Master’s in Classic Engines: Carburation & Ignition
Online master's programme of 1,900 hours in classic engines: carburation and ignition. 12 modules covering engine history, thermodynamics and combustion, advanced carburation, conventional and electronic ignition, dyno validation, modern fuels, advanced diagnosis and historic motorsport preparation, with an assigned technical tutor.
Master’s in Classic Engines: Carburation & Ignition — studying from the United States
Regulatory affairs, safety engineering and homologation are essential across American industries, since products must meet federal and state requirements before reaching the market. Engineers in this field work on reliability, availability, maintainability and safety (RAMS) analysis, certification and conformity assessment. Sectors such as aerospace, automotive, medical devices and energy all require specialized compliance expertise. Standards organizations and government agencies define the frameworks that guide this work.
Fees for the United States: US$6,610 (US Dollars), with instalments and employer sponsorship available.
Relevant bodies in the United States
Typical roles
Questions from the United States
Which US bodies handle regulation and homologation for engineered products?
Vehicle homologation involves NHTSA and the EPA, while other sectors are overseen by agencies such as the FAA, FDA, and OSHA depending on the product. Standards bodies include ANSI, ASTM, and IEC-linked US committees. Professional certifications like ASQ's reliability credentials are also recognized. SEIUM's private qualifications are not accredited, so recognition is decided by employers or regulators.
What roles use RAMS and homologation skills in the United States?
Roles include reliability engineer, safety engineer, certification specialist, and regulatory affairs professional. Employers include aerospace, automotive, medical device, and energy companies, plus testing laboratories and consultancies. Hiring managers usually look for demonstrated experience with standards and audits, so combine your training with applied project work.
Is employer funding typical for regulatory and safety training in the US?
Many US employers support job-related training through tuition assistance or professional development programmes, with terms that vary by company. Regulated industries often invest in compliance training. SEIUM offers instalment payments, and employer sponsorship may be possible, so raise the question with your manager or HR department before enrolling.
Take the controls.
Run a real engineering trade-off from this field. Move the sliders, watch the model react in real time and beat the challenge.
What you will be able to do
Analyse the evolution and typology of classic engines.
Apply thermodynamics and combustion principles to engine tuning.
Master advanced carburation of period engines.
Rebuild and adjust conventional and electronic ignition systems.
Measure and optimise ignition curves.
Validate settings on the dynamometer.
Prepare classic engines for historic motorsport.
Who it's for
- Classic engine engineers working on restoration and performance.
- Historic motorsport engine builders.
- Dynamometer technicians who tune and validate engines.
- Engine restorers seeking a rigorous approach to carburation and ignition.
- Diagnostic technicians dealing with carburetted engines.
- Technical consultants for classic car owners, clubs and collections.
- Engineering or science graduates seeking to enter classic vehicle restoration.
What you'll work with
- FIA International Sporting Code Appendix K (technical regulations for historic competition vehicles)
- FIVA Technical Code (classification and originality of historic vehicles)
- EN 228 (unleaded petrol specification)
- Directive 2009/30/EC (fuel quality)
- ISO 1585 (engine net power test code)
- SAE J1349 (engine power correction)
- Innovate LogWorks
- PicoScope
- Dynojet Power Core
- 123\TUNE+
- MegaLogViewer
12 modules
1.1Evolution of petrol engines from 1920 to 19801.2Inline, V and boxer architectures1.3Pushrod, overhead-cam and twin-cam valvetrains1.4Hemispherical and wedge combustion chambers1.5British, Italian, German and American engines1.6Period materials and manufacturing processes1.7Compression ratios and historical octane ratings1.8Traditional lubrication and cooling1.9Technical archives and workshop manuals1.10Case study: comparative technical sheet of three iconic engines
2.1The real Otto cycle and efficiency2.2Mixture formation and flame front2.3Detonation and pre-ignition2.4Influence of ignition advance on torque2.5Turbulence and combustion chamber design2.6Period and modern fuels2.7Emissions from carburetted engines2.8In-cylinder pressure diagrams2.9Torque and power curves2.10Laboratory: in-cylinder pressure analysis on the dyno
3.1Theory of flow through venturis3.2Fixed-choke and variable-choke carburettors3.3Idle, progression and main circuits3.4Enrichment and accelerator pumps3.5Individual throttle bodies and manifolds3.6Synchronising banks of carburettors3.7Adjustment for altitude and temperature3.8Carburation for historic motorsport3.9Diagnosis with an exhaust gas analyser3.10Practical: setting up three twin-choke carburettors
4.1Coil, contact breaker points and condenser4.2Dwell angle and its adjustment4.3Centrifugal and vacuum advance4.4Advance curves and their measurement4.5Spark plugs: heat range and reading4.6High-tension leads and suppression4.7Distributors and their rebuilding4.8Magneto ignition4.9Ignition faults and diagnosis4.10Workshop: rebuilding a distributor and its advance curve
5.1Period transistorised ignition systems5.2Electronic conversions concealed in the distributor5.3Capacitive discharge ignition5.4Programmable ignition with digital curves5.5High-performance coils5.6Compatibility with the original appearance5.7Reliability versus originality5.8Electromagnetic interference with period radios5.9Selection according to vehicle use5.10Practical: installing a concealed electronic module
6.1Stroboscope and timing light6.2Distributor test benches6.3Primary and secondary ignition oscilloscope6.4Interpreting oscillograms6.5Measuring breakdown voltage6.6Optimising the advance curve6.7Advance according to fuel and compression6.8Data logging on a rolling road6.9Documenting curves6.10Laboratory: ignition oscillograms on a real engine
7.1Valve timing and overlap7.2Camshafts and timing diagrams7.3Cylinder heads and intake flow7.4Compression ratio and detonation7.5Exhaust systems and tuning7.6Lubrication and oil temperature7.7Cooling and thermal stability7.8Clearances and wear7.9Influence on carburation and ignition7.10Case study: combined camshaft and carburation tuning
8.1Rolling roads and engine dynamometers8.2Power correction according to standards8.3Mixture maps with a lambda sensor8.4Measuring torque and power8.5Specific fuel consumption measurements8.6Test repeatability8.7Safety on the dyno8.8Test report8.9Before-and-after comparison8.10Practical: dyno session with mixture and advance tuning
9.1Ethanol-blended petrol and its effects9.2Protection of valve seats9.3Lead replacement additives9.4Material compatibility with ethanol9.5Vapour lock and percolation9.6Fuel pumps and pressures9.7Filtration and storage9.8Recommendations by engine9.9Biofuels and synthetic fuels9.10Case study: adapting an engine to E10 petrol
10.1Symptom-based diagnostic method10.2Exhaust gas analysis10.3Compression and leak-down tests10.4Vacuum gauge and its interpretation10.5Diagnosing air leaks10.6Intermittent ignition faults10.7Cold and hot starting problems10.8Power losses10.9Diagnostic report10.10Workshop: diagnosing an intermittent fault under high load
11.1Technical regulations for carburation and ignition11.2Period homologation specifications11.3Competition carburettors11.4Magnetos and racing ignition systems11.5Reliability in endurance racing11.6Adjustments for circuit and weather11.7Thermal management in racing11.8Documentation for scrutineering11.9Maintenance between races11.10Case study: preparing a historic rally engine
12.1Selection of the engine for study12.2Historical research and specification12.3Diagnosis of the initial condition12.4Carburation plan12.5Ignition plan12.6Dyno testing12.7Analysis of results12.8Maintenance plan12.9Thesis report12.10Master's Thesis: defence before a panel
How you'll learn
Training is 100% online on the SEIUM campus, with downloadable material, recorded classes and an assigned technical tutor. There are no fixed timetables: you progress at your own pace within each intake, so the programme fits around your work.
Each module combines theory, guided reading of the original standard and applied exercises. The working software is Innovate LogWorks, PicoScope, Dynojet Power Core, 123\TUNE+ and MegaLogViewer, in free, academic or evaluation versions. Tests are studied using real procedures: carburettor set-up on a rolling road, measuring advance curves on a distributor test bench and analysing ignition oscillograms. Assessment is continuous by module, plus the final Master's Thesis.
Standards covered: FIA International Sporting Code Appendix K, FIVA Technical Code, EN 228, Directive 2009/30/EC, ISO 1585, SAE J1349.
Build it end to end
Your final project follows the real engineering workflow, step by step, reviewed by your tutor.
Where this takes you
Requirements
- A university degree in engineering, science or architecture, or equivalent demonstrable professional experience.
- Internet connection and a computer capable of running the programme software.
- English sufficient to read technical standards.
Ready to start?
Send your application today. Our admissions team replies within 72 hours with your study plan and funding options.
Frequently asked questions
The programme totals 1,900 hours over 12–14 months. You set your own pace within each intake, and your tutor helps you plan the workload around your job.
You work with Innovate LogWorks, PicoScope, Dynojet Power Core, 123\TUNE+ and MegaLogViewer, using free, academic or evaluation versions. Your tutor indicates the free alternative wherever one exists.
A SEIUM Institute diploma, awarded on passing the continuous assessment and the Master's Thesis. It is SEIUM's own qualification, not an official state degree; its recognition depends on the programme completed and the regulations of each country.
Yes. Modules passed in a course or postgraduate diploma in the same area are recognised in the higher programme. Ask about the recognition policy when you enrol.
A university degree in engineering, science or architecture (or equivalent professional experience), a computer able to run the software and English sufficient to read technical standards.
Start dates are set by SEIUM's faculty for each intake. Our admissions team will confirm the next available date when you apply.
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