Crankshaft Design with John Callies (2023 - Episode 42)
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- Опубликовано: 14 июл 2024
- In episode 42, we step into the classroom with “professor” John Callies for a technical deep dive into crankshafts.
Starting with the basic nomenclature, features, and differences between standard and racing cranks, and taking us all the way through the specifics of crank grinding and re-work tolerances, Callies delivers a treasure trove of knowledge and insight like only he can.
In this video you’ll learn about the tools he uses, his do’s and don’ts, and some of the incredible tips & tricks he’s collected over his half-century of building winning engines.
Bookmark this one. It’s an episode you’ll definitely be going back to again and again. 
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John is the MAN.
Thanks for this great video!
Couldn't agree more!
Fascinating stuff! Especially the oiling considerations.
I learned a lot. Thanks! 😊
Best explanation ever. Thankyou sir
Thanks for watching!
I need hours of that.
Great video! Thank you John Callies!
Glad you enjoyed it!
Very informative presentation! I'd like to learn more about proper versus improper oil hole chamfering.
Chrysler also installs the thrust bearing in the center main. I thought GM , Chevrolet in particular, (I’m not sure about BOP) placed it at the rear so the crankshaft would be isolated from forces imposed by the clutch fork and throw out bearing. If the main concern is axial location of the crankshaft, then center main is where I would choose.
I could listen to this man tell racing stories all day. Good sense of humor too
Wow!! So much to know.
Thanks a Mint , Mr.Callies !!!
excellent vídeo, regards from buenos Aires Argentina
Thanks for sharing !!!
Love the info, thank you.
Thanks John.
Great Crankshaft Tech.
Very good video.
Great explanations.
Thanks for sharing your knowledge and experience.
Take care, Ed.
the reason you drill a hole in the crankshaft is for strength. it was first used in the developing of the crankshaft for the Merlin Rolls-Royce during ww2
John would like to set oil pump flow and not pressure, but with the pump being driven by the crank the pump speed changes with RPM which effects flow. Also oil viscosity effects flow, so it's not easy to control oil flow rate.
FYI... Shaftech listed website on that slide is incorrect. Its missing an "h".
Top Man thanks from UK.
Now you can have the best prepared crank in the UK for your little, oil leaking, four cylinder, piece of trash.
Get to it!
@@YouCantSawSawdust Yes indeed. Oh for a big 6 or 8 diesel.
A lot went over my head but these old stock engines hold up pretty good considering .
When I started with crankshafts there was no computers.
No one does it better than the Germans, back in the 70s in the Old Country Palestine I used to work on Mercedes-Benz diesel trucks, some of the crankshafts had the counterweights bolted on, so we have to pay close attention when we dismantle them, some of the crankshaft had a gear on the back of it instead of a rear crankshaft seal, as the crankshaft rotates all the oil that drops on the back of the crankshaft onto the gear will be send back into the oil pan using centrifugal force .
Just (1) question..
There is a inherent problem in the traditional Small Chevy oiling system he doesn't mention and i wish to know if "CALLIES CRANKS" ever produced or is producing a "FIXED CRANKSHAFT" to address this?
On a traditional SBC GEN 1 Engine, the upper saddles are what produces the oil feed from the main passages in the lifter valley where pressurized oil comes down around cam then through to the mains into each main journals to be then fed to the rods..
Problem is the main "SADDLES" have no oil being fed to them, and traditional SBC Crankshafts have only (1) oil feed hole on each main journal, thus as soon as the crank journal enters into the "SADDLE PORTION" of the mains each revolution, it is removed from pressurized oil thus cutting off the oil flow to the rods 180* of the crank rotation...
The solution is a relative easy fix... By having (2) oil feed holes on each main journal 180* out from each other with generous chamfered, thus fixing the issue and providing the rods with pressurized oil flow that is constant for the entire 360* duration of rotation of said main journals thus the rods are constantly fed as the engine runs.
Does Callies use (2) oiling feed holes on each main journal?
For whatever reason i cannot reply to the reply made here.
So i will say i disagree, and Callies can be the 1st to either cross drill the mains so that the rods have 100% of the time pressurized oil or not.
You're not gonna lose any pressure, and can only get greater durability.
I thought that when Rolls Royce developed Merlin engine, drilling crank improved service life rather than weakened crankshaft?
Wouldn't drilling a V-8 crank do the same thing if hole sizes were optimised?
Zoom in on the display to help us better understand what you are speaking about. The camera is too far away.
F💡RD
Quite interesting , you say drilling the big ends does not contribute to crank strength. I surely has no compareable experience , but nearly all who does , say it will improove the crank.
Now.. i can see why and how it could make a crank stronger. Simply less force due to less mass affecting thenweakpoint of the crank.
That i figured but could be wrong.
Now , if you would explain why its bad , I would be very interested. People who have no idea like me , are stupid. That simple. But those who don't ask , stay stupid.
I do not want to be stupid.
Help
Me.