0403Em Jegslogo P

2004 Official Rules - Updated 9/13/2004

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. (Supplement 5/17/04) - You will be required to mail or email your question or a written description of your proposed modification to questions@enginemasters.com. The members of our Rules Committee will then review your question and/or proposed modification, 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 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.

(Supplement 6/18/04) - "Commercially available" is defined as; any engine component(s) that are, or were, generally available for purchase by consumers prior to April 30, 2004, including any 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. (e.g. Austrailian Ford Cleveland Blocks are acceptable). 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.

(Supplement 6/18/04) - Any normally aspirated, gasoline powered, domestic V-8 small-block passenger car engine produced by Ford, Chevrolet, Chrysler, Pontiac, Oldsmobile, Buick, or American Motors Corporation ("domestic OEM") that meet all rules criteria is acceptable. Olds Diesel-based engine blocks, traditional Pontiac's, Ford Windsor and Ford Cleveland engines are acceptable. Cleveland style cylinder heads mated to a Windsor style block, and/or other similar head/block swapping is not allowed.
Maximum displacement is 410.0 cubic inches. 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. Cubic inches are calculated to one (1) significant digit i.e. 410.0, Ex. Bore of engine is 4.155": Stroke of engine is 3.750". Calculated cubic inches are 406.7. Note an engine with a calculated cubic inch of 410.1 is considered illegal. Power adders such as superchargers, turbochargers, nitrous oxide, or other such devices, are not allowed.
(Supplement 5/17/04) - 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 charger 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.

(Supplement 6/18/04) - 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, (ex: small block Chevrolet motor is a 90 degree block). 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 deck height or lower. Aftermarket tall-deck blocks (like the Olds Rocket block, etc.) are not allowed. Raised cam blocks are not allowed. Block style (Windsor, Cleveland, etc.) is determined by the location and number of bolt holes. Block must be equipped with solid engine mounts.

Any commercially-available crankshaft is acceptable. All crankshafts must be equipped with a standard pilot bushing (required for proper connection to the dyno).

(Supplement 6/18/04) - Any domestic OEM passenger car or commercially available aftermarket OEM replacement, 2-valve per cylinder, cylinder heads that meet all other rules are acceptable. "Domestic OEM passenger car" and "aftermarket OEM replacement" cylinder heads must retain compatibility with unmodified OEM passenger car intake manifolds, exhaust manifolds, and rocker assemblies. Raised runner heads that meet all other rules criteria are acceptable. Purpose-built racing heads, multiple spark plugs per cylinder, and overhead camshafts are not allowed. All drag racing and NASCAR-spec cylinder heads, including GM SB2, Mopar W-5 & 7, Ford Yates, etc., are not allowed.
(Supplement 6/18/04) - Cylinder heads must retain the OEM, lateral and front-to-back 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. (Supplement 6/18/04) Machining the valve angle back to within the 1-degree specification after angle milling the deck is not allowed. 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.
(Supplement 5/17/04) - 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. 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.

(Supplement 5/17/04) - Aftermarket raised-runner heads (with OEM bolt patterns) equipped with spacer plates on the intake surface in order to properly mate with the intake manifold are acceptable. The spacer plates can be aftermarket or fabricated but they must duplicate the OEM bolt patterns and no fasteners can be added to, removed from, or altered as part of their design. Spacer plates that change the manifold bolt pattern relative to the cylinder head or the intake manifold and/or slotting of intake manifold bolt-holes to attain alignment is not allowed.
(Supplement 5/17/04) - Flange adapters that connect the exhaust port to the header are not allowed.

Any commercially available, non-programmable ignition system, (including points, electronic, or capacitive discharge), that incorporate a distributor are acceptable. Crank triggers, magnetos, and ICTs are not allowed. Independent ignition timing switches or devices of any kind are not allowed. Ignition timing advance or retard must be controlled solely by the mechanical weights and springs as manufactured for this purpose. (Supplement 6/18/04) Locked-out distributors are acceptable. One single distributor, battery powered required. (Supplement 5/17/04) - Engines designed and produced by a domestic OEM 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, one ignition coil, spark plug wires (with suppression shielding) and related ignition wiring designed for easy connection to the dyno. (Supplement 5/17/04) - Spark plug wires must be commercially-available and their design must remain unmodified. Electrical power will be supplied 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 2.25-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. (Supplement 06/18/04) - 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 Jeg's Engine Masters Challenge specified 92 octane unleaded gasoline.

Any commercially available, street-style air filter and air filter housing is acceptable. (Supplement 6/18/04) 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. Velocity stacks are not allowed. (Supplement 8/20/2004) Filtered lids are not allowed.

Any commercially-available camshaft is acceptable. Custom-designed and custom-ground camshafts are acceptable. Solid roller and hydraulic roller designs are acceptable. 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. Offset lifters are permitted.

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, filling, welding and/or sizing of the interior surfaces of the intake runners and/or ports is acceptable. (Supplement 5/17/04) - Modifications to the exterior surfaces of the intake ports, 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 not allowed. Intake manifolds may be drilled and tapped for additional coolant paths, but additional material may not be welded on to the intake manifold for this purpose.

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. (Supplement 6/18/04) Shaft-mounted rockers are not allowed unless they were a domestic OEM passenger car offering on the same make and family of engine (e.g. Mopar). Multiple, independent rocker shafts per cylinder are not allowed.
The maximum rocker arm ratio allowed is 1.6:1 (as determined by measurement of the rocker). If a higher rocker arm ratio was available on a domestic OEM passenger car engine of the same make and family, then the higher ratio will be allowed.

All rocker arms must retain the domestic OEM passenger car engine mounting design and location. Offset rockers 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 acceptable. 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. Commercially-available headers designed and sold with a removable pipe section for chassis clearance are acceptable, but builders choosing to run this style of header must contact the Jeg's Engine Masters Challenge Rules Committee for header approval prior to the competition.
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. (Supplement 09/13/04) - Headers and mufflers must provide a minimum of 17-inches of inside clearance beginning at 25.5 inches beyond the back of the engine block. From the back of the engine block to 25.5 inches out, there are no clearance issues. (see diagram below).
Exhaust systems must be properly sealed from the header flange to the muffler inlet.

(Supplement 6/15/04) - Only Jeg's Engine Masters Challenge specified, street-style mufflers are acceptable. The following list of MagnaFlow brand part numbers are the only legal mufflers allowed in the competition. Please contact Tanya Oxford at MagnaFlow ( 949-858-5900 x 1147 or toxford@magnaflow.com) for further product information and pricing.

Part # 14219 - MagnaFlow 5"x 8" Oval, Stainless Steel
Part # 14249 - MagnaFlow 5"x 8" Oval, Stainless Steel
Part # 12219 - MagnaFlow 5"x 8" Oval, Aluminized Steel
Part # 12249 - MagnaFlow 5"x 8" Oval, Aluminized Steel
Part # 14619 - MagnaFlow 6" Round, Stainless Steel
Part # 14719 - MagnaFlow 7" Round, Stainless Steel
Part # 12619 - MagnaFlow 6" Round, Aluminized Steel

Exhaust systems must meet the following design specifications in order to properly fit on the DTS dyno chassis and to utilize the exhaust gas ventilation ports in the dyno cell wall (see diagram). Head pipes connecting the header collectors to the mufflers are limited to a maximum length of 6 inches and should be bent or angled in order to properly "aim" the mufflers at the ventilation ports. Exhaust systems that extend more than 42" from the rear of the engine block are not allowed. Head pipes that connect the header collectors to the mufflers are limited to a maximum diameter of 3.5 inches.

0409Em Diagram S

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 sides of the exhaust system are not allowed.

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 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. (Supplement 06/15/04) - 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 _ 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 location. Commercially-available or custom-fabricated water pump adapter plates will be permitted as long as they do not alter the OEM block mount or pump location. Remote-mounted water pumps are not allowed. Use of a cooling system thermostat is not allowed. (Supplement 06/15/04) - Water "feed" connections are limited to a set diameter of 1.25 inch and water "return" connections are limited to a set diameter of 1 inch.

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 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 not allowed to be modified may be coated.

All engines will run on EMC-spec, 92-octane unleaded pump gasoline.

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 five business days prior to the first day of competition; any engine that arrives "late" may be disqualified from the competition.

Participants are responsible for their own transportation, lodging and food expenses that may be incurred while attending the Engine Masters Challenge dyno event.

(Supplement 9-13-04) The 2004 Engine Masters Challenge qualifying and final round competitions will be completed in five days at the following location. All competing engine builders, sponsors, and guest attendees will be required to "check-in" at the following location prior to entering the facility.

World Products
111 Trade Zone Court
Ronkonkoma, NY 11779

All competing engines and related parts are to be crated and delivered to the following address no later than September 27th, 2004. All competing engine builders must ship or delivery their engines and parts to the following address.

World Products
51 Trade Zone Court
Ronkonkoma, NY 11779
Attention: Keith Ferrell, Engine Masters Challenge

Contestants must be present or represented 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 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 180 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. (Supplement 06/15/04) - Mandatory warm-up pulls will consist of three, consecutive, "medium speed" (approximately 330 rpm per second), acceleration pulls ranging from 2,500 rpm to 6,500 rpm. Once the warm-up pulls have been completed, each contestant will then be allowed a "tuning period" of not more than 20 minutes to make as many test pulls (any type of pulls) and tuning adjustments as they desire. Tuning adjustments are limited to; jet changes, air bleed changes, emulsion changes, carb float levels, 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 possible disqualification. Once the tuning period has been completed, the engine will be restarted and allowed to idle until the Engine Masters Challenge specified operating temperatures of 160 for water (water tower temperature) and 180 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. (Supplement 06/15/04) - Competition pulls will consist of three, consecutive, "medium speed" (approximately 330 rpm per second) 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, then added together for a final "score," (as seen in the following example). The higher the score, the higher the engine will rank on the official performance scoreboard.

PULL #1AVG. TQ = 482AVG. HP = 421
PULL #2AVG. TQ = 485AVG. HP = 423
PULL #3AVG. TQ = 484AVG. HP = 422
AVG. TQ 483.6+AVG. HP 422=905.6 SCORE

The top 2 (two) scoring contestants from each of the three dyno's will qualify for the final eliminations round. (Supplement 6/18/04) Once qualifying has begun, if for any reason a dyno becomes inoperable for the remainder of the qualifying session, the remaining engines that were scheduled to run on that 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 three 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.
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 round.
The final eliminations round will be run immediately after the qualifying round is completed. The lowest qualified engine will be run first and the highest qualified engine will run last. All six finalists engines will be run on the same dyno. Operating procedures will remain the same as in the qualifying rounds.

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 may 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.

Engine Builder Applications will be accepted by mail only and must be postmarked no later than April 30, 2004. Applications submitted by facsimile or email will not be accepted. Applicants must be at least 18 years of age. PRIMEDIA employees and their immediate family are not eligible to participate. Any person that meets the "Entry Requirements" can submit an Engine Builder Application to Primedia for review. Each application will be reviewed to determine an applicant's eligibility to participate in the 2004 Engine Masters Challenge. A maximum of 50 engine builders will be selected to compete in the 2004 Engine Masters Challenge. Primedia will select the 50 competitors on May 15, 2003. Selection of the competing engine builders will be at the sole discretion of Primedia. All competitors will be notified of their selection by email only. Each of the 50 selected competitors will be required to post a $200.00 entry fee within 30 days of their acceptance notification. Selected competitors to fail to post the $200.00 entry fee within 30 days may be disqualified from the competition. Log onto www.enginemasters.com for additional information and a copy of the Engine Builder Application.

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