Popular Posts Pure Stock Muscle Car Drag Racing Twin-Turbo 496 Big Block Chevy Milk Truck Shop Solutions April 2022 Naturally Aspirated 709 cid All-Billet Hemi Engine Single Turbo 6.0L Powerstroke Engine Connect with us advertise with us

Pure Stock Muscle Car Drag Racing

Twin-Turbo 496 Big Block Chevy Milk Truck

Naturally Aspirated 709 cid All-Billet Hemi Engine

Single Turbo 6.0L Powerstroke Engine

Popular Posts Pure Stock Muscle Car Drag Racing Twin-Turbo 496 Big Block Chevy Milk Truck Shop Solutions April 2022 Naturally Aspirated 709 cid All-Billet Hemi Engine Single Turbo 6.0L Powerstroke Engine Connect with us advertise with us

Pure Stock Muscle Car Drag Racing

Twin-Turbo 496 Big Block Chevy Milk Truck

Naturally Aspirated 709 cid All-Billet Hemi Engine

Single Turbo 6.0L Powerstroke 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!

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Looking for a new engine in his ’65 Ford Falcon bracket car, a customer came to IMM Engines to build 650 horsepower. Shop owner Brian Hafliger delivered a 427 small block Ford capable of nearly 700 hp N/A and 1,000 hp on nitrous. Find out what went into the build!

Engine of the Week is presented by

Brian Hafliger is a fourth-generation engine builder and owner of IMM Engines in Indio, CA. The 2,200 sq.-ft. engine shop was founded in 1955 by Brian’s great grandfather in the very same building the shop still calls home today. Brian’s great uncle owned IMM Engines next, until Brian’s dad Fred Hafliger took over. Most recently, in 2007, Brian himself took the reins of IMM Engines and operates the shop today along with his dad and a part-time employee.

Of course, Brian’s early engine building influences were aided by his dad Fred and his older family members, but Brian also loved drag racing, motocross and dirt bikes as well.

“I’ve always been around stuff like that,” Hafliger says. “I’m proud to be the fourth generation here. We’re distinctly Mopar, but we do a lot of American V8 stuff. We do big block and small block Chevys, Olds, Fords, cylinder head pointing for import applications as well as side-by-sides – we do a little bit of everything.”

In order to do a ‘little bit of everything’ when it comes to engine work, IMM Engines employs plenty of machine equipment to do as much work in-house as it can, but doesn’t currently have CNC capabilities. Some of those more intricate, specialty jobs get sent out.

“We’re a pretty complete shop,” Hafliger says. “We can do pretty much anything here except crank grinding. We don’t just do race engines either. We do a lot of hobby stuff. A lot of it is street/strip-type stuff, some dirt track, jet boat stuff, marine stuff. It’s all over the board.”

While the family owned and operated shop has been in the same location for 66 years, Brian says they are getting ready to expand into the building next door for additional space.

“The shop is about 2,200 sq.-ft. right now,” he says. “We’re in the process of acquiring the shop next to us and we’re going to split that space, so it’ll be closer to 3,000 sq.-ft. by the end of the year.”

One piece of equipment Brian is especially proud of is the shop’s 2,500-horsepower capable DTS Powermark engine dyno, which he purchased around the time he became owner. It has proved to be a valuable addition.

“We do our own in-house dyno testing and dyno sessions,” he says. “We dyno every engine that we build and sell, and we can pretty much run just about anything on it, within reason. Ninety percent of our engines are anywhere from 400 horsepower to 1,200 horsepower.”

A perfect example of an engine that fits those parameters is a build IMM Engines just finished for a customer with a ‘65 Ford Falcon bracket car. The customer wanted to run 5-second 1/8th-mile times and was adamant about using 1.750˝ headers he already had. With this in mind, Brian got to work building a 427 small block Ford nitrous engine.

“The customer had a little bracket car and frequents Irwindale and Barona race tracks,” Hafliger says. “We were asked to make 650 horsepower, but one obstacle of the build was we had to work around existing headers. The guy was insistent that he wasn’t having headers made. It was kind of a small 1.750˝ header that was built for his ‘65 Falcon. It’s a real, real tight engine compartment, so we basically built the engine around the header, which I do not like to do, but the customer is always right. They’re the ones with the money.”

Despite the handcuff created by the small headers, the build features quality components. It started with a Dart SHP block built out to 427 cubic inches, Scat internals, CP pistons, and Trick Flow cylinder heads.

“We built it 427 cubes and I kept the compression down because there’s only four bolts per cylinder on the Fords,” he says. “We used a Scat 4340 crank with a 4.000˝ stroke that was internally balanced, as well as Scat H-beam rods with ARP 2000 bolts. Most of the Scat stuff will handle 1,200 horsepower and we’re below that. I’ve used their stuff a lot and I’ve never had a problem with it.

“The custom CP piston was their full concave piston for the nitrous because it softens it up. There are different approaches to that. I know chamber softening is kind of a big hit nowadays, but honestly, if you’re designing the piston, you can do a full dish and get the same effect if you’re not looking for every ounce of power. It saves money and a bunch of time.”

Brian opted for Trick Flow’s 11R 205 cylinder head because it puts the exhaust port location in the stock location, and this engine originally was built around a stock 351 Windsor with Edelbrock heads, so he kept that theme.

“We had to modify these heads because they don’t come with 11/32nds valves,” Hafliger says. “They come with 8mm and nobody really makes a long 8mm valve. We ended up having to change the guides out and go 11/32nds on the exhaust and 5/16ths on the intake to get the length that we needed for the Ferrea valves.

“We also used a Jesel belt drive on it and Jesel rockers for these heads. After we changed the guides, we touched up the valve job, but we didn’t do any performance porting or anything like that on the heads. They were run pretty much as they come. We didn’t get too trick and custom with head gaskets and o-rings and stuff like that, either. We just used an MLS-style gasket and let the nitrous do the work.”

For camshafts, IMM Engines uses custom grinds either by COMP Cams or Isky. This particular grind came from COMP. It’s one of their new, low-shock lobe families that Billy Godbold designed.

“We did that set up to keep it smooth and friendly,” he says. “We went solid roller basically because the low-shock stuff and the BAM bushed lifters will go forever if you lash them once in a while. The set up was built for .700˝ lift. We used a 1.7 rocker ratio.

“The intake was an Edelbrock 2828, which is their NASCAR-style intake. We went with that solely to get more plenum volume. Even though it’s a direct port nitrous setup, I still wanted more plenum volume because everything still gets blown up into the plenum, so the bigger the plenum generally the better the fuel distribution, even with direct port, so we went with that intake. We also went with a Mark Whitener full billet 4150 carburetor that’s 1050 cfm.”

The small block Ford also got equipped with King bearings, coated cam bearings, a Melling Select oil pump, and a custom KEVKO oil pan.

“This engine wasn’t anything real, real crazy, but we made almost 700 horsepower N/A with just 13:1 compression and a small solid roller cam,” Hafliger says. “It was a pretty cool piece. The customer is going to put about 350 to 400 horse of nitrous to it, so it’ll be roughly a 1,000-horsepower engine. I was happy with the power.”

With the engine finished up, the customer is finalizing the car’s wiring and hopefully he’ll be getting the Falcon and it’s new small block Ford engine to the track very soon.

“Being a ‘65 Falcon, it should be pretty light, so we expect it’ll be capable of 6.20s or better on the motor,” Hafliger says. “With the nitrous, he should be well into the 5s, maybe low 5s.”

Engine of the Week is sponsored by PennGrade Motor Oil, Elring – Das Original and Scat Crankshafts. If you have an engine you’d like to highlight in this series, please email Engine Builder Editor, Greg Jones at [email protected]

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