-tomers’ street or race applications,and answer any product and techni-cal questions attendees may have

The one hour “crash course” wasdesigned to ensure that Hedman’sdealers are up-to-date with the latestproducts, technology, and innova-tions that Hedman Hedders, Hed-man Husler Hedders, Trans DaptPerformance and Hamburger’s Per-formance have to offer, as well as toprovide them with the tools theyneed to maximize sales. ■


Tech Talk


48,49,50 Tech talk 1/23/14 2:36 PM Page 50


51 ACL_Layout 1 1/23/14 1:52 PM Page 51


Sup

ply

Lin

e

Take your rockerarms to the toplevel with morehorsepower andreliability with raceproven perform-ance from Scorpion Racing.Give your smallblock Chevy therock-solid valvecontrol of shaftmount rockerarms. Made in the USA for the most demanding endurance racing applications, Scorpion’s Endurance Series Shaft Mount Rocker Arms smoothly transfercamshaft motion to the valve by properly positioningthe rocker over the valve. Since the rockers aremounted on a single horizontal shaft, rather than onseparate studs that may flex, valve train stability, stiff-ness and geometry are improved considerably. And astable valve train means better performance and morehorsepower potential. www.ScorpionRacingProducts.comCircle 101

Rottler Manufacturing’s H70 Series Vertical Honing Machines are built for today’s modern engine builder andfeature:• Windows Touch Screen Operating System;

• Internet Support & Connectivity;• Automated hole-to-holeunattended operation,

offering 50-70% laborsavings;• CNC Touch ScreenControl – easy programming for

automated operation;• Automated Load/ForceControl for perfect surfacefinish and geometry;

• Automatic Lower Crash Protection helps prevent costly

damage when castings vary; and, • Rottler’s Two-Stage Honing System

provides rough/finish or finish/plateau honing inone automatic cycle.The H75A is designed for jobber, performance and pro-duction shops. With its increased torque at the hone headand increased spindle motor torque, as well as a larger 28˝stroke length, the H76A can hone cylinders up to 11.98˝across and 25˝ deep, for even the largest diesel cylinders.www.rottlermfg.comCircle 102

Callies is now offering a Magnum Crankshaft for Big BlockFords with standard features that include:• Average weight – 78 lbs. for a 4.750” stroke;• Gun-drilled mains;• All rod journals lightened – 2.200” Diameter;• Stroke availability 4.150”, 4.300”, 4.500”, 4.750”;• Single 3/16 (Align- Ease) keyway with lead in witnessmark;• Short damper fit (high-performance style);• Heat treatment equals perma case deep nitride options;• Full internal balance; and,•Dual post keyways. www.callies.com Circle 103

Engine & Performance Warehouse has published itslargest Engine Kit Catalog ever, with 644 pages that con-tain many new engine applications, plus expanded cover-age and product options. EPWI has the best & broadest

coverage in the en-gine parts business!Our flexible enginekit program is de-signed for almostlimitless Engine Kitupgrades and per-formance options.It’s also fast andeasy to use online atwww.epwi.net. Alsoincluded in this cat-alog is our ex-panded EPWICrankshaft Kits &Crankshafts Application Guide,containing extensiveapplication cover-

age. Our constant goal is to be the best one-stop sourcefor engine kits, engine parts and performance compo-nents, and provide the best products, brands and cus-tomer support programs in the business!Call 800-888-8970 for your nearest EPWI branch warehouse, or go to www.epwi.net to find out more.Circle 104

New Products

52-54 Products 1/23/14 2:34 PM Page 52


Supp

ly LineProduced in premium cast iron and created as a replace-ment for GM’s 305 small-block, the Little M 305 engineblock from Dart Machinery has a Brinell hardness rating of

220. By using thesame properties asthose employed inall Dart race-seriesblocks, it is a directderivative of the Lit-tle M. The 305 pos-sesses all itsestablished features,but with smaller

cylinder bores and full water jacket construction. Blind-tapped head bolt holes are used throughout. Dart Machinery, Ltd.Phone: 248-362-1188 www.dartheads.comCircle 105

Common, everyday jobs such as boring, surfacing and lineboring can be easily automated with the F79A from RottlerManufacturing. Operator attendance is only required forset up. The machine is capable of boring along a com-plete cylinder bank automatically, can bore along a mainline automatically and can be pro-grammed for multiple passes, mov-ing down the exact amount eachpass and completing with a finishcut for the required surface finishduring the final pass. The F79A designed for both thesmall to medium size diesel engine rebuilder as well asthe performance racing engine builder. Thelarge capacity ofthe F79A allowsdual work stationsso two jobs can be setup at once. www.rottlermfg.comCircle 106

RHS 3.900” Bore LS7 CNC-ported cylinder heads fromCOMP Performance Group, are rectangular-port heads

that can bolt onto5.7L-6.0L LS engineblocks for up to 100hp gains over thestock components.The heads’ intakeports are raised

.220” from the stock location for a straight line of sightinto the cylinder. Additionally, a .750”- thick deck surfaceand reinforced rocker rails make for more rigidity in highhorsepower and boosted applications.www.compperformancegroup.comCircle 107

Professional Grade. Designer Appearance. Delivered asPromised: for 25 years, Moduline Cabinets have been pro-

viding exactlythat. Our 100%American-made cabinetsare craftedfrom premiumaluminum forquality that istrusted by shopprofessionals,race teams and

enthusiasts. Our experts will work with you to realize yourenvisioned perfect storage system. Backed by our Life-time Warranty, you can trust that while we’ve been aroundfor 25 years, your cabinets will be around for a lifetime.www.modulinecabinets.comCircle 108

Driven Racing Oil’s BR40Break-In Oil is ideal foruse in flat tappet and ag-gressive roller cam en-gines. BR40 Break-In Oilfeatures a conventional10W-40 viscosity. It is formulated to improvering seal without increas-ing wear, and it is goodfor dyno testing, a nightof racing or up to 400miles on the street.www.compperformance-group.comCircle 109

New Products

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Orbit tri-metal bearingsare for engine builderswho prefer copper-lead-tinbearings and especially forthose who build the largerGM, Ford or Chrysler V8s.Orbit tri-metal provides excellent load-carrying ca-pacities and exceptionaldurability as well as out-standing attributes as con-formability, anti-wear, embedability and anti-corrosion qualities. More information is available at:www.orbittrimetalbearings.com.Circle 110

MAHLE Motorsports is offering 1.0mm, 1.0mm, and2.0mm rings packages in many of its the popular Power-Pak piston assemblies, an additional 33% reduction insize. A shorter, narrower ring is more conformable, allow-ing it to maintain increased and more consistent contactwith the ring groove and cylinder wall, resulting in vastlyimproved combustion sealing and oil control. Additionally,there is a notable reduction in frictional drag and weight.Of course, ring size is only part of the equation; a flat ringgroove is also important in achieving maximum benefits.Trust MAHLE Motorsports, the technology authority tolead you to the winner’s circle. ww.mahlemotorsports.comPhone: 888-255-1942.

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Pro-Filer Performance Products, Inc. introduces its All-American Small Block Ford Cylinder Head. This SmallBlock Ford cylinder head features a .750” raised exhaustport, revised spark plug location, a CNC-ported combustion chamber, and an “as cast” 205cc intake runner

with a 2.05”intake valve.The All-Amer-ican SmallBlock Fordhead was de-signed to winwith state-of-

the-art port and chamber technology. We have added oursolid rocker boss and revised valve location, and thenspent extensive time wet flow testing the combustionchamber to get the exact shape needed and a better sparkplug location.A smaller runner size and a larger CNC-ported version willbe available later in 2014.www.profilerperformance.comCircle 112

World Products is offering a new, Gen VI Big Block com-patible design that uses a one-piece rear seal and has theGen VI style oil pan rail and front cover bolt pattern. Theblock can utilize either the OE-type roller lifters or +.300”tall tie bar lifters. It also features a Mark IV style fuel pumpboss and oil filter pad. The water jacket and deck surfacewill accommodate either Mark IV or Gen V-VI style cylinderheads, making this block extremely versatile. The Gen VI is available in either the standard 9.800” big

block deckheight, orthe tall10.200”deck. Cylin-der boresizes of4.245”,4.495” or4.595” are

standard, with bores semi-finished to allow final honing tosuit the specific pistons and ring packages chosen by theengine builder. Phone: 877-630-6651 www.worldproducts.netCircle 111

Diamond has announced a line of pistons for the highly popular big-block Chevrolet Sportsman racing engines.Known as their Competition Series, they are suitable for most24- or 26-degree valve angle big-block cylinder heads. As ex-pected, they cater to race engines in several favored classes, including Top Dragster, Top Sportsman and ET Bracket. TheCompetition Series pistons are created from the more shock-resistant 2618 alu-minum alloy inboardforgings. In addition, they arelighter in weightthan the conven-tional piston body,yet their inboard-style structure pro-vides greaterstrength and as suchaccepts small tomedium applications of nitrous. www.DiamondRacing.net Circle 113

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New Products

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otlights

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Have You Been ToEngineBuilderMag.com?The Engine Builder website - www.engineb-

uildermag.com - provides weekly updated

news, products and technical information

along with the same in-depth editorial con-

tent as the magazine. Technical, product

and equipment, market research, business

management and financial information is

all searchable by keywords making it easy

for engine builders to find the information

they need from current and past issues.

Currently the site receives more than

120,000+ page views/impressions per

month and growing!

Engine BuilderPhone:330-670-1234www.enginebuildermag.com



Product Sp

otlights

Engine Pro High PerformanceConnecting Rods

Engine Pro H-Beam Connecting Rods areforged from 4340 steel and produced onCNC machinery. They are finished in theU.S. to ensure precise big-end and pin-endbore sizes. Rods are magnafluxed, heattreated, stress relieved, shot peened andsonic tested to ensure they provide thestrength required for high horsepower ap-plications. Engine Pro connecting rodsequipped with standard 8740 bolts are ratedfor up to 700 horsepower in small blocks,and 850 horsepower in big block applica-tions. Visit, www.goenginepro.com.

Engine ProPhone: 800-ENGINE-1www.goenginepro.com

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Speedville.comSpeedville.com is the new address for performance.Whether you’re into drag rac-ing, circle track, road racing orstreet performance,Speedville.com has you cov-ered! Speedville features all ofthe quality technical contentthat Babcox Media can provideand that readers have come toexpect from its top-notch tradepublications. Be sure to stop byand sign up for the Pit Crew toearn miles towards gear in theSpeedville Mall and a chanceto win prizes!

Speedville.com330-670-1234www.speedville.com

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Cla

ssifi

ed/C

ores

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

Visit EngineBuilderMag.com

The Engine Builder website - www.enginebuilder-mag.com - provides weekly updated news, prod-

ucts and technical information along with thesame in-depth editorial content as the magazine.

Technical, product and equipment, market re-search, business management and financial infor-

mation is all searchable by keywords making iteasy for engine builders to find the information

they need from current and past issues. Currentlythe site receives more than 100,000+ page views/

impressions per month and growing!

Engine BuilderPhone: 330-670-1234

www.enginebuildermag.com

enginebuildermag.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

MACHINE SHOP EQUIPMENTALL EQUIPMENT SPECIAL

TOOLS AND SUPPLY$30,000

CALL FOR LIST 973-823-8887

Need Reprints?Call

Tina Purnellat 330-670-1234,

ext. 243

58-59 Class-Cores 1/23/14 2:06 PM Page 58


Classified

/Cores

USED AND REBUILT EQUIPMENTCBN TOOLING:WE RESHARPEN

CBN’S!

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JAMISON EQUIPMENT1908 11th St., Emmetsburg IA 50536

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To Advertise in CLASSIFIEDS!

Call Roberto Almenar at 330-670-1234, ext. 233

[email protected]

Advertiser IndexCOMPANY NAME PAGE #Access Industries Cover 3

ACL Distribution 51

Apex Automobile Parts Cover 2

Automotive Racing Products 49

Callies 47

Comp Performance Group 21

Dakota Parts Warehouse 9

Darton International 6

Diamond Racing Trend 26

Dipaco Inc. 44

DNJ Engine Components 1

Driven Racing Oil, LLC 15

Edelbrock Corp 36

Engine & Performance Warehouse 25

Engine Parts Group 13

Engine Parts Warehouse 38

EngineQuest 3

ESCO Industries 48

GRP Connecting Rods 24

Holley Performance Products 39

Injector Experts 8

Liberty Engine Parts 5

Mahle Clevite 19

Mahle Motorsports 7

Moduline Cabinets 37

Motorstate Distributing 23

Motovicity Distribution 17

NPR of America, Inc. 35

Packard Industries 22

Performance Trends 50

Pro-Filer Performance Products 46

ProMaxx Performance 31

Quality Cutter Grinding 27

Quality Power Products 33

Race & Performance Expo 43

Rottler Manufacturing Cover 4

FLOW BENCHES

58-59 Class-Cores 1/23/14 2:06 PM Page 59


Fina

l Wra

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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

Tom [email protected], ext 224

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, CFOJeff Stankard, Vice President

Beth Scheetz, Controller

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

Founder of Babcox Publications Inc.

Tom B. Babcox (1919-1995)Chairman

How do you measure success?Is it in the money you’vesaved? Is it in the friends you

have? Is it in the lives you’ve im-pacted? I would suppose the calcula-tion is slightly different for each of us,but as we approach certain milestonesin life we’re probably adding them upa little more frequently.

Engine Builder magazine is turning50 this year and by my figuring, we’vehad a pretty successful life so far. Atour anniversary, we’ll have producedmore than 600 monthly issues sinceOctober 1964, and each one has beenintended to save our readers money,make their businesses more successfuland help keep this industry strong.

As this year progresses, we’ll betaking a look back at the history of Automotive Rebuilder/Engine Builderand, by association, the industry. Itshould be a very interesting trip downmemory lane as we approach our 50thand we hope you’ll help.

I don’t think I’ll be spoiling anysurprises of what’s to come by doing aslight recap of the first issue – or atleast revisiting what our original mis-sion was.

At the time, we were targeting anationwide audience of nearly 10,000quality remanufacturers of automotiveparts, transmissions and engines. Wevowed to include departments,

articles, photos, charts and diagramsto help you – the rebuilder – do a bet-ter job. We promised to present ideasfrom successful rebuilders throughoutthe country on production and mar-keting techniques.

Things in the industry have defi-nitely changed since Volume 1, Issue 1of Automotive Rebuilder – the size of themagazine, the name of the magazineand, of course, the people who pro-duce the magazine. Even the ways themagazine gets to you have changed –who would have ever dreamed thatyou could read and respond to articleson your computer.

Speaking of computers, 1964 alsosaw the birth of the IBM System/360,the world’s first mainframe. Accord-ing to Wired magazine, this powerfulnew computer opened the door to anew era of computing in which, forthe first time, it was possible to per-form a million instructions per second.Even the lower-end models in the Sys-tem/360 line were capable of 75,000instructions per second. Wow, speedystuff! It is worth pointing out thattoday’s slowest laptops are faster thanthese original behemoths, but that’sprogress.

Business author James Collins haswritten that the System/360, alongwith Ford’s Model T and the Boeing707 jet, were the three most important

business innovations of all time. Herein Akron, OH, we feel that an evenMORE important birth from 1964(after my own, of course) was Automo-tive Rebuilder.

And many long-time readers seemto agree. It’s always exciting to hearfrom a reader at a trade show whosays he’s been getting the magazinefor years. Many times he’ll say he hassaved every issue for reference. That’sdedication! How many of you savedyour first computer?

We’d like to reward that dedicationthis year by finding the oldest issue ofAutomotive Rebuilder magazine outthere. Can we find someone with is-sues from the 1980s? The ‘70s? Fromthe first year?

Here’s all you have to do: Havesomeone take a picture of you holdingthe oldest issue you have and send methe picture. Email it to me at [email protected]. If you’re RE-ALLY old school, you can put it in anenvelope and mail it to me at the ad-dress shown below! Throughout thisyear we’ll then look back at those is-sues’ top stories and share them withthe rest of the audience.

When some of us get close to 50,we worry about a mid-life crisis. Nothere. We’re confident that great timesfor this magazine – and this industry –are still ahead. ■

ASSOCIATE PUBLISHER/EDITOR Doug Kaufman

[email protected]

PUBLISHERDoug [email protected]

Mid-LifeConfidenceAt 50, We’re Still Looking Forward

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engine builder, january 2014

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