Cylinder Heads
Any domestic OEM passenger car or commercially available aftermarket OEM replacement, two-valve-per-cylinder cylinder heads that meet all other rules are acceptable. Raised runner heads that meet all other rules criteria are acceptable. 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.

"Domestic OEM passenger car" and "aftermarket OEM replacement" cylinder heads must retain compatibility with unmodified OEM passenger-car intake manifolds, exhaust manifolds, 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 the 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 the aftermarket manufacturer. 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. Machining the valve angle back to within the 1-degree specification after angle milling the heads 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.

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. Flange adapters that connect the exhaust ports to the header are not allowed.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 be 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 are not allowed.

Any commercially available, non-programmable ignition system, including points, electronic, or capacitive discharge that use a single battery-powered distributor and coil 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 and/or retard must be controlled by the mechanical weights and springs as manufactured in the distributor for this purpose. Locked-out distributors are acceptable.

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, 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 2.25- nches (measuring from the carburetor base to the top of the intake manifold carburetor flange surface). All engines will use an electric fuel pump supplied by the dyno facility, and each engine builder will determine the fuel pressure. All engines will be supplied with specified 91-octane unleaded gasoline.

Air Filter
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.

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 acceptable.

Intake Manifold
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. 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 not allowed. Intake manifolds may be drilled and tapped for additional coolant paths, but additional material may not be welded onto the intake manifold for this purpose.

Rocker Arms
Any commercially available, stud-mounted rocker arms are acceptable. Shaft-mounted rockers are not allowed unless they were an OEM offering (Mopar, Buick, etc.). Multiple rocker shafts per cylinder head are not allowed unless they were a factory design (e.g. Chrysler Hemi). The maximum rocker arm ratio is 1.8:1, unless the factory OEM passenger car engines of the same family were produced with higher than 1.8:1 ratios. All rocker arms must retain the OEM mounting design and location.

Any commercially available, chassis-style exhaust headers are acceptable. Headers must be unmodified and designed to fit a '55-and-later 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 Rules Committee for a written "header exception" ruling.

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.

Only commercially available street-style mufflers are acceptable.

Oil Pan
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 '55-or-later 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 use an 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. Oil pans must remain as-manufactured and unmodified.

All engines must contain at least 5 quarts of motor oil during each dyno pull. Engines must be shipped "dry" to the certified dyno site, along with at least 5 unopened quarts of oil, to verify the oil quantity and contingency. Any commercially available oil additive is acceptable, but is not required.

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.

Tools and Supplies
Contestants are required to supply all necessary tools, spare parts, jets, gaskets, a 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.

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.

Dyno Site
The qualifying and final-round competitions will be completed in five days at the following location:
World Products
51 Tradezone Dr.
Ronkonkoma, NY 11779

Dyno Pulls
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 final engine assemblies. Each contestant will then be required to review and sign a dyno checklist form that 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 "medium speed" (approximately 330-rpm-per-second) acceleration pulls ranging from 2,500-6,500 rpm. Competitors will be allowed to check and set ignition advance with a timing light prior to beginning the warm-up pulls. 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, tuning adjustments, and/or repairs as they desire. Contestants who 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 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 "medium speed" (approximately 330-rpm-per-second) acceleration pulls ranging from 2,500-6,500 rpm. Then, "average torque" figures and "average horsepower" figures from the three competition pulls will be averaged, and 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 top two scoring competitors from each of the three dynos will qualify for the Final Eliminations round, which will be run on one dyno. The lowest-qualified engine 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 engines and may not remove their engines 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 prior to beginning the warm-up pulls. All "testing" and "tuning period" procedures will remain the same as in the qualifying rounds.

Rules Enforcement
Primedia reserves the right to tear down any engine for a rules-enforcement inspection. Primedia personnel will conduct and supervise all teardowns. The top three 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.

Prize Money
Contestants must run the contingency sponsor product on their engines 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

Contingency Categories:
Air Filter
Air Filter Housing
Carburetor Spacer
Connecting Rods
Cylinder Heads
Engine Block
Hoses & Fittings
Ignition System
Intake Manifold
Oil Additives
Oil Filter
Oil Pan
Oil Pump
Rocker Arms
Spark Plugs
Spark-Plug Wire
Stud Girdle
Timing Belt/Chain
Valve Covers
Water Pump

By the time you read this story, all the 2005 Jeg's Engine masters competitors will have already been chosen and are hard at work building their engines. We'll run them all in early October and reveal the winners in issues of Popular Hot Rodding and Engine Masters magazines following. Tune in to see if Kaase can be brought down and who will win the big prize with the biggest engines yet to see the challenge.