SEPTEMBER 2000

Inside . . .

Customer Profile

Rick’s Automotive pg. 2

Selecting the Perfect Bearing

For Every Application pg. 3

Special Feature Article

“Are You Sitting Down?” pg. 5

On the Technical Side

Understanding Positive Type

Valve Stem Seals pg. 6

Published by:Jasper Engines & TransmissionsP.O. Box 650Jasper, IN 47547-0650 Phone: 1-800-827-7455Fax: 1-812-634-1820www.jasperengines.com

News &Updates

TransmissionDept. associates,Mark Greulich(left) and SamSchwenk, dyno-test an AllisonWorld transmis-sion on the newdynamometer.The new unit ispowered by aJASPER remanu-factured CNGengine (picturedabove).

Jasper Engines & Transmissionshas engineered and developed, in-house, a new transmissiondynamometer to meet the changingneeds of transmission quality andproductivity. “No longer is it accept-able to have a dyno that is designedto test just one type of transmis-sion,” says Craig Leuck,Transmission Department Manager.“A dynamometer has to have theversatility to be able to test differentunits so as to avoid any potential“unused” time in order to be productive.”

Presently, JASPER has ten trans-mission dynamometers, one ofwhich is powered by a 6-cylinderCummins diesel engine that is solelyfocused on testing Allison transmis-sions ranging from the AT545through the HT750. “This narrowrange of focus doesn’t allow for test-ing of light-duty automotive appli-cations though, which means thedyno wasn’t always running andtherefore not being as productive asit could be,” said Leuck.

“JASPER’s newest dyno,which was built primarily to testAllison transmissions, includingthe new Allison World transmis-sion, can also test any light-duty,rear-wheel drive transmission. Inaddition, it also has the capabilityto test the electronic systems oftoday’s computer controlled trans-missions,” added Leuck.

The new dyno is powered by a460 Ford CNG (CompressedNatural Gas) JASPER Cogenremanufactured engine and isbacked by a Velvet Drive forreverse rotation capability to testV-730 transmissions. The load unitconsists of an electric Eddy-brake/disc brake assembly. Thisunit allows for a more accurateload and stall test.

JASPER Develops New TransmissionDynamometer

2

Rick’s Automotive prides themselves in providing quality service and using quality products. “We were not satisfied with the quality of engines we were able to purchaselocally. We became acquainted with JASPER at Vision 2000 in Kansas City, MO in 1996and have been using them ever since. We are very confident with the quality and ourcustomers like the warranty,” says Rick Hughlett, co-owner of Rick’s Automotive.

Rick’s Automotive, Inc.

Rick and Karen Hughlett foundedRick’s Automotive in 1980 just a fewyards to the north of their present loca-tion of 2121-B, South Campbell St.,Springfield, MO.

Rick’s Automotive is a full serviceauto and fleet repair facility that, count-ing the owners, employs eighteen peo-ple (Nine technicians, one shop fore-man, three service advisors, one secre-tary, two porters and, of course, Rick &Karen). When it comes to promotinglongevity and good employer-employeerelations, Rick and Karen are on top ofthings because several employees havebeen with the company between ten tofourteen years.

On the service side of things, Rick’sAutomotive services approximatelytwenty-five cars per day, includingimport and domestic vehicles. Theyalso service several fleet accounts.

Prosperous business has allowedRick’s Automotive to expand the physi-cal size of their facility. Originatingwith 2,500 sq. ft. and five bays in 1980,they expanded to 6,000 sq. ft. and tenservice bays in 1987. But the expansionwon’t end there. Rick recently pur-chased land adjoining the shop and will be adding an additional 4,000 sq.ft. and six more service bays to thefacility. All said and done, Rick’sAutomotive will be a sprawling 10,000 sq. ft., sixteen bay auto repairand service center.

A unique aspect of the shop is thatit’s an ASE Blue Seal Shop and also aAAA approved auto repair facility.Rick is an accredited automotive manager with the AutomotiveManagement Institute. He is also amaster automotive technician with L-1 Certification and has held an officers position with the local ASAsince 1984. In addition, he is on the advisory board for the localtechnical college and a member of theR.L. O’Connor Bottom Line Group,to which he contributes much of hissuccess.

Aside from Rick’s credentials, allof the technicians and service advi-sors at the shop are ASE Certified,with six being Master Certified andfive having an L-1 Certification.Training has always been a veryimportant part of Rick & Karen’sbusiness, not only technical training,but managerial as well. “Everyone inthe organization must be on the cut-ting edge of their profession to be ableto survive and continue to grow intoday’s marketplace,” says Rick.

“We are very confident withthe quality (of JASPER) andour customers like the warranty.”

— Rick Hughlett

Engine bearings are misunder-

stood. True, many bearings for agiven application might look alike,and the technology behind specificbearing designs and materialsmight be similar from one manu-facturer to the next.

It’s in the application of thattechnology, however, where thesimilarities end. As a result, onecompany’s bearing isn’t like anoth-er; real advantages do exist and it’sthe engine remanufacturer’s job tocapture the right advantages for theanticipated service requirements ofthe engine.

Engine bearings, of course, rep-resent a critical line of defensewithin any internal combustionengine. The first function of anengine bearing is to reduce frictionbetween internal components.Engine bearings also must absorb

severe loads and withstand consid-erable heat. Finally, they’redesigned to serve as a replaceablewear surface, essentially sacrific-ing themselves over time to protectmore expensive components.

It’s the bearing engineer’s chal-lenge to create a product that cansurvive within an often-brutaloperating environment - one fea-turing extreme temperatures, highoperating speeds, oil contamina-tion, occasional detonation, unpre-dictable dynamic loads and flexingcreated under certain operatingconditions. As a result, bearingsmust provide a unique combinationof fatigue strength, conformabilityto changing shapes and surfaces,embedability of hard particledebris, and resistance to corrosivecompounds.

Strong yet forgiving, all thisfrom components that are, at firstglance, relatively simple, metalinserts manufactured in full-roundor half-shells.Making it all Work.

If you’re specifying bearingsfrom a world-class manufacturersuch as Federal-Mogul, you’reprobably receiving products thatfeature application-specificdesigns - the perfect blend of met-allurgy and component geometryto guarantee the performance youneed and expect. That’s anapproach that’s earned its way intotens of millions of engines world-wide.

Contrary to what some competi-tors might claim, no single enginebearing material can perform wellin all operating environments.Babbit, for example, offers excep-tional embedability but littlefatigue resistance. Overplatedcopper-lead - once believed to bethe “perfect” bearing material - canbe susceptible to fatigue in many

new and remanufactured late-model engines.

How can you be sure the bear-ings in your engines are up to thechallenge? By relying on anengine remanufacturer, such asJASPER, that uses a wide range ofbearing materials and designs toaddress the specific requirementsof each application.No Compromises Allowed.

Selecting the best bearingmaterial depends on the engineitself and its primary operatingenvironment. One material mightdeliver outstanding embedability,but at a loss of fatigue strength.Another might provide maximumstrength, but poor corrosion resis-tance.

Babbit bearings, which featurea very soft tin or lead-based lin-ing, provide outstanding con-formability and embedability.

These characteristics make babbitideal for ultra-high-performanceapplications, in which the enginebuilder is looking for a sacrificiallayer that will protect other com-ponents over a very short lifespan.

Babbit is not appropriate, how-ever, for standard automotive ormoderate performance engines,where extended service life ismandatory.

Tri-metal, or overplated cop-per-lead bearings cover a much (Continued next page.)

Selecting the Perfect Bearing for EveryApplication By Matt Barkhaus

Engine Bearing Product Planner Federal-Mogul Corporation

3

has twenty

years of

experience

with Federal-

Mogul. He

has been in

various dis-

Matt Barkhaus

tribution and marketing

functions within the North

American aftermarket busi-

ness. Matt is currently the

engine bearing product

planner within the Engine

Parts Marketing Team. His

product planning responsi-

bilities include bearings,

bushings, thrust washers

and connecting rods. Matt

has a B.S. Business

Management degree from

Wayne State University.

4

(Perfect Bearing Continued.)

wider range of applications. Tri-metal main and rod bearings fromFederal-Mogul feature a very thin— and very strong — babbit over-plate bonded to a high-strength cop-per-lead matrix. The overplate absorbs debris and conforms to thecrank surface.

Although tri-metal bearingsremain popular among enginerebuilders, they are no longer usedby most major OEMs. Why?Because engine manufacturers havedetermined that the new generationof bi-metal aluminum bearings pro-vide significantly better seizureresistance, longer service life andquieter operation.

Leading bi-metal aluminumbearings contain a small percentageof silicon within the lining toenhance durability. In addition, thebearings’ super-strong lining allowsdebris to move through the contactsurface rather than become trappedbetween the bearing and shaft.

Overplated tri-metal bearingsalso are losing favor among heavyduty diesel engine remanufacturers.Corrosion concerns related to tri-metal formulations have led to theincreased use of bi-metal aluminumbearings in these engines.

The Design

Better on the Surface.Advanced materials can’t do the

whole job, the bearing manufactur-er also has to incorporate a varietyof design features that extend com-ponent service life and enhanceengine performance.

The Groove. Half-groove mainbearings can handle heavier loads,but bring less oil to the bearingface. Full-groove bearings do theopposite. Our company has elimi-nated these compromises with athree-quarter groove design thatbalances strength and oiling forpeak efficiency and strength.

The Wedge Effect. The mainbearings’ thrust face can act as ahydrodynamic pump; that’s whyFederal-Mogul bearings utilizepatented ramp-and-flat thrust sur-faces to maximize the critical oil“wedge” between the bearing andjournal. Result? Increased loadcapacity.

Crush. This is the smallamount (a few thousandths) ofbearing material that extends abovethe housing bore when the bearinghalf is in place. This extra materialhelps maximize surface contact byforcing the outside diameter of thebearing against the rod or mainbore when the assembly is torquedto specification. By increasing sur-face contact, crush helps to com-pensate for bore distortion (understatic and dynamic conditions) andincreases heat transfer.

Eccentricity. Bearing housingbores vary in shape and size due tomanufacturing tolerances and,more critically, changing load con-ditions. For example, because con-necting rods experience high iner-tia loads in operation, the large endof the rod can be pulled out-of-

round. Bearing manufacturers com-pensate for this by adding eccen-tricity to the wall of the bearing; inessence, wall thickness will taperoff gradually from the crown of thebearing to the parting faces. Thisprovides the added clearancerequired by a flexing rod.

Accurate Beyond Measure.Any bearing is only as good as itsshape and fit. Look for certifica-tions like QS9000, ISO9001 andFord Q1 when selecting a bearingmanufacturer. These accomplish-ments are signs the supplier usesthe most advanced manufacturingand statistical process controls.

Faster Across the Line.Of course, no bearings have it astough as those used in high-perfor-mance applications. That’s why youshould depend on a brand that has amajor presence in leading motor-sports series like NASCAR andNHRA drag racing (And don’tsimply look for the decals on theside of the car - listen to what theengine remanufacturers say aboutthe parts they really use in theirqualifying and race-day engines).

Learn to Love “Ugly.” Part ofthe hype of some performance bear-ings is their “pretty” appearance.What those suppliers don’t tell youis that the flash tin plate that pro-duces that shiny appearance alsodetracts from the bearings’ perfor-mance. The cosmetic plate actuallycan migrate around the bearingback, accelerating wear and fatigue.If your bearing manufacturer onlyoffers an “ugly” bearing, ask why.And if they tell you that the un-flashy appearance actually helpswin races and extend engine life,believe it.

5

Are You Sitting Down?Media Support of Aftermarket Efforts Discovered. Really!by Kathleen Schmatz

What if the very venerable,

buyer-friendly, unimpeachable,

product testing, thought-by-

some-to-be-pinko, Consumers

Union and their publication,

Consumer Reports, was on your

side? And what if Consumer

Reports reported that “old cars

can offer better value than new

ones;” and further that “many

cars, if well cared for, can go

200,000 miles without falling

apart?” Or, what if this impor-

tant shoppers’ comrade pub-

lished an easy-to-read chart

that indicated keeping a 1992

model vehicle (they used the

Taurus as an example), and

paying $3,550 in maintenance

expenses over the next three

years, was $15,644 cheaper

than buying a new vehicle, or

$18,759 cheaper than leasing a

new one?

A fantasy? A dream? Wishful

thinking? Hallucination brought

on by a head injury? Nope.

Check out this month’s issue

(August 2000) of Consumer

Reports! Their “go shout it from

the rooftops” cover story is:

“Your Old Car: Fix it or Sell It.”

Their advice to their readers:

“Don’t be too quick to succumb

to new-car reputation.” Further,

there is a nice bright red side-

bar headline reading: “Repent

and Maintain.” As a matter of

fact, they published the AAA

estimate that “5 million break-

downs could be avoided each

year if motorists inspected tires,

belts and hoses and had worn

is Babcox Publications’ Group Publisher and Vice

President of Marketing. She has twenty-eight years of aftermarket publications experi-

ence. Kathleen serves on the Board of Govenors of the Car Care Council and is

Chairman of the Women’s Board of the Car Care Council. The following article

appeared in the August 2000 issue of Underhood Service, Import Car and Brake &

Front End magazines. It is being reprinted with the permission of Babcox Publications.

Kathleen Schmatz

ones replaced.” Gotta love’em!

Buy this magazine! In fact,

buy a couple of copies. Make

posters out of some of the quotes

and charts and decorate your

waiting area with them.

Laminate pages from the story

and keep it at your counter so

you can refer to specific portions

of the article when customers

drop off and pick up their vehi-

cles. Make copies and send

them to customers you haven’t

seen in a while, but who have a

“family” of vehicles that you ser-

vice. Send e-mails with some

particularly pithy quotes (be

sure to attribute to the

Consumers Union) to your “con-

nected” customers. But by all

means, merchandise this!

This is a rare opportunity,

folks! Here is an actual member

of the media, outside of our

industry, that devotes five

important pages to making

informed automotive mainte-

nance decisions and doesn’t

refer to technicians as long-

tailed, lubricant primates — not

even once. To the contrary, the

editors chose to underline the

importance of mechanics quali-

fied by the National Institute

for Automotive Service

Excellence (ASE) and carrying

the important ASE medallion.

They also encourage vehicle

inspections designated by the

Car Care Council’s very valu-

able Certified Inspection pro-

gram.

For an industry that has

been plagued by image prob-

lems, many of which have been

amplified and contorted by some

media coverage, this is a gift —

a third party opinion that is

reasoned and researched. You

can walk your customers

through the five separate check-

points to help them determine if

their vehicle is a keeper. They

are: 1.) Is it safe?, 2.) What’s it

worth?, 3.) How’s it running?,

4.) Fatal flaws, and 5.) How reli-

able? There is a comprehensive

reliability chart embracing 18

popular ‘92 models in regard to

eight vehicle systems (A/C, cool-

ing, electrical, engine, fuel, igni-

tion, suspension and transmis-

sion) and their major parts’

repair costs in dollars and as a

percentage of trade-in values.

You can contact Consumers

Union by sending an e-mail to

www.consumerreports.org. If

you are not a subscriber, you

can request this issue (back

issues are $5). After all, what

would you rather your cus-

tomers read in your waiting

area? A five-year old Sports

Illustrated featuring the Major

League Baseball strike, or a

publication that may actually

support your efforts? Easy call.

6

Most people’s perception of avalve stem seal is limited to thevisual; a piece of rubber with a holein the center and a couple of wiresaround it. In reality a valve stemseal can be a very elaborate andsophisticated engine component.

There are three basic types ofvalve stem seals: the o-ring,umbrella and positive type.Although o-rings are still used insome applications, the majority ofpeople have switched to umbrellatype or positive type seals.

Umbrella seals are popularbecause of the broad range of stemsize options (from 0.005 undersizeto 0.015 oversize). Umbrella sealscan be used on oversized valveswithout cracking or splitting, andthey can withstand temperatures ofup to 400° F.

Most OHC engines are pre-dis-posed to oil consumption whenumbrella seals are used. In thiscase there is no option, positivevalve stem seals must be used.

The main difference betweenpositive seals and other seals is thatthe positive seals actually meter theamount of oil going to the guide.The other seal types merely shedthe valve stem and guide fromspray and splash. This meteringcapability results from the wipingaction of the seal lip against theguide. Figure 1 shows a positiveseal cross-section. It is easy to see

the similarity of the seal lip withthe windshield wipers in our cars.

There are several other types ofpositive seals. One of the mostcommon type is the block lip seal.It does not have the narrow lip,therefore its metering capabilitiesare limited. However, it still out-performs umbrella type seals inthose engines that require positiveseals.

It should also be noted thateven among the seals with the“wiper blade” type lip there are dif-ferent levels of sophistication indesign and manufacturing. Forinstance, the lip can either be mold-ed or machined. This is a criticaldifference since when you machinean elastomer (rubber) there is aconsiderable amount of movementduring the process. This movementlimits the ability of the manufactur-er to ensure that the line of contact(the sharp edge of the lip), is on ahorizontal plane. Seals withmachined lips may not scrape thestem on a perpendicular angle. SeeFigure 2.

Other than material, the mostimportant specification on a posi-tive seal is the profile of the lip, notonly the angles that form the lip butalso the stability of the profile.Simply stated, the offset betweenthe lip and the coil spring. Also,the offset results in a lever and

defines how much of the springtension is transferred to the valvestem.

The drawings in Figure 3 illus-trate how the profile changes dur-ing engine operation. The neutralposition, shows the lip offset to be0.3mm (0.012”). When the valveopens, the stem pushes the lip down0.1mm (0.004”) and considerablychanges the angles. The angles arealso changed when the valve closes,in the opposite direction, since thelip is pushed up - the profile is“stretched.” Note how little varia-tion occurs (0.1mm/0.004” on eachside), on a good stable design, andhow significant those changes areon seal performance. Using thisexample it is easy to understand thesophistication of such a design.

The other part of Figure 3 thatshould be considered is the interfer-ence between the seals and thechimney. This press fit ensures thatthe seal will remain static while thelip works. It is known that the loadrequired to remove the seal from itschimney is proportional to the loadrequired to install it, unless there isa step on the chimney/guide. This isimportant because the seals that areeasy to install can easily come offdue to stem actions against its lip.Do not be impressed with thephrase “It can be installed byhand”.

Another critical problem duringinstallation is how far should we gowhen installing the seal onto thechimney. This is critical becausethere is a limited space between theseal and chimney, therefore if youpush the seal too far it will alter thelip geometry. Ideally the inside ofthe shoulder should barely contactthe chimney as shown in Figure 4,otherwise the elastomer below theshoulder will have nowhere to go Continued next page.)

Understanding Positive TypeValve Stem Seals

On The Technical Side

Fig. 1

Fig. 2

(Article reprinted with permission from Engine Tech)

(Valve Stems Continued.)

other than up (See Figure 5). Thisbecomes even more critical whenthe seal has its shoulders towards the outside, then the chimneycould possibly tear the elastomer,depending on the amount of forcebeing used.

Remember, even if the elas-tomer is being “lightly” com-pressed, the geometry of the lip,the same characteristic that manu-facturers spend hours to evaluate,will be altered and the seal willnot perform at its peak.

The bottom line is if you takecare during installation of the pos-itive type valve stem seal, the sealwill control oil consumption andmeter just the right amount of oilto the valve stem.

Fig. 3

45° 40° 50°

0.3 0.20.4

Fig. 4 Fig. 5

7

JASPER ProductVideos Can NowBe Viewed Onthe Web

Jasper Engines & Transmissionsproduct videos can now be viewed intheir entirety on the JASPER website.

Viewers can access the videos bylogging on to the JASPER site atwww.jasperengines.com. A videofeaturing an overview of JASPER isavailable on the home page, whileindividual product videos are avail-able on the product pages. Thevideos are import & domestic gasoline engines, diesel engines,light-duty and mid-range transmis-sions, stern drives and differentials& rear axle assemblies.

In order to view the videos, userswill need Windows Media Player. IfWindows Media Player is notinstalled on your computer, you candownload it from a link on theJASPER site.

Be Sure Your Customer Receivesthe Product Information Packet!

The next time you do an engine, transmission or differentialreplacement, make sure the cus-tomer leaves not only with a smileon their face, but with the JASPERProduct Information packet inhand also.

All JASPER remanufacturedproducts leave the factory with anassortment of information (ProductInformation Brochure, ProductRegistration Card, PremiumService Plan and a Buyer’sWarranty Guide) tucked inside aclear, plastic sleeve. The sleeve iswired to the product, as illustrated

in the photo. It is extremely impor-tant that the customer receives thispacket for reasons such as complet-ing the registration card and havingwarranty information if needed.

Prst. Std.U.S. Postage Paid

Permit 49Jasper, IN 47546

JASPER ENGINE AND TRANSMISSION EXCHANGE815 Wernsing Road · P.O. Box 650 · Jasper, IN 47547-0650e-mail: sales@jasperengines.com

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