Popular Posts Boosted Diesels: Inside Turbo Systems and Nitrous Combos Aeromotive Drop-In Phantom Brushless Fuel Pumps for Late-Model GM 1500 Pickups Mario Monette's 4,000-HP Compound-Turbo C15 Engine "The Beast" Coveted Shop Space: Do You Have Enough? 98mm Twin-Turbo 572 cid SMX Engine Connect with us advertise with us
Boosted Diesels: Inside Turbo Systems and Nitrous Combos
Aeromotive Drop-In Phantom Brushless Fuel Pumps for Late-Model GM 1500 Pickups
Mario Monette's 4,000-HP Compound-Turbo C15 Engine "The Beast"
Coveted Shop Space: Do You Have Enough?
98mm Twin-Turbo 572 cid SMX Engine
Popular Posts Boosted Diesels: Inside Turbo Systems and Nitrous Combos Aeromotive Drop-In Phantom Brushless Fuel Pumps for Late-Model GM 1500 Pickups Mario Monette's 4,000-HP Compound-Turbo C15 Engine "The Beast" Coveted Shop Space: Do You Have Enough? 98mm Twin-Turbo 572 cid SMX Engine Connect with us advertise with us
Boosted Diesels: Inside Turbo Systems and Nitrous Combos
Aeromotive Drop-In Phantom Brushless Fuel Pumps for Late-Model GM 1500 Pickups
Mario Monette's 4,000-HP Compound-Turbo C15 Engine "The Beast"
Coveted Shop Space: Do You Have Enough?
98mm Twin-Turbo 572 cid SMX Engine
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; 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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!
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!
ByDr. Raj Shah & Daisy Ann Norman on Mar 18, 2022
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Want power at a low cost? Reliability will become your issue. Want it built for power and reliability? That’s going to hit your wallet harder… or is it? Enter the world of block conversions.
When it comes to Subaru engines, even given some inherent design flaws with respect to their weaknesses, they are still and always will remain legendary Japanese tuning platforms. These engines make easy power, are well-known and available, and are great options for a number of performance-oriented applications, but at a cost.
In today’s world of cheap horsepower with the aid of power adders such as nitrous, turbos and blowers, it is becoming easier and easier for car enthusiasts to make some serious horsepower numbers. In fact, 500, 600, even 700 horsepower is almost becoming the norm in the street car world, let alone the race car world. With all of this affordable power becoming easily available, reliability is another part of the equation often overlooked.
Given the options of power, price and reliability, you typically could get two out of the three in years past. Want power at a low cost? Reliability will become your issue. Want it built for power and reliability? That’s going to hit your wallet harder… or is it? Enter the world of block conversions – aka block filling.
Block filling with concrete or epoxy block fillers was a cheap alternative for the weekend racer because it worked. However, they sacrificed some drivability due to less coolant capacity from being filled with some hard and tough substances. CNC closed-deck block conversions on the other hand, offer a better solution.
Let’s dive into all the reasons why you should consider getting a closed-deck block conversion as opposed to your open-deck block.
First of all, open deck blocks are weak – plain and simple. Yes, they offer all the cylinders to be fully surrounded by coolant to keep some heat down, but that open-deck block is not supported and will often shift around, leak at the head gasket, or worse yet, crack – leaving you with any number of serious engine issues. What do you do to prevent those issues?
You get a CNC closed-deck block conversion. Most of the time, customers are building up Subaru engines for street car, drag racing or road racing applications, and if customers want to find a lot of power, Nemesis Performance addresses an inherent weakness in the structure of the cylinder blocks.
We put it on our Haas CNC and we actually machine what is called a closed-deck block. Basically, the cylinders and what supports them in the block is only held together by four little tabs. As boost increases and horsepower increases along with the harmonics that come with horsepower, they will actually crack the cylinder liner. That block now needs to be repaired and needs sleeves.
We’ve adopted the philosophy of scanning the block into a CAD. We’ve designed these inserts that get machined. The block gets machined and the inserts get pressed in and effectively close the upper deck of the block and supports the cylinder structure right where it’s required, which is usually right where all the combustion force is happening in the first half-inch of the block.
To create a closed-deck block conversion, the block is mounted and dialed in on a CNC machine and is cut around the cylinders and water jackets, leaving a register (ledge) that is often .500˝ deep. Once the block is cut, the reverse (a plug) is also cut out of solid aluminum. Today’s CNCs being accurate to thousandths of an inch makes easy work of this.
Once fully cleaned and prepped, the inserts/plugs are pressed into the upper portion of the block until they rest on the register. This will prevent the inserts from dropping further into the block. When installation of the inserts is complete, the block will get further processing such as coolant ports machined into the deck, decking the mating surface, as well as a bore and hone.
Now, what you are left with is a fully closed-deck engine block that offers numerous benefits over your previously weak open-deck block. Not only does it create a more robust engine, but you have a significantly increased clamping surface for the head gasket, which is another inherent problem of Subarus. You’re getting the best of both worlds. You’ve got more surface area to clamp the head gasket and keep its integrity intact, as well as keeping the rigidity and supporting the cylinders from moving and cracking.
That structural rigidity and support due to the inserts will also help with engine harmonics for starters, but it raises the engine’s capacity for elevated cylinder pressures too. The billet supports being .500˝ deep are adding strength right at the upper portion of the cylinder where most of the cylinder pressures are realized. This helps prevent cylinders walking, or worse, getting out of round – otherwise known as ovaling.
While open-deck blocks offer good cooling aspects, cooling is not an issue in a closed-deck block because the coolant that flows to the head is still passing through a small galley that matches the port holes in the head gasket. This was the restriction of coolant flow prior. The billet supports are also helping to draw the heat away from the upper portion of the cylinders as well.
Next, we have a significantly increased clamping surface area on the upper deck of the engine, which lends itself well to where there was an absence of support material in the cylinder’s coolant cavity. This increase of clamping surface area is a drastic improvement for maintaining head gasket integrity. More cylinder pressure equals more power and now this engine block is ready for both.
If a customer desires to go north of 500 horsepower or in excess of 30-lbs. of boost, a closed-deck block is a requirement for added protection. That’s not to say you can’t do it without this modification, but you’re really pushing the limits of everything in that engine at that level. The upgrades we look at performing at those horsepower levels are in oiling, hypereutectic pistons instead of forged and the deck architecture of the block itself.
The next time you’re considering power, price and reliability, remember, you can have it all.
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