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The world of performance engines can be confusing and while most pro engine builders have their own favourite combinations they all share similar views about the way an engine should be screwed together. If you hated school then you obviously went to the wrong one. This one comes without a boring text-book or tedious term paper in sight. The Level 1 engine school, held at the Kosteeki Engine Centre in Morley on a Sunday afternoon, has several striking differences between the old school classroom. Firstly, everyone wants to be there; secondly, the classroom is filled with high performance parts and machinery and lastly, a small room to one side is filled with a 420 horsepower Chevy strapped to an engine dyno. I think most of us could notch up an 'A' with this kind of motivation. The object of the school is simple: to give engine enthusiasts a look at the components that go into a modern performance engine, how to modify those components, how to assemble those components and finally, how to tune them for maximum power. On the day we attended the school, thirty students were assembled, course notes in hand, awaiting the first lesson on cylinder head ports. Some of them had travelled from as far away as Albany, Pemberton and Bunbury to attend the seminar. The instructor, Andrew Kostecki, began by using a pre-ported cylinder head to demonstrate the differences between home ported heads, mild professionally ported heads and all-out race heads. The differences in port shape, size and consistency are clear and the flow bench figures show marked variances between each set. The next step is more hands-on, each student is given the opportunity to probe a port on the flow bench and feel,the different areas of high and low velocity. By changing the valve lift it becomes clear that porting for maximum torque and power is a real art because the velocities within the port change too. A dead spot at .500 inch lift may flow a lot of air at .700 inch lift. The importance of correct valve seat angles, particularly for low-lift flow figures is critical and once again is plainly visible from the flow bench data. Now that the students appreciate the challenges involved with head porting, the subject matter shifts to camshaft selection. By interpreting the flow bench information it is possible to close-in on a camshaft design which best suits the heads' characteristics. After a brief coffee break the seminar is back in full swing, this time covering the venerable Holley carburettor. Andrew discusses the basic application of each model, methods of modifying and tuning Holleys, even on low-vacuurn engines and then details the various circuits within the rnetering block. With the theory out of the way it is back to the flow bench to look at carburettor dry flow and the different signal strengths generated by various booster types. Plenty of raised eyebrows followed this demonstration. The use of various spacer combinations is also discussed along with their application on a number of manifold types. Speaking of manifolds, there were plenty of them on display for the next segment, including a KEC modified single-plane for a big-cube Windsor (which now runs a Dorninator flange) and another from Dart Wilson in the US. Students soon learn that many manifolds are not optimally set up for a particular engine combination - even the tried and true brands. When the entire head, cam and short motor combination is considered, some manifold work - particularly in the plenum area - can generate serious horsepower gains. The engine school is sponsored by ACL, Yella Terra, Precision Balancers and Crow Cams because they recognise the demand for good technical information by DIY enthusiasts. One example of their involvement is the dummy block filled with ACL pistons and bearings and a Crow roller camshaft. This handy tool allows students to learn the correct method for establishing top-dead centre, reading a degree wheel and accurately degreeing-in a camshaft. The final aspect of the course is putting some of the tuning theory into practice. The 350 Chev test engine was warmed up and given its first power pull with a 600 cfm carburettor in place, 32 degrees total timing and 30 thou and 26 thou tappet clearances. STP corrected maximum power was 356 hp. During the remainder of the course several tuning areas where addressed such as spacer plates, tappet clearances, ignition timing and carburettor size. Each change made a measurable improvement in the engine until it peaked at 414 hp later that afternoon - not bad for a quick tune-up! After the course the students were able to relax over a barbecue and a few quiet drinks. They were free to discuss aspects of the school in more detail and ask questions in an informal environment. Each of them received a bound set of notes and a carry bag with stickers, pamphlets and other giveaways. A further benefit is the realisation that proper tuning of any engine can generate significant gains in power and driveability. This course would even be of benefit to someone who is having an engine built by a professional, because it would enable them to understand why a part has to be purchased or why something must be machined -without simply thinking it is a sales pitch. Knowledge is power. With so much interest, other schools are now going ahead such as the level 2 engine course and the Holley Carburettor school. |