Several members have expressed a need for more information about the CARC on a more frequent basis. Yes, you will get results, point standings, notices of meetings, and other pertinent club information in there regular places on OUR website and others, but this weekly article is for OUR website only. This article is meant for posting post race inspections and results of those inspections, fines and penalties from inspections or those handed down by the Executive Board. This article will also be used to address concerns our membership wants the Executive Board to address. Happenings on the track and off and their results.

To get ahold of any Executive Board member use our "Contact CARC" link were everyones phone number is listed.

Stay tuned and get all things CARC Behind The Scenes

See you online and at the track


Gary Land
CARC President

INSPECTION SEQUENCE
This sequence is formulated for the safety of the inspector to minimize the possibility of being burned.

Visual engine inspection:

Steel heads and block
Intake manifold
Harmonic balancer – SFI
Crate engine – Part number and sealed
Tires – HOOSIER 3035 OR 3045 on passenger side
Tread width – Not to exceed 70 inches
Engine offset
Engine setback
Non-roller lifters/cam
Valve angle
Cubic inch test

STEEL HEADS AND BLOCK
Use magnet to test heads and block
Heads and block should have a part number stamped on them

INTAKE MANIFOLD

MUST have a part number on it or be a mass manufactured part

NO CUSTOM ONE OF A KIND MANIFOLDS

HARMONIC BALANCER
MUST HAVE SFI STAMP
If SFI stamp is not visible:
Check backside of balancer
You should not see a rubber bulge going around the balancer (stock)

CRATE ENGINE
Must have a part number
Must have a seal intact
If seal is broken, engine must be inspected

TIRES
Right Side (Pass) – MUST BE HOOSIER 3035 or 3045
Left Side - Cannot exceed 12 inches (Tread Surface)
Tread Width – 70 inches maximum
Measured at center of spindle

Different ways to measure:
Measure for center of each front tire, mark and measure between tires
Inside drivers tire edge to outside passenger tire edge
Outside drivers tire edge to inside passenger tire edge

ENGINE OFFSET
MAXIMUM engine offset is 4 inches
Measure distance between inside of frame rails or top of tube frame

Total distance divide by 2 =
Measure distance from inside of driver’s side rail to center of balancer nut
Can be up to 4 inches more than ½ the distance between rails

OR

Measure distance between inside of rails
Center of balancer nut can be up to 4 inches closer to the passenger side rail

ENGINE SETBACK
MAXIMUM set back is 38 inches from center of ball joint or kingpin to back of engine block

Tips for measuring setback:

19 3/4 inches – Measurement of Chevy head front to back (also front of block)
2 1/8 inches – Distance from back of head to back of block
21 7/8 inches - measurement front of block to back of block

Lay a straight edge across front of block
Measure from center of ball joint or kingpin to the side of the straight edge at front of head or block.

This measurement cannot exceed 16 1/8 inches.

FLAT TAPPET CAM – NON-ROLLER
Owner/Driver will remove valve cover, rocker arms and pushrods for one cylinder.

Explain to the owner/driver what you are doing. With the ProVision tool or a flashlight look through the holes where the pushrods go and check the lifter. Prior to inserting the shaft wipe it off with a clean rag. When finished wipe the shaft off prior to returning to the case.

Will be flat across the top
Will see the horseshoe clip inside the top of the lifter
Nothing connecting lifter to lifter

VALVE ANGLE
Explain to the owner/driver what you are doing and allow them to see the results.

Lay the digital level across the top of the air filter cover to determine the levelness of the engine and then hit the reset so it zeroes out. Wipe the level off with a clean rag and place the digital level into the metal piece so the magnetic side of the level attaches to the metal piece. This will provide a straight edge to rest on the top of the valve spring. Wipe the metal piece off with a clean rag and place it on top of the flat surface of the valve spring. Subtract this reading from 90 degrees and you will get the valve angle. It should read 67 or very close to this.

Or

Set the other tool across the top of the valve springs – Reading should be 23 degrees
If way off, Owner/Driver removes other valve cover and measure
Average the two numbers
Possibly caused because the car is not sitting level

CUBIC INCH TEST
Select a sparkplug that is accessible (#3)

Owner/Driver will remove the sparkplug

Shine flashlight into cylinder
Check for possible very small holes around the base of where the sparkplug would seat (compression release but sealed with plug compression washer)
If piston is at/near top of stroke have them crank until piston goes towards bottom of stroke. You do not want the piston at the top for the temperature check.
Insert thermometer into cylinder for 20-30 seconds until you will see a steady temperature reading. Do not touch the piston.
Write down the temperature reading.
Insert (screw in) adaptor and tighten (snug).
Attach hose to adaptor and blow.
Listen for leaking air
Feel for loss of pressure
Make sure the ‘puck’ is at the bottom of the Cubic Inch Tester. Use the rod if necessary to seat the ‘puck’ at zero.
Attach the hose to the tester.
Have Owner/Driver make sure the ignition is OFF before turning over. You do not want engine to start or anyone being shocked!
If there is not a separate switch/system, pull the coil wire.
Crank over 5 or 6 revolutions or until your reading peaks
Will hear the valve in the tester and see the ‘puck’ rise 5 or 6 times. High point should remain constant.
SLOW CRANKING WILL RESULT IN A LOW READING
Use Chart Tester Reading X 8 =
Adjust for temperature (Use the formula)
TOTAL CUBIC INCHES NOT TO EXCEED 370


POST-RACE

TECHNICAL INSPECTION FORM
Car Number _____
Finish Position _____

Items Inspected

Pass/Fail



_____ Cubic Inch Test

Temp reading _____ Tester Reading _______

Multiply by 8 = _______

Total =

Total
Times Temp Adjust = Total C.I.




Steel heads and block w/ part #

Flat tappet cam – non-roller

Intake manifold w/part #

Valve angle (23 degrees)

38” Engine setback

70” Tread width

Right side tires Hoosier 3045/3035

Left side tires 12” maximum

All wheels 14” maximum

Crate engine Part # w/ seal



Overall inspection: PASS FAIL



Penalty issued:



Warning issued:



Comments:



Tech Inspector: Date:



Director of Tech: Date:



Driver/Car Owner: Date:



1 It is requested that the cars selected for inspection have a team member respond to the inspection area with tools so he/she can prepare the engine for inspection. This would involve the removal of a valve cover, a set of rocker arms and pushrods for one cylinder and a spark plug. Upon completion of the inspection this person can reassemble the engine.



2 After conducting several trackside cubic inch tests and noticing the low readings being obtained the manufacturer was contacted. Questions presented to the manufacturer included any effect elevation, humidity, barometric pressure or outside temperature may have on test results. The question was also asked if the removal of additional spark plugs would make a difference. The manufacturer stated there were two key points to obtaining accurate readings:

1- The engine needs to be cranked over at between 160 – 200 rpm

Cranking slow will result in a low reading and cranking fast will result in a high reading

2- A ‘cold’ engine test will give the most accurate reading

The manufacturer provides a temperature adjustment scale to use for a ‘warm’ engine but stresses the reading will “always” be low. It further states, “If the engine pumps big, check it again. If it still pumps big, pull the head and measure bore and stroke.”

After speaking with the manufacturer, two ‘known’ engines were tested. First, a .0030 overbore (355 C.I.) was tested and then a .0040 overbore (357 C.I.) was tested.


Results:
The .0030 over engine (355 C.I.) when tested cold indicated 354 C.I.

When tested warm (135 degrees) and using the temperature adjustment scale the test indicated 333.18 C.I.

The .0040 over engine (357 C.I.) was tested cold and indicated 356 C.I. This engine when previously Post-Race inspected (hot) indicated 340 C.I..

Using the information obtained from the manufacturer, the above tests and all of the trackside testing it is believed that if a warm engine tests above 350 C.I. it must be allowed to cool down and retested. If this engine tests high again it will be necessary to pull a head and measure bore and stroke.

I would suggest for next year that the club purchase an engine revolution counter to further ensure accuracy with the engine testing.


3 The Post-Race Inspection Form will be modified to indicate if the engine has been sealed, the seal is still in tack or has been removed or tampered with. If the seal has been removed or tampered with it will be necessary to re-inspect the engine.