Those familiar with the Engine Masters Challenge are aware that the competition format is changed on a regular basis. This ensures a fresh perspective on the engine-building approach and presents the competition builders with new challenges in achieving the ultimate engine combination within the rules. For the last two years of competition, we incorporated some significant changes to the program, both in the realm of technical engine specifications and in the test procedure. The most dramatic change was a move back to a single division format for last year's competition, with an emphasis on street performance. Our competitors took these basic constraints and pulled off some amazing combinations. For 2014, we have revised the program to focus on traditional two-valve V-8 engines. Here is a brief rundown on what to expect.
The following presents an overview of some of the key rules changes and some insight about the reasoning behind them. Bear in mind that this is to serve only as an overview for informational purposes and that the official rules are subject to modification through the course of the year. For a comprehensive look at the exact requirements for an official entry into the 2014 AMSOIL Engine Masters Challenge event, consult the official rules found on our website, enginemasters.com. Remember that the competition is open to anyone who meets the broad eligibility requirements—and that might include you. If you think you have what it takes to build the hottest street engine in the country, don't hesitate to send in an entry as outlined in the official rules by our February 15, 2014 deadline.
Back to the Streets
As with last year's event, we will be returning with a single class of competition as our format for 2014. Many of the engine specifications have been changed in the technical rules section, as has the operational procedure on the dyno. The competition will be scored in a new way, taking an aggregate score based on average horsepower and torque over the entire scored operating rpm range and then adding in the peak power and torque per cubic inch in determining the final score. The effect of this change in the scoring system is to place a higher weight on peak horsepower and torque numbers. This will reduce the influence on the score of engine performance at very low rpm.
The rules for 2014 are a refinement of those of last year's street performance style rules, with key changes in the specifications, rpm range, and allowable hardware. What is allowed is detailed in the "Official Technical Rules" found at enginemasters.com. Here are some of the highlights of the changes for 2014 compared to 2013's rules.
Keep in mind that these highlights are for general informational purposes only. The official rules cover the various restrictions and requirements for competition in detail, and the rules are subject to change and clarification.
The piston ring rules have been revised, allowing even thinner section compression rings.
In studying the official rules, you might notice the street division technical rules are similar to those of the AMSOIL Engine Masters Challenge last year, with a few changes and tweaks. The objective here is to present engines that more closely resemble the kinds of engines that power true street machines, while opening up some of the specifications to the hotter end of the performance scale. At the same time, we tightened up some of the rules to more closely reflect real-world parts combinations. Significant changes have been made to the scoring system and the operational procedure during competition.
Show Me the Money
For the 2013 Engine Masters Challenge, the contingency payout format has been revised to bring back what is one of the richest purses for this type of competition anywhere. We found the fat payoff added considerably to the heat of the competition and met with unprecedented sponsorship support. While not quite a winner-takes-all format, the payout has been scaled to richly reward the 2014 AMSOIL Engine Masters Champion.
1st Place - $3,500 per contingency
2nd Place - $400 per contingency
3rd Place - $100 per contingency
BASIC SCORING AND TESTING PROCEDURE
Instrumentation for recording the engine's performance will be provided by the SuperFlow/DTS dynamometer operating software/hardware and/or Engine Masters Challenge–approved instrumentation. The channels that will be recorded and available to the participants will be: speed/rpm, indicated torque, indicated horsepower, fuel flow, oil temperature and pressure, fuel pressure, water temperature, air/fuel (or lambda) left and right (two channels), and brake specific fuel consumption.
Data acquisition systems are permitted as part of the operating engine management system or ignition system of the engine. Sensors in addition to those listed as provided under Instrumentation for the operation of the engine management system for data acquisition are legal.
Qualifying Dyno Pulls
For the 2014 AMSOIL EMC, changes have been made to the running procedure on the dyno. Com
The team leader must be present during his dyno pulls, no exceptions. Dyno pulls during the qualifying session will be conducted as follows: Engines will be placed on an assigned dyno. Participants will assist the on-site officials and dyno facility personnel in completing the necessary dyno connections and final engine assemblies. Each participant will then be required to review and sign a dyno checklist form, which confirms the engine is ready to compete. Participants will be given up to 35 minutes to start, prepare, warm up their engines, and do whatever they wish once the command to start is given. For scoring purposes, during this 35-minute period, participants are required to make a minimum of three medium acceleration scoring qualifying pulls in any order the participants deem acceptable.
Participants may make any changes or any number of pulls during the 35-minute period. At the completion of the 35-minute timer period or at any point during the 35-minute timer period, participants may elect to stop the 35-minute timer for purposes of using the remaining time during final eliminations if the participants make it to the final elimination bracket. Participants then select the three pulls to be used for scoring purposes. The participants' engines shall be removed from the dyno.
Correction factor to be used during the contest will be SAE J607. Barometric pressure, temperature, and humidity will be recorded at the beginning of the timed period used for scoring purposes. Correction factor data will be documented on a dyno checklist.
Scoring – Qualifying and Final Eliminations
Block rules have been revised to allow more deck height variations, as well as Windsor/Cle
Maximum rpm for scoring purposes: 6,500 rpm. Performance rankings for the competition pulls will be computed using average uncorrected torque, average uncorrected horsepower, uncorrected peak torque, and uncorrected peak horsepower numbers from the SuperFlow/DTS dyno. The final score will be determined and the corrected torque/horsepower numbers for the participants' three competition pulls will be calculated by the event director and/or designee. Each entry's scoring is a direct result of a team's engine dyno performance, and resulting scores are specific to the engine. Points and scores are not transferable from a team's engine to another engine entry by the same Team, nor are points and scores transferable from one team to another team.
If an event is postponed for any reason prior to the start of the scheduled run, it is necessary that any engine and team still eligible for event competition be in attendance at the rescheduled date and time to be eligible for all scores and any contingency monies and/or awards. If an event is postponed and/or disrupted and rescheduled due to weather or other conditions, natural disasters, acts of God, etc., participants unable to return will not be eligible for any final placement and/or contingency monies and will be listed as Did Not Finish (DNF) in the event competition postings.
Valvetrain rules have been revised to allow any commercially available rocker arrangement.
Scored qualifying pulls will consist of three medium acceleration pulls with scoring data recorded from 3,000 rpm and ending at 6,500 rpm. Average corrected torque plus peak corrected torque from each of the three scored qualifying pulls will be added together to arrive at an average torque quotient. Average corrected horsepower plus peak corrected horsepower from each of the three scored qualifying pulls will be added together to arrive at an average horsepower quotient.
To compensate for the different engine displacements, the average torque quotient for three dyno pulls and the average horsepower quotient for three dyno pulls are added together. The sum of the average torque quotient and the average horsepower quotient are multiplied by 1,000 and then divided by the claimed cubic inch displacement of the engine. This will yield a quotient number to be used for scoring for engine dyno results. Final quotient numbers are recorded to one decimal place on scoring form. Rounding of numbers will be utilizing standard rounding: Example 2232.96 = 2233.0.
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 greater than actual calculations shall result in disqualification.
The official rules offer more details on the scoring system, including the dyno settings, the rounding procedure, tie breaking rules, and other considerations and serve as the official guidelines for scoring at the event.
Points Deducted From Dyno Scoring
Ten (10) points shall be deducted for each specific infraction from the quotient number of any participant found to be claiming a contingency product that is not used. Contingency product must be on engine, and proof of use and/or purchase may be required as specified by Engine Masters Challenge Event Management. Thursday, there will be an external contingency verification inspection of the top five scoring engines. The results of the dyno scoring minus any points deducted for false contingency claims will determine the five engines that will compete in the final elimination bracket.
Friday, during post-event inspection, an internal contingency verification inspection of the top three scoring engines will take place. Ten (10) points shall be deducted for each specific infraction from the quotient number of any participant found to be claiming a contingency product that is not used.
Last year’s dominant four-valve engines have been outlawed for 2014. The new rules specify
New rules restrictions will apply to limit the use of airflow channeling “buckets” or simi
For 2014, the oil pan rules are tightened up to eliminate the addition of pan spacers betw
Quotient Numbers Used to Determine Final Positions
Dyno scoring quotient numbers minus points deducted for each specific infraction shall determine the final positions of each participant.
Final Elimination Ranking
The top five scoring participants in qualifying will comprise the top five participants to compete in the Final Eliminations round. The top five scoring participants will compete on the same dyno. A random drawing for running order of the top five participants will take place to determine their running order in final eliminations.
Final Elimination Dyno Pulls
Changes to the Procedural Rules for 2014 allow competitors to stop the clock once the qual
The five finalists may remove, adjust, repair, and/or replace any part or component on their engine under Engine Masters official presence the day of final eliminations for a time period not to exceed 30 continuous minutes. If a component is replaced that is an item that is a "tech item checked component,” such as a carburetor, the item will be checked for legality before a replacement item is permitted. If the removed item is deemed legal, a replacement item is permitted. If the item is deemed illegal, the engine will be disqualified from competition. When the 30 continuous minutes period has expired or the 30 continuous minutes period has been forfeited by the team leader, the participant will be given 35 minutes plus whatever time was carried over from the qualifying session to use as the participant chooses. For scoring purposes, during this 35-minute period plus whatever time was carried over from the qualifying session, the participant is required to make a minimum of three medium acceleration scoring qualifying pulls rpm in any order the participant deems acceptable.
The team leader must be present during his dyno pulls, no exceptions. Dyno pulls and allowable work time prior to the dyno pulls during the final rounds session will be conducted as follows: Engines will be placed on an assigned dyno. Participants will assist the on-site officials and dyno facility personnel in completing the necessary dyno connections and final engine assemblies. Each participant will then be required to review and sign a dyno checklist form, which confirms the engine is ready to compete. The participant may make any changes or any number of pulls during the above time period. At the completion of the permitted time, the participant then selects the three pulls to be used for scoring purposes. The participant's engine shall be removed from the dyno.
|SUMMARY: TECHNICAL SPECIFICATIONS HIGHLIGHTS
||2013 Street Division
||VP unleaded 100 octane
||To be announced
||1.750-inch bore max four-barrel and other legal four-barrels as per rules
|Carb Spacer/Gasket Height
||Limited 0.625 inch
||Limited 2.00 inches
|Carb Intake Manifold
||Throttle body configuration limited
||Commercially available. Dimension and configuration limited.
||Pan spacers prohibited
||Two-valve OEM style
||0.043 minimum compression rings
||Minimum 0.035-inch compression rings
AMSOIL Returns as Title Sponsor
When it comes to high-performance engines, effective lubrication is mandatory for longevity and durability, and it is no secret that the oil selection can actually contribute to power production. AMSOIL has been a leader in synthetic lubricant technology since its inception in 1972, and product development has been an ongoing progression ever since. What better venue to demonstrate the capabilities of AMSOIL than the Engine Masters Challenge, an event that pits some of the most competitive engine builders in the country in a head-to-head battle. AMSOIL will provide for the lubrication needs of all of the competition engines for the 2014 event, and with so much on the line, the builders can depend on the protection these lubricants deliver. We are grateful for the support AMSOIL is providing to the Engine Masters Challenge, and we are sure our competitors will appreciate the technology and protection of the AMSOIL family of lubricants.
Important Deadlines and Dates
January 2, 2014 Begin acceptance of applications
February 18, 2014 Cutoff date for applications
March 1, 2014 Participant and alternate selections
March 14, 2014 Entry fees and rules acceptance due
August 15, 2014 Publication of official dyno run schedule
August 22, 2014 Team information sheet due
September 5, 2014 Hotel room block release date
VP Racing Fuels Official Fuel of the Challenge
VP Racing Fuels will once again be fueling the fire for the 2014 AMSOIL Engine Masters Challenge. The gasoline used in competition is literally a matter of life or death for many of the engines, with the potential for detonation or pre-ignition to put an end to a competitor's efforts. For 2014, VP Racing Fuels has stepped in as the Official Fuel, offering high-octane insurance against the ravages of detonation-induced engine failure. For competition, the engines are slated to run on a VP unleaded fuel to be announced. With VP fuel, our competitors can turn up the power with confidence. We appreciate the support of VP Racing Fuels, and we are certain our competitors will appreciate the quality of this fuel as much as the power it is sure to unleash.
SuperFlow and DTS Back at the Engine Masters Challenge
SuperFlow and DTS will once again be a part of the 2014 AMSOIL Engine Masters Challenge. "We're very excited to be a part of the event," said Mike Giles, marketing manager for SuperFlow. "The Engine Masters Challenge is a great event for our customers, and we want to support it and them any way we can."
After merging in 2011, SuperFlow and DTS have been busy streamlining their engine dynamometer lineup and integrating key staff into the new organization. The goal: to offer a set of engine dynos that are unrivaled in terms of quality, innovation, and performance.
UNOH Official Host for the 2014 AMSOIL EMC
We are pleased to announce that, once again, the annual AMSOIL Engine Masters Challenge will be hosted at the University of Northwestern Ohio. With a huge range of varied engines to handle and dyno-test, there is no shortage of work to be done for the duration of our week of competition. It takes a crew with plenty of know-how and discipline to get the job done. We are thankful that our hosts at UNOH have the situation handled, and even more grateful for the experienced students from the school's high-performance motorsports program.
Whether handling the very highly developed competition engines or working to assist the profession engine builders, the student assistants from the UNOH have demonstrated their skills and inspired confidence in their abilities. The affiliation of the AMSOIL Engine Masters Challenge with UNOH provides a unique opportunity for our staff, the many aftermarket sponsors, the competition engine builders, and the students to work together in making the competition a success.