Higher Revving Education |

Popular Posts 565 cid Big Block Chevy Engine 1952 Chevy with a 6.7L Cummins Engine Turbocharged 4.8L LS Engine Compound-Turbo VP44 5.9L Cummins Engine Twin-Turbo 540 cid Big Block Chevy Engine Connect with us advertise with us

565 cid Big Block Chevy Engine

1952 Chevy with a 6.7L Cummins Engine

Compound-Turbo VP44 5.9L Cummins Engine

Twin-Turbo 540 cid Big Block Chevy Engine

565 cid Big Block Chevy Engine

1952 Chevy with a 6.7L Cummins Engine

Compound-Turbo VP44 5.9L Cummins Engine

Twin-Turbo 540 cid Big Block Chevy Engine

How can you not love summer? Sure, it gets hot, but it definitely beats the cold, and there’s so much going on to occupy your time. Here at Engine Builder, our team has stayed extremely busy attending racing events, shows, visiting manufacturers and engine shops, as well as our usual content work.

When the timing cover or block has no dowel pins, or the dowel holes do not fit snug on the pins. Take an old damper and hone the center so that it is now a slip fit onto the crank snout. Use it to hold the cover in place while tightening the bolts.

Women in motorsports... need we say more? These nine women do some awesome things in this industry.

Commentary , Shop Solutions , Tech Center , Tech Center

Add Your Listing Edit Your Listing By Category Engine Components A/N Fittings/AdaptorsAir Induction SystemsBatteriesBearings (camshaft)Bearings (engine sleeve type)Bearings (main rear main)Bearings (Rod)Belt Tensioner/IdlersBrass FittingsBushingsCam CapsCamshaft Belt DrivesCamshaft KitsCamshaft SealsCamshaft Thrust Plate and PartsCamshaftsCarburetorsChain KitsClampsComplete EnginesConnecting RodsConnecting Rods Nuts BoltsCrankshaft ConversionsCrankshaft KitsCrankshaft Oil SlingersCrankshaft Pulley SleevesCrankshaft Repair SleevesCrankshaft SealsCrankshaftsCylinder Head ComponentsCylinder Heads New: Aluminum BareCylinder Heads New: Aluminum CompleteCylinder Heads New: Cast Iron BareCylinder Heads New: Cast Iron CompleteCylinder Heads Reman: Aluminum BareCylinder Heads Reman: Aluminum CompleteCylinder Heads Reman: Cast Iron BareCylinder Heads Reman: Cast Iron CompleteCylinder Liners (sleeves)Diesel InjectorsDipstick Adapters (Chevy Ford)Dowel PinsEFI ComponentsEngine BlocksEngine Blocks - RemanufacturedEngine KitsEngine Management Systems/ECUsEngine MountsExhaust ComponentsExhaust Components: Complete SystemsExhaust Components: Custom ExhaustsExhaust Components: Leak DetectionExhaust Components: ManifoldsExhaust Components: Tube NotchingExhaust Components: Tube SwagingExhaust Components: Tube/Frame Bending MachinesFilters - AirFilters - FuelFilters - OilFlywheel (ring) GearsFlywheel AssembliesFuel Injection - ElectronicFuel Injection - MechanicalFuel PumpsFuel System ComponentsGasket CementGasketsGear DrivesGovernorsHarmonic Balancer Repair SleevesHarmonic Balancers/DampersHead Bolts/StudsHex ShaftsHydraulic Lash AdjustersIgnition ComponentsInjector TubesInjectors - DieselInjectors - Gasoline DirectInjectors - IndirectIntake ManifoldsIPR ValvesKeysLockwashersMain Caps (4-bolt)Manifold StudsNitrous Oxide Systems, ComponentsNitrous Valves and PlatesNuts and BoltsOil CoolersOil Filter AdaptersOil PansOil Pressure SpringsOil Pump KitsOil Pump ScreensOil Pump ShaftsOil Pump Timing CoversOil PumpsOiling Systems; Dry SumpOverhead Camshaft Repair SleevesPiston Pin BushingsPiston Pin Lock RingsPiston PinsPiston RingsPistonsPlugs - ExpansionPlugs - MagneticPlugs - Oil DrainPlugs - StandardPush RodsRadiator/Oil FansRering KitsRestoration Engine PartsRocker Arm Rebuilding ComponentsRocker Assemblies and KitsRocker Stud GirdlesSealsSerpentine BeltsShimsShort BlocksSpark PlugsSpringsSuperchargers, componentsSwitchesTappetsThread RepairThrust WashersTiming Belt/Chain TensionerTiming Belts/ChainsTiming Chains, Gears, SprocketsTiming ComponentsTiming CoversTransmission AdaptorsTurbochargers, componentsValve CoversValve Guide LinersValve GuidesValve KeysValve Lifter BallsValve LiftersValve Locks and SealsValve Seat InsertsValve Spring InsertsValve Spring RetainersValve SpringsValve Stem Oil SealsValve Train PartsValvesWater PumpsWater Tubes Engine Equipment & Preparation Adhesive DispensingAir Flow BenchesAir Handling SystemsBalance Shaft Elimination KitBalance Shaft Line Boring EquipmentBalancing AccessoriesBalancing EquipmentBelt SanderBench GrinderBlock Pressure Testing EquipmentBoring Bar InsertsBoring Bar Tool BitsBoring Machines/Connecting RodBoring Machines/CylinderBoring Machines/LineBoring Stand (For Portable Boring Machines)Brass FittingsBroachBushing Bearing & Seal Driver SetsCAD/CAM SoftwareCam Bearing Installation ToolCamshaft Degree Wheel (Digital)Camshaft GrindersCap & Rod GrinderCBN Inserts - NewCBN Inserts - ResurfacedCleaning Specialized EngineCNC Machining CentersCNC Retrofit KitsCompressed Air EquipmentConnecting Rod GaugesCoolant Filter MachinesCore Shift TesterCrack Repair EquipmentCranesCrankshaft Balance WeightsCrankshaft FurnaceCrankshaft GrindersCrankshaft Journal Weld KitsCrankshaft PolisherCrankshaft Polishing BeltsCrankshaft StraightenerCylinder Head Adapter PlatesCylinder Head Assembly/Disassembly Equip.Cylinder Head Chamfering ToolCylinder Head GaugeCylinder Head HoldersCylinder Head PolishingCylinder Head PortingCylinder Head Pressure TesterCylinder Head StraighteningCylinder Hone StopsCylinder Porting ToolsCylinder Sleeve PressDemagnetizersDiamond DressersDiesel Injector Hole Repair ToolsDiesel Injector Sleeve Installation ToolDowel PullersDye Penetrant InspectionDynamometersEngine Adaptor PlatesEngine Cycle AnalyzerExhaust Leak DetectionFeeler GaugesFlexible Honing Tools/Brush HonesFlywheel GrinderFuel Injection Cleaning ServicesGrinder Head StraighteningGrinding CoolantsGrinding WheelsHardness TestersHead/Block Crack Repair KitsHead/Block Resurfacing (Belt/Sanders)Head/Block Resurfacing (Milling)Heat Tabs Temperature SticksHolding FixturesHone Stop FixtureHoning JigsHoning Machines Wrist PinHoning Machines/CylinderHoning Machines/LineHoning Machines/RodHoning Machines/Valve GuideHoning PlatesHoning StonesIgnition System TestersIn-Process Gauges(Cam and Crank Grinders)Inspection GaugesLeak Down TesterLeveling DeviceMagnetic Particle Inspection Crack DetectionMicropolishing EquipmentOHC Line Boring ToolsOil Leak DetectionPCD Inserts - NewPin Fitting & Rod Reconditioning/TestingPin PressPin RemovalPiston KnurlerPiston Ring CompressorsPre-Cup Machining ToolsPush Rod Guide PlatesReplacement Chuck for Valve FacersRocker Arm GrinderRod AlignmentRod Bolt ProtectorsRod FurnaceRod VisesRun-In StandsStandsStud PullersTapsTest EquipmentThickness GaugeThread GaugesThread Repair & Replacement KitTorque PlatesUltrasonic Test EquipmentVacuum TesterValve Grinding BenchValve Guide & Seat Driver SetValve Guide & Seat MachineValve Guide Boring FixtureValve Guide HoneValve Guide KnurlingValve Guide PilotValve Guide ReamerValve Guide ToolValve Refacer (Cutter)Valve Refacer (Grinder)Valve Refacer WheelsValve Seat CuttersValve Seat InserterValve Seat PullersValve Seat ResurfacerValve Seat Runout GaugeValve Seat Tool GrinderValve Seat WheelsValve Spring CompressorValve Spring TestersValve Stem GrinderValve Stem Height MeasuringValve Stem PolisherWater Tube PullerWet Flow Bench Conversions Supplies & Service Chemicals & SolventsCore Cleaning & ProcessingCranes & HoistsHand ToolsLubricantsPressesServicesShippingStorage Racks & BenchesWelding

Whether you’re a professional engine builder, machinist or manufacturer, or an automotive enthusiast who likes engines, racing and fast vehicles, Engine Builder offers content aimed at you. Our print magazine offers in-depth tech features on everything you need to know about engine building and its different markets, while our newsletter options keep you up-to-date on the latest news and products, tech info and personalities in the industry. But, you only get all of that if you subscribe. Subscribe now to receive Engine Builder magazine in print and/or digital each month, and our Engine Builder newsletter, Engine of the Week newsletter or Diesel of the Week newsletter directly in your inbox each week. You’ll be covered in horsepower in no time!

Click here to view past issues.

Get the latest news, insights, and more delivered directly to you inbox.

We’ve all seen the ads in magazines and online for schools, classes and seminars on tuning an ever-increasing number of engines and even transmissions in today’s cars and trucks. The better ones will include the use of a chassis dyno to show real-time results of the step-by-step methods they teach.

It’s a giant leap between torqueing down rod caps of an engine built with today’s latest high-performance parts and rooting around inside an engine’s computer. The big picture of computer tuning is getting inside those computers, learning what can be tuned, what results are obtainable and the performance expected. But how does one go from putting that torque wrench down and firing up the shop computer? Learning firsthand is good, but taking classes specifically designed for tuning is even better.

As today’s auto computers add more and more lines of code, understanding what they do and what you can do with them becomes more complicated. A good class will teach you not only how to get results, but exactly how they work with other changes and adjustments and how to get the most out of them.

Just how complicated are factory computers today? You’re up against literally millions and millions of lines of code. One of the first things we learned at the Mustang Dyno class was it typically takes three to four years for an OEM/factory to design and build a new computer program for an engine/trans/platform package. A good comparison would be using an iPhone for the first time. As one gets deeper into the settings, they would need to know what each one does and how any changes will work with the other settings and what effect it will have on how the phone works.

Specifically, we sat in on Ford Gas HP Tuners, Level 1, Beginner/Intermediate, held by The Tuning School out of Odessa, FL. They hold schools and seminars on a surprisingly high number of tuning disciplines and do so via online and hands-on classes. They even hold private classes for specific applications. The way they see it, “In the world of aftermarket performance modifications, more and more automobile enthusiasts need a good tune that they can rely on to maximize the thousands of dollars in aftermarket parts they have acquired.”

The school promises its class will teach the basics and beyond of Electronic Fuel Injection (EFI) systems, including all the theory and mechanics in an easy to understand format. During the class, every student got hands-on experience making and seeing real changes.

This beginner/intermediate class taught step-by-step tuning processes for Ford gas vehicles with vehicle modifications including headers and forced induction. They covered using HP Tuners software specifically on Ford vehicles with 4.6L, 5.4L, 5.0L and 6.2L engines. The 4.6L/5.4L tuning includes supercharged/turbocharged tuning processes. The 5.0L/6.2L tuning also included supercharged/turbocharged tuning processes, including throttle body tuning, variable cam timing (TiVct) tuning, Mapped Points and more. They also covered processes for injector data entry, idle, MAF tuning, part throttle, full throttle, and performance and drivability.

Our class was held at the headquarters of Mustang Dyno in Twinsburg, OH, so we also had the latest in chassis dyno equipment on-hand. The MD 500 dyno we used is good to 1500 HP, 190 mph, and is upgradable to work with 4WD. It’s a low inertia dyno, which means it’s sensitive to torque and power changes – perfect for tuning. The software for this unit is Windows-based and allows the user to test and tune using power pulls, 1/4 and 1/8-mile tests and general road testing. Full graphing reports are available to the user for post-run analysis.

The test car used for our class was a new Mustang owned by one of the students. The only mods on the car were an aftermarket cold air intake and headers. We saw firsthand how 30 hp were gained just by adjusting spark into a smoother curve. Similarly, we learned when the Ford Variable Cam Timing (VCT), which works via oil pressure, was turned off, the engine lost 50 hp on the top end.

One big area that speeds up learning are the materials the school gives students. Upon starting the class, an impressive 300+ page, full-color manual is yours – written in a process-oriented format. Also included are four sets of multi-page, laminated checklists for quick referencing the tuning process for each vehicle modification type. There’s a downloadable link to tune files and complex tables. Even better, every participant receives free forum, email and phone support after the class, including a year of tech support. And lastly, if you feel you need to hear the class all over again, they’ll let you attend the same class for free when seating is available.

Other elements of the class included the basics of how to use the HP Tuners software, which tables need to be changed for tuning needs, what the tables mean, how to understand them and how to adjust them properly to work with the vehicle’s modifications. They illustrate the order to tuning, such as when to adjust fuel, spark, etc. and use a safe and effective, repeatable process that can be used over and over again for different vehicle modification types.

Having a process helps in both consistency and checking back if there is a problem. They stress consistency in how you approach, change and follow up to make sure what you are doing will work and be efficient. Each time a set of changes – big or small – was uploaded into the car’s computer, a dyno run showed the results.

The school relies on the fact that people learn better in an interactive environment and their two full days of instruction and hands-on tuning experience works for those wanting to learn that way. With instructors having years of engine building and tuning experience, they have also written and edited several tuning manuals, some geared specifically for beginner tuners. While they quickly prove they know the codes they’ll be working with, they also know what sequence newbies should be brought in with to learn the processes the best.

We asked Steve Morgan from the school about why folks take this class, and he replied that they want to “gain a better understanding of the tuning process as a whole and the ability to make changes to vehicles with confidence.”

With newfound confidence after taking this class and a new skill set at the ready, any engine professional can apply this knowledge to various vehicles and engines.

Business and Management: Customer Service in a Crisis

Business and Management: HP Academy Teaches EFI Online

Business and Management: Utilizing Instagram

Business and Management: Chassis vs Engine Dyno

Content for engine professionals and enthusiasts

Focus On Design, Production And Sales As One Quality Assurance

11 Years Of Industry Experience

Wholeheartedly For The New And Old Customers

Higher Revving Education

Featured Products

News & Blog

Global Compressors and Vacuum Pumps Market to Reach $43.6 Billion by 2026

Octane

The 5 Best Ways To Use Less Gas While Driving

Oil-Free Air Compressor Market Market- increasing demand with Industry Professionals: BASF, GrafTech International, Asahi Glass, The Dow Chemical, Evonik, etc – ChattTenn Sports

Global Oil Free Air Compressor for Semiconductor Market 2022 Competitive and Regional Analysis by 2028 | Key Players as Atlas Copco, Ingersoll Rand, KAESER, Kobelco, Boge – ChattTenn Sports

Oil Free Air Compressor Market To Grow At A Significant CAGR During Forecast Period – ChattTenn Sports

Mobile Screw Air Compressor Market Opportunity Areas And Key Trends – ChattTenn Sports

Nuclear Power Air Compressor Market 2028: Shanghai Electric Wind Power Group, Howden Group, Sauer Compressors USA, Atlas Copco, Nanjing Shangair, – ChattTenn Sports

Global Compressors and Vacuum Pumps Market to Reach $43.6 Billion by 2026

Machine Tool Market With Emerging Key Players, Scope and Overview Forecast till 2028 - Digital Journal