Whether you’re a professional engine builder, mechanic or manufacturer, or a car enthusiast who loves engines, race cars, and fast cars, Engine Builder has something for you.Our print magazines provide in-depth technical features on everything you need to know about engine building and its different markets, while our newsletter options keep you up to date with the latest news and products, technical information and industry insiders.However, you can only get all of this with a subscription.Subscribe now to receive monthly print and/or digital editions of Engine Builders Magazine, as well as our weekly Engine Builders Newsletter, Weekly Engine Newsletter or Weekly Diesel Newsletter directly in your inbox.You’ll be covered in horsepower in no time!
Whether you’re a professional engine builder, mechanic or manufacturer, or a car enthusiast who loves engines, race cars, and fast cars, Engine Builder has something for you.Our print magazines provide in-depth technical features on everything you need to know about engine building and its different markets, while our newsletter options keep you up to date with the latest news and products, technical information and industry insiders.However, you can only get all of this with a subscription.Subscribe now to receive monthly print and/or digital editions of Engine Builders Magazine, as well as our weekly Engine Builders Newsletter, Weekly Engine Newsletter or Weekly Diesel Newsletter directly in your inbox.You’ll be covered in horsepower in no time!
Smaller crankshafts and camshafts are very “springy”, they resist straightening and are difficult to straighten by shot peening.I prefer to use shot peening on all crankshafts and camshafts that go through the shop.When on a leveler, these parts often bend by a few thousandths with just a slight push.Several 2˝ x 4˝ boards screwed together vertically provide greater support for these smaller parts and make the straightening process easier.I like to place the planks between the chevrons on the leveler so it’s easy to transition.
Due to the recent addition of workshop equipment, all of our machines have been moved to make room.To prevent adjacent or adjacent machines from fouling each other with flying debris, I used a cheap shower liner as the wall between them.Hanging up with a piece of scrap conduit and cable ties, the installation took only a few minutes.The clear liner still allows shop light to shine through, so there are no shadows on the workpiece.
The diameter of the diesel engine oil filter is bigger than my largest filter wrench, so I made this strap wrench out of an old spark plug socket, a worn multi-V serpentine belt, and a small piece of PVC 1/2˝ schedule 40 pipeline.I used an angle grinder to quickly make grooves on opposite sides of the socket.I ran the strap through the slot and tapped a small piece of PVC pipe into the socket.You only need to hold the belt in place, but not enough to keep the belt from slipping.Slide the strap into the slot to adjust the size.Trim the length of the belt as needed.
It is difficult to end the clearance ring in a sloping deck engine such as the 409 Chevy.Rotate a piece of spent cylinder liner approximately 0.003˝ smaller than the hole.Make sure it’s long enough.Using it, it allows you to push the ring into the drilled square.If you want to get really picky, you can also use a traditional deck to push the ring through torque plate deformation.
When trying to determine if an iron head has a false seat, we’ve found that the quickest method is a head check.If it has a fake seat, you’ll know right away.
When finishing blocks or heads, it is best to deburr all water jackets and bolt holes prior to cutting.Many cutter heads have scale and residue on those areas, which can cause “drag marks” when the cutter head passes by.Problems can arise with the ocean head or any head that is not fully blasted.It also reduces tool wear.Of course, a quick final deburring or chamfering is a nice finishing touch.