I think starting it without oil may not show any heat marks because it was only 30 seconds but it would not show how it can dent the bearing without having the oil cushion and start the galling process then the catastrophic process that follows. Plus there are only educated guesses after a major failure not usually a cut and dry answer because of the dynamics of an engine. We support you to fix it either way 👍👍
@@patrickr2686 The problem is the fan bois of C McF k will trash engine builders after he breaks stuff ( see Texas Speed where C had to tell the fan bios to stop trashing TS ) . The danger is, all it takes is a drunked up fan boi thinking they are avenging C by burning the shop down. Years ago I worked in a regular shop with a good rep. Someones drunken bar talk turned into an unstable guy damaging many cars as a way to impress their drunken friend.
I absolutely love how verbal and open you are. It's so much easier to follow your thinking process actively watching you piece together the aftermath and see your gears turning as you figure out each puzzle piece. You are amazing, truly one of the world's best and smartest engine builders.....
Possibly you found just how much boost it takes to bend a crank? McFarland Labs should really wear their lab coats all the time :P I'm so impressed that there isn't more damage. The next build probably needs to be able to hold 70psi (but only Tell Cleetus it can take 50) :D Always have to allow that Florida man safety factor :O
Love the fact you are so open with the rare down so many engine builders would hide everything and only let you know what they want to know. You have nothing to hide and that’s appreciated
still takes a ton of skill, even if anyone can see what he's looking at he knows what he's looking at . a master is never scared of sharing as none have the experience to practise to his level, people who bodge stuff together are nervous around cameras
@@andy.s5945 100 percent but that's the same with every industry/specialisation but his willingness to teach good practises and share his not so basic knowledge aside from a few secrets shows why he's the best about
@@harrythompson6977 was not denying that he is very informational , was just stating he doesn't share it all. but yes Steve is one of the few who will go into detail and you will leave his video actually learning something new.
Cleet used to have the T-shirt "If it's leaking, it's got oil" And my personal favorite, "high on freedom, low on oil pressure." Is it fair to say he's hard on equipment?
Fascinating, all my years enjoying drag racing I never got an inside look at the ins and outs of the otherside like this Steve. This is just great, observing the journey and evolution of your shop with CLEETER and Mullet. This is creating a real depth to the relationship of all the viewers to STEVE MORRIS ENGINES and Cleetus McFarland racing that has never been done before. This whole experience will be iconic for many years to come, I'm sure. For the young gear heads (mechanically inclined) this offers real time visual experience to help put together the bigger picture. So important to visual and experietial learners. Such a GREAT CONTRIBUTION! BRAVO Steve. Thank you.
Mullet sure kicked some ass over the time this engine was RUNNING. dry sump and SMX time!! cant wait to see MULLET kicking ass again this summer. Thank you @Steve Morris for the in-depth details as always :)
With the g-forces he's pulling, he definitely needs a dry sump system. Wet sumps just lose their ability to keep good oil flow, he's even talked about it.
@@octane613 I know Garrett never foreseen that mullet would be that fast but he should have never went LS to begin with the car should have been built with a dry sump system and a big block from the jump. It’s going to be a lot of work to swap it from a wet sump big block to a dry sump SMX but it needs it badly and he has a great team behind him to get it done.
I like how cleet Collabs and does business with all the smaller channels and helped All of their channels grow …like KSR …Steve Morris. And real good at doing stuff with Pete it’s just shows what a great guy Cleet is
Garrett knows how to create partners. To me that was key to my success. If you can cultivate and surround yourself with great partners, everything is easier and more likely to succeed. Everyone grows together. Very different from the I win you lose mentality.
It is a race engine. It needs to be rebuilt very often. I think you did a fantastic job building that motor. If he would have kept the boost to under 35psi it would have made it thru multiple seasons.
So mullets rebuilt BBC will be in Ruby, Mullet will go SMX, Rocky gets Ruby's old engine, and Mcflurry keeps getting the newest Godzilla parts. That will be a pretty great lineup once everything is running smoothly. I wonder if James will go back to Ruby or stick with Mcflurry.
I tried to make sense of it. Result: It seems like the oil pump is on that side so 7/8 will be the last pair to get lubrication again when you run without oil. The heat is on the ' wrong side' of the bearing and since Steve had trouble to find an explanation for it, I think it's the aftermath of Cleet being 'an idiot'/making a mistake. Read below if you're interested in my reasoning. My full explanation: The engine was sitting in the shop with no oil in it so all the oil remaining in the engine/bearing flows to the bottom. Then the engine is started without oil and naturally the bearing side that is on top will heat up first, cause almost all oil has ran down to the bottom part of the bearing cause gravitation is real. Same with the pistons. You don't know at what position the crankshaft came to halt, but if you look at it it's likely that that the crank part of 7/8 was pointing down. You can see that the spot where the heat was is facing up both times if you rotate the crank. The way Steve explained it the bearing of the rods are fed from the crank bearings. After Cleetus put oil back in the pressure in the oil system is starting to build again. All the oil is pumped into the engine again and will take the path of least resistance. That means that almost all oil will flow past main bearing four so the dry side of that bearing four will get most heat of all crank bearings. When the oil finally gets to the rods most oil will flow past rod bearing seven till rod bearing eight has built pressure and bearing seven will finally get full oil pressure. If I understood Steve correctly, it all makes sense.
i said 200k by june, you blew passed that, its good to see people interested in more then just the fun side of racing, the hearts been built and no fluff and bs aproach makes it easy to learn something from every vid you drop. congrads on that milestone,
Pretty interesting stuff Steve I love how you take things apart show everyone and discuss what you found channels great Love the content make everybody feel part of the team Thanks a lot !
Great forensics work Steve. He doesn't assume anything and creates a theory based on evidence alone. 100% agreed, there is an issue with the crank bending and grabbing that bearing. Hydro, over-boost, crack? Who knows. I think we will find out more once that crank gets to the "crank-shop". Interesting there was some water in 7 and 8...
There was only water in the one cylinder, and a tiny bit in the cylinder in front of it. If you pay close attention I already knew there would be water in there. Look carefully at the block and you can see what looks like oil discoloration on the back side from a lifted head, which makes sense with that being the piston that smacked the head good and hard.
This is exactly the reason if i ever buy a built engine its coming from yall. Only builder i know of willing to give away priceless knowledge. Steve, you are a true hero to some of us!
It has never occurred to be that a damaged main bearing would contaminate the oil feeding the rod bearings down stream, but after a little research about how the oiling system in an engine works, it makes perfect sense. The snapped valve, destroyed rods and rod caps, and half-smoked rod and main bearing surfaces on the crank made this such an interesting failure analysis.
Thank you so much Steve for keeping us up-to-date and showing all the ends and out of that motor it’s all inspiring. Thank you for sharing your knowledge.
Hi Steve, when mullet did a wheelie and banged down scuffing the track could the kinetic energy involved in hitting the track along with the energy in the rotational mass damage the crank etc. Just a thought, thanks for another great video.
That's maybe possible. I was thinking about what has happened when the engine was running with no oil for a while. My conclusion seems reasonable too. It seems like the oil pump is on that side so 7/8 will be the last pair to get lubrication again when you run without oil. The heat is on the ' wrong side' of the bearing and since Steve had trouble to find an explanation for it, I think it's the aftermath of Cleet being 'an idiot'/making a mistake. Read below if you're interested in my reasoning. My full explanation: The engine was sitting in the shop with no oil in it so all the oil remaining in the engine/bearing flows to the bottom. Then the engine is started without oil and naturally the bearing side that is on top will heat up first, cause almost all oil has ran down to the bottom part of the bearing cause gravitation is real. Same with the pistons. You don't know at what position the crankshaft came to halt, but if you look at it it's likely that that the crank part of 7/8 was pointing down. You can see that the spot where the heat was is facing up both times if you rotate the crank. The way Steve explained it the bearing of the rods are fed from the crank bearings. After Cleetus put oil back in the pressure in the oil system is starting to build again. All the oil is pumped into the engine again and will take the path of least resistance. That means that almost all oil will flow past main bearing four so the dry side of that bearing four will get most heat of all crank bearings. When the oil finally gets to the rods most oil will flow past rod bearing seven till rod bearing eight has built pressure and bearing seven will finally get full oil pressure. If I understood Steve correctly, it all makes sense.
@@CrossEyedLion85 I think you would see more damage on the rest of the bearings if a dry start caused all of this. Oil hangs around as a film, I am sure it didn't do any favours to the bearings starting it with no oil, but no load and a short time isn't going to make a lot of heat. It was also mid Sick-Week so I don't think the oil was out of it for long, leaving more of a protective film behind than if it were drained and sat for a while empty.
I had a '74 Z28 with a 355 in it. Raced it all weekend, had a blast in it. Got all the way home, and heard what sounded liked something scratching on the underside of my hood. An instant later, there was a loud snap, and what sounded like a power hammer going crazy. Pulled the right side valve cover, and the #4 exhaust valve spring is laying on the head. Valve stem barely above the guide. Pulled the head to find the valve head stamped into the piston top. The cylinder was cracked all the way down. As a 21 year old Airman First Class in the AF, my bank account struggled to get a new engine in that car.
I just finished watching your SMx rebuild and it was so informative, entertaining and passionate. I mean to have a beautifully powerful engine have a catastrophic fail yet end up with so little damage and finally repair that engine to the point where you wouldnt even believe it was damaged, shows just how well you know your business. Steve, I'm so grateful to experience your channel, thanks
Steve you’re the man!!! I have a feeling mullet will be back stronger than ever! I think the first motor was a gem and Cleetus got away with losing it to the limit nonstop.
Being a 50 yr old healthcare professional. I appreciate SM for his in depth knowledge and analysis of engines. Kudos to you sir. I appreciate your content.
Things are going to happen when you run engines to the very edge of every parameter and limit. It says alot for the engineering and build that the engine, and the heads, sill rotate and could realistically be saved. Great information and awesome video. Now to order some merch for a shot at a driveshaft!
You are absolutely right, and you highlight what makes Steve good at what he does. It's one thing to say "what would you expect at these kinds of loads and pressures? Things are going to break!" and something completely different to say "Let's find out what did, so maybe we can improve it, or learn from it, and push the limit even further next time." Engineering is a process and Steve is good at it because he loves it.
i have 0 clue on the day to day operations at SME, but if steve is really down in the trenches getting his hands dirty despite already having a massive name/brand, that's extremely commendable. granted this is cleet's engine and he went to their shop and all that, so maybe it's a "one off" thing just for cleet's, but if he really is down in the trenches working every day? mad props.
Steve didn't just tear down the engine for Cleatus and us, he wants to know why it failed. The only way to improve a product is to know what needs improving. He has to know where the weak points are in a build, and you do that by tearing down broken engines.
@@victormaniaci2104 yes im aware, but what im talking about is if *he* specifically does this on the *day to day* or only because it's cleet's engine where publicity and reputation will be much more impactful. he has the employees to do it, you can see several of them in this very video... and if they work there then they're all more than capable of disassembly, diagnosing, and repair without the boss man needing to get involved like it is in most businesses.
I don't know why, but this is my favorite video so far. Watching you explain and think through the problems on camera and explain the possibilities in a very easy way to understand is the best. I seriously watched this 2 times to make sure I didn't miss anything, lol. Looks like an easy rebuild compared to most. Depending on that crank...
Steve you need to sign it marking it as your shaft.. gigging lmao 🤣 and just a simple note saying what it was in and when it broke so it can be wall hung and the story right on what happen to your ... shaft hahaha 😆
Every time I have done an inspection on an engine that has has come to an early demise I am always amazed, baffled, fascinated, and surprised with carnage and or lack there of and Mullet’s engine certainly has certainly done all of that. Before Steve started doing the autopsy on Mullet’s engine I would have bet good money on one or more of the main webs of that cast block would of been cracked and or the crank been broken/cracked. I am amazed that the heads are in as good of condition that they are and that none of the push rods and rocker arms are not damaged. Equally fascinating is that on initial inspection the block appears to be repairable. I would of liked Steve to have tapped the crack with a steel hammer to see if it still rings. I definitely am interested on what Steve’s “crank shaft” guy will have to say about Mullets crank after he checks it for straightness and for cracks.
I just wanted to tell you thanks for explaining things. About an engine and to see a break down and such. I keep having to learn and look up the terms for things you say cause I'm not a mechanic in any way shape or form. Please continue with your channel with or without Mullet. I find what you do fascinating.
As an Engineer, I love examining failure. You can learn so much about all sorts of topics. Not so much fun when it's my design that's failed. My immediate reaction is to wonder what state my CV is in 🤣
It seems like the oil pump is on that side so 7/8 will be the last pair to get lubrication again when you run without oil. The heat is on the ' wrong side' of the bearing and since Steve had trouble to find an explanation for it, I think it's the aftermath of Cleet being 'an idiot'/making a mistake.
Steve, I noticed the 7-8 journal is cooked in the same hemisphere as the #4 main. Is that simultaneous coincidental damage, or serial causation? Is the oil flow path from the pump through the crank, back to front?
Before watching this, another exciting video from Steve Morris Engines, I'd like to point out that SME has reached 200K Subscribers as of 2/27/23. Congrats Steve & Co.!
Not a dry start issue. A dry start would have shown excessive wear on all the bearings and other than marks from trash they were fine as were all the other journals and mains. The crank is cracked or bent or it may have had excess deflection. Deflection seems unlikely as that would have shown in other main bearings. One thing he didn’t mention was could he possibly have gotten a bad bearing which ended up installed on the #4 main ? Bad as in some materials weakness that caused it to fail. If crank isn’t bent or cracked that would be a possibility for the failure.
While not a true motor head I get them and as a former technical instructor I really like your explanations in terms that make sense. I may use the back 5 seconds arrow to listen again but when you're done I get it. Thanks Steve!
Super interesting stuff man. Love it! Running an engine as hard as this one went is never easy, love being able to see what the man himself thinks about it
Not as bad as it could have been. It will be interesting to see if Cleetus keeps this engine or if he goes with something that can handle the power he been throwing at this set-up.
Lack of maintenance as Uncle Bucko would say. When he ran Midwest Drag and Drive they changed oil every day. But Kevin Smith made sure they put oil back in. I'm looking for Sam to put out a check list. Since he was a F-4 crew chief.
I do enjoy watching a good engine autopsy after a high speed disassembly, hate to see the engine destroyed but you learn a lot about what can go wrong. 🤟
I have seen some drop valves and carnage, but I’ve never seen a valve head broken off and preserved in such a way. Must’ve been a program in Mullet for a safety and just shut off immediately.
Remember, the pass, or a couple passes before she come apart, cleet shook the tire and spun real hard and hooked hard when he let off. Wonder if it could twisted/bent/cracked, the crank when it did that. Crazy things happen at these power levels. Go back and watch his videos!
Great work Steve. Cleetus is hard on parts and you knew that going in, but he’s also a pretty stand up guy and owns his mistakes it seems. You guys will have a great future
I honestly didn't have too much hope in the block been repairable but it really doesn't look too bad... that valve sitting there and not a mangled mess was really surprising 👏👍 cheers for the tear down
Just a quick question could the crank been broken from before or did you check for cracks when you rebuilt it last time just curious. Like you said he was feeding it a lot of boost more than you suggested, right?
Can't wait to see what you got up your sleeve to try and handle how good OL' CLEET seems to have no problem just completely ignoring whatever boost limits you might give him! lol Your next build for him, hopefully an SMX, needs to be able to handle at least 25% more boost then what you tell him it can! LOL
im thinking the the main bearing said adios, sending its debris into the rod bearings causing them to check out as well. Then the rods said a final "Get to the choppa!" before finally giving up on life! What causes the main to give up, don't know, maybe the crank woosed out and folded a bit! Can't wait to see how the crank exam comes back!
well firstly he is not on hobby level that broken engine would mean whole season of saving money to put it together, he is there to be fast and win not to be safe and slow. Given he pushed his luck whole last season, would you upgrade to smx if your engine done whole season without problem? No, you would push your luck again, well it run out, stuff happens...
@@MstreetDriver Not correct. Most of last season Garret stayed within the boost limits that Steve Had informed him of. Last year year they only ran like 25 to 30 psi of boost. Late last fall is when that changed. Garret did consult Steve and made his choice to have Pete turn it up past that limit.
@@ritchschut1997 and what's incorrect on my statement? he was turning it up whole season and it lasted, of course he will not start this season on lower boost again
@@MstreetDriver he didn't push his luck all last season. He kept everything within safe limits until the last couple of events of last fall. They finally got a really good handle on the chassis right around the time Pete started tuning the car. Once Pete got the traction control sorted out, that is when they finally started exceeding the limits of that engine.
Just gotta admire the way he takes a engine appart, Like Ive never seen someone make it look that easy, he had all the right tools to not kill his back and I rlly like to see that
@@icandreamstream doubtful. people who have a need for the engine packages steve morris builds already know who steve morris is. they arent learning about him cause of cleetus.
Mike me and my fiance meet you at beach bend last year and we enjoyed meeting you your a good person and we look forward to meeting you again and your in are prayers keep the fight up brother!
I used to be a cord certified, ASE master technician! I was not a professional engine builder! I rebuilt quite a few engines and even put together some pretty spicy engines. The point is everyone in the comments saying he cooked the bearings from the 30 seconds of no oil Clearly did not just watch the same video! Let me explain a few different scenarios! If they had just assembled that engine and never put a drop of oil in the pan then yes there is a very big chance of failure from 30 seconds of run time! But when you drain the oil to change it there is still oil in the pump and lifters and many other places in that engine even on all the bearings, not a lot of oil maybe a quart give or take! But there’s still some oil ! And it was idling not two stepping like have the commentators keep saying! Was it good no but the man who designed the engine and built the engine just tore it apart and explained what happened! It was not an oiling failure! The crank either cracked and bent or just straight up bent, from a totally different scenario than not enough oil!!
I wonder if the water in number 8 may have been a partial contributor to the bent crank, possible hydro lock at some point through a weeping copper gasket? Also the fluid staining between the back of the head and block, maybe it slightly lifted the head once? Love the tear down video mate, it is always interesting to see what went wrong and why on these big power engines
@@rossilake218 YEP, Water in # 8 bore when head was removed. Had to come from somewhere. I'll bet hydraulic on initial crank, damage done, just took 2/3 pass to finish the job. Interested how long the car set since the engine was last turned off. 😝
Man I would love to get one of those broken pistons. I have a collection of pistons from blown engines and that would be awesome! Thank you for the video, I miss being a mechanic.
Just my two cents having seen this before. The rod cap you're throwing in the pan at 12:20 is intact and both rod bolts have the threads from the beam section of the rod still screwed to them almost like a helicoil spring. Then the damage to the backside of the rod journal at 15:25 is evidence of the rod cap getting jackhammered off the rod at rpm when the rotating assemble changes directions as its pulled back down to bottom dead center. Why would this happen? Number 7 and 8 rod bolts were not properly torqued. There's a much longer explanation to torquing rods to give them proper stretch. Even with torque specs I always used a rod bolt stretch gauge to confirm.
Hi Steve. Love your program. You threw a detached rod cap with two broken rod bolts into the sump. I’ve got a feeling your diagnosis should have started there. I’ve never seen a main bearing cause a big end issue like that. Usually the main bearing damage is caused by the run big end syphoning off all the oil flow.
Mind blowing the amount of force that must be required to pull a forged aluminum rod apart. Imagine pulling one of those connecting rods from either end so hard that it just explodes. Insanity !
@ 10:30 - if it didn't run at ALL once the valve head snapped, why are there multiple imprints scars from the edge of that valve head on the top of the piston??? I was trying to figure out why there isn't just one single strike impression?.....Unless perhaps the piston was still rotating slightly when it snapped the head of a left a few skid marks as it came to a stop?
Seeing Steve knock a piston out with a 1/2" drive ratchet makes me remember doing exactly the same thing except no one was watching. I also have to wonder how long a SM engine that was N.A. would last if it was tuned right and drove by a totally sane person? I know that's not likely to happen😊
We don't like being lied to!!! Glad your saving us from another let down of another blown motor. Hopefully cleats new smx gets us back to the winning circle
![Felix "Unfair" | [Stray Kids : SKZ-PLAYER]](http://i.ytimg.com/vi/Oswujxm2Ag0/mqdefault.jpg)
I feel better about starting it without oil 😂
oil is overrated
You dont need to worry about having oil
Idiot! :)
I think starting it without oil may not show any heat marks because it was only 30 seconds but it would not show how it can dent the bearing without having the oil cushion and start the galling process then the catastrophic process that follows. Plus there are only educated guesses after a major failure not usually a cut and dry answer because of the dynamics of an engine. We support you to fix it either way 👍👍
HELL YEAH BROTHER SMX is in the future?
Steve: It's good for 35.
Garrett: How bout 50?!
Great
More boost = more broken parts = more clicks = more $$$
@@bobroberts2371 you have to spend money to make money
That is exactly what happened.
@@patrickr2686 The problem is the fan bois of C McF k will trash engine builders after he breaks stuff ( see Texas Speed where C had to tell the fan bios to stop trashing TS ) . The danger is, all it takes is a drunked up fan boi thinking they are avenging C by burning the shop down.
Years ago I worked in a regular shop with a good rep. Someones drunken bar talk turned into an unstable guy damaging many cars as a way to impress their drunken friend.
Only McFarland Racing can break something so quickly and efficiently 😂
Starting up ANY race engine on NO oil will do that.
@@laneeric He literally said at the end of the video if it was an oiling issue the entire journal would've gotten hot.
@@laneeric nothing to do with it dummy
@@laneeric to be fair that did happen and i wonder if it got a slight bit of bearing smeared\galled onto the crank and from there it snowballed
@@tombeauchamp806 lmao
I absolutely love how verbal and open you are. It's so much easier to follow your thinking process actively watching you piece together the aftermath and see your gears turning as you figure out each puzzle piece. You are amazing, truly one of the world's best and smartest engine builders.....
Possibly you found just how much boost it takes to bend a crank? McFarland Labs should really wear their lab coats all the time :P I'm so impressed that there isn't more damage. The next build probably needs to be able to hold 70psi (but only Tell Cleetus it can take 50) :D Always have to allow that Florida man safety factor :O
Love the fact you are so open with the rare down so many engine builders would hide everything and only let you know what they want to know. You have nothing to hide and that’s appreciated
still takes a ton of skill, even if anyone can see what he's looking at he knows what he's looking at . a master is never scared of sharing as none have the experience to practise to his level, people who bodge stuff together are nervous around cameras
True but steve still does have his secrets he is not willing to share for good reason too. if everyone knew his secrets it could cripple his business.
@@andy.s5945 100 percent but that's the same with every industry/specialisation but his willingness to teach good practises and share his not so basic knowledge aside from a few secrets shows why he's the best about
He's pretty sure whatever happened, wasn't his fault.
@@harrythompson6977 was not denying that he is very informational , was just stating he doesn't share it all. but yes Steve is one of the few who will go into detail and you will leave his video actually learning something new.
Need to get ol' Cleet an "Is there oil in it?" sticker for the dash...
🤣🤣👍 For sure.
I was gona say the same thing lmao
Cleet used to have the T-shirt "If it's leaking, it's got oil"
And my personal favorite, "high on freedom, low on oil pressure."
Is it fair to say he's hard on equipment?
He sure knows how to fuck shit up.
Nothing to do with the failure
Watching guys like you and Kevin think out loud trying to put into words what your brain is processing is fascinating.
Agreed 👍
Send your wife over to my house
Fascinating, all my years enjoying drag racing I never got an inside look at the ins and outs of the otherside like this Steve. This is just great, observing the journey and evolution of your shop with CLEETER and Mullet. This is creating a real depth to the relationship of all the viewers to STEVE MORRIS ENGINES and Cleetus McFarland racing that has never been done before. This whole experience will be iconic for many years to come, I'm sure.
For the young gear heads (mechanically inclined) this offers real time visual experience to help put together the bigger picture. So important to visual and experietial learners. Such a GREAT CONTRIBUTION! BRAVO Steve.
Thank you.
I love how your dog seems to supervise. He doesn't wander around a ton, he's willing to chill in a spot he knows you're coming back to, it's funny.
Mullet sure kicked some ass over the time this engine was RUNNING.
dry sump and SMX time!! cant wait to see MULLET kicking ass again this summer.
Thank you @Steve Morris for the in-depth details as always :)
With the g-forces he's pulling, he definitely needs a dry sump system. Wet sumps just lose their ability to keep good oil flow, he's even talked about it.
@@octane613 I know Garrett never foreseen that mullet would be that fast but he should have never went LS to begin with the car should have been built with a dry sump system and a big block from the jump. It’s going to be a lot of work to swap it from a wet sump big block to a dry sump SMX but it needs it badly and he has a great team behind him to get it done.
I like how cleet Collabs and does business with all the smaller channels and helped All of their channels grow …like KSR …Steve Morris. And real good at doing stuff with Pete it’s just shows what a great guy Cleet is
Garrett knows how to create partners. To me that was key to my success. If you can cultivate and surround yourself with great partners, everything is easier and more likely to succeed. Everyone grows together. Very different from the I win you lose mentality.
Plus heavy D, pfi speed, scs blog, jh diesel etc etc
Pete what’s his channel I wanna check it out
Steve morris has a small channel but he is well know for being one of the best engine builders in the industry of drag racing.
@@joshuarichardz6010 Engine building period!
that engine owed cleet nothing!!! the fact it made it through last year is amazing lol. good work steve, and CLEET, Mullet needs a SMX!!!!!!!!
@@bigboreracing356 Steve broke an SMX, so shit happens
@@bigboreracing356 everything breaks eventually
He would have to do a lot of work to mullet to get an smx
@@nickcollins1528 Not really. Just all the accessories to go dry sump and he should be good to go
@@KJ-kw7gh
Bad parts broke Steve’s. Not shade tree mechanics. Tuners going against builder’s advice and limits.
It is a race engine. It needs to be rebuilt very often. I think you did a fantastic job building that motor. If he would have kept the boost to under 35psi it would have made it thru multiple seasons.
So mullets rebuilt BBC will be in Ruby, Mullet will go SMX, Rocky gets Ruby's old engine, and Mcflurry keeps getting the newest Godzilla parts. That will be a pretty great lineup once everything is running smoothly. I wonder if James will go back to Ruby or stick with Mcflurry.
We need Tye driving Mcflurry.
@Erikk Hyndman I don’t think James is a better driver than cleet.
Wouldn’t say cleetus is much better than James either tho
Everyone keeps forgetting Leroy
@Erikk Hyndman don’t forget Cleet is a mother effin wheel man
Ruby feels like the odd one out when you sum it up like that
Looks like you're becoming a forensic scientist I like the way you explain everything in detail
I tried to make sense of it. Result:
It seems like the oil pump is on that side so 7/8 will be the last pair to get lubrication again when you run without oil. The heat is on the ' wrong side' of the bearing and since Steve had trouble to find an explanation for it, I think it's the aftermath of Cleet being 'an idiot'/making a mistake. Read below if you're interested in my reasoning.
My full explanation:
The engine was sitting in the shop with no oil in it so all the oil remaining in the engine/bearing flows to the bottom. Then the engine is started without oil and naturally the bearing side that is on top will heat up first, cause almost all oil has ran down to the bottom part of the bearing cause gravitation is real.
Same with the pistons. You don't know at what position the crankshaft came to halt, but if you look at it it's likely that that the crank part of 7/8 was pointing down. You can see that the spot where the heat was is facing up both times if you rotate the crank.
The way Steve explained it the bearing of the rods are fed from the crank bearings. After Cleetus put oil back in the pressure in the oil system is starting to build again. All the oil is pumped into the engine again and will take the path of least resistance. That means that almost all oil will flow past main bearing four so the dry side of that bearing four will get most heat of all crank bearings. When the oil finally gets to the rods most oil will flow past rod bearing seven till rod bearing eight has built pressure and bearing seven will finally get full oil pressure.
If I understood Steve correctly, it all makes sense.
The part I like most about Steve Morris engines is that Steve Morris builds the engines
A crankshaft analysis report with your vendor would be a very interesting vid if they would be up for it
Hey, at least those fuel rails are nice and easy to take out now!
is that how a v6 is made ?
Extreme active fuel management
Land Rover did that with their V6.
231s were made that way.
a chevy 4.6 v6 is basicly the front 6 holes of a 350 .. they share a bunch of the same parts too
@@scootersfrog The Rover V6 is *actually* a V8 block though, but with the back cylinders not bored out. Very odd looking.
Congratulations on 200K Steve. Well Deserved.
Really like these dissecting videos. blown up a lot of engines over the years some I know why some I didn’t. Always great to learn something new.
Thanks for the failure analysis. Highly unusual for sure.
Props for being open and honest. Most builders would keep it low key. Much Respect. Unreal to see a valve in the bore relitively untouched.
i said 200k by june, you blew passed that, its good to see people interested in more then just the fun side of racing, the hearts been built and no fluff and bs aproach makes it easy to learn something from every vid you drop. congrads on that milestone,
Steve is on another level. It is great watching him and he is doing very well these days in front of the camera! Hell yeah brother
I'm calling 1 million by Christmas
Pretty interesting stuff Steve I love how you take things apart show everyone and discuss what you found channels great Love the content make everybody feel part of the team Thanks a lot !
Great forensics work Steve. He doesn't assume anything and creates a theory based on evidence alone. 100% agreed, there is an issue with the crank bending and grabbing that bearing. Hydro, over-boost, crack? Who knows. I think we will find out more once that crank gets to the "crank-shop". Interesting there was some water in 7 and 8...
There was only water in the one cylinder, and a tiny bit in the cylinder in front of it. If you pay close attention I already knew there would be water in there. Look carefully at the block and you can see what looks like oil discoloration on the back side from a lifted head, which makes sense with that being the piston that smacked the head good and hard.
@@donm9090 Yep. You're right.
This is exactly the reason if i ever buy a built engine its coming from yall. Only builder i know of willing to give away priceless knowledge. Steve, you are a true hero to some of us!
It has never occurred to be that a damaged main bearing would contaminate the oil feeding the rod bearings down stream, but after a little research about how the oiling system in an engine works, it makes perfect sense. The snapped valve, destroyed rods and rod caps, and half-smoked rod and main bearing surfaces on the crank made this such an interesting failure analysis.
Man I love this content. This is way better than shop class. Keep it up Steve.
Thank you so much Steve for keeping us up-to-date and showing all the ends and out of that motor it’s all inspiring. Thank you for sharing your knowledge.
Hi Steve, when mullet did a wheelie and banged down scuffing the track could the kinetic energy involved in hitting the track along with the energy in the rotational mass damage the crank etc. Just a thought, thanks for another great video.
That is a great question.
That's maybe possible. I was thinking about what has happened when the engine was running with no oil for a while. My conclusion seems reasonable too.
It seems like the oil pump is on that side so 7/8 will be the last pair to get lubrication again when you run without oil. The heat is on the ' wrong side' of the bearing and since Steve had trouble to find an explanation for it, I think it's the aftermath of Cleet being 'an idiot'/making a mistake. Read below if you're interested in my reasoning.
My full explanation:
The engine was sitting in the shop with no oil in it so all the oil remaining in the engine/bearing flows to the bottom. Then the engine is started without oil and naturally the bearing side that is on top will heat up first, cause almost all oil has ran down to the bottom part of the bearing cause gravitation is real.
Same with the pistons. You don't know at what position the crankshaft came to halt, but if you look at it it's likely that that the crank part of 7/8 was pointing down. You can see that the spot where the heat was is facing up both times if you rotate the crank.
The way Steve explained it the bearing of the rods are fed from the crank bearings. After Cleetus put oil back in the pressure in the oil system is starting to build again. All the oil is pumped into the engine again and will take the path of least resistance. That means that almost all oil will flow past main bearing four so the dry side of that bearing four will get most heat of all crank bearings. When the oil finally gets to the rods most oil will flow past rod bearing seven till rod bearing eight has built pressure and bearing seven will finally get full oil pressure.
If I understood Steve correctly, it all makes sense.
@@CrossEyedLion85 I think you would see more damage on the rest of the bearings if a dry start caused all of this. Oil hangs around as a film, I am sure it didn't do any favours to the bearings starting it with no oil, but no load and a short time isn't going to make a lot of heat. It was also mid Sick-Week so I don't think the oil was out of it for long, leaving more of a protective film behind than if it were drained and sat for a while empty.
I say starting it up without oil started the chain of events that bought on her demise. Your outta here.
@@seangreene64 Why do the rest of the bearings look fine if that is what started this?
I had a '74 Z28 with a 355 in it. Raced it all weekend, had a blast in it. Got all the way home, and heard what sounded liked something scratching on the underside of my hood. An instant later, there was a loud snap, and what sounded like a power hammer going crazy. Pulled the right side valve cover, and the #4 exhaust valve spring is laying on the head. Valve stem barely above the guide. Pulled the head to find the valve head stamped into the piston top. The cylinder was cracked all the way down. As a 21 year old Airman First Class in the AF, my bank account struggled to get a new engine in that car.
I just finished watching your SMx rebuild and it was so informative, entertaining and passionate. I mean to have a beautifully powerful engine have a catastrophic fail yet end up with so little damage and finally repair that engine to the point where you wouldnt even believe it was damaged, shows just how well you know your business. Steve, I'm so grateful to experience your channel, thanks
Couldn't wait much longer for this content. Steve please keep feeding my addiction 😜
Steve you’re the man!!! I have a feeling mullet will be back stronger than ever! I think the first motor was a gem and Cleetus got away with losing it to the limit nonstop.
He definitely got lucky with that first engine, unfortunately this one wasn't up to the task
@@jeffgayzose8129 same engine. But refresh.
Congrats on passing 200k. Well deserved 👍
Never underestimate the destruction old Cleetus can do…..hard to bend the crank lol
@amafli460,you'll get that on these big job's!!!
SM - "The crank is hard to bend". Cleetus took that as a challenge and WON !!!! LOL
it`s a v6 with cylinder deactivation ! = yeah i seen some blown blower motors and that one is a good one ! = THANK`S STEVE !
Being a 50 yr old healthcare professional. I appreciate SM for his in depth knowledge and analysis of engines. Kudos to you sir. I appreciate your content.
Things are going to happen when you run engines to the very edge of every parameter and limit. It says alot for the engineering and build that the engine, and the heads, sill rotate and could realistically be saved. Great information and awesome video. Now to order some merch for a shot at a driveshaft!
Absofrigginlutely
You are absolutely right, and you highlight what makes Steve good at what he does. It's one thing to say "what would you expect at these kinds of loads and pressures? Things are going to break!" and something completely different to say "Let's find out what did, so maybe we can improve it, or learn from it, and push the limit even further next time." Engineering is a process and Steve is good at it because he loves it.
i have 0 clue on the day to day operations at SME, but if steve is really down in the trenches getting his hands dirty despite already having a massive name/brand, that's extremely commendable.
granted this is cleet's engine and he went to their shop and all that, so maybe it's a "one off" thing just for cleet's, but if he really is down in the trenches working every day? mad props.
Steve didn't just tear down the engine for Cleatus and us, he wants to know why it failed. The only way to improve a product is to know what needs improving. He has to know where the weak points are in a build, and you do that by tearing down broken engines.
@@victormaniaci2104 yes im aware, but what im talking about is if *he* specifically does this on the *day to day* or only because it's cleet's engine where publicity and reputation will be much more impactful.
he has the employees to do it, you can see several of them in this very video... and if they work there then they're all more than capable of disassembly, diagnosing, and repair without the boss man needing to get involved like it is in most businesses.
I don't know why, but this is my favorite video so far.
Watching you explain and think through the problems on camera and explain the possibilities in a very easy way to understand is the best.
I seriously watched this 2 times to make sure I didn't miss anything, lol.
Looks like an easy rebuild compared to most. Depending on that crank...
Steve you need to sign it marking it as your shaft.. gigging lmao 🤣 and just a simple note saying what it was in and when it broke so it can be wall hung and the story right on what happen to your ... shaft hahaha 😆
Every time I have done an inspection on an engine that has has come to an early demise I am always amazed, baffled, fascinated, and surprised with carnage and or lack there of and Mullet’s engine certainly has certainly done all of that. Before Steve started doing the autopsy on Mullet’s engine I would have bet good money on one or more of the main webs of that cast block would of been cracked and or the crank been broken/cracked. I am amazed that the heads are in as good of condition that they are and that none of the push rods and rocker arms are not damaged. Equally fascinating is that on initial inspection the block appears to be repairable. I would of liked Steve to have tapped the crack with a steel hammer to see if it still rings. I definitely am interested on what Steve’s “crank shaft” guy will have to say about Mullets crank after he checks it for straightness and for cracks.
Steve the videos just keep getting better and better 💪🏼😎
I just wanted to tell you thanks for explaining things. About an engine and to see a break down and such. I keep having to learn and look up the terms for things you say cause I'm not a mechanic in any way shape or form. Please continue with your channel with or without Mullet. I find what you do fascinating.
great work Steve, Mullet needs an SMX an this can be rebuilt for Ruby!
Lets goooooo brother, can’t wait for version 3 🔥🔥🔥🔥🔥🔥🔥
It must be nice to have a customer who will test your stuff to failure without blame. Gotta be some valuable data.
Bought me some Boostmaster merch in hopes for some cool broken stuff, no luck of course. But always happy to support! Great video Steve!
I'm fairly sure I didn't win anything cool. Got a notification that my order was delivered "in your mailbox." : (
As an Engineer, I love examining failure. You can learn so much about all sorts of topics.
Not so much fun when it's my design that's failed. My immediate reaction is to wonder what state my CV is in 🤣
Glad I'm not the only one! 😂
Could the main and rod bearing failure be caused by the dry startup (no oil) event?
💯
It seems like the oil pump is on that side so 7/8 will be the last pair to get lubrication again when you run without oil. The heat is on the ' wrong side' of the bearing and since Steve had trouble to find an explanation for it, I think it's the aftermath of Cleet being 'an idiot'/making a mistake.
Thanks for taking the time to show us the tear down.
Looks like a great assessment of what happened. I think you are spot on. Why the crankshaft bent is another story.
Steve, I noticed the 7-8 journal is cooked in the same hemisphere as the #4 main. Is that simultaneous coincidental damage, or serial causation? Is the oil flow path from the pump through the crank, back to front?
Each main feeds adjacent rod , each main fed from common galley .
Awesome to see that engine gone through.
Before watching this, another exciting video from Steve Morris Engines, I'd like to point out that SME has reached 200K Subscribers as of 2/27/23. Congrats Steve & Co.!
I’m glad to see the four legged supervisor is doing his or hers job. Lol
Facial expressions at 24:20 priceless. Great Forensic Breakdown.
Great video Steve, really neat how you went through the details of the break down. looking forward too seeing what’s the next step for Mullet.
Reading the parts and material is so impressive. You are just speaking your thoughts and troubleshooting logically. Such a great video!
Did running it w/o oil 2x cause the main damage? Still, with only half the main damaged, it could be the crank still.
It only ran without oil once..
He said that it wasnt an oil problem. And when did Cleetus run it without oil the second time?
Not a dry start issue. A dry start would have shown excessive wear on all the bearings and other than marks from trash they were fine as were all the other journals and mains. The crank is cracked or bent or it may have had excess deflection. Deflection seems unlikely as that would have shown in other main bearings. One thing he didn’t mention was could he possibly have gotten a bad bearing which ended up installed on the #4 main ? Bad as in some materials weakness that caused it to fail. If crank isn’t bent or cracked that would be a possibility for the failure.
While not a true motor head I get them and as a former technical instructor I really like your explanations in terms that make sense. I may use the back 5 seconds arrow to listen again but when you're done I get it. Thanks Steve!
Super interesting stuff man. Love it! Running an engine as hard as this one went is never easy, love being able to see what the man himself thinks about it
Not as bad as it could have been. It will be interesting to see if Cleetus keeps this engine or if he goes with something that can handle the power he been throwing at this set-up.
Did you see the four SMX blocks in Friday's video? Something tells me three of them are not for Cleeter. 😉
Not so much power. It seems like maintenance is killing the engines.
Lack of maintenance as Uncle Bucko would say. When he ran Midwest Drag and Drive they changed oil every day. But Kevin Smith made sure they put oil back in. I'm looking for Sam to put out a check list. Since he was a F-4 crew chief.
This motor won't be going back into Mullet again 1000%
@@SCOOPFREEt might not go back in mullet but it could go in ruby.. if it’s fixable haven’t watched enough to know if it is yet
Hopefully, we can live in a world where pistons and valves can get along...🙏🙏
😂 That’s a great slogan for a t-shirt.
I'd say that valve head and piston had a very close relationship, does that count?
Well if they love each other enough they will soon kiss
@@cixcer3821 😁😅
@@--_DJ_-- 🤣
I do enjoy watching a good engine autopsy after a high speed disassembly, hate to see the engine destroyed but you learn a lot about what can go wrong. 🤟
I have seen some drop valves and carnage, but I’ve never seen a valve head broken off and preserved in such a way. Must’ve been a program in Mullet for a safety and just shut off immediately.
i love how the shop dog is always hanging out during the cutscenes sniffing around looking for horsetorques
Remember, the pass, or a couple passes before she come apart, cleet shook the tire and spun real hard and hooked hard when he let off. Wonder if it could twisted/bent/cracked, the crank when it did that. Crazy things happen at these power levels. Go back and watch his videos!
I doubt you could bend a crank through a torque converter, but I could be wrong.
@@--_DJ_-- 3500hp does crazy stuff
@D J steve has talked in other videos about tire shake, i wanna say, cracking blocks or something similar on some of his other high hp engines.
@@fourstarman1 There are a lot of other components to absorb the shock before it gets to the crank.
@@fourstarman1 I can see that in a car with the engine rigidly mounted in the frame. That is a lot different than bending a crank in my mind.
Nice content. Perhaps Cleetus needs to get that SMX, and then rebuild this baby and throw it in something lighter, like maybe Leroy...
I'd like to see a SML in Leroy
@@sv4207 SML would be too fast for Leroy.
@@CoconutMigrating Too fast isn't a bad thing, is it?
Just means they can run it at 25 psi instead of 45...
Great work Steve. Cleetus is hard on parts and you knew that going in, but he’s also a pretty stand up guy and owns his mistakes it seems. You guys will have a great future
0:37 glad to see the supervisor is keeping an eye on the work. 🐶 😆
I honestly didn't have too much hope in the block been repairable but it really doesn't look too bad... that valve sitting there and not a mangled mess was really surprising 👏👍 cheers for the tear down
Just a quick question could the crank been broken from before or did you check for cracks when you rebuilt it last time just curious. Like you said he was feeding it a lot of boost more than you suggested, right?
Can't wait to see what you got up your sleeve to try and handle how good OL' CLEET seems to have no problem just completely ignoring whatever boost limits you might give him! lol Your next build for him, hopefully an SMX, needs to be able to handle at least 25% more boost then what you tell him it can! LOL
im thinking the the main bearing said adios, sending its debris into the rod bearings causing them to check out as well. Then the rods said a final "Get to the choppa!" before finally giving up on life! What causes the main to give up, don't know, maybe the crank woosed out and folded a bit! Can't wait to see how the crank exam comes back!
well firstly he is not on hobby level that broken engine would mean whole season of saving money to put it together, he is there to be fast and win not to be safe and slow. Given he pushed his luck whole last season, would you upgrade to smx if your engine done whole season without problem? No, you would push your luck again, well it run out, stuff happens...
@@MstreetDriver Not correct. Most of last season Garret stayed within the boost limits that Steve Had informed him of. Last year year they only ran like 25 to 30 psi of boost. Late last fall is when that changed. Garret did consult Steve and made his choice to have Pete turn it up past that limit.
@@ritchschut1997 and what's incorrect on my statement? he was turning it up whole season and it lasted, of course he will not start this season on lower boost again
@@MstreetDriver he didn't push his luck all last season. He kept everything within safe limits until the last couple of events of last fall. They finally got a really good handle on the chassis right around the time Pete started tuning the car. Once Pete got the traction control sorted out, that is when they finally started exceeding the limits of that engine.
Could a no oil start up cause the bearing to hit the crankshaft?
Yea I was thinking the same thing I thought he said they did that. Plus maybe it just got hot on that spot and caused the crank to be distorted.
Doubtful. Any damage caused would be seen throughout the crank.
The informed, (by engine experience), investigative work; keeps me glued to this video, for the clues to what may have happened. Outstanding stuff!
Just gotta admire the way he takes a engine appart, Like Ive never seen someone make it look that easy, he had all the right tools to not kill his back and I rlly like to see that
I bet Cleetus was bartering merch design and shipping for an SMX 😆
to be fair, his exposure is probably driving Steve millions in engine sales
@@icandreamstream doubtful. people who have a need for the engine packages steve morris builds already know who steve morris is. they arent learning about him cause of cleetus.
Cleetus' Cylinder Deactivation System, from V8 to V6.
Great video as always 👍👍
Hopefully Cleet learned his lesson about running high end engines without oil
Not likely 😂
wow....i got a small block here looks just like it lol...#4 main burnt...#7 rod broke #7 valve bent etc etc lol
Mike me and my fiance meet you at beach bend last year and we enjoyed meeting you your a good person and we look forward to meeting you again and your in are prayers keep the fight up brother!
Do you think him starting it without any oil in it contributed to this Steve?
No. Dummy.
It couldn't have helped any.
@@elpres2024 Dummy? Cleetus is married kid.
@@budddove6480 make sense bitch ass
@@anthonywelliver9050 Definitely not.
You CAN rebuild him, but should you lol. Would be sweet to see Mullet get an SMX and see this engine as a backup for Toast or Killa B
I used to be a cord certified, ASE master technician! I was not a professional engine builder! I rebuilt quite a few engines and even put together some pretty spicy engines. The point is everyone in the comments saying he cooked the bearings from the 30 seconds of no oil Clearly did not just watch the same video! Let me explain a few different scenarios! If they had just assembled that engine and never put a drop of oil in the pan then yes there is a very big chance of failure from 30 seconds of run time! But when you drain the oil to change it there is still oil in the pump and lifters and many other places in that engine even on all the bearings, not a lot of oil maybe a quart give or take! But there’s still some oil ! And it was idling not two stepping like have the commentators keep saying! Was it good no but the man who designed the engine and built the engine just tore it apart and explained what happened! It was not an oiling failure! The crank either cracked and bent or just straight up bent, from a totally different scenario than not enough oil!!
I wonder if the water in number 8 may have been a partial contributor to the bent crank, possible hydro lock at some point through a weeping copper gasket? Also the fluid staining between the back of the head and block, maybe it slightly lifted the head once? Love the tear down video mate, it is always interesting to see what went wrong and why on these big power engines
That thing grenaded in short order. Hydro/mixture over pressure.
@@rossilake218 YEP, Water in # 8 bore when head was removed. Had to come from somewhere. I'll bet hydraulic on initial crank, damage done, just took 2/3 pass to finish the job. Interested how long the car set since the engine was last turned off.
😝
Man I would love to get one of those broken pistons. I have a collection of pistons from blown engines and that would be awesome! Thank you for the video, I miss being a mechanic.
Love the detailed breakdown helps when learning about engines
Just my two cents having seen this before. The rod cap you're throwing in the pan at 12:20 is intact and both rod bolts have the threads from the beam section of the rod still screwed to them almost like a helicoil spring. Then the damage to the backside of the rod journal at 15:25 is evidence of the rod cap getting jackhammered off the rod at rpm when the rotating assemble changes directions as its pulled back down to bottom dead center. Why would this happen? Number 7 and 8 rod bolts were not properly torqued. There's a much longer explanation to torquing rods to give them proper stretch. Even with torque specs I always used a rod bolt stretch gauge to confirm.
Great information and video production! Great music too!
Hi Steve. Love your program. You threw a detached rod cap with two broken rod bolts into the sump. I’ve got a feeling your diagnosis should have started there. I’ve never seen a main bearing cause a big end issue like that. Usually the main bearing damage is caused by the run big end syphoning off all the oil flow.
This goes to show you what a good driver does to save an engine. Props to Cleetus, though I figure he is still fitting the bill.
Mind blowing the amount of force that must be required to pull a forged aluminum rod apart. Imagine pulling one of those connecting rods from either end so hard that it just explodes. Insanity !
@ 10:30 - if it didn't run at ALL once the valve head snapped, why are there multiple imprints scars from the edge of that valve head on the top of the piston??? I was trying to figure out why there isn't just one single strike impression?.....Unless perhaps the piston was still rotating slightly when it snapped the head of a left a few skid marks as it came to a stop?
Seeing Steve knock a piston out with a 1/2" drive ratchet makes me remember doing exactly the same thing except no one was watching. I also have to wonder how long a SM engine that was N.A. would last if it was tuned right and drove by a totally sane person? I know that's not likely to happen😊
We don't like being lied to!!! Glad your saving us from another let down of another blown motor. Hopefully cleats new smx gets us back to the winning circle
Thanks for the run through Steve