The grand prize winner for 2007 will be selected and announced in the January 2008 issue.
To submit a Tech Solution, either use one of the Tech Solutions cards provided in your current issue, or submit your entry by mail or e-mail. Please include your name, shop name, complete shop address and shop phone number with each submission.
Tech Solutions may be mailed to: Precision Engine, P.O. Box 65, Seville, OH 44273.
Entries may be e-mailed to: Precisionmag@verizon.net.
TECH SOLUTIONS
BOUNCE CONTROL
Cylinder head porting requires the use of various length (2–6") 1/4" shank HSS or carbide cutters to perform the necessary job. The longer cutters sometimes start to bounce around inside the port or chamber and are hard to control while holding the grinder.
I cut a piece of 5/16" rubber fuel line, 2 3/4" long and slip it onto the cutter shank before I place the cutter into the grinder's chuck. I lubricate the cutter shank with WD-40 so the hose does not grab the cutter. Then I'm able to slide the hose closer to the cutter tip while I'm porting for greater control and no unwanted bounce in the port. Try it, you'll like it.
Bob Troise
Troise Performance
Baldwin, NY
NEAT CLEARANCE CHECK
When checking piston-to-valve clearance during trial engine assembly, after installing the head and valvetrain hardware we insert a large-diameter piece of soft solder through the spark plug hole, aimed toward the valve being checked.
Slowly rotate the crankshaft, being careful not to place anything in a bind. You will feel the piston compress the solder as the piston nears top dead center. Remove the solder and use a micrometer or caliper to measure the crushed area to determine piston-to-valve clearance. Proceed to check other piston-to-valve clearances as needed. This method is quick and neat and, if everything checks out OK, you don't have to remove the head to remove clay or other material that might be used in other checking methods.
Larry Vitatoe
Vitatoe Industries Inc.
Chillicothe, OH
HEAT IS OUR FRIENDM
Having trouble removing metal clad valve seals? I've purchased all of the pliers and pullers out there, but what I've found that actually works is using a pocket butane torch. Heat the seal for a couple of seconds and pull it out easily with a pair of pliers. This even works with stubborn Honda seals.
Ed Hickey
I.D.M. Cylinder Heads
Mayetta, NJ
HOT-HEAD
We see a lot of broken-off manifold bolts on aluminum heads. This usually requires drilling out the broken bolt and then Heli-Coiling the hole. We've found that using a left-handed drill seldom removes the entire bolt. However, if you place the head in an oven and heat it to 250–300 degrees F and then use a left-hand drill, they almost always screw out with the drill, saving a lot of time.
Jim Keever
Keever Auto & Machine Inc.
Hutchinson, KS
TAKING THE MYSTERY OUT OF RING SEATING
As a builder of engines for class racing that has very specific rules, I have to work hard to get an edge on the competition. One area where the rules don't restrict you as a builder is the piston rings and how you fit them. My tip is to make sure your cylinders are absolutely clean. Give them the white-glove test before final assembly. Take as much time as required to fit and debur every ring.
At final assembly, use a very light coat of Marvel Mystery Oil on the rings and cylinders. The careful fitting and the Marvel Mystery Oil will ensure that the rings seal quickly and completely with little or no break-in required. The Marvel Mystery Oil will burn clean and will lessen the tendency for the rings to stick. All of this will reduce cylinder wall friction and increase horsepower. I have seen horsepower jump from 540 to 572 on the same small-block Chevy. This works.
Gene Neill
GT Flow Technology Inc.
Roscoe, IL
KEEP EM ROLLIN'
If your shop floor is a bit on the rough side, or if you're thinking of installing one of the snap-together floor tile systems like Race Deck that have a textured surface, you may find it difficult to roll steel-wheel-equipped engine stands around. The solution is easy. Replace the steel wheels with larger-diameter heavy duty rubber wheels. Even on a tile floor that has a diamond plate, grid or button head texture, you'll still be able to roll a loaded engine stand without straining yourself.
Check Ashley
CA Machine Shop
Waterbury, VT
LOOK FOR SUCKERS
If you're installing an engine vacuum pump, keep in mind that the engine must be sealed. The tiniest leak can drop vacuum pressure, preventing you from realizing the full benefit of the vacuum pump. For example, instead of running cork valve cover gaskets, run rubber/silicone gaskets. Even the smallest pinhole can drop vacuum pressure, so pay close attention to the entire engine to make sure that she's sealed tight.
Jody Holtrey
Medina Mountain Motors
Creston, OH
HOLES SHOULD BE ROUND
Here's a tip for anyone who's prepping a 4-cylinder 2.0L Neon race engine (this would also apply to a number of other lightweight 4-cylinder block as well). The No. 3 and No. 4 cylinder bores are affected by the stresses of the transmission bolts. Before honing the cylinder bores, make a stress plate using 1" thick steel to bolt up to the rear of the block using the upper four bolt holes, and torque this to the transmission-to-block spec. Using this plate, in addition to a traditional block deck plate, will insure round bores on the fully assembled drivetrain. This is necessary since the No. 4 bore is pulled out of round to the tune of about 0.015" and the No. 3 bore is pulled out of round about 0.005" when the transmission is installed. Using the rear block stress plate helps greatly to achieve round bores when the engine is in the car.
Jeff Lance
Alan M&S Auto Machine
Wadsworth, OH
LS ROCKER PROBLEM
When you're building a customer's LS series engine for any type of high-performance application, be aware that the factory rockers' trunion bearing is on the weak side and may be prone to failure at sustained high rpm. The problem can be easily solved by running quality aftermarket rockers. However, Crane (and possibly others) also offers new OE rockers that have been upgraded to a heavy-duty roller bearing.
Bob Fall
Fall Automotive Machine
Toledo, OH
PICKY, PICKY
If you're frustrated by intake manifold ends seal leaks, try this. Drill 1/8" holes in the front and rear rail surfaces. Then push round toothpicks through the rubber or cork end seals and cut off the excess toothpicks with a side cutter. This will eliminate oil leaks caused by pushed-over rail seals.
Ben L. Gregory
Carolina Engine Exchange
Charlotte, NC