WOW!!!,,they could allmost show this in the big screen movie theaters as a 2 hour feature film!!, ,,beautyful!! I was on edge of my seat when drilling oil holes!!,,,incredible!!
We really do this because we want to make the best parts and engines available. With the most design finesse etc etc. It's a passion for us. The down side with doing things this was is that they're not always the best business decisions. But we feel it's worth it!
I really need one of these engines. Can I fly over and sit next to one of the team so I can build my own using the parts on the shelf? I promise I won't get in the way and I'll get the beers in! 😂 Outstanding engineering. If any bare tall blocks need scrapping, please remember me! 😂👍
That whole part hard milled? i would assume so based on the coolant and amount of smoke generated. If so that is a VERY impressive setup. Props to whoever did the cam and setup for this machine.
It produces a better end product. No internal residual stresses or small tolerances because of heat treating. And gives a quicker turnaround time also. But the machining process is more difficult and expensive of course. Anything for a better product!
I often thing about how good a 3 vale set up would be in this kind of application. You could run one huge intake and 2 little exhaust . I think the benefit would be the ability to run a flatter valve angle. Seems 8 degrees splayed @5&3 seem to net the best result on the intake from what I have seen . Also with a large Dia intake valve you get really good low lift characteristics due to more curtain area of a large valve over 2 smaller ones with the same square area. Also at high rpm with a large valve and a engine that can pump well, the intake port column inertia and velocity would be much better that 2 small ports. On the exhaust side buy have 2 valves you could open one slightly before the second thus dropping the cylinder presser with a small square area to a more manageable pressure before the total square area of the valve has to open against the cylinder pressure. I watched a smart sweed build the 3 valve for his nitro harley and though he was on to something . He also seen a big increase in VE even with a forced induction application buy delaying the exhaust pulse and bringing it closer to the intake opening event thus getting more effect in the overlap due to scavenging . And I say again even with forced induction . Cheers love what u guys are doing make me want to leave my job and break out on my own!
Yes 2 stroke conversion, Exh must open fisrt for blowdown then intake for loop scavenging, Must have a bafl;e to prevent short circuiting of air charge and make for a swirl loop charge!
Instead of the traditional vase on pedestal you see in peoples houses i just want this on a pedestal. Its much better looking than any vase i have ever seen.
Thanks! This is our custom design crankshaft for the Thor engine. It's the worlds highest power/mass ratio OEM circuit racing engine. 4 liter inline four.
We are set up to be able to make custom cranks for most engines. However, our extreme performance design only makes them cost effective for very high performance situations. We usually recommend traditional crank manufacturers for most inquiries.
Since this a type of 2 stroke, what oil are you using, i got my rotary on amsoil dominator synthetic 2T at 11.50 per quart. im thinlking of going with motule 800 2t but it hard to find unless i buy it onlione for an outragous price. What oil do you run in this poppet valved u-loop charged 2 stroke and do you run stock OMP oil injevtion pump or do you premix this thor 2 stroke! What do you think of klots techniplate R-50 2 stroke SAE 50 oil!
@@ElmerRacing - must be a custom crankshaft, customers paying for the extra machine time. I have a degree in machining and managed a QC dept. Production side, you'd never tie up one machine for 3-4 hours to make 1 part. Especially when you could turn the diameters in a CNC lathe in about 5min.
Nive 2 stroke here, u-loop scavenged! hehe brapp, lovbe the 2JZ 2 stroke 3L conversion though and i just got one scrapped. I got it on amsoil dominator 2T synthetic like my rotary! So far she loves it!
That crank is heavy duty!! Flat plane!! How do they drill so deep without a peck cycle? I have seen them do an entire crank including drilling completely dry. No coolant at all. Even the drilling!! Mega speed and feed. Probably 100 inches or more!!
Mitsubishi and Walter Titex are among several companies who make special long drills. Typically, the drill is carbide and requires a precise pilot hole to start. If you watch in the video, the drill enters the hole at low rpm/feed and then kicks the rpm/feed up. Before fully retracting, the rpm is dropped so the tool doesn't whip around. No peck is required if the drill is "coolant through" meaning there are hollow passages in the drill and high pressure coolant is fed through the spindle, through the drill and exits at the tip flushing the chips up the flutes.
Do you get help with the programming or is it all done in house..presumably done off line on a cad cam system or is this built into the Celos controller?
Main bearings are compatible. Will probably turn over in a stock 944 block. But connecting rod bearing size is chosen to match our full custom rods on our Thor engine. Recommended to drop in a full Thor engine instead :)
Cost, time, quality and strength basically. For large quantities, the cost part turns the other way though. And for really high quantities the time part also turns the other way.
ElmerRacing there’s a new guy in the top fuel crank shaft buisness the company is called EVO crankshafts. He has a proprietary Finnish process where it’s polished before nitriding . He might have a web site and he is new but his product is far greater that ANY CRANK MADE after we got it figured out we made 24 passes on 1 of his cranks with less than 1degree twist between journals . With the top of the line forged Bryant billet m300 crank after 6 runs we would see 6-12 degrees of twist per rod journal. Only Bummer is he a old time with buisness cards and a flip phone😂
ElmerRacing are you using APP for you aluminum and forging? I BELIVE that the reduced tooling time and added strength of rough forging or even close to net forging is the only way to go . I like to think of aluminum like the grain structure in WOOD . The tighter the grain the stronger the part and by rough or net forging you align that grain structure to complement the geometry of the part!! My father was the first guy to make a lol” billet “ cylinder head in 1981 for nitro and alky 426 hemi in drag racing . I remember the rolls of paper tape with hole cut out for tool paths !! Back when CNC was computational numeric cutting and not computer numeric cutting . Now we got a okuma 8 axis and it so complicated we can only make blower rotors on it after 7 year at are shop😔
We do no heat or surface treatment after milling. The raw material is already in it's final state when we machine it. Should be very very good. But testing will tell.
ElmerRacing you finish with a mill? No polishing the journals ? Who is doing the engineering are u using unigraphics or solid worx? It looks very good and the tooling is super! If your not treating the crank are you coating the bearing? You mention piston guided BME was a big player in introducing that tech to nascar and drag racing . Did you narrow the big end width of the rod and narrow the bearing ? Them 4 bangers have a lot of Bering length aka width. Last question do you run sugar scoops on the crank oil galley hole @ main journal surface ? I remember you saying your going to spin it up around 10g . We cut a little relief like a paddle on the back side of the oil galley in the main. I can’t tell but your main journal dia looks healthy like 2-3/4 . In the hemis with the 3” main journal we found a problem getting the oil out to the rod because of the higher peripheral speed of the oil due to the large diameter . If you think about it all the forces at play on the oil want to shove it in the opposite direction as where we need it to go. Buy cutting the relief on the trailing edge surface when engine is rotating act like a paddle and forces the oil down in to the rod galley
I wanna go the full yards and rework this 5 valve genesis engine I bought. It would be interesting to see what kind of power a 20 year old engine can make. Its got a 3 angle, I'm sure 5 would boost it up, maybe oversize the valves probably one of ferreras strong weight saving valves. bore the cylinders to increasing from 1002 to maybe 1100 or so. Drop in a beefed DOHC to match New head flow characteristics , New crank I'm leaning towards a tuff finish. Hypereul pistons, forged aluminum rods or steel not,sure what would be better. Drop a 6th gear into the trans from a compatible gearbox, beef up the oil pump and delivery system. It's carbed so supposed to be better for power but would be curious how fuel injection would respond. In essence I would need two different builds. Problem is I'm sure creating everything would be well over 90 grand just to have a one off of a "Sport touring" that dosent have ABS, traction control, and barely has a temp guage. Lol. But these 4 valves can push a lot of power, my inner bro wants to know what can be done with 5.
awesome work! curious as to the advantage over forged though. the grain flow on a forged crankshaft really helps the fatigue properties, so other than looking absolutely beautiful, is the billet crank any better?
ElmerRacing What is a myth about it? I'm gonna call BS there. I work in engine design at major automaker and there is definitely effort put into optimizing grain structure for forged cranks. having grain boundaries align with the curves of a part, especially around tight corners like either end of main journal or rod pin, helps prevent cracks from initiating in those stress concentration areas. also not sure what you mean by "it's only related to castings"
JbassPlayer28 you are right, but they can compensate by using more material and use more complex structures. It's less efficient and less optimized but still stronger
Our custom Thor billet crank only works in our Thor engine. So it would be pretty much useless for anything other than a art piece :) Unless you get a complete Thor engine of course! In that case it's a great engineering part.
The design is really outdated by our standards. So after our website update, we decided to not re-input it. But for special uses, still available on order of course.
I see, I have never heard of such a system ever being used. So that would mean well controlled clearances between the rod and piston and also due to the extra material around the little end from using aluminium it gives more of a surface area to keep the rod properly aligned. I wouldn't of thought it would be possible but I have no doubt that you know what you are doing. Well thanks for the answer and I love your work, particularly the sculpting of the sides of the engine block.
I guess so and carbonized and nitrided so the hard roller bearings can ride on it with out fatique! If you are depressed or sad your energy will weaken the chrome, moly, nickel case hardened steel and make it sad and it will fateage and break under load! Its made out of 4340 stuff and it is a very happy metal and it does not sad dark energy! It will be very strong with happyness. A chome moly nickel forged 4340'ish crank must be petted and loved to make it strong! Dark spirits anger and depression will only weaken it and it break under load if it is not happy!
@@ElmerRacing wow that is interesting!! Why not start with a un heat treated part and heat treat afterwards? I guess less crap to deal with when your done machining?
We don't plan on selling the crank separately. Since it will only fit Thor. So unfortunately we don't have a price for it. If there is a large demand for expensive wall-art, then we might reconsider :D
Torque values don't influence vehicle performance at all. To reduce confusion, we therefore don't include that in spec sheets. (For gearbox and clutch selection the torque value does of course matter.)
As a 2 stroke around 1000 ft-lps. thuis a poppet valved loop charged u-lop scavenged 2 stroke conversion. it runs synthetic 2 stroke klots oil, My rotary is on amsoild dominator synthetic 2T, im getting Motule 800 2ta try next!
A forged crankshaft will always be stronger than a billet. Personally, other than getting off on the machining, don't get why some get so excited about things made from billet. Engineering for a long time has known the advantages of forging
Agree, but surely a billet piece will not have the enhanced material flow lines like a forged item would? A crankshaft for example, if forged has flow lines that follow the shape of the crankshaft making it stronger, while in the case of machining from billet the flow lines are just longitudinal and would be cut through by machining ... ??? I guess it goes from weak to strongest: cast, billet and then forged. Anyway nice work and obviously it does the business :)
Thats not an 8 axis mill turn. It doesnt even do true 5axis. Just because it has 8 axis that move doesnt make it 8axis. Thats silly as fuck. Thats like saying a swiss is a 15 axis.
Not sure what you mean? It does simultaneous 8 axis that are machining related. Of course has more "axis" for tool change etc. But those aren't machining related so don't count.
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WOW!!!,,they could allmost show this in the big screen movie theaters as a 2 hour feature film!!,
,,beautyful!!
I was on edge of my seat when drilling oil holes!!,,,incredible!!
High Performance Academy brought me here. ElmerRacing blows my mind - you are setting the bar extremely high - wonderful work, innovation, passion!
We really do this because we want to make the best parts and engines available. With the most design finesse etc etc.
It's a passion for us.
The down side with doing things this was is that they're not always the best business decisions. But we feel it's worth it!
What a beautiful piece of engineering and craftsmanship.
Engineering, without a doubt. Craftsmanship, by definition, requires the touch of a human hand.
My hat is off the the person who programed that computer to mill that crankshaft from the steel billet. That must have been some piece of work!
Yes it was,,,
took him All day!!
The DMG mill turn is on my wish list..the compact milling head is really neat!
interesting tell me in your opinion what is the best milling machines, mazak, dmg, and who is your most remembered work ? thanks amazing experience
what a time to be alive!
This is some gloriously epic stuff...
I think im in even, long nights dreaming about machines that could make my wild freams, and you are making them! damm im in love with this toys!
I really need one of these engines. Can I fly over and sit next to one of the team so I can build my own using the parts on the shelf? I promise I won't get in the way and I'll get the beers in! 😂 Outstanding engineering. If any bare tall blocks need scrapping, please remember me! 😂👍
That whole part hard milled? i would assume so based on the coolant and amount of smoke generated. If so that is a VERY impressive setup. Props to whoever did the cam and setup for this machine.
It produces a better end product. No internal residual stresses or small tolerances because of heat treating. And gives a quicker turnaround time also.
But the machining process is more difficult and expensive of course. Anything for a better product!
I often thing about how good a 3 vale set up would be in this kind of application. You could run one huge intake and 2 little exhaust . I think the benefit would be the ability to run a flatter valve angle. Seems 8 degrees splayed @5&3 seem to net the best result on the intake from what I have seen . Also with a large Dia intake valve you get really good low lift characteristics due to more curtain area of a large valve over 2 smaller ones with the same square area. Also at high rpm with a large valve and a engine that can pump well, the intake port column inertia and velocity would be much better that 2 small ports. On the exhaust side buy have 2 valves you could open one slightly before the second thus dropping the cylinder presser with a small square area to a more manageable pressure before the total square area of the valve has to open against the cylinder pressure. I watched a smart sweed build the 3 valve for his nitro harley and though he was on to something . He also seen a big increase in VE even with a forced induction application buy delaying the exhaust pulse and bringing it closer to the intake opening event thus getting more effect in the overlap due to scavenging . And I say again even with forced induction . Cheers love what u guys are doing make me want to leave my job and break out on my own!
Yes 2 stroke conversion, Exh must open fisrt for blowdown then intake for loop scavenging, Must have a bafl;e to prevent short circuiting of air charge and make for a swirl loop charge!
Instead of the traditional vase on pedestal you see in peoples houses i just want this on a pedestal. Its much better looking than any vase i have ever seen.
True, but the holes to put the flowers in are few and far in between.
I know right?
Can't. Get. Enough.
Is that a V8 flat plane? Nice work
Thanks! This is our custom design crankshaft for the Thor engine.
It's the worlds highest power/mass ratio OEM circuit racing engine. 4 liter inline four.
2 stroke big bang 180 deg firing loop scavenged poppet valved!
That is just plane out beautiful
Do you make these for Toyota 4age engine?
We are set up to be able to make custom cranks for most engines. However, our extreme performance design only makes them cost effective for very high performance situations. We usually recommend traditional crank manufacturers for most inquiries.
Man that is beautiful boy does that machine do some work
Since this a type of 2 stroke, what oil are you using, i got my rotary on amsoil dominator synthetic 2T at 11.50 per quart. im thinlking of going with motule 800 2t but it hard to find unless i buy it onlione for an outragous price. What oil do you run in this poppet valved u-loop charged 2 stroke and do you run stock OMP oil injevtion pump or do you premix this thor 2 stroke! What do you think of klots techniplate R-50 2 stroke SAE 50 oil!
I'm surprised they don't rough turn the diameters, it would be faster, but they mill lathe the whole thing.
Toolpath creation speed is a significant factor also.
@@ElmerRacing - must be a custom crankshaft, customers paying for the extra machine time. I have a degree in machining and managed a QC dept. Production side, you'd never tie up one machine for 3-4 hours to make 1 part. Especially when you could turn the diameters in a CNC lathe in about 5min.
@@topfuel29channel You need to view the whole process. It's not effective to optimize for a single stage only.
A genius wrote that program
Nive 2 stroke here, u-loop scavenged! hehe brapp, lovbe the 2JZ 2 stroke 3L conversion though and i just got one scrapped. I got it on amsoil dominator 2T synthetic like my rotary! So far she loves it!
fibally,someone who starts with a more sensible shaped raw billet instead of solid round
Probably would use round bar on a cross plane v8. This crank is either a flat plane v8 or I4 and sq bar is sensible. Cheers
Could you tell me what was the total machining time, please?
Something on the order of 20+h.
@@ElmerRacing Thanks a lot for your answer.
That crank is heavy duty!! Flat plane!! How do they drill so deep without a peck cycle? I have seen them do an entire crank including drilling completely dry. No coolant at all. Even the drilling!! Mega speed and feed. Probably 100 inches or more!!
Mitsubishi and Walter Titex are among several companies who make special long drills. Typically, the drill is carbide and requires a precise pilot hole to start. If you watch in the video, the drill enters the hole at low rpm/feed and then kicks the rpm/feed up. Before fully retracting, the rpm is dropped so the tool doesn't whip around.
No peck is required if the drill is "coolant through" meaning there are hollow passages in the drill and high pressure coolant is fed through the spindle, through the drill and exits at the tip flushing the chips up the flutes.
Do you get help with the programming or is it all done in house..presumably done off line on a cad cam system or is this built into the Celos controller?
We do the machining and program in house. The only reasonable way to do something like this.
We use a CAM program to make the toolpaths.
Great thanks ;-)
Will this drop into my 944?
Main bearings are compatible. Will probably turn over in a stock 944 block. But connecting rod bearing size is chosen to match our full custom rods on our Thor engine.
Recommended to drop in a full Thor engine instead :)
I wonder what Hank the Crank woulda thought? 😮
whats the total time to machine?
About 23h total.
I see what u meant about billet holly crap Batman! Why arnt you starting from a forging ? It would be stronger or am I missing something ?
Cost, time, quality and strength basically.
For large quantities, the cost part turns the other way though. And for really high quantities the time part also turns the other way.
ElmerRacing there’s a new guy in the top fuel crank shaft buisness the company is called EVO crankshafts. He has a proprietary Finnish process where it’s polished before nitriding . He might have a web site and he is new but his product is far greater that ANY CRANK MADE after we got it figured out we made 24 passes on 1 of his cranks with less than 1degree twist between journals . With the top of the line forged Bryant billet m300 crank after 6 runs we would see 6-12 degrees of twist per rod journal. Only Bummer is he a old time with buisness cards and a flip phone😂
ElmerRacing are you using APP for you aluminum and forging? I BELIVE that the reduced tooling time and added strength of rough forging or even close to net forging is the only way to go . I like to think of aluminum like the grain structure in WOOD . The tighter the grain the stronger the part and by rough or net forging you align that grain structure to complement the geometry of the part!! My father was the first guy to make a lol” billet “ cylinder head in 1981 for nitro and alky 426 hemi in drag racing . I remember the rolls of paper tape with hole cut out for tool paths !! Back when CNC was computational numeric cutting and not computer numeric cutting . Now we got a okuma 8 axis and it so complicated we can only make blower rotors on it after 7 year at are shop😔
We do no heat or surface treatment after milling. The raw material is already in it's final state when we machine it.
Should be very very good. But testing will tell.
ElmerRacing you finish with a mill? No polishing the journals ? Who is doing the engineering are u using unigraphics or solid worx? It looks very good and the tooling is super! If your not treating the crank are you coating the bearing? You mention piston guided BME was a big player in introducing that tech to nascar and drag racing . Did you narrow the big end width of the rod and narrow the bearing ? Them 4 bangers have a lot of Bering length aka width. Last question do you run sugar scoops on the crank oil galley hole @ main journal surface ? I remember you saying your going to spin it up around 10g . We cut a little relief like a paddle on the back side of the oil galley in the main. I can’t tell but your main journal dia looks healthy like 2-3/4 . In the hemis with the 3” main journal we found a problem getting the oil out to the rod because of the higher peripheral speed of the oil due to the large diameter . If you think about it all the forces at play on the oil want to shove it in the opposite direction as where we need it to go. Buy cutting the relief on the trailing edge surface when engine is rotating act like a paddle and forces the oil down in to the rod galley
Is this for the rp968?
Yes, this is our Thor engines crankshaft. The same that they have in the RP968.
Probably not a question you would answer but what kind of material is it? 4140?
It's a high strength tool steel, that we machine in fully hardened form.
I wanna go the full yards and rework this 5 valve genesis engine I bought. It would be interesting to see what kind of power a 20 year old engine can make. Its got a 3 angle, I'm sure 5 would boost it up, maybe oversize the valves probably one of ferreras strong weight saving valves. bore the cylinders to increasing from 1002 to maybe 1100 or so. Drop in a beefed DOHC to match New head flow characteristics , New crank I'm leaning towards a tuff finish. Hypereul pistons, forged aluminum rods or steel not,sure what would be better. Drop a 6th gear into the trans from a compatible gearbox, beef up the oil pump and delivery system. It's carbed so supposed to be better for power but would be curious how fuel injection would respond.
In essence I would need two different builds.
Problem is I'm sure creating everything would be well over 90 grand just to have a one off of a "Sport touring" that dosent have ABS, traction control, and barely has a temp guage. Lol.
But these 4 valves can push a lot of power, my inner bro wants to know what can be done with 5.
awesome work! curious as to the advantage over forged though. the grain flow on a forged crankshaft really helps the fatigue properties, so other than looking absolutely beautiful, is the billet crank any better?
The "grain flow" myth of forging is only relevant in relation to cast parts.
ElmerRacing What is a myth about it? I'm gonna call BS there. I work in engine design at major automaker and there is definitely effort put into optimizing grain structure for forged cranks. having grain boundaries align with the curves of a part, especially around tight corners like either end of main journal or rod pin, helps prevent cracks from initiating in those stress concentration areas. also not sure what you mean by "it's only related to castings"
ElmerRacing the only exception to my previous comment being if you machine it out of monocristalline material. then yes it'll be better than forged
JbassPlayer28 you are right, but they can compensate by using more material and use more complex structures. It's less efficient and less optimized but still stronger
It's only of importance when comparing to a cast process.
"relevant" was maybe not the clearest word here.
Which cam software is used for programming?
We currently use powermill with our own postprocessor setup.
@@ElmerRacing power mill?
How much for one
Our custom Thor billet crank only works in our Thor engine. So it would be pretty much useless for anything other than a art piece :)
Unless you get a complete Thor engine of course! In that case it's a great engineering part.
@@ElmerRacing so you have facebook sir, i am from thailand
What ever happened to the Billet F20 on the website? I was looking for some info on it months ago and I cant seem to find it anymore
The design is really outdated by our standards. So after our website update, we decided to not re-input it.
But for special uses, still available on order of course.
how much machining time did this crank take?!
Machining time is around 24h.
How do the bearings and rods locate without shoulders?
Rods are piston guided :)
I see, I have never heard of such a system ever being used. So that would mean well controlled clearances between the rod and piston and also due to the extra material around the little end from using aluminium it gives more of a surface area to keep the rod properly aligned. I wouldn't of thought it would be possible but I have no doubt that you know what you are doing. Well thanks for the answer and I love your work, particularly the sculpting of the sides of the engine block.
Is it heat treated after the machining process?
Nope. We machine it in fully hardened state.
No heat treating and straightening etc. after machining.
That's amazing! Thanks for taking the time to answer, it's very kind of you.
I guess so and carbonized and nitrided so the hard roller bearings can ride on it with out fatique! If you are depressed or sad your energy will weaken the chrome, moly, nickel case hardened steel and make it sad and it will fateage and break under load! Its made out of 4340 stuff and it is a very happy metal and it does not sad dark energy! It will be very strong with happyness. A chome moly nickel forged 4340'ish crank must be petted and loved to make it strong! Dark spirits anger and depression will only weaken it and it break under load if it is not happy!
@@ElmerRacing wow that is interesting!! Why not start with a un heat treated part and heat treat afterwards? I guess less crap to deal with when your done machining?
How many total hours of machining did it?
The crankshaft machining time is a little under 20h. On top of that is the bearing surface precision polishing/grinding time.
This is nuts! :-)! :-) 4.0 litre, mayyyon!! :-) :-)
How much that crank cost?
We don't plan on selling the crank separately. Since it will only fit Thor.
So unfortunately we don't have a price for it.
If there is a large demand for expensive wall-art, then we might reconsider :D
scale it down to a 1000cc engine and stick on a compressor and put it in my yaris! :D
Anything is possible if the price is right! :D
haha some day, if i win the lottery! It would be the ultimate roadgoing gocart :D
This is a sick 2 stroke 4 banker here, big bank 180 deg firing love the 2 stroke design as this motor is loop scavenged!
whats Thor Engine?
A 2 stroke type
**HOW MUCH TORQUE DOES THIS 1500HP ENGINE MAKE?**
Torque values don't influence vehicle performance at all. To reduce confusion, we therefore don't include that in spec sheets.
(For gearbox and clutch selection the torque value does of course matter.)
THANKS!
As a 2 stroke around 1000 ft-lps. thuis a poppet valved loop charged u-lop scavenged 2 stroke conversion. it runs synthetic 2 stroke klots oil, My rotary is on amsoild dominator synthetic 2T, im getting Motule 800 2ta try next!
A forged crankshaft will always be stronger than a billet. Personally, other than getting off on the machining, don't get why some get so excited about things made from billet. Engineering for a long time has known the advantages of forging
The "advantages" of forging are compared to casting. A billet piece does not have the same issues that cast parts do.
Agree, but surely a billet piece will not have the enhanced material flow lines like a forged item would?
A crankshaft for example, if forged has flow lines that follow the shape of the crankshaft making it stronger, while in the case of machining from billet the flow lines are just longitudinal and would be cut through by machining ... ???
I guess it goes from weak to strongest: cast, billet and then forged. Anyway nice work and obviously it does the business :)
I think you might need to continue with your research :)
A rolled thread is stronger than a machined thread. Same principle
That is simply not true for generic cases. Some materials will behave in that way yes. But it's far from a global truth.
8-axis) omg)
Thats not an 8 axis mill turn. It doesnt even do true 5axis. Just because it has 8 axis that move doesnt make it 8axis. Thats silly as fuck. Thats like saying a swiss is a 15 axis.
Not sure what you mean? It does simultaneous 8 axis that are machining related.
Of course has more "axis" for tool change etc. But those aren't machining related so don't count.
Shut up and take my money!
Do you need our paypal account address? :D
ElmerRacing Dude, your work is amazing. No words to describe.
make it titanium next time. Thats what they run in F1
We