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If you have a question regarding a rule, contemplating a modification or a change in your proposed engine make, we highly recommend that you contact our Rules Committee. You will be required to email your question and/or a written description of your proposed modification or change, to firstname.lastname@example.org. The members of our Rules Committee will then review your question, and/or proposed modification or changes, then provide you with an official written response within 14 working days. Primedia will file a copy of your rule question and/or your planned modification along with the Rules Committee response for future reference as needed. Competitors that do not have a rule clarification, modification or change authorization in writing from our Rules Committee may run the risk of disqualification from the contest. Verbal rule clarifications, modification or change authorizations will not be honored, so please check with our Rules Committee.
"Commercially available" is defined as; any engine component(s) that are, or were, generally available for purchase by consumers prior to March 31, 2007. Engine component(s) that are, or were, designed and/or manufactured outside the United States are acceptable as long as they meet all other rules criteria. Contestants may be required to provide proof of purchase and/or undisputable proof of availability on any contested engine component(s) or face possible disqualification from the competition.
TOOLS & PARTS
Approved/accepted contestants are required to supply all necessary tools, spare parts, jets, gaskets, timing light, shop towels, etc. in order to complete their final engine assemblies, tuning adjustments, modifications and/or repairs. Tools, spare parts, jets, gaskets, timing lights, shop towels, etc will not be supplied by the dyno facility or Primedia, except those needed to install and remove the engine from the dyno.
The qualifying and final round competitions will be completed in five days, October 1 through October 5, 2007 at the following location:
University of Northwestern Ohio
Attn: High Performance Dept.
1744 Hartzler Rd.
Lima, OH 45805
Teardowns of the finalist and alternate engines will take place on Saturday, October 6th.
Any normally aspirated, gasoline powered, domestic V-8 passenger car engine produced by Ford, Cadillac, Chevrolet, Chrysler, Pontiac, Oldsmobile or Buick ("domestic OEM") that meets all rules criteria are acceptable. Olds Diesel-based engines are not allowed. Hemi-style cylinder heads mated to a Chevrolet block, or other similar head/block swapping is not allowed. Cylinder heads must be of the same type used in OEM passenger car production for the engine type and basic block configuration as defined by the engine type or series and deck height. For example Cleveland-type cylinder heads on a Windsor-type block is legal on a factory 302 8.2-In. deck block (Boss 302 combination), but not legal on a 9.5-In. 351 Windsor block; Mopar Hemi heads are legal on 10.72 RB Hemi blocks (factory 426 Hemi configuration), but not legal on 9.98-In. Low-Deck "B" blocks.
Power adders such as superchargers, turbochargers, nitrous oxide, or other such devices, are not allowed.
Any method of artificially heating and/or cooling engine fluids, fuel, and/or air is not allowed (not to include thermal or friction coatings). This includes, but is not limited to, heating and/or cooling by mechanical device such as an external cooler or radiator/heat exchanger, pre-heating or cooling of any fluids with an oil heater or fuel heater/cooler, or the addition of a temperature-altering device designed to cool or heat the incoming air charge by mechanical means such as an intercooler, chemical means such as a chemical to cool either the incoming air/fuel charge or intake manifold, or electrical means such as an electric oil heater inside or outside the engine.
Displacement. Engine displacement is open to any cubic capacity over 300 cubic inches offered as an domestic passenger car OEM production capacity for eligible engine types as described above (ENGINE). The displacement must be achieved while retaining the OEM passenger car stroke, and the OEM passenger car bore, with a maximum overbore of 0.035-In. allowed. The bore/stroke combination must match an OEM production combination for the engine type being built. For example, a small block Chevrolet engine combination can be built using the available OEM production passenger car bore/stroke combinations as offered in 302, 305, 307, 327, 350, or 400 Cubic Inch engines, with an allowable 0.035-In. overbore. Non OEM bore/stroke combinations, such as 4.030-In. bore, 3.75-In. stroke small block Chevrolets are not allowed. The combination of bore (plus 0.035", minus 0.000" from bore specifications for the particular motor)/stroke (+/- 0.015" from stroke specification for the particular motor)/engine block type must match an OEM production engine combination.
Cubic inch is calculated by bore x bore x stroke x 6.2832. Bore is measured at top of cylinder. Bore and stroke are measured to three (3) significant digits, i.e. 0.001. Cubic inches are calculated to one (1) significant digit i.e. 350.0. Any part of a cubic inch is rounded up to the next highest inch (i.e. 301.2 = 302) for the purpose of claimed cubic inch of engine as used in scoring. The cubic inch used in scoring will be a whole number, no decimal part will be used.
Any domestic OEM passenger car or commercially available aftermarket OEM replacement, cast iron, or aluminum engine block is acceptable. Engine block must retain OEM cylinder bore spacing and OEM block angle. Lifter bores must retain OEM angle (+ or -1 degree) and OEM diameter (+ or - .005-inch). Lifter bores may be bushed. Engine blocks must retain OEM passenger car deck height or lower. Raised cam blocks are not allowed. Any method of increasing the deck height of the engine block (i.e. using spacer plates and/or multiple head gaskets) is not allowed. Head gaskets are limited to a maximum total thickness of .060 of an inch, per cylinder head. The location and number of bolt-holes determine block style and/or type. Block must be equipped with solid engine mounts. "Knock sensors" are acceptable.
Any commercially available crankshaft is acceptable. Crankshaft must maintain OEM passenger car production rod and main bearing journal diameters as originally available for the engine type being built. A maximum undersize of 0.035-In. from OEM specifications is allowed on the rod and main journals. All crankshafts must be equipped with a standard pilot bushing (required for proper connection to the dyno).
Any domestic OEM passenger car or commercially available aftermarket OEM replacement, 2-valve per cylinder, cylinder heads that meet all other rules are acceptable. Raised runner heads as defined by a cylinder head requiring spacer plates or that is not compatible with the OE-width intake manifold for the engine type, are prohibited. Purpose-built racing heads such as; GM DRCE, Dart Big Chief and other similar racing heads are not allowed. Multiple spark plugs per cylinder and/or overhead camshafts are not allowed.
Contestants will be required to inform the rules committee of their cylinder head type for approval no later than July 15, 2007.
"Domestic OEM passenger car" and "aftermarket OEM replacement" cylinder heads must retain compatibility with unmodified OEM passenger car intake and exhaust manifolds. Slotting of intake manifold bolt-holes to attain alignment is not allowed. Aftermarket cylinder heads that maintain compatibility with OEM passenger car intake and exhaust manifolds are not allowed if the aftermarket manufacturer has altered the valve angles from the original OEM design. Valves must retain OEM valve angles (+ or -1 degree). Cylinder head decks may be milled as long as the milling does not affect the valve angle more than the 1-degree variance allowed by the rules.
Any valve seat size and/or valve size is acceptable. Any commercially available stainless steel valve is acceptable. Titanium valves and/or springs are not allowed.
Unlimited porting, polishing, welding, and/or filling the inside of the intake and/or exhaust ports is acceptable. Modifications to the exterior surfaces of the intake and/or exhaust ports, such as welding and/or adding additional material to increase port size or to alter the port design, is not allowed. Welding inside the combustion chamber to alter the chamber design and/or the placement of the valves or sparkplug is prohibited. The exterior surfaces of the ports, which include the intake manifold and/or exhaust manifold mating flanges, must remain "as-cast" by the manufacturer and cannot be altered in any way. Fastener holes on the intake manifold and/or exhaust manifold mating surfaces must remain as manufactured and cannot be altered in any way. Flange adapters that connect the exhaust ports to the header are not allowed.
MOPAR W-2 small block intake and exhaust bolt patterns are allowed.
CHEVROLET Big Block 24-degree cylinder heads are allowed.
FORD MOTORSPORTS Big Block Cobrajet and Super Cobrajet heads are allowed
Any commercially available ignition system including points, electronic, or capacitive discharge that utilize a single battery-powered distributor and coil are acceptable. Crank triggers and magnetos are not allowed. Independent ignition timing switches or devices of any kind are not allowed. Locked-out distributors are acceptable.
Programmable ignition control boxes are permitted. Important Note- Remote computer linking/ hook-up to ignition system is allowed ONLY during the Tuning Period and Warm-Up Period of the competition.
Engines designed and produced by a domestic OEM with distributor-less ignition systems or engines that have been modified to accept a distributor are not allowed. Engines must be equipped with a distributor, ignition box, ignition coil, spark plug wires (with suppression shielding) and related ignition wiring designed for easy connection to the dyno. Spark plug wires must be commercially available and their design must remain unmodified. Electrical power will be supplied to the ignition system by a single 12-volt source.
Any commercially available, single four-barrel carburetor (including Dominator-type) is acceptable. Fuel injection and/or water injection systems are not allowed. Carburetor gaskets and/or spacers are limited to a maximum total height of 1.25-inches (measuring from the carburetor base to the top of the intake manifold carburetor flange surface).
All engines will utilize an electric fuel pump supplied by the dyno facility and each engine builder will determine the fuel pressure. Both single and dual feed, -6 fuel line connections will be located on the DTS dyno chassis approximately 46 inches from your carburetor, so design your fuel line(s) accordingly. All engines will be supplied with specified, 91-octane, unleaded gasoline.
Any commercially available, street-style air filter and air filter housing is acceptable. All engines must be equipped with a 14-inch diameter x 3-inch tall air filter and air filter housing while running on the dyno. Modifications to the air filter or the air filter housing are not allowed. Filtered lids are acceptable and are considered part of the air filter housing.
Velocity stacks and/or stub stacks are not allowed. Heat shields or plates between the intake manifold and carburetor, and/or the carburetor and air cleaner are prohibited. This includes any structure deemed by the event personnel as designed to take advantage of airflow in dyno installation.
Camshafts must be commercially available flat-tappet profiles. Camshaft must maintain OEM journal diameters as originally manufactured in production for a given engine type. Roller cam bearings are prohibited. Custom-designed and custom-ground camshafts are acceptable. Camshafts must be ground on conventional iron cores. Billet, steel, or welded cam cores are prohibited. Solid roller and hydraulic roller designs are prohibited. Mushroom, ceramic, or composite lifters, for example "Schubeck" lifters are prohibited. Lifters must be unmodified out-of-the-box parts and cannot be altered in any way from their manufactured as-new state.
Any commercially available, single-four barrel, cast intake manifold is acceptable. Tunnel rams, sheet-metal, and/or composite manifolds are prohibited. Porting, polishing, filling, welding and/or sizing of the interior surfaces of the intake runners and/or ports is acceptable. Modifications to the exterior surfaces of the intake ports and/or manifold, such as welding on additional material to increase port size and/or to alter the port design, are not allowed. Using an intake manifold that is designed and cast for use on a different make or family of engine is prohibited. Intake manifolds may not be drilled and tapped for additional coolant paths. Slotting of intake manifold bolt-holes to attain alignment is not allowed.
Any commercially available steel connecting rods are acceptable. Aluminum, titanium, or any other exotic materials are not allowed.
PISTONS AND RINGS
Any commercially available aluminum pistons are acceptable. Custom-made, modified, and/or coated pistons are acceptable. Compression Ratio is limited to 10.5:1. Gas ports including vertical or horizontal are prohibited. The ring package must consist of two compression rings and a single oil ring.
Whatever the Compression Ratio is the formulas to calculate Compression Ratio are as follows:Formula to calculate Compression Ratio is as Follows:
CR= Heads cc's + Deck cc's + Gasket cc's + Piston cc's + (Displacement X 2.0483) / Head cc's + Deck cc's + Gasket cc's + Piston cc's
Any commercially-available rocker arms are acceptable. Shaft rockers are allowed. All rocker systems must maintain compatibility with OEM mounting provisions.
Commercially available, chassis-style exhaust headers are required. Headers must be designed to fit a 1955 or newer passenger car chassis without modification to the vehicle or the chassis. Port matching of the header flange is acceptable. Any diameter primary tubes and collectors are acceptable. Header sets that were designed and manufactured with slip-on style collectors are acceptable. Fender-well headers and headers designed for trucks are not allowed.Crankcase ventilation systems that vent to any component of the exhaust system are not allowed. Bungs for Lambda 02 sensors are acceptable and may be used during the competition; all other bungs must be capped. Thermal header wraps (such as Kevlar fabric) are not allowed. Exhaust systems must be properly sealed from the header flange to the muffler inlet.
Only commercially available street-style mufflers are acceptable. Mufflers must remain unmodified from their original as-manufactured design. All engines must utilize two mufflers while running on the dyno. H-pipes, X-pipes, or any such connection between the left and right headers and/or the exhaust system is not allowed. All mufflers must meet the following criteria;br>Maximum inlet tube diameter: 3.5-inches, Outlet tube diameter: only 3.5-inches
Minimum overall case length: 10-inches
Maximum overall case length: 18-inches
Minimum diameter (round case): 5-inches
Maximum diameter (round case): 7-inches
Minimum width (oval or square case): 6-inches
Maximum width (oval or square case): 10-inches
Minimum thickness/height (oval or square case): 4-inches
Maximum thickness/height (oval or square case): 6-inches
Any commercially available chassis-style wet-sump oil pan is acceptable. Oil pans must be an unmodified, out-of-the box part designed to fit a 1955 or newer American production car chassis without modification to the vehicle or chassis. Dry sump systems and vacuum pumps are not allowed. Oil pans designed for trucks are not allowed. External crankcase ventilation and/or oil drain-back systems plumbed externally that return oil to the pan are not allowed. Builders choosing to run windage screens or scrapers can do so only if they are already part of the as-manufactured oil pan design, or are attached without any modification to the block or oil pan. Oil system accumulators are not allowed.
Engines that were OEM equipped with external oil pumps may utilize external oil feed line(s) with a maximum I/D of 5/8 inch. External oil feed line(s) connecting the OEM style external oil pump to the oil pan and/or the engine block, are acceptable. Belt-driven external oil pumps are not allowed. Electrically powered oil pumps are not allowed. Oil pans must remain as manufactured and unmodified.
All engines must be shipped "dry". Engine will be required to use at least 5 quarts of furnished oil to be provided by the official oil sponsors. Competitors may only use supplied oil. Propylene Oxide or other oxidizing agents/substance designed to enhance combustion are prohibited. Oil is provided at the event.
Any commercially available electric or mechanical water pump is acceptable. Engines using a mechanical water pump must be equipped with an operational belt and pulley drive system. Water pumps must be mounted in the OEM location. Water flow in and out of the water pump must be provided by the OEM block provisions only. External feed and distribution lines or hoses are prohibited, except as fitted in OEM applications. Remote-mounted water pumps are not allowed. Use of a cooling system thermostat is not allowed. Water "feed" connections are limited to a set diameter of 1.25 inch I.D. and water "return" connections are limited to a set diameter of 1 inch I.D.
Starters will not be used in the competition and are not allowed. The DTS dynos are equipped with a built-in starter.
Any commercially available, unmodified SFI-certified domestic manual STEEL transmission flywheel is acceptable. Flexplates will not be used in the competition and are not allowed.
Bellhousings will not be used in the competition and are not allowed.
Any commercially available performance coating is acceptable. The application of thermal and/or friction coatings can be performed at any time prior to the competition on any part. Coating a part is not considered a modification, and parts that cannot be legally modified, may be coated.
All engines will run specified, 91-octane unleaded gasoline. Fuel is provided at the event.
Contestants must be present or represented by Rules Committee approved person(s) during their dyno testing, no exceptions. Dyno pulls during the qualifying and final rounds will be conducted as follows. Engines will be placed on an assigned dyno as per a published schedule. Contestants will assist the on-site officials and dyno facility personnel in completing the necessary dyno connections and final engine assemblies. Each contestant will then be required to review and sign a dyno checklist form, which confirms the engine is ready to compete and can be warmed-up to the Engine Masters Challenge specified operating temperatures of 160 degrees for water (water tower temperature) and 160 degrees for oil. If the engine is unable to achieve these temperatures in a reasonable time period (not more than 5 minutes), Primedia personnel will determine when the warm-up pulls will begin. Mandatory warm-up pulls will consist of three, consecutive acceleration pulls ranging from 2,500 rpm to 6,500 rpm. Competitors will be allowed to check and set ignition advance with a timing light or laptop computer for programmable ignition systems prior to beginning the warm up pulls. Once the warm-up pulls have been completed, each contestant/ entry will then immediately be given FIVE (5) Minutes to review dyno data from warm-up period prior to the start of their "Tuning Period."
The allowed "Tuning Period" of not more than Twenty (20) minutes maximum is provided to make as many test pulls, tuning adjustments and/or repairs as they desire. Contestants that are not able to complete their tuning adjustments and/or repairs in the allotted 20-minute "Tuning Period" must run "as is". Once the "Tuning Period" has been completed, the engine will be restarted and allowed to idle until the specified operating temperatures of 160 for water (water tower temperature) and 160 degrees for oil are achieved. If the engine is unable to achieve these temperatures in a reasonable time period (not more than 5 minutes), Primedia personnel will determine when the competition pulls will begin. Performance rankings for the competition pulls will be computed using Dynamic Test Systems (DTS) software. Competition pulls will consist of three, consecutive, acceleration pulls ranging from 2,500 rpm to 6,500 rpm. Then, "average torque" figures and "average horsepower" figures from the three competition pulls will be averaged
To compensate for the varied engine displacements, the average torque and average horsepower will be added individually divided, (recorded to 1 significant digit) by the CLAIMED cubic inch displacement of the engine (refer to ENGINE, displacement for proper cubic inch to be claimed), giving average horsepower and average torque per cubic inch to the fourth decimal place. The sum of these numbers multiplied by 1000 will determine the engine's score (to one decimal place). In case of a tie score at one decimal place it will be necessary to extend the decimal place of the engine's score in order to establish position in scoring. Claiming a cubic inch less than actual calculated cubic inch as stated in the ENGINE, displacement section of these rules, shall result in disqualification. Claiming a cubic inch 5 or more cubic inches than actual calculations shall result in disqualification.
The top (1) scoring competitor from each of the two (2) dyno cells and the remaining four (4) top scoring competitors from any cell will comprise the top six (6) to qualify for the Final Eliminations round which will be run on one dyno cell. The lowest qualified engine of the six (6) finalists will be run first and the highest qualified engine will run last. The six finalists may not remove, adjust, repair, and/or replace any part or component on their engine and may not remove their engine from the dyno facility prior to the Final Eliminations. Once an engine has been re-mounted on the dyno in preparation for the Final Elimination pulls, the engine builder will then be allowed to perform carburetor tuning adjustments and/or check and properly set ignition advance with a timing light or laptop computer for programmable ignition systems prior to beginning the warm up pulls. All "testing" and "Tuning Period" procedures will remain the same as in the qualifying rounds.
Participants are responsible for coordinating and funding their engine transportation to and from the Engine Masters Challenge competition dyno site. All engines must be delivered to the dyno site at least FOUR (4) days prior to the first day of competition; any engine that arrives "late" may be disqualified from the competition. All competing engines, parts and tools must be crated and delivered to the following address NO LATER than Thursday, September 27th. The maximum allowable engine crate size is 36" x 39" x 45" tall, including the pallet. Each competitor will be allowed to ship and/or deliver a maximum of 2 engine crates.
University of Northwestern Ohio
Attn: High Performance Dept.
1744 Hartzler Rd.
Lima, OH 45805
HANDICAP SCORING SYSTEM
To be used in the event of a dyno failure only. Once qualifying has begun, if for any reason one of the two dyno's becomes inoperable for the remainder of the qualifying session, the remaining engines that were scheduled to run on the inoperable dyno will be rescheduled and run on the remaining two dyno's. A "Handicap Scoring System" will then be implemented to offset any performance differences between the two dyno's. The "dyno handicaps" will be posted for everyone to review prior to the start of the qualifying session. Once the qualifying session has been completed, the top 6 (six) scoring engines overall will qualify for the final round of competition.
Primedia reserves the right to tear down any engine for a rules enforcement inspection. Primedia personnel will conduct and supervise all teardowns. The top six winning engines will be torn down for rules enforcement inspection and contingency sponsor verification. Any participant found to be in violation of the rules or refusing to comply with an inspection request may be disqualified from the contest. It is the contestant's responsibility to verify the legality of all parts, components and/or modifications on their engine.
Contestant protest must be filed in writing with the proper official no later than the day prior to the finalist dyno pulls. Contestant protests may only be filed by the contestant signing the official Dyno Check List. Primedia reserves the right the reject any protest filed that it determines, in its sole and absolute discretion, is frivolous or is intended to harass another contestant or to otherwise gain some unfair competitive advantage. Protest by event officials may be entered at any time during the event at no charge. Contestant protests must specify items protested.
Any external protest.....................................................$ 100Any protest other than external..........................................$ 250Any engine shall be inspected to be in compliance with an external protest. Only those engines deemed as finalist will be required to disassemble a protested engine for inspection by Primedia officials. Failure or refusal to disassemble an engine upon demand from an Event Official will result in the removal of the engine from further competition and cause for removal of the engine, owners, & crewmembers from the facility.
Protests must be accompanied by a protest fee as outlined above. Protest fee, minus technical department expenses, will be forfeited to the contestant protested if the engine is found in compliance with the requirements of the rules. If the engine is found to be out of compliance with the requirements of the rules, fees will be refunded, less expenses, and the non-compliant entry will be disqualified from competition. An engine protested for an external protest and found to be out of compliance with the requirements of the rules will be given to opportunity to make necessary changes to in compliance with the requirements of the rules if the protested motor has made no dyno pulls.
Official Engine Masters Challenge applications will be accepted by mail only, and must be postmarked no later than March 31, 2007. Applications submitted by facsimile or email will not be accepted. Applicants must be at least 18 years of age. Primedia and Dynamic Test Systems employees and/or their immediate family members are not eligible to participate. Any person who meets the "Entry Requirements" can submit an Engine Builder Application for review. All applications will be reviewed to determine eligibility.
Primedia will select a maximum of 30 competitors by April 15, 2007 at their sole discretion. All competitors will be notified of their selection by email only. Competitors will be required to post a non-refundable entry fee in the amount of $200 within 30 days of his or her acceptance notification. Competitors that fail to post the $200.00 entry fee within the 30 days may be disqualified from the competition.
Click Here to Download Engine Masters Builder Application