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PRE head stud kit for Nissan QR25DE engine made by ARP

Pavel’s Racing Engines is pleased to offer an head stud kit for the Nissan QR25DE engine. Currently there is no readily available kit for this application, thus we went forth to offer it to the public. Please read details and pricing below.

COMPATIBILITY:

  • Nissan Altima QR25DE engine
  • Nissan Sentra B15 QR25DE engine

KIT CONTENT:

  • 10 head studs
  • 10 nuts
  • 10 washers
  • assembly lubricant
  • installation instructions

PRE FASTENER ADVANTAGE:
PRE head stud kit is made to order by ARP and includes 10 studs, 10 nuts, 10 parallel ground washers, 1/2 oz. pack of ARP Ultra-Torque fastener assembly lubricant, and installation instructions. All Pro Series studs are center-less ground, heat treated prior to thread rolling and machining, and are nominally rated at 220,000 psi. These fasteners deliver a 50% increase in tensile strength over the OEM head bolts.

 

PRE HEAD STUD KIT ADVANTAGE OVER FACTORY HEAD BOLTS: 

  • More accurate torque preload of the fastener. PRE studs, unlike bolts, do not twist during torque process, thus giving you a more accurate reading than traditional bolts that twist.
  • Elimination of cylinder head lift. Cylinder head lift occurs when extremely high combustion pressure loads force cylinder head separation from the gasket interface, lifting it off the block mating surface, and blowing the head gasket.
  • Reduction of head gasket fretting. Head gasket fretting is micro-motion between cylinder head, head gasket, and block interface resulting in material loss at the joint.
  • More consistent alignment of cylinder heads. PRE studs installed prior to head gasket and cylinder head help with alignment and seating.
  • Faster and more accurate engine assembly and disassembly

Cost of this head stud kit is $170 shipped in USA and Puerto Rico. Typically we stock this kit. Email for availability and additional information.

ARP HSK stock photo

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BMW S62 S54 M50/52/54 S50/52 US spec performance connecting rod bearings

We are proud to offer motorsport grade connecting rod bearings for various BMW engine. OEM bearing available in only one grade, sometimes hard to source, and definitely not cheap. This project’s three goals were as follow, in order of importance:

  • Development of high performance connecting rod bearings
  • Readily available supply of various grades for bearing clearance optimization and crankshaft repair
  • Reasonable price point compared to OEM products

Questions have come up in online forum groups about the validity of our product and need for extra clearance bearing. Terms such as “because racecar” comically used. Offering various grades other than OEM “standard” allows for more precise bearing clearance adjustment and journal repairs upon signs of damage. All engine parts are subject to manufacturing tolerance. Crankshaft journals can be ground larger and connecting rod bearing ends honed bigger than the target. Worst case scenario occurs when an inadequate rod bearing clearance leads to bearing, crank, and eventually engine failure.

 

DEVELOPMENT: PHASE 1

This project started with connecting rod bearing development for the M20/50/52/54 series of engines. US spec S50B30 and S52B32 also use same connecting rod bearings. We work with ACL using their Race series tri-metal bearings for this application. Superior metallurgy allows increased bearing loads for the high-performance applications. Another important advantage of PRE bearing is size availability. We offer connecting rod bearings in following grades:

  • H-STD, standard clearance
  • HX-STD, each shell undersize by .0005in for total increase in clearance of .0010in
  • H-.025, each shell oversize .0005in for total decrease in clearance of .0010in
  • H-.25, .25mm(.010in) oversize, repair size #1, used when repairing/grinding damaged journals
  • H-.50, .50mm(.020in) oversize, repair size #2, used when repairing/grinding damaged journals

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DEVELOPMENT: PHASE 2

The second phase of development focused on connecting rod bearings for BMW S62B50 engine. This 5.0-liter V8 engine can be found in E39 M5 and E52 Z8. We collaborated with King bearing for this project. King XP series bearings are of tri-metal construction with hardened steel backing, silver plating, sintered copper, and hardened overlay. These bearing work exceptionally well in endurance racing applications. We offer connecting rod bearings in following grades:

  • H-STD, standard clearance
  • HX-STD, each shell undersize by .0005in for total increase in clearance of .0010in
  • H-.25, .25mm(.010in) oversize, repair size #1, used when repairing/grinding damaged journals

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DEVELOPMENT: PHASE 3

The third phase of development focused on connecting rod bearings for BMW’s legendary S54B32 engine. This 3.2 liter inline 6 engine can be found in E46 M3 and Z3, as well as E85 Z4. We collaborated with King bearing for this project. King XP series bearings are of tri-metal construction with hardened steel backing, silver plating, sintered copper, and hardened overlay. These bearing work exceptionally well in endurance racing applications. We offer connecting rod bearings in following grades:

  • H-STD, standard clearance
  • HX-STD, each shell undersize by .0005in for total increase in clearance of .0010in
  • H-.25, .25mm(.010in) oversize, repair size #1, used when repairing/grinding damaged journals

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PRE connecting rod bearing can be purchased from our eBay store:

S54 connecting rod bearings

S62 connecting rod bearings

M20 M50 M52 M54 S50US S52US engine connecting rod bearings

M40 M42 M44 connecting rod bearings

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2011 Audi TT engine rebuild EA888 2.0T TFSI

BACKGROUND

We were contacted by a local dealer to rebuild an engine for a 2011 Audi TT. This Audi has the EA888 2.0T TFSI engine designation. Vehicle came off the transporter with a misfire on cylinder 1. Quick inspection showed heavy oil deposits on cylinder one spark plug and very low compression. Cylinder head was removed and further carnage discovered. Someone opened this engine once before. Head gasket mating surface was ground with a 3M Roloc disk. Cylinder 1 showed heavy scoring and a chunk of aluminum found in oil pan. It wasn’t until full disassembly was performed that actual failure was discovered. Engine was disassembled, cleaned, and all components inspect. Broken piston on cylinder 1 was the culprit. Audi dealer left very few cost effective repair options. Factory pistons cost ~$350 each and only available in standard size; not an option since cylinder was damaged and required oversize machining. We chose to design a set of forged pistons with stock compression and 0.5mm oversize bore to repair damaged cylinders.

A quick preview of the piston failure below and damaged head gasket surface

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BLOCK PARTS AND SERVICES

Engine block: Engine block was disassembled, rough washed, and inspected. Cylinder were bored and honed with a torque plate and ARP head studs. Main bearing housings were align honed lightly as well using ARP main stud kit. Since head gasket surface was damaged using 3M Roloc “grinding cookie” it was also milled minimum amount to restore flatness and proper roughness.

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Crankshaft: Crankshaft was checked for bend, journal micro-polished, measured, and finally performance balanced.

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Pistons: PRE custom forged pistons were made for this engine. No other piston is currently available on the market for this engine. There several forged piston manufacturers who make Audi/VW pistons, but they are all designed for the older 1.8T and 2.0T engines which use smaller piston pins. Audi chose to use 23mm piston pins which are DLC coated since connecting rods do not have pin end bushings. Our pistons are made to reuse factory DLC coated piston pins. Each piston pin length and end play was measured.

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Connecting rods: OEM connecting rods were reused in this engine. Bearing end bore measured to be within factory tolerance. Piston pin end also measured to be within specification. New connecting rods bolts fitted since original bolts are torque-to-yeild aka one time use.

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Bearings: OEM main bearings were sourced from Germany for this engine with extensive lead time. Connecting rod bearings are expensive so PRE chose to develop a cost-effective high performance option. This was a collaboration with ACL using their Race series bearings with tri-metal metallurgy. OEM bearings are bi-metal aluminum construction. OEM bearings can be cheaply manufactured, but not intended for high performance use.

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Fasteners: Several head studs showed thread damage and nuts did not turn smoothly. Old regular ARP head studs replaced with a set of new ARP2000 head studs. PRE main stud kit made by ARP was used in this engine.

Lubrication: Oil pump was disassembled and inspected. Oil pump was measured and inspected; it passed inspect and was primed, then reassembled. We offer oil pump modification service to increase low RPM volume.

CYLINDER HEAD PARTS AND SERVICES

Valves: Valves were reground due to damaged sealing angle and poor pre-disassembly leakdown test.

Machining: Valve seats were in decent condition and did not require machining. Valve faces were reground and valves hand-lapped. Seating was checked and confirmed. Valve stem seals replaced and cylinder head reassembled.

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Nissan KA24DE race engine build for S14 240SX track car

BACKGROUND

We originally built this engine in 2010 for the previous car’s owner. Engine build was very simple at the time. Simplicity and reliability were priority with good response and power following on the priorities list. Original build part list consisted of Wiseco pistons, Eagle rods, Clevite bearings, ARP fasteners, stock cylinder head, and Garrett GT2871R 0.86AR turbo. Car made 399whp at 19psi on race gas and used for Midwest Counsil and road racing HPDE’s in the Midwest. Original owner sold the car and new owner crashed it. New owner brought us the motor for rebuild since we were already familiar with it.  This time a rebuild consisted of block reconditioning and complete rebuild of the cylinder head. We are an engine shop and typically do not install engines, but since this was a very detailed project we accepted a full service job to ensure proper camshaft and engine break-in. Original injectors were sent out for flow testing and cleaning. Garrett GT2871R turbo was inspected and cleaned. New clutch and flywheel installed. A lot of small issues fixed all over the car to ensure reliability. As of last update by the customer the car was dyno tuned at the same facility as original owner’s and by the same tuner. As it sits the car made 322whp at 12psi on 93 octane “pump” gas. Can’t wait to see this engine perform at 20psi and even more so on race gas or E85 🙂

 

BLOCK PARTS AND SERVICES

Engine block: Engine block was stripped, baked, shot blasted, primed, and painted silver. New expansion plugs installed. Cylinder were honed just to rough them up and help rings sealing. Main bearing housings were align honed lightly as well. Oil gallery plugs at both ends of the block extracted, block tapped, and removable pipe plugs installed. This will make future servicing easier and ensures 100% cleanliness.

Crankshaft: Crankshaft was checked for bend, Magna Flux checked for cracks, and journal micro-polished and measured. Crankshaft oil gallery plugs were extracted, crankshaft tapped, thoroughly cleaned, and threaded pipe plugs installed. After all that prep work the crankshaft was re-balanced.

Pistons: Wiseco 90mm forged pistons at 9.0 compression were reused from original engine. Pistons sent out for coating service, heavy duty tool steel piston pins and new piston rings also fitted. We had the original spec sheet from 4+ years ago to compare piston size and cylinder clearances.

Connecting rods: Eagle H-beam forged connecting rods reused in this engine. Connecting rods were Magna Flux inspected for cracks and defects, reconditioned, and new ARP2000 rod bolts installed. Every set of connecting rods is inspected and measured during initial build. We measure rod bolt lengths and record information in the build packet. Several rod bolts took a permanent stretch so we replaced all bolts as a set.

Bearings: We use Clevite main and rod bearings in this engine. Each bearing shell was measured with a ball micrometer and shells select fit to each journal to obtain consistent clearance across all of them. Bearing shells are marked for location in the engine and thickness recorded in the build packet.

Fasteners: Several head studs showed thread damage and nuts did not turn smoothly. Old regular ARP head studs replaced with a set of new ARP2000 head studs. PRE main stud kit made by ARP was used in this engine.

Lubrication: Oil pump was disassembled and inspected. New oil pump assembly was fitted during last rebuild and gerotor clearance information was on record. Oil pump was measured and inspected; it passed inspect and was primed and reassembled. New oil pump housing O-rings and oil strainer gasket fitted at time of assembly. New check valve was fitted in the oil filter housing of the block.

 

CYLINDER HEAD PARTS AND SERVICES

Camshafts: We chose Kelford stage 2 camshafts for this engine. This is a rather aggressive camshaft for most applications and definitely an overkill with a GT2871R turbo, but with future big turbo upgrade in mind as well as benefits of displacement, in comparison to the SR20DET engine, we feel in its current state the camshafts will have minimal impact on turbo lag and engine response.

Valve springs: Supertech dual valve springs kit with titanium retainers, and hardened spring seats was used in this engine. Supertech manufactures quality products. Most importantly, Supertech springs are very consistent in length and pressure in comparison to some other springs we installed in the past.

Valves: OEM valves are steel intake and stainless steel exhaust; they works well for mild turbocharging and sport sprint use. This engine’s valves were used and showing wear. Guides were also worn. This engine is designed for high power long duration use, thus a set of superior metallurgy valves is a must. We used a set of stainless steel nitrite treated oversized intake valves and inconel oversized exhaust valves. Supertech valves provide superior thermal control for extended run times.

Guides: Stock guides were worn. We sourced a set of manganese bronze valve guides and machined them to PRE spec. Valve guide were shortened and machined with a contact radius at the port protrusion.

Cam followers: We modified VQ35DE shimless cam followers to fit this engine. We make a milling fixture for this operation. Advantages are shorter length and overall reduced weight. Sprung weight directly affects inertial loads. Lighter cam followers allow use of lower valve spring pressures without risk of valve float.

Camshaft sprockets: Camshaft timing and setup is of utmost importantce when building a performance engine. Adjustable camshaft sprockets allow camshafts to be degreed to cam card specs or your own. Factory sprockets are not adjustable and Jim Wolf Technologies, JWT, sprockets cost $140. We made a mill fixture and wrote an easy program allowing us to modify stock sprockets in the same fashion as JWT at a better price point. Most important we were able to degree these Kelford camshafts exactly to spec; for the record both cams were off considerably.

Machining: Valve seats were cut with 3 angle profile and light bowl blended by hand. Cylinder head was previously machined for copper O-ring wire. Old wire was removed and new copper wire fitted. Cylinder head casting was machined to clearance high lift Kelford camshafts. Cylinder head was not milled on the head gasket surface. It was measured to be flat. Before final wash, head gasket surface was lapped by hand with a stone to ensure smoothness.

 

PICTURES

Coated Wiseco 90mm 9.0 forged pistons, new rings, inspected and reused pins, and reconditioned Eagle forged connecting rods with new ARP2000 rod bolts.

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Block align honed and thoroughly washed after all oil gallery plugs extracted.

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Crankshaft oil gallery ball plugs extracted. Crankshaft drilled, taped, and prepared for threaded pipe plugs. Crankshaft thoroughly cleaned and performance re-balanced.

 

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Cylinder head fitted with copper O-ring fire-ring grooves. Old, crushed copper wire removed, and new wire fitted. Another view of the Supertech oversize stainless steel nitrite treated intake and inconel exhaust valves.

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Intake ports lightly ground to remove casting parts and bowl blend seats to ports. Intake and exhaust guides were replaced with PRE custom guides. We shortened the guide protrusion from the valve spring side to accomodate high lift Kelford camshafts. This “sinking” of the guide from spring side causes excess protrusion into the port. Both intake and exhaust guides were shortened with a ball radius tool for flow optimization.

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Cylinder head was converted to use VQ35DE solid cam followers. Stock KA24DE cam followers are two-piece design with a “bucket” frame and separate adjusting shim. VQ35DE cam followers are one-piece design and you have to replace each one to adjust camshaft to valve clearance. This can be rather expensive so we mock assemble the cylinder head, measure valve clearance, disassemble, grind valve tips to increase clearance, and then final assemble the head. VQ35DE lifters are not a direct replacement for the KA24DE engine. Both lifters same diameter, but VQ35DE lifters have a pedestal stem underneath. This pedestal has to be machined shorter to fit KA24DE head. We made a small soft-jaw fixture to machine lifters in the mill. VQ35DE solid lifter advantage is shorter length allowing high lift camshafts and dramatic reduction in weight. This directly translates to reduced total mass of the valvetrain and inertial loads. Lighter lifters allow use of softer springs that can be used over 7500RPM limit without valve float risks.

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Another cylinder head modification had to be performed. Kelford high lift camshafts have such big lobes they did not clear cylinder head casting and would not rotate. Cylinder head was mounted in the mill and casting relieved with a ball endmill. This operation performed on both intake and exhaust side.

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Final step of cylinder head blueprinting is measure valve spring install heights, measure spring pressures, and shimming springs to equalize them. This is essential to consistent valvetrain performance on all 4 cylinders.

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This engine also fitted with PRE camshaft cap bolts made to our specification by ARP. These bolts are made of higher tensile strength steel and torque to a higher value than stock bolts. Stock bolts torque to 8ft-lb, while PRE bolts torque to 12ft-lb. This increased clamping ensures high lift camshafts and stiffer valve springs don’t lift the caps off the head.

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PRE KA24DE adjustable camshaft sprockets fitted and camshafts degreed to Kelford cam card

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Engine assembled with manifolds and ready for installation

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Subaru EJ22T stroker engine using D25 EJ255 cylinder heads for 2005 STI

BACKGROUND

This engine we designed and prepared for a Subaru customer in Florida. Engine will be fitted to a 2005 Subaru Impreza STI.

PARTS AND SERVICES

ENGINE BLOCK: Engine started out as an EJ22T closed deck block. Block was media blasted, cleaned thoroughly, deck milled, cylinders bored and honed as an assembly with two torque plates, and align honed. Block was mock-assembled numerous times checking bearing clearances and setting piston ring gaps. Each case half deck height was measured and milled different amount to be equal height.

CRANKSHAFT: Engine fitted with a brand new modified Subaru heat treated crankshaft. Crankshaft was machined to accept thrust at #3 position. Crankshaft was also performance balanced.

PISTONS: PRE-designed forged pistons are at the heart of this project. Strutted forging increased skirt and pin boss stiffness without weight penalty. Pistons designed in conjunction with Carrillo connecting rod pin end dimension. Narrow pin boss spacing reduces piston pin bending and actually work in double shear. Short piston pins reduce flex and weight. Piston pins made of tool steel and thick-wall design for heavy duty turbocharged application. Lateral gas ports for top compression ring utilize combustion gasses to aid sealing. Piston compression ratio depends on which cylinder heads used: this engine uses EJ257B W25 casting dual AVCS heads and final compression ratio is 8.4. If using single AVCS Ej255 D25 casting heads or EJ205 heads the compression ratio will be 9.0. Stay tuned for a another project using EJ22T stroker short block and D25 EJ255 heads. Piston compression height was designed for stock thickness head gaskets. We can design similar pistons for use with Cometic or Roger Clark Motorsports(RCM) head gaskets.

CONNECTING RODS: PRE uses Carrillo PRO-SA I-beam design forged connecting rods with WMC bolts. I-beam connecting rods were selected based on the low weight requirement while maintaining buckling stiffness. Connecting rod bearing ends and pin ends were measured and recorded. Connecting rods were weighed on the pin end, bearing end, and total weight. Connecting rods weight matched as a set to be within 0.5 grams. All our connecting rod bolts always tightened using a rod bolt stretch gauge. Torque wrench is not accurate enough and used for reference only.

BEARINGS: We use ACL Race series tri-metal connecting rod and main bearings.

CASE BOLTS: We use OEM case bolts for this engine. Block bearing housings were checked using stock bolts. The block was align honed to size.

HEAD STUDS: We use a conventional ARP head stud kit for this engine. Block was bored and honed using two torque plates as an assembly using ARP case bolts and ARP head studs.

VALVETRAIN: Supertech valvetrain package was fitted to this engine after a radius valve job and a bowl blend. Radius valve job was performed because valve seat protrusion and flow interference is a big issue on all Subaru engines; particularly intake ports. Radius valve job does a good job blending seat to port. To finish things off the seats are hand blended to the ports and all casting marks removed. Port velocity is important! Supertech inconel exhaust valves and stainless steel intake valves fitted in stock size. Supertech dual valve springs and titanium retainer kit installed. Valve spring install heights measured, spring pressures measured, and shimmed as necessary to equalize all valves on intake and exhaust. GSC S2 billet camshafts fitted to these heads and new camshaft followers adjusted to PRE spec.

LUBRICATION: Killer B oil strainer, oil pan, and baffle plate fitted. New oil pump is a high volume unit that has been disassembled, cleaned, gerotor clearances measured, pump primed prior to reassembly with strategic use of thread locking fasteners.

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Subaru EJ22T stroker hybrid engine for 2008 STI using dual AVCS cylinder heads

BACKGROUND

This engine we designed and prepared for a local Subaru tuner. Engine will be fitted to a 2008 Subaru Impreza STI using a Garrett GTX3076R ball bearing turbocharger, ID1000 injectors, and E85 fuel. Goal is reasonable street use response, thanks in part to a PRE-designed V-band turbine housing system, dual AVCS, and ECU calibration. Vehicle will also be use for road course racing locally in the Midwest. 450whp on “pump” fuel and 550whp on E85 are the goals which will soon be tested.

PARTS AND SERVICES

ENGINE BLOCK: Engine started out as an EJ22T closed deck block sourced half way across USA. Block was media blasted, cleaned thoroughly, deck milled, cylinders bored and honed as an assembly with two torque plates, and align honed. Block was mock-assembled numerous times checking bearing clearances and setting piston ring gaps. Each case half deck height was measured and milled different amount to be equal height.

CRANKSHAFT: Engine fitted with a brand new modified Subaru heat treated crankshaft. Crankshaft was machined to accept thrust at #3 position. Crankshaft was also performance balanced.

PISTONS: PRE-designed forged pistons are at the heart of this project. Strutted forging increased skirt and pin boss stiffness without weight penalty. Pistons designed in conjunction with Carrillo connecting rod pin end dimension. Narrow pin boss spacing reduces piston pin bending and actually work in double shear. Short piston pins reduce flex and weight. Piston pins made of tool steel and thick-wall design for heavy duty turbocharged application. Lateral gas ports for top compression ring utilize combustion gasses to aid sealing. Piston compression ratio depends on which cylinder heads used: this engine uses EJ257B W25 casting dual AVCS heads and final compression ratio is 8.4. If using single AVCS Ej255 D25 casting heads or EJ205 heads the compression ratio will be 9.0. Stay tuned for a another project using EJ22T stroker short block and D25 EJ255 heads. Piston compression height was designed for stock thickness head gaskets. We can design similar pistons for use with Cometic or Roger Clark Motorsports(RCM) head gaskets.

CONNECTING RODS: PRE uses Carrillo PRO-SA I-beam design forged connecting rods with WMC bolts. I-beam connecting rods were selected based on the low weight requirement while maintaining buckling stiffness. Connecting rod bearing ends and pin ends were measured and recorded. Connecting rods were weighed on the pin end, bearing end, and total weight. Connecting rods weight matched as a set to be within 0.5 grams. All our connecting rod bolts always tightened using a rod bolt stretch gauge. Torque wrench is not accurate enough and used for reference only.

BEARINGS: We use ACL Race series tri-metal connecting rod bearings and King XPG main bearings. King XPG main bearings offer superior profile and oil hole design.

CASE BOLTS: We use ARP case bolt kit for this engine. Block bearing housings were checked using stock and ARP bolts. The block was align honed using ARP bolts.

HEAD STUDS: We use a conventional ARP head stud kit for this engine. Block was bored and honed using two torque plates as an assembly using ARP case bolts and ARP head studs.

VALVETRAIN: Supertech valvetrain package was fitted to this engine after a radius valve job performed. Three angle valve job was performed as well. Valve seat protrusion and flow interference is a big issue on all Subaru engines; particularly intake ports. Our profile three angle valve job does a good job blending seat to port. To finish things off the seats are hand blended to the ports and all casting marks removed. Port velocity is more important than volume 😉 Supertech inconel exhaust valves and stainless steel intake valves fitted in stock size. Supertech dual valve springs and titanium retainer kit installed. Valve spring install heights measured, spring pressures measured, and shimmed as necessary to equalize all valves on intake and exhaust. Kelford camshafts fitted to these heads and camshaft followers adjusted to PRE spec.

LUBRICATION: Killer B oil strainer and baffle plate fitted inside OEM 2007+ STI oil pan. New oil pump is a high volume unit that has been disassembled, cleaned, gerotor clearances measured, casting marks cleaned up, and polished internally. Oil pump primed prior to reassembly with strategic use of thread locking fasteners.

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SEMA 2015 Hyundai Veloster Turbo Engine Build for Blood Type Racing

BACKGROUND

This is a project we recently completed for local tuning house Blood Type Racing, BTR. This is a project engine sponsored by Hyundai North America for the vehicle unveiled at the 2015 SEMA show in Las Vegas. BTR approached us with a specific set of requirements we had to meet in order for this project to be successful and most importantly reliable. Completely stock new engine was supplied to us for disassembly, meticulous inspection, and parts development. No aspect was overlooked and all potential areas of failure addressed. This was a great learning process of the engine and we have more development coming up soon. Cylinder head port design optimization is the next big project for the 1.6 Gamma engine. Below is a description of the work performed on the engine and part used, both stock and aftermarket. Enjoy!

 

BLOCK PARTS AND SERVICES:

PRE custom forged pistons: Strutted forging increased skirt and pin boss stiffness without a weight penalty. Pistons designed in conjunction with connecting rods. Connecting rod pin end was designed for appropriate load distribution. Piston pin boss spacing was designed off connecting rod width. Narrow pin boss spacing reduces piston pin bending and actually work in double shear. Lateral gas ports for top compression ring utilize combustion gasses to aid sealing. 3D milling under piston crown was an additional machining operation done to maintain consistent piston crown thickness and reduces “dead” weight. Stock cast aluminum pistons weight 261 grams each. PRE forged pistons incorporating all above processes weight only 220 grams; that is a 15% reduction in weight. Stock compression ratio is 9.5, while PRE compression ratio is 9.2. PRE piston pins made maraging tool steel and DLC-coated to reduce galling. PRE piston pins are 14% shorter than stock and weigh 17% less than stock pins.

PRE custom forged connecting rods: I-beam design connecting rods with ARP625+ bolts. I-beam design is ribbed at the pin end for increased stiffness and also features lipped rod-cap interface. This feature increases surface area at the parting line to reduce flex and rod-cap separation fretting. Pin end of the rod made without a bushing. This feature requires use of DLC piston pins, but reduces pin end weight and profile radius. Lower rod weight again reduces reciprocating and connecting rod bearing loads. Stock connecting rod weighs 406 grams. PRE forged connecting rods weigh 13% less than stock. Again, reducing reciprocating loads, all while focusing on buckling loads exerted by the power stroke of this heavily turbocharged engine.

PRE custom rod and main bearings by ACL: we developed ACL Race series tri-metal bearings for both connecting rods and main bearings. Bearings available for purchase in several grades: STD-H, STD-HX(.0010in/.026mm extra clearance), .010in/.25mm oversize(repair size 1), .020/.50mm oversize(repair size 2) PRE main bearings feature two oil feed holes and wider than stock for increased load distribution. PRE connecting rod bearings wider as well.

PRE main stud kit: This is a custom made main stud kit designed by PRE. Main studs start out as H11 tool steel rod blanks which are CNC lathe-machined, threads rolled for increased fatigue strength, and heat treated. Our main stud kit uses ARP heat-treated nuts and parallel ground washers.

PRE head stud kit by ARP: This head stud kit is made by ARP and developed to suit Hyundai 1.6 Gamma engine. All studs are made to ARP standard manufacturing process. Our head studs have the “bullet point” guided-nose feature to preload threads in the block.

PRE valvetrain package: Due to extremely low spring pressures originally designed for low drag and MPG’s we designed a set of single valve springs, titanium retainers, hardened valve collets/keepers, and spring seats. Stock valve spring seat pressure measures an average of 32lbf. PRE valve springs seat pressure is 70lbf.

PRE cylinder sleeves: Our cylinder sleeves made of ductile cast iron and convert engine from factory open-deck configuration to a stiffer closed-deck design. PRE sleeve walls thicker than stock and allow up to 2mm overbore. Factory cylinder primarily consists of parent aluminum column with a thin wall cast-in sleeve.

 

ADDITIONAL DEVELOPMENT

Currently, we are developing additional parts to suit extreme applications:

  • Billet crankshaft: Key features include straight through oil gallery to rod journals and larger rod journals for increased journal overlap and crankshaft stiffness.
  • Camshafts: we profiled stock camshafts and currently exploring increased lift and duration designs
  • Oil pan baffling: There is minimal to no oil strainer baffling from the factory and already became an apparent issue at recent proving ground road course testing. We are developing an oil pan baffle that will fit stock oil pan without modification.

Below you will find pictures of the engine development and preparation process. Enjoy!

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BMW S50B30US race engine preparation

This is a BMW S50B30 US-spec engine we are preparing for a local customer. Engine will be installed in a E30 BMW chassis and used for road course racing and HPDE events.

 

BACKGROUND:

Engine was delivered to us still assembled with a cylinder head. Short block was a M50B25 stock motor. Cylinder head was a stock single VANOS M50 unit. Cylinder head was recently service by another shop. Since this will be a high RPM race engine we chose to install Supertech valvetrain pakage and cat Camshafts.

 

BLOCK PARTS AND SERVICE:

-PRE custom forged pistons: 0.5mm oversize, 11,5:1 compression, tool steel piston pins that are only 2.000in long to reduce weight, lateral gas ports for top ring to increase seal, skirt and crown coatings. Pistons were made as light as possible to reduce high RPM reciprocating loads and connecting rod bearing loads. Pistons and pins weight matched as a set to within 0.5 grams.

-Eagle connecting rods: standard Eagle connecting rods with ARP bolts. We weight matched rods at both ends and now weight spread is within 05 grams for the whole set of six rods

-ACL Race main bearings: this is a standard issue item from ACL

-PRE custom connecting rod bearing by ACL: ACL Race series rod bearings for the S/M20/50/52/54 engine are discontinued by ACL leaving very few performance bearing options. We made fixtures and modify bearings to suit this application. We sell this bearing kit. Please inquire by email for availability and pricing.

-ARP head and main stud kit: standard items from ARP

-OEM forged crankshaft micropolished and performance balanced

-OEM S50B30 US-spec engine block was stripped, baked, shot blasted, bored, honed, deck milled, align honed, primed, and painted. New brass expansion plugs fitted as well.

 

CYLINDER HEAD PARTS AND SERVICES

-Supertech valve spring kit: dual valve springs, PRE titanium retainers for 7mm valve stems, viton valve stem seals, hardened spring seats

-Supertech shimless solid camshaft followers(buckets/lifters): this was done to reduce valvetrain weight and risk of hydraulic lifter failure

-Cat Camshaft set: specific for solid lifters

-Since cylinder head was recently service a valve job or guide work was not necessary. Valve faces were reground and lapped by hand for a perfect seal.

 

LUBRICATION SYSTEM

-VAC Motorsports oil pickup baffle was fitted to the factory oil pan

-We are in the process of developing an upgraded oil pump drive for these engines. These engines are known for loose oil pump sprocket nuts and even sheared sprocket drives. Our oil pump shaft is made of 4130 pre-hard chrome molybdenum steel, precise machined to match factory shaft dimensions. The shaft incorporated a large flange with four retaining screws that will be fitted with safety wire as well as three hardened dowel pins.

 

STAY TUNED FOR MORE UPDATES!

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2004 Subaru Forester XT EJ255 Engine Build… My personal car :-)

After all work on customer projects it was time to build a motor for my own car. So the story goes: phone call from local gentleman stating he owns a 2004 FXT which was misdiagnosed by local Subaru dealer with blown turbo. Turns out it was blown engine AND turbo and the brand new turbo the dealer just put on was blown just 100 miles later because banjo bolt filters were not checked or removed. Bought the car for cheap with intention of rebuilding the engine and upgrading from a 1998 Forester S to a much nicer, fully loaded model with panoramic sunroof, leather, heated seats, premium sound, and most importantly a turbo. The car was completely stock when bought from a 40-something year old family man. Never abused and one owner car. Even received the original window sticker with it!

The car sat for about 6 months due to summer being the busy season for racing and engine building in general. Finally around September removed the engine got to work. The following work was performed to the car:

Engine:

  1. disassembled, cleaned, inspected
  2. cylinders bored and plateau honed
  3. block halved deck milled
  4. oil pump upgraded to a 12mm unit
  5. CP forged piston purchased and sent out for friction coating on the skirts
  6. piston ring gaps measured and filed as needed using Childs & Albert piston ring grinder
  7. ACL Race Series rod and main bearings installed
  8. Oil cooler upgraded to a 2005 STI style allowing use of a bigger capacity WIX 51334 oil filter
  9. 2005 STI header installed because it has larger runners
  10. 2005 STI catless up pipe installed
  11. EGT probe bung machined and installed in down pipe
  12. Greddy 70mm down pipe installed
  13. STI V6 IHI VF30 turbocharger rebuilt and installed
  14. 2005 STI top mount intercooler installed
  15. stock 550cc injectors sent out to Deatsch Werks for flow test validation and service
  16. Intake manifold media blasted, masked, and painted “wrinkle red” to match STI look
  17. Cylinder head disassembled, cleaned, and inspected
  18. valved recut using Kwik-Way grinding machine
  19. cylinder head deck surface finished using lapping stone for smoothness
  20. valve shim clearances reset as per specification
  21. all bearing clearances checked and adjusted as needed
  22. piston to cylinder bore clearance confirmed after machining
  23. car retuned by 555 Motorsports after completion

The car has been a blast to drive. 300hp and space to transport engine parts. What more can one ask for, right?

Pictures of the build and as the car sat in winter mode with STI BBS wheels and Blizzak tires:

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2002 Porsche 911 Carrera 3.6L M96 Engine Rebuild

This was another Porsche project from last summer. Customer called with an engine problem. Porsche was making noise and finally shut off. Intermediate shaft bearing failure at struck again. The bearing failed completely causing extreme amount of metal debris in the engine, oil pump failure, timing chains jamming, and bent engine valves. This was a comprehensive rebuild requiring plethora of new parts from Porsche.

Pictures of the damage upon disassembly: