Table of contents for Fall 2015 in Engine Masters

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…

When Ford introduced the fuel-injected 5.0L back in 1986, it ushered in a new era of Ford performance. Much has changed since the injected 5.0L H.O. first hit the streets, but the popularity of the small-block Ford has not diminished. Originally equipped with factory fuel injection, the 5.0L is a favorite among not only Mustang owners, but many Ford swap applications, including Cobra replicas. While it is hard to argue with the performance and reliability of the factory, or the many aftermarket fuel-injected intake systems, they all have one thing in common—a single throttle body. Effective as they are, they (like their single four-barrel carbureted counterpart) do lack a certain sex appeal. For some, show is every bit as important as go, and nothing screams show quite like an individual…

When it comes to pistons for a high-performance engine, the average builder or enthusiast looks at a limited number of criteria. Even for some pro engine builders, the only questions they want answered are: What is the size? What is the compression ratio? Sure, in the old days that was about all you had to choose from, and looking in a catalog, you’d find those 10:1 pistons at 0.030 over and you were pretty much done. If you were a little more curious, you might have looked at the chart in the back of the catalog and found out what cylinder head combustion chamber volume actually gave you that 10:1 compression—and that was about all you had to work with. Today, piston choices have never been broader, and there are…

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…

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…

Inevitably, as much as we hate it, sooner or later you’ll run across a situation where your headers suffer a ding. It might be a dented tube from too steep a driveway, overzealous speed bumps, or a mishap loading the trailer. If you’re like most guys, you feel the pain of those injured tubes and are suspicious of the lost horsepower. Sometimes, those dings are not accidents at all, but a necessary evil when trying to fit a set of headers where the clearance just isn’t there. With every regrettable blow of the hammer, thoughts of compromised power are always echoing deep inside. While stuffing a Mopar 440 big-block into a Plymouth Duster with my old pal David Freiburger and his partner in crime Mike Finnegan from our parent magazine,…

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…

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.…

Cylinder head porting is a specialty. For hard-core engine guys, the cylinder head expert is almost considered a part of an elite and mysterious priesthood—keepers of the secret knowledge of airflow. At the top level, there is some truth to that perception, but the reality is anyone can make meaningful improvements to a set of heads—if they know what they are doing. So, where to start? Is there an initiation rite and apprenticeship in some kind of strange secret Order of the Cylinder Head? No, and in fact we will deliver what you really need to know right here. The information in this article will not make you a cylinder head wizard capable of walking onto an NHRA Prostock engine team, buy it should show you how to tap into…

AS related in the story in this issue on techniques for porting any cylinder head, we noted that the porting job actually starts with the machining. The most basic valve job commonly cuts a new sealing surface on the valve seat and will usually include a top and bottom angle cut to bring the seat width and position to their desired specifications. In performance seat work, the object is to improve cylinder head flow, and the machining operations lay the foundation to do just that. Not many performance enthusiasts own or have access to the machinery necessary to perform these operations. However, knowledge and understanding will allow you to communicate with the machinist and have the seats machined appropriately for the modifications intended. Most cylinder head machining equipment these days…