Here it is!
Get your own high performance monsters here! (Top secret clearance not included)
WWE star Stone Cold Steve Austin brings it to the streets of LA with his 383 Stroker High Performance Street Star crate engine.
Check it out in the video!
You can get your own 383 Stroker High Performance Street Star crate engine HERE!Continue Reading
Our freight services are experiencing some interruptions due to the record breaking temperatures this Winter, and these ice cold problems are not uncommon with diesel engines.
Winter comes with all sorts of automotive and engine based risks. From the slipping and sliding on that "this is nothing!" level of snow to the huge amounts of corrosive salt dumped. With all of these risks there stands a much more specific, and nefarious card up father winters sleeve: when diesel fuel starts to gel.
Too late for your engine? Tri Star Engines is here to help with all your diesel engine needs. Send us a quote request for your diesel now!
Diesel engine owners, and big rig drivers everywhere are a perfect target for this and will have to be wary, especially with the record temperatures we're getting here in the Midwest!
What is it?
Diesel gelling is a unique issue where the paraffin (a waxy liquid made from petroleum) starts to solidify due to the extreme cold. It begins to crystallize at near freezing, or 32 degrees Fahrenheit. This leads to sluggish feeds and overall poor performance. But that's just the beginning. Starting around 15 degrees Fahrenheit it begins to freeze up and become a thick gel like material. Think of the stuff you see 1950's movie bad boys jamming their hair full of. This leads to it clogging and clouding the fuel lines, and tank itself. Eventually causing the engine to stall up, and refuse to run. This gel is especially annoying as it wont go away just by heating the engine up a little bit. It will have to reach it's full melting point before it begins to run efficiently again.
Signs of diesel gelling
One of the most obvious, and common signs is the engine refusing to start. This is caused by the fuel lines being so thick with gel that they are unable to flow. On top of refusing to start, you may also begin to encounter reduced performance. Chugging, or slow acceleration are very common. This is due to a difference in the desired fuel rail pressure and what the actual rail pressure is when accelerating. This pressure difference is once again due to the fuel being stuck, and unable to be pushed through the system.
Now that you know your enemy, you can truly defeat him.
Or at least prevent it!
You are probably thinking the best defense is a good offense, or at least to keep your engine running while idle. But this is actually one of the worst options long term. It doesn't just burn fuel, it can also tear up your engine over time and lead to unnecessary damages. It also creates quite a large amount of emissions.
There are multiple fuel additives you can use to keep your lines flowing. Most work as a preventative, but you can always add more in an attempt to save an already gelled engine.
There are also multiple filter types you can install to help break up gelling and prevent it in fuel lines. Your local shop can help you out with their selection.
As a final measure you can add a little kerosene to your diesel mix. A premixed formula is recommended to avoid any incidents. Most gas stations in cold weather climate areas offer winter ready diesel fuel which should be used when the temperature starts to drop.
All three of these defenses are suggested, but a combination of all three is going to be your best bet. Make sure you are well prepared before you go into any cold regions!
If you missed this article until your lines were already frozen, or you drove into a scene out of "The Day After Tomorrow". You are not out of luck quite yet (well, hopefully!).
There are thawing agents, and anti gelling formulas that start acting right away. These can still take close to an hour to fully thaw and remove the water from your lines. But are the quickest option if you're already frozen solid. They should be used as an emergency and not as a preventative.
Tri Star Engines offers a wide variety of expertly re manufactured diesel engines. Cuddle up with a diesel engine from Tri Star Engines and ride out this polar vortex!
Did you take our recent quiz for your shot at a FREE Tri Star T shirt, hat and flashlight? Let's see how you did!
If there was a tie in scores the winner went to the FIRST entry. Don't miss out on future SWAG, subscribe to our newsletter today!
Question 1: Guess what line of high performance engines has been the most popular for us in 2018.
That's right Chevy lovers! Maybe the owner being a Mustang fanatic sways our marketing? In any case the most popular selling engine we have offered so far in 2018 has been the big blue oval!
Question 2: Guess what engine inside this line has been the most popular.
Answer: 408 stroker small block!
Ohhh we love to see this. 302's and 351W's are great, but there's nothing like the horsepower and torque gains from a Scat stroker crankshaft and Dart Pro 1 heads. Our customers certainly have the 'show,' but they also have the 'go' to back it up!
Question 3: Guess what build level has been the most popular.
Answer: Complete and Dyno Tested!
Man, we have some smart customers! For 2018 more people have bought our Complete and Dyno Tested build than any other. Out of the box reliability? Check. Proven performance? Check. Plug it in and have some fun!
Question 4: Approximately how many engines does Tri Star build in a YEAR? (based on current capacity)
We don't just build bad ass engines, we build a lot of them! Our current production capacity is just over 6,100 engines a year! Over 6k engines and we still have the best service in the industry? We'll thank our employees for that one.
Question 5: Where was Tri Star founded?
Answer: Plum City, Wisconsin!
It looks like we stumped even some long time Tri Star fans with this one. Our original production facility was founded in a little town of about 500 people called Plum City over 30 years ago in 1988! We have inhabited two different facilities in Baldwin, the first of which we moved to almost 22 years ago, but it all started in that little town. Maybe that's what helps us keep our small town service.
Question 5: How long has Tri Star been a member of the Production Engine Remanufacturers Association?
Answer: Over 20 years!
We've been a proud member of PERA for over 20 years. This organization means so much to us because (as you've probably seen in previous emails) it really separates the true high volume engine remanufacturers from smaller rebuilders. The owner is a past president of PERA and our general manager is currently on the board of directors!
Want to check out the shop? Take the tour!
Question 5: How many American workers are employed at Tri Star Engines?
AND PROUD OF IT! We currently have just over 70 amazing team members in production and the office. If there's one thing we're passionate about (and you can tell it from our marketing) it's American made products, and we've been MADE IN AMERICA since day 1 in 1988.
The response from this survey has been astounding. Thank you so much for taking the time to learn a little more about us, now tell us more about you! Connect with us on Facebook or contact us today!
Check out the TOP SELLING TRI STAR HIGH PERFORMANCE ENGINE now, or see if you won below!
The TOP 3 WINNERS who will receive prize packs are:
An ALL WISCONSIN top 3? We sell engines from Baldwin to New Zealand, but we're proud to see the top 3 scores are right here in our home state!
The following runner-ups can get a FREE T-shirt if you see this post and email us at email@example.com from the email address you submitted on the quiz. That's right, no charge! Just show us some love and email us that you were a runner-up and we'll at least hook you up with a T-shirt!
This has to be one of the most amazing drag cars we've ever seen. What's even better about it? They can drive it from track to track!
While I would love to say this was our engine design I can't. We are total gearheads and one of the most rewarding things for us is seeing the awesome rides our engines end up in, and the creative and gorgeous creations our customers come up with.
The most popular pictures we receive from customers are for our high performance engines, but we want to see what you have our stock replacement engines in as well. Whether it's mild or wild, "Frankenstein" or ahead of it's time, share your pics and we'll make you "Tri Star" famous!Continue Reading
Airbag theft is on the rise, what are you you doing to protect yourself, your family, your customers and your business?
Check out this article we were reading from auto.howstuffworks.com -
"...many law enforcement agencies are calling airbags "the new car stereos." It's largely due to their growing popularity among auto thieves. If you've ever had your car broken into, you know that feeling of anger and frustration that comes over you when you see that gaping hole in your dashboard; however, the theft of an airbag reaches another level of horrible. Why? Because you'd never know your airbag is missing until the worst possible time. If you are involved in a serious crash, that stolen airbag could lead to a severe injury or even death."
-Read the full article here: https://auto.howstuffworks.com/car-driving-safety/safety-regulatory-devices/airbag-theft.htm
While the article had our jaws on the floor it really had us thinking, what other automotive parts are popular on the black market? While "doing the right thing" is inherent in most people, how can you be sure you aren't buying products that could have filtered through these avenues? And maybe most importantly, what kind of risk could you be exposing your friends, family and BUSINESS to?
The third page of the article talks about how to prevent exposure to airbag theft. While we aren't experts on preventing fraud or theft, we are experts on engines! Vehicle owners, repair shops and parts distributors often compare our engines to others they find online, but in so many cases they are referencing companies that don't actually BUILD engines! When it comes to engines, one easy way to find the real MANUFACTURERS is to research the associates they are part of. We've been a member of the Production Engine Remanufacturer's Association for over 20 years. Our owner is a past president and our GM is currently on the board of directors for PERA. If you follow our posts you'll know that we talk about this subject a lot - Why? Because every day we hear horror stories of people buying engines from one of these distributors.
Do your research and be safe!
Ready to shop for engines built by a real MANUFACTURER? Check out our different product lines below!Continue Reading
Is auto stop/start a simple way to conserve gas? Or a more costly upgrade for engines? It’s a debated point, and we’re here to help bring some light to it.
In automobiles, a start-stop system or stop-start system automatically shuts down and restarts the internal combustion engine to reduce the amount of time the engine spends idling, thereby reducing fuel consumption and emissions. This is most advantageous for vehicles which spend significant amounts of time waiting at traffic lights or frequently come to a stop in traffic jams. Start-stop technology may become more common with more stringent government fuel economy and emissions regulations. This feature is present in hybrid electric vehicles, but has also appeared in vehicles which lack a hybrid electric power train. For non-electric vehicles fuel economy gains from this technology are typically in the range of 3-10 percent, potentially as high as 12 percent. In the United States, idling wastes approximately 3.9 billion gallons of gasoline per year.
Since automobile accessories like compressors and water pumps have typically been designed to run on a serpentine belt on the engine, those systems must be redesigned to function properly when the engine is turned off. Typically, an electric motor is used to power these devices instead.
With a manual-gearbox car, engine shutdown typically comes with braking to a complete stop, gearbox in neutral and clutch release. Cars with automatic transmissions shut down upon braking to a full stop - the shutdown is activated by the foot brake pedal being in use when the car comes to a halt. If the car is slowed initially by manual use of the automatic gearbox and final stoppage is by use of the handbrake the engine will not shut down.
Automatic stop/start systems do present engineering challenges. The electric starter that was designed to fire your engine a few times a day now has to start the same engine every time the car comes to a full stop. Obviously, a starter that was designed for 50,000 start cycles can't suddenly be responsible for 500K start cycles, so automakers have phased in special starters to better handle the stress.
The frequent cycling can strain internal engine parts, too. Most engine wear and tear happens during startup, so engineers have designed bearings that better self-lubricate and are slicker than normal bearings. Better self-lubrication means the engine will be better protected until pressurized oil arrives after the engine is running. Even without special bearings, engine oil technology has also improved, meaning there's a better layer of protection already on the bearings to prevent excessive wear.
In conclusion it seems to balance out depending on your personal vehicle usage. With the largest benefits being presented in high traffic areas full of jams and stop lights.
Share your thoughts about stop start engines on our Facebook page!Continue Reading
At Tri Star Engines & Transmissions, each of our complete build-level high-performance engines are dyno-tested in-house for the highest quality and maximum performance. While other engine manufacturers test their engines on run-in stands (which does not verify performance or test the engine under any load), we made the investment to provide the most reliable option for your ride. If you purchase a complete build-level engine, you will receive your engine’s own specific dyno-sheet showing the maximum horsepower and torque your engine can experience!
The term DYNO TESTING means that an engine is running under its own power coupled up to a controlled amount of resistance. The resistance is normally in the form of a water brake or an electric brake. The amount of resistance is typically measured in foot-pounds. Eventually we measure the amount of “power” coming from the engine.
Coming directly from the manufacturer of our system:
"Power, in mechanical terms, is the ability to accomplish a specified amount of work in a given amount of time. By definition, one horsepower is equal to applying a 550-pound force through a distance of one foot in one second. In everyday terms, it would take one HP to raise a 550-pound weight up one foot in one second. So to measure horsepower, we need to know force (in pounds) and velocity (in feet per second). DynoJet's inertia dynamometer measures power just in this way. The dyno calculates velocity by measuring the time it takes to rotate the heavy steel drum one turn. The dyno measures force at the surface of the drum by indirectly measuring the drum's acceleration. Acceleration is simply the difference in velocity at the surface of the drum from one revolution to the next. The force applied to the drum is calculated from acceleration using Newton's 2nd law, F=MA, (F)orce equals (M)ass times (A)cceleration. Power is coupled to the drum by friction developed between the driving tire of the vehicle and the knurled steel surface on the drum of the dynamometer."
"When an object rotates around a point, the object's speed of rotation depends on both an applied force and the moment arm. The moment arm is the distance from the point of rotation to where the force is being applied. Torque is the product of the force and the moment arm. For example think about trying to spin a drum by wrapping a rope around the drum and then pulling on the rope. If the rope is wrapped around a drum of one-foot radius and pulled with 550 pounds of force, the resulting torque is 550 foot-pounds. The torque on the dyno's drum can be calculated by multiplying the force applied by the drum's radius. However, engine torque is not equal to the dyno's drum torque because the gearing through the drivetrain changes the moment arm. The change in the moment arm is proportional to the ratio of engine speed to drum speed. Therefore, tachometer readings are necessary to calculate and display engine torque."
What you really need to know is that these things get loud! We run the engine as it would in a vehicle, but instead it’s inside of a 12x12 “Soundproof” box. We might be biased, but it’s one of our favorite parts of the job.
Our experts at Tristar not only know how to re manufacture engines, but they love to write as well!
Now through September get a free T shirt and hat with every online engine order!
Here is our very own James Kostuchowski's article on direct injection versus port injection!
James Kostuchowski is a senior account manager at Tri Star Engines. Jim has been with the company over a decade and was even previously employed at one of our largest competitors. His sales territory has ranged from all of Wisconsin to parts of the Upper Peninsula of Michigan. In his free time he enjoys attending car shows with his Grabber Orange Ford Mustang and Cadillac CTS, collecting vintage signs and gas pumps and working with investments. Jim is a vault of automotive knowledge packed with positive energy, and if you are an automotive parts store or repair shop in Central Wisconsin, you may just find him knocking on your door. Reach out to Jim by emailing firstname.lastname@example.org!
Direct Injection and Port Injection use computer-controlled electric injectors to spray fuel into the engine. The difference is where they spray the fuel.
Direct injection has the injectors mounted in the cylinder head and the injectors spray fuel directly into the engine cylinder. It then mixes with the air. Only air passes through the intake manifold runners and past the intake valves with direct injection.
There are advantages and disadvantages of both systems. The advantages of direct injection is better fuel economy, less emissions, and better performance. Fuel economy improvements can be as much as 15%, allowing much less fuel to be wasted.
It delivers fuel more precisely to increase better combustion with more power while maintaining better fuel economy and lowering emissions. A 25% emission drop at cold-start is possible.
Direct injection meters the amount of fuel exactly into each cylinder for optimum performance and it’s sprayed under very high pressure, up to 15,000 PSI on some vehicles, so the fuel atomizes well and ignites almost instantly.
The big disadvantage of direct injection is carbon buildup on the backside of the intake valves. This can throw a computer code, and could result with an engine miss or a ignition failure.
The other disadvantage of direct injection is cost. The injector tips are mounted right into the combustion chamber, so the materials of the injector have to be very good quality.
High pressure is needed to inject fuel directly into the cylinders which means expensive high-pressure fuel pumps are needed. They are typically mechanically driven from the engine, which adds to the complexity.
The main reason we are seeing vehicles on the market with direct injection, is tighter fuel economy standards.
Port injection sprays the fuel into the intake ports where it mixes with the incoming air.
Port injection systems are much cheaper to manufacture. The injectors are not exposed to the high heat and pressure of the combustion chamber and they don’t have to handle high fuel pressures.
Port injection systems typically operate in the 30 to 60 PSI range, which is dramatically lower than direct injection systems. Support systems such as fuel pumps are also cheaper, because fuel pressures are lower.
Port injection systems spray the fuel on the backside of the intake valve and the fuel has to wait till the valve opens. The fuel sprayed on the backside of the intake valves, also cleans the valves.
The injectors are often mounted in the intake manifold runners and the fuel sits in the runners until the intake valve opens and the mixture is pulled into the engine cylinder.
I can see a time when port injection systems will be completely replaced by direct injection. Port injection, although much better than the old carburetors, throttle body systems, just can’t match the power and economy produced by direct injection.
Some manufacturers like Ford, Lexus, Toyota, and Audi, are going to a combination of port & direct injection called duel fuel delivery. The latest Ford Mustang and Shelby GT350 has a combination of port & direct injection.
As fuel costs increase, the difference in manufacturing cost between port and direct injection systems will diminish. As of right now, both systems are available on new vehicles, depending on the model you select.
Check out our direct injection engine here!Continue Reading
Not only are we proud of our engines being manufactured in the US. But we’re proud to say they help keep our beautiful world clean!
By remanufacturing engines (and you, in turn, by purchasing them) we're creating a 'like new' (or better) product but using a fraction of the energy needed to create the original product! According to the Production Engine Remanufacturer's Association "remanufacturing recaptures the value-added product when it was first manufactured. In fact, a 1981 Massachusetts Institute of Technology study on the remanufacturing of automobile components indicated that approximately 85% of the engergy expended in the manufacture of the original product was preserved in the remanufactured product. This is why remanufacturing is considered the ultimate form of recycling."
"For all but the most simple durable goods, value added is by far the largest element of cost. Even in a product as simple as a beer bottle, the cost of the basic raw materials (sand, soda, and lime) is much less than 5 percent of the cost of a finished bottle. The rest is value added. For a product such as an automobile, the value of the raw materials that can be recovered by recycling is only in the order of 1.5 percent of the market value of the new car.
Value added is embodied in the product. Recycling destroys that value added, reducing a product to its elemental value - its recoverable raw material constituents. Further, recycling requires added labor, energy, and processing capital to recover the raw materials. When all of the cost of segregation, collection, processing, and refining are taken into account, recycling has significant societal cost. Society undertakes recycling only because, for all nondurable and many durable products, the societal cost of any other disposal alternative is even greater.
According to studies performed at the Fraunhofer Institute in Stuttgartt, Germany, energy savings by remanufacturing world-wide in a year equals the electricity generated by 5 nuclear power plants or 10,744,000 barrels of crude oil which corresponds to a fleet of 233 oil tankers. The Fraunhofer Institute also determined that raw materials saved by remanufacturing worldwide in a year would fill 155,000 railroad cars forming a train 1,100 miles long.
Because products that are remanufactured are kept out of the waste stream longer, landfill space is preserved and air pollution is reduced from products that would have had to be resmelted or otherwise reprocessed. A product can always be recycled. Extending product life through remanufacturing is the key to leveraging the earth's natural resources.