OFFICIAL RULES - Updated September 18, 2003
If you have a question regarding a rule or you are contemplating a modification, we highly recommend that you contact our Rules Committee prior to the competition. You will be required to mail or email your question or a photograph and/or drawing of your proposed modification directly to Scott Parkhurst, our Technical Director. The members of our Rules Committee will review your question and/or proposed modification, then provide you with an official written response within 5 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 or modification authorization in writing from our Rules Committee may run the risk of disqualification from the contest. Verbal rule clarifications and/or modification authorizations will not be honored so please check with our rules committee.
Any normally aspirated, domestic V-8 big-block engine is acceptable. Maximum displacement is 470.0 cubic inches. Power adders such as superchargers, turbochargers, nitrous oxide, or other such devices, are not allowed. Factory small-block engines and Olds Diesel-based engines are not allowed. Traditional Pontiac V-8 engines are acceptable.
Any commercially-available cast (iron or aluminum) engine block is acceptable. Engine block must retain OEM cylinder bore spacing. Lifter bores must retain OEM angle (+ or -1 degree) and OEM diameter (+ or - .005-inch) as originally cast. Engine blocks must retain OEM deck height or lower (exception; Chevrolet Gen V and Gen VI "tall-deck" blocks are acceptable). Aftermarket tall-deck blocks, including the World Superblock, are not allowed. Block must be equipped with solid engine mounts.
All crankshafts must be equipped with a standard pilot bushing (required for proper connection to the dyno).
Any commercially available, 2-valve per cylinder, street-style, factory replacement cylinder heads are acceptable. Purpose-built racing heads including GM DRCE, Dart Big Chief and other similar style racing heads, multiple spark plugs per cylinder, and overhead camshafts are not allowed. Porting, polishing, and valve resizing is acceptable. Raised runner heads that meet all other rules criteria are acceptable. Valves must retain as-manufactured valve angles (+ or -1 degree) and as-manufactured valve location (relative to bore centerline), as originally cast. 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. Rolling the valves back within the 1-degree specification after angle milling is not allowed.
"Factory replacement" is defined as having compatibility with original factory intake manifold design, exhaust manifold design, and rocker assembly location. Aftermarket cylinder heads that maintain compatibility with factory intake and exhaust bolt patterns while maintaining a factory-type rocker design and location are acceptable even if factory valve angles, valve spacing, and/or valve location have been moved from the OEM design by an aftermarket manufacturer. These engineering alterations from the OEM design cannot be altered any further than the way they are manufactured and offered for purchase from an aftermarket manufacturer.
Raised-runner heads with OEM bolt patterns using spacer plates on the intake surface to mate with the intake manifold are acceptable. The spacer plates must duplicate the factory bolt pattern-based intake gaskets used to seal them, and no fasteners can be added to, removed from, or altered as part of the design. Intake adapter plates that change the manifold bolt pattern relative to the cylinder head or the intake manifold are not allowed. Slotting of intake manifold boltholes to attain alignment is not allowed. Intake and exhaust ports may be ported, welded, or filled on the inside of the port only. No additional weld or filling material may be added to the outside surface of any port. The exterior of the port must remain as-cast by the manufacturer and cannot be altered in any way.
Any commercially available stainless steel valve is acceptable. Titanium valves and/or springs are not allowed. Ports, intake flanges, and exhaust flanges must retain their manufactured configuration, as originally cast. Modifications to the port flange horizontal centerlines such as raising, lowering, moving, and spacing are not allowed. Exhaust flanges or adapters connecting the exhaust port to the header are not allowed.
Any commercially-available, non-programmable ignition system (including points, electronic, or capacitive discharge) that incorporates a distributor is acceptable. Crank triggers, magnetos, and ICTs are not allowed. Engines designed and produced by OEMs with distributorless 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. Electrical power will be supplied by a single 12-volt source.
Any commercially-available, 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 2.25-inches (measuring from the carburetor base to the intake manifold surface). All engines will utilize an electric fuel pump supplied by the dyno facility and each engine builder will determine the fuel pressure. A single -8 or -6 AN fitting will be provided for connection to the fuel supply. All engines will be supplied with a spec, 92-octane unleaded gasoline.
Any commercially-available air filter is acceptable. All engines must utilize one 14-inch diameter, 3-inch tall air filter while running on the dyno. Modifications to the air filter or the air filter fixture are not allowed. Air horn-type fixtures will be provided to accommodate each air filter. Filtered lids are not allowed.
Any commercially-available camshaft is acceptable. Custom-designed and custom-ground camshafts are acceptable. Roller camshafts are not allowed. Solid roller, hydraulic roller, Mushroom style, and Schubeck brand or styles of lifters are not allowed. 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, single or multi-piece, cast intake manifold is acceptable. Tunnel rams, sheetmetal, and/or composite manifolds are not allowed. Porting, polishing, and/or sizing is acceptable. Using an intake manifold that is designed and cast for use on a different make or family of engine is not allowed. Modifications such as porting, welding, and/or filling the internal intake runners are allowed. External modification of the intake manifold such as welding and/or adding additional material is not permitted.
Any commercially-available steel connecting rods are acceptable. Aluminum, titanium, or any other exotic materials are not allowed.
Any commercially-available aluminum pistons are acceptable. Custom-made, modified, and/or coated pistons are acceptable. Compression is not limited.
Any commercially-available, stud-mounted rocker arms are acceptable. Shaft-mounted rockers are not allowed unless they were an OEM offering (i.e. Mopar, Buick). Dual rocker shafts per cylinder head are not allowed unless they were a factory design (i.e. Chrysler Hemi). Chrysler Hemi rocker assemblies must utilize the OEM style, dual rocker shafts per cylinder head design. Multiple, independent rocker shafts per cylinder are not allowed. Maximum rocker arm ratio is 1.7:1, unless the factory OEM passenger car engines of the same family were produced with higher than 1.7:1 ratios. All rocker arms must retain the OEM mounting design and location.
Replacement and/or alteration of the Cadillac (OEM) "T-Bar" rocker assembly design to a stud-mounted rocker assembly design is acceptable. Moving and/or altering the rocker centerline relevant to the valve position is not allowed. Aftermarket Cadillac cylinder heads that were designed and manufactured with stud-mounted rocker assemblies are acceptable.
Any commercially-available, chassis-style exhaust headers are acceptable. Headers must be unmodified and 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 the only acceptable performance modification. Any diameter primary tubes and collectors are acceptable. Header sets that were designed and manufactured with slip-on style collectors are acceptable. Modifying and/or replacing the as manufactured slip-on style collector(s) is not allowed. Custom headers, header kits, multi-pieced headers, fenderwell headers, and headers designed for trucks are not allowed. Should a commercially-available header be designed and sold with a removable pipe section for clearance to or around the stock chassis, it will be legal if it clears the dyno chassis. Builders choosing to run this style of header must contact Engine Masters Challenge personnel and receive permission regarding their header choice prior to regional competition.
Crankcase ventilation systems that vent to any component of the exhaust system are not allowed. Bungs for EGT probes and/or oxygen sensors are acceptable, but must be plugged during the competition.
Thermal header wraps (such as Kevlar fabric) are not allowed. Headers must provide a minimum of 16.5-inches of inside clearance to properly fit on the dyno chassis.
Any commercially-available street-style mufflers are acceptable. Mufflers must remain unmodified. Race-style mufflers are not allowed. All engines must utilize two mufflers while running on the dyno. Muffler inlet and outlet diameters are each limited to a maximum diameter of 3-inches. Slip-on street mufflers are acceptable. H-pipes, X-pipes, or any such connection between the left and right sides of the exhaust system are not allowed. Muffler inlets must be located at least 24 inches, but no more than 36 inches, from the rear edge of the engine bellhousing.
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 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 return systems plumbed externally to vent 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 oil pan.
Engines that were OEM equipped with external oil pumps (i.e. Mopar 440/Hemi, and Buick 455) may utilize external oil feed line(s) with a maximum I/D of 1/2 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. Oil pans must remain as manufactured and unmodified.
All engines must contain at least five (5) quarts of motor oil during each dyno pull. Engines must be shipped "dry" to the certified dyno site, along with at least five unopened quarts of oil, to verify the oil quantity and contingency.
Any commercially-available oil additive is acceptable, but is not required. Engines must be shipped "dry" to the certified dyno site along with at least one unopened bottle of oil additive to verify contingency.
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 configuration. Remote-mounted water pumps are not allowed. Use of a cooling system thermostat is not allowed.
Any commercially-available electric starter motor is acceptable. The starter must be a factory-replacement design and must mount in the factory starter location.
Any commercially-available SFI-certified flywheel or flexplate is acceptable. Engines are required to be equipped with an approved flywheel or flexplate.
Any commercially-available SFI-certified bellhousing is acceptable. Engines are required to be equipped with an approved and current bellhousing. Stock-type bellhousings equipped with SFI-certified safety blankets are not acceptable.
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 not allowed to be modified may be coated.
All engines will run on EMC-spec, 92-octane unleaded pump gasoline.
"Commercially available" is defined as any engine component that is or was generally available for purchase by consumers prior to April 30, 2003 (the date of contestant selection). 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.
ENGINES: Participants are responsible for coordinating and funding their engine transportation to and from the Engine Masters Challenge regional and final competition dyno sites.
Participants are responsible for their own transportation, lodging and food expenses that may be incurred while attending the Engine Masters Challenge, Regional or Final, dyno events.
Impastato Racing Engines
56305 Precision Drive
Chesterfield Township, MI 48051
Westech Performance Group
11098 Venture Drive, Unit C
Miraloma, CA 91752
3406 Democrat Road
Dyno pulls at the Regional Eliminations will be conducted as follows. Engines will be placed on an assigned dyno as per the published schedule. Contestants will assist the on-site officials and dyno facility personnel in completing the necessary dyno connections and engine assemblies. Each contestant will then be required to review and sign the tech inspection and dyno checklist forms, which confirms the engine is ready to compete and can be warmed-up to the EMC specified operating temperatures of 160 degrees for water and 190 degrees for oil. If the engine is unable to achieve these temperatures in a reasonable time period, Primedia personnel will determine when the warm-up pulls will begin. Mandatory warm-up pulls will consist of three consecutive, 600-rpm per second, acceleration pulls ranging from 3,000 rpm to 6,500 rpm. Once these pulls are completed, the engine will be allowed to idle down until the target water and oil temperatures are achieved once again. Each contestant will then be allowed a "tuning period" of not more than 20 minutes to make test pulls and tuning adjustments only. Tuning adjustments are limited to; jet changes, air bleed changes, emulsion changes, and timing changes by distributor movement only. Contestants that are not able to complete their tuning adjustments in the allotted 20-minute tuning period must run "as is" or face disqualification. Once the tuning period has been completed, the engine will be allowed to idle down until the target water temperature of 160 degrees and oil temperature of 190 degrees are achieved once again.
We are now ready to begin the actual competition pulls with performance rankings computed by SuperFlow's WinDyn software. Contestants must be present during their dyno session, no exceptions. Each engine will make three consecutive, 300-rpm per second, acceleration pulls ranging from 3,000 rpm to 6,500 rpm. Then "average torque" figures and "average horsepower" figures from the three pulls will be computed then added together for a final "score", as seen in the following example.
|PULL #1 ||AVG. TQ = 482||AVG. HP = 421|
|PULL #2 ||AVG. TQ = 485||AVG. HP = 423|
|PULL #3 ||AVG. TQ = 484||AVG. HP = 422|
|AVG. TQ 483.6 +||AVG. HP 422 = ||905.6 SCORE |
The higher the score, the higher the engine will rank on the official performance scoreboard. A total of twelve engines will qualify for the Final Eliminations Event. Selection of the finalists will be determined based on the number of engines that are tech inspected and attempt to qualify at each location (i.e. 20 qualifiers in CA = 5 finalists, 20 qualifiers in MI = 5 finalists, 8 qualifiers in TN = 2 finalists). Contestants that qualify for the Final Eliminations Event 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.
PRIMEDIA reserves the right to tear down any engine for a rules enforcement inspection. PRIMEDIA personnel will conduct and supervise all teardowns. All 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 will be disqualified from the contest. It is the responsibility each Engine Masters Challenge contestant to verify the legality of all parts or components they have selected to use on their engine prior to the dyno competition.
Contestants must run the contingency sponsor product on their engine during the dyno pulls in order to qualify for contingency payouts and it is recommended that you contact each contingency sponsor to determine their payout requirements. Contestants may only claim one contingency product per category. The winning contingency sponsors will pay the following contingency awards directly to the engine builders.
First Place- $2,500 per qualified contingency category
Second Place- $1,000 per qualified contingency category
Third Place- $500 per qualified contingency category
* Signifies a Non-Paying Category.
1. AIR FILTER
7. CARBURETOR SPACER
8. COATINGS - THERMAL
9. COATINGS - FRICTION
10. CONNECTING RODS
12. CYLINDER HEADS
13. ENGINE BLOCK
19. HOSES & FITTINGS
20. IGNITION SYSTEM
21. INTAKE MANIFOLD
24. OIL ADDITIVES*
25. OIL FILTER
26. OIL PAN
27. OIL PUMP*
32. ROCKER ARMS
34. SPARK PLUGS
35. SPARK PLUG WIRES
37. STUD GIRDLE*
38. TIMING BELT/CHAIN
40. VALVE COVERS
41. VALVES SPRINGS*
42. WATER PUMP