Engine Development
In addition to cylinder head work, we also provide comprehensive engine services with
proven results. Every engine is different, so we evaluate
and develop each one on an individual basis for your specific application, performance
and service life goals. You'll get an engine that is custom built and tailored to meet
your needs. Also, virtually all our performance related work is done in-house. This allows
for closer monitoring and control over the more critical factors that affect performance and
build quality. So if it burns gas... we'll make it go faster, stronger and do it longer.
We also bring to the building table a contrasting perspective, compared to the brand
or model specialist. One that comes from having seen, evaluated and enhanced many types of
engine designs and technology. It's the diversity and flexibility from that experience
which helps to achieve optimum results for any application. In part, it's what brings
our development work to an entirely different level.
If you're considering having us do engine work for any racing or high performance application,
be sure to review the Getting Started section so you know what to expect. For pricing information
on services listed below, see the Service Rates page. Also, if
you're interested in some of the processes surrounding high performance engine building, the
How It's Done section has some general insights into how our race engines are developed.
Top End Service*
Here we focus on the upper end of the engine, from the pistons on up through the
cylinder head and cams. If you're looking at any of our cylinder head work, you
may want to consider this service. It's a good place to start extracting
even more power, the selected work is designed to complement and further optimize
the potential of our cylinder heads. It's a nice upgrade from cylinder head work
alone and will serve you well until you're ready or need step up to a complete build.
All of our racing and high performance engines are custom built. Below you'll find the general
range of work for any given application. The full extent and specific details of your
engine package will be determined, after an initial consultation - see the
"Getting Started" section. This service includes, but is not limited to
the following:
The Basics
- top end - teardown and detailed inspection
- replace - any/all necessary gaskets, seals, o-rings, etc.
- replace - any/all worn or marginal parts at or near service limit
- replace - piston rings and associated hardware (if needed)
- prepare/service - cylinders as needed (de-glaze/re-hone/re-bore/re-plate)
- prepare/service - all top end components and systems as needed
The Build
- top end - data collection, evaluation & development
- top end - integration of all planned work/components
- modify/optimize - piston crowns for increased combustion efficiency
- modify/optimize - piston skirts to reduce wear and friction
- plot/set - optimum deck height and compression ratio
- integrate/apply - optimum cylinder head work (see cylinder head development)
- evaluate/select - appropriate camshafts for application
- plot/set - optimum camshaft timing (degree cams)
For more information the some of the work listed here, see the How It's Done section.
*
Engine designs that have the cylinders integrated with the upper crankcase
as 1-piece, will require complete engine teardown for certain operations,
such as: Cylinder block machining, if deck height can't be set with kit/custom
head gaskets. Piston removal, piston ring replacement and/or piston skirt work.
Cylinder de-glazing, honing, boring and/or re-plating.
NOTE: If your engine has been in service for one or more seasons of racing and/or
other hard use such as track days, dragstrip, trail time, etc. - we recommend a
complete engine teardown and inspection to ensure it will tolerate any planned power
increases. Applying performance work to even a slightly tired engine has
considerable risks.
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Complete Engine Development
If your ready to step up and play with the big boys (or girls), this is where it starts.
Here we fully evaluate and develop the engine from top to bottom, this is the platform for
producing power above and beyond that of a top end service. It establishes a solid
foundation for applying mass power increases. While much of the work is aimed at providing
maximum performance, there's an equal amount of (if not, more) work that goes into helping the
engine tolerate the planned power increases.
All of our racing and high performance engines are custom built. Below you'll find the general
range of work for any given application. The full extent and specific details of your
engine package will be determined, after an initial consultation - see the
Getting Started section. This service includes, but is not limited to
the following:
The Basics
- complete - teardown and detailed inspection
- replace - any/all necessary gaskets, seals, o-rings, etc.
- replace - any/all worn or marginal parts at or near service limit
- replace - all piston rings, main bearings, rod bearings and associated hardware
- prepare/service - cylinders as needed (de-glaze/re-hone/re-bore/re-plate)
- prepare/service - ALL components and systems as needed
The Build
- complete - data collection, evaluation & development
- complete - integration of all planned work/components
- rework/optimize - transmission/shifting mechanism as needed
- rework/optimize - connecting rod/crankshaft assy as needed
- modify/optimize - piston crowns (design new piston if needed)
- modify/optimize - piston skirts (design new piston if needed)
- plot/set - optimum deck height and compression ratio
- integrate/apply - optimum cylinder head work
- evaluate/select - appropriate camshafts for application
- plot/set - optimum camshaft timing (degree cams)
- complete - engine blue-printing
- complete - engine lightening/balancing
- component - stress-relief & strengthening
- reduce - internal frictional losses
- reduce - thermal fatigue of internal components
- enhance - cooling & lubrication efficiency
- extensive - structure preparation / flex management
For more information the some of the work listed here, see the How It's Done section.
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Initial Consult
All racing and high performance engine builds begin with an initial consultation.
Here we'll discuss your engine project, it's specific application, performance and
service life goals, as well as any criteria you'd to like addressed. We'll make
recommendations and outline a plan with work and components that's tailored to best
meet your needs. An estimation of costs and lead times will be provided. Upon approval,
a teardown and inspection will be scheduled.
Analysis & Evaluation
During teardown and inspection all systems and individual components are examine
to determine the reuse or replacement of any parts. A list of the required parts will
be assembled for review. Any damage repairs or conditions that add complexity or
cost will be found and noted. We'll then fully evaluate of suitability of the
originally planned work, as it pertains to producing optimum results and make
note of any recommendations.
Report & Advise
Once the analysis and evaluation is complete, we'll advise you on the best course
to achieve the best results possible. We'll discuss with you our findings,
recommendations, available options, the pros and the cons. From there, we'll make the
necessary adjustments, additions or omissions to the planned work and components -
to best suit your needs and budget. Upon approval, the parts acquisition, component
prep and building phases will begin.
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Intro
The specific aspects of performance work is a rather vast subject
and just a bit much to try to cover here. In this section we'll provide some
general insight into the fundamentals of how our engines are developed
for racing and/or high performance applications.
Considerations
Rebuilding or restoring an engine to it's original condition, as manufactured,
is one thing. However, building a racing or high performance engine is quite
another task, often referred to as engine development or engine building.
The distinction is made only to illustrate the differences in the process.
The same skill sets and knowledge that are required to re-build an engine
are also necessary to development work. The difference is in the need for
more specialized knowledge and skills, as well as making a slight but
necessary shift in the thought process and application.
Development Philosophy
An engine is the sum of it's components and systems that must work together, each affects
the other. There's seldom any "free lunch" in performance work, gains in one
area will generally take from another, so balance is key. After determining the strength
and weakness in all systems, a balanced plan for both performance and reliability is formed.
The work is focused on maximizing performance and minimizing losses (or eliminating them
when possible) in order to produce the best possible results. This is done with many hours
of data collection, analysis, inspection, measuring, weighing, research, testing and so on.
The higher the intended performance level... the more balanced the package must be and the
more extensive the preparation and counter-measures become.
Processes
In addition to performance related work to be done - we employ many processes, practices
and techniques that serve to provide a solid base for engines used in racing or any high
performance application. A lot of the work listed below is what we do, just in preparation
for adding performance modifications. Specifically aimed at optimizing efficiency and to
help engines tolerate the planned power increases. The added benefits are, that it often
helps to free-up power that's already there and helps take better advantage of the performance
specific work. While we can't possibly list every last item detail and technique used,
here's the "short-list" of the core processes along with a summary for each.
Detailed Inspection:
Internal components cleaned for close examination under magnification. Items susceptible to
cracking are checked with appropriate techniques. Items that bend or otherwise distort
are checked for straightness and/or run-out. Components measured to a resolution of 0.0001 of
an inch. Parts requiring balance weighed to a resolution of 0.10 of a gram. Worn, damaged
and/or marginally serviceable parts are replaced. All parts cleaned again in preparation for
service, modification or performance work. Test fitted, disassembled and final clean
before final assembly.
Complete Analysis & Integration:
Any planned performance work and components are fully evaluated for the given application
and goals. Here we look at how things work together as a system and integrate the appropriate
work and components to produce the optimum results. Sometimes this can mean making minor changes,
adding counter-measures for reliability and/or performing a complete reconfiguration in order
to meet performance goals.
Precision Set-up & Execution:
Before and during test fitting and assembly, service tolerances are evaluated,
adjusted and equalized to an optimum (known as blueprinting). This is done
to correct the widely varying tolerances found in every production (mass produced)
engine. Doing this is crucial to ensure parts are fitted precisely and operate
correctly for both performance and service life reasons.
Stress-Relief & Strengthening:
Components with common points of fatigue and failure known as stress-risers are examined,
stress-risers are reduced as needed (eliminated where possible). Included techniques are
de-flashing, de-burring, radiusing, polishing and/or a combination of all. Optional techniques
selected based on application and cost-benefit ratio are shot-peening, cryogenic treatment
and specialty engine coatings. In cases where extreme stresses may occur as a result
of mass power increases - we may recommend a stronger and/or lighter aftermarket component
in lieu of modifying the stock unit.
Frictional Loss Reduction:
Internal engine friction saps power and accelerates
component wear. While there will always be a certain level of friction inside an engine, there
is no reason to give away horsepower and service life due to excess friction that can be readily
reduced. Components are examined for points of excessive friction and potential for reduction. Basic
modifications are performed as needed to enhance wear-resistance and reduce friction. Further
modifications to improve efficiency and reduce stresses to increase available power are optional.
Thermal Fatigue Reduction:
Like friction, excessive heat is also an enemy of
performance and reliability. Components exposed to high temperatures are examined for points
of localized heating (known as hot-spotting). Basic modifications are performed as needed to
reduce
potential heat related damage and/or failure. Further modifications to improve efficiency
and reduce stresses to increase available power are optional.
Fluid Flow Efficiency:
The cooling and lubrication systems are the "life-blood" of engines.
Significant power increases puts greater demands on those systems,
requiring a higher degree of efficiency and reliability to maintain that power. Cooling
and lubrication systems are evaluated for areas of possible improvement. Basic
modifications are performed as needed to enhance efficiency and service life. Further
modifications to improve efficiency and reduce stresses to increase available power
are optional.
Structure Preparation & Flex Management:
The external structure of engines in operation - flex and move to a certain degree, more
than most might think. More so, when pushed to the edge of maximum performance. The level of
movement and/or deflection that does occur can potentially - cause leaks, rob horsepower and
accelerate component wear. Engine casings, cylinder blocks, cylinder heads, external covers
- cleaned, inspected, de-burred, nicks removed as needed and mating surfaces lapped (if needed)
for precise fitting . Critical bolt holes are chamfered, all threads inspected/chased as
needed and all marginal/worn fasteners are replaced. Secondary cleaning, inspected and
re-worked if needed. Test fitted, disassembled and final clean before assembly. Critical
fasteners such as cylinder head bolts/studs/nuts and the main crankcase bolts are evaluated
for their suitability in the specific application and intended power increases. In some cases,
we may recommend the replacement of said fasteners for stronger ones.
Extensive Test Fitment:
Our engines go through multiple phases of test fitting
before the final assembly occurs. We check, check again and recheck the set-up to ensure
everything fits and operates as we intended it to. Engines developed for racing, are often
set up with very close tolerances to achieve the desired level of performance. Minor changes
in those tolerances can have major effects on both power and service life. For example:
A 2 degree change in camshaft timing can alter valve-to-piston clearances by 0.005"
(five thousanths of an inch) or more, depending on the camshaft's ramping profile. For some perspective,
the thickness of an average sheet of paper is 0.003" - 0.006". While that doesn't
sound like much, it can mean the difference between having adequate clearance between parts -or- having
them make contact when they shouldn't. Valve-to-piston clearance, is just
one of many critical areas that must be addressed. In other areas, changes as small as 0.0005"
(five one hundred thousandths of an inch) can be even more critical.
Lightening & Balancing:
This is listed last and as an option, only because it is not considered legal in some racing
classes (see note at bottom of page). However, we recommend lightening and balancing work
(at least balancing) for crankshaft, connecting rod and piston assemblies - for any classes
allowing unlimited modifications as well as heavily modified street and off-road machines.
This helps to improve acceleration as well as reduce the vibrations and subsequent stresses
that can shorten the service life of an engine.
Wow, is all that really necessary?
To finish first, you must first finish.
While we recommend a full teardown/inspection every season for any engines used in competition -
Our engines have been known to run at peak performance for multiple seasons without issue.
Although, it's difficult to plan for every potential scenario where an engine or it's components
may be over-stressed and/or predict any rider input that may occur out on the race course - We do as
much as possible to provide a solid engine package that not only performs, but also help it endure the rigors
of racing.
Something to think about...
A 4-cylinder, 16-valve shim-adjust head typically has over 100 individual
internal parts. In a similar tappet-adjust head there are over 160 individual parts.
Nearly everything moves and is dependent on lubrication and cooling. That's roughly
100-160 individual points of failure, plus another 30-40 points in the structure of
the cylinder head itself. In a conservative estimation, that's anywhere from
130 to 200 plus things that can go wrong in a cylinder head assembly alone. Add that
to all the other components and systems in any given 4-cylinder engine and
you probably have a number that readily exceeds 500. Yes, there are at least that
many ways to have a really bad day at the races.
This is the reality of any racing that involves something as mechanically fallible as
the internal combustion engine and carries with it a certain level of risk and playing
the odds. So, aside from performance and service life concerns - you can see why we feel
it necessary to do all that we can - because first and foremost, it helps to stem potential
safety issues and tip the odds in your favor.
NOTE: Excluding minor de-burring operations limited to specified widths and areas -
Most processes that involve significant material removal and/or alterations
to surface finishes are not legal for some production based racing classes.
Class rule compliance is the the sole responsibility of the rider. If you are racing in
a production based class - simply provide a copy of the specific rules for engine work
and we will be glad to adjust any processes to be in compliance.
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Rebuilding to OEM Specifications
In addition to performance work, we provide standard engine rebuilding services.
If you're simply looking to refresh or restore your engine to it's original condition as
delivered from the factory, we can rebuild your engine to OEM (original equipment manufacturer)
specifications. Actually, your engine will be considerably better than what the
factory provided - we have much higher quality control standards.
OEM - Top End Rebuild *
- top end - teardown and detailed inspection
- top end - servicing/assembly as needed to oem specs
- replace - any/all necessary gaskets, seals, o-rings, etc.
- replace - any/all worn or marginal parts at or near service limit
- service - cylinders as needed (de-glaze/re-hone/re-bore/re-plate)
- replace - piston rings and associated hardware
- refresh - stock valve job to oem specs
- adjust - valve clearances
OEM - Complete Rebuild
- complete - teardown and detailed inspection
- complete - servicing/assembly as needed to oem specs
- replace - any/all necessary gaskets, seals, o-rings, etc.
- replace - any/all worn or marginal parts at or near service limit
- service - cylinders as needed (de-glaze/re-hone/re-bore/re-plate)
- replace - piston rings, main bearings & rod bearings
- refresh - stock valve job to oem specs
- adjust - valve clearances
*
Engine designs that have the cylinders integrated with the upper crankcase
as 1-piece, will require complete engine teardown for certain operations,
such as: Piston removal, piston ring replacement, cylinder de-glazing,
honing, boring, re-plating and cylinder block machining.
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