Engine Masters Fall 2015

IN this day and age, it seems like a lot of guys feel the need to jump straight into the deep end of the pool when it comes to building an engine. Go on some of the Internet boards and visit some of the sites, and it seems like anything less than a full-on build using top-shelf aftermarket parts isn’t worth the effort. You might see a guy come into a discussion about rebuilding the worn-out 350 smallblock for his truck, and before you know it, the keyboard advisers begin to lay out the game plan. Of course, it will start with the stroker crank, then usually escalate to the point where a new block becomes essential, and the discussion will turn to adding turbos and superchargers. All of that…

COMP CAMS – CAMSHAFT Over the years, Comp Cams has made many dramatic advances in camshaft technology. So how does Comp Cams stay on the leading edge of the technology curve? The answer is simple. Like its customers, the company is made up of car enthusiasts who live and breathe performance. They don’t just make the camshafts they sell; they evaluate, test, and use these products in their own cars. If you’re looking for the state of the art in camshaft technology, designed by enthusiasts with a passion for performance, look no further than Comp Cams. Comp has routinely been the cam supplier of choice to the top finishing competitors in the Engine Masters Challenge. To find out more about Comp Cams and how its parts can make your engine…

EDELBROCK – LS3 INTAKE MANIFOLD The Edelbrock Performer RPM LS3 intake manifold (No. 71197) is designed for use with Gen IV LS engines equipped with LS3, L92, and L76 rectangular-port cylinder heads. The Performer RPM LS3 is ideal for anybody looking to build a carbureted LS2 or LS3 engine in the 1,500-6,500-rpm operating range. It features a high-rise dual-plane design combined with a plenum that has been optimized for square-bore carburetors, maximum power, and a broad torque curve. Edelbrock’s advanced casting techniques allowed for a lightweight casting that weighs 14 pounds. The Performer RPM LS3 includes a provision for mounting an MSD Ignition Timing Control Module, along with passages for routing the coil wire harness, for a clean look. It also ships with a throttle and trans bracket that works…

INDUSTRY NEWS THE 26TH ANNUAL AETC WILL BE HELD DECEMBER 8-9 IN INDIANAPOLIS Now more than a quarter-century old, the Advanced Engineering Technology Conference has become the premier meeting place for the exchange of engineering information and new technology trends. The nation’s top engine builders and performance industry experts will descend on Indianapolis, Indiana, in December for the 2015 edition. Once again, this year’s AETC is slated to take place just prior to the PRI Trade Show on December 8-9 at the Indiana Convention Center. The conference brings together a wide variety of engine builders, design engineers, business owners, media members, parts manufacturers, and racers. Seminars on frontline engineering topics by some of the brightest minds in the performance industry fill the two-day conference, while a variety of networking opportunities…

When we received the engine for a restoration project Chevelle, the L34 396 big-block came to us disassembled in a crate. The engine was mocked together in the box, with the internals piled in at the bottom. We had no idea what we’d find once we started digging in and inspecting the parts. The contents would reveal the parts we were dealing with, offer clues to the engine’s history, and set the direction for the project in terms of what would be needed in the engine’s revival. The build goals were pretty modest, with the aim being a reliable resto-style engine, with good street manners and a healthy power increase over stock. THE ASSEMBLY Typically, the best scenario is starting with a virgin engine core, untouched since the day of…

When a customer dragged a tired and rusty 340 block to Carlo Aghbashian’s Raceheads engine shop in St. Andrews, Ontario, Canada, several years ago, Carlo started with step one: giving the block a thorough cleaning and crack inspection. The good news was the block proved sound and crack free. The bad news was heavy pitting from the rusty cylinders that would not clean with even a 0.060-inch overbore. For Carlo, the next step was obvious— the block would need eight sleeves to bring it back to life. With such major work required, the customer decided the effort was more than he was willing to be in for. A deal was struck and the customer decided to walk away from his rusty block in exchange for the accrued machine shop expense.…