EFI 355 - Update: Something Old, Something New

Being the magazine does not insulate us from the problems we face when building an engine or modifying a car. As is usual, a "Keystone Cops" series of events has brought our project TPI engine to a temporary halt. For this reason, we at GMHTP wanted to bring you this short update, not only to keep your interest piqued about this project, but out of respect to those who are following it. As the author, I hate multi-part build ups that leave you hanging like an old Alfred Hitchcock flick-not knowing if the project was aborted or became a failed attempt that the writer is hoping everyone forgets about. So here is the skinny on our EFI 355.

Everything was going along very smoothly, or about as bump-free as a complicated engine build can be. Then, the perfect storm of events hit. RaceKrafters Automotive Machine, the shop we are working with, suffered a set back when partner Craig Wise became ill and was hospitalized for a short while. This left Bob Wise and all-around "good guy" Scott Flesher to take up the slack. At the same time, the shop was in the middle of building a dedicated cylinder head development room and had much of its equipment ready to move when Craig became sick. Thankfully, Craig is well and has been back to work, but the domino effect of his absence and the lack of productivity during the equipment move has put us temporarily on the back burner so that long-time race customers can be serviced.

If that were not enough, we sent the camshaft we intended to use to Audie Thomas of Audie Technology, the designer and manufacturer of the famous Cam Pro Plus camshaft inspection equipment. Cam Pro Plus has the ability to read the entire cam profile for each lobe and identify such important elements as the jerk rate, lifter rate of acceleration, opening and closing ramps, along with the exact dimension of each lobe. Disappointingly, the cam supplied to us by a well-known source was not that accurate. Under investigation by Audie, it was found that not only did the duration vary more than an acceptable amount per lobe, but the centerlines were off up to 4 degrees between the ideal and the worst lobe. In lay terms, the cam was ground crooked. This would have been impossible to determine with a degree wheel during pre-assembly and blue printing, but would have caused varied pressure peaks per cylinder and thus, less horsepower, along with creating a tuning nightmare. We contacted the manufacturer and it sent us another cam that is being checked by Audie as this is being written. As we said in "Part I," this engine is being built with the scrutiny of a NASCAR or NHRA Pro Stock powerplant.

As the author, I have seen this before and make a habit of having the cams I install checked on inspection equipment. Audie Technology is the manufacturer of this machinery and does not provide inspection reports as a retail service, he is only doing this as favor to me. The company can provide a list of dealers who would be happy for a small fee to confirm the cam you are ready to install is not only what it is supposed to be, but is made well. This service is also good to determine the grind of a stock cam on an engine package that you are not familiar with.