I really appreciate the details! Looking forward to part two. I plan to do an LS swap in the future and build the engine myself. However, the machine work will have to be done by professionals such as yourself.
I dig it. Been hashing out a 565 w/ 6.535 rods on the 4.25, and 9.8 deck Dart alloy; for short pistons @ 10:1, for turbos on E85...I asked you about the last 632 build head flow and dyno numbers, but it seemed to stall out, a bit...I like the center balancer concept.
That's really awesome. Learning a lot. Looking forward to more. On the bob weights though....I thought each piston/rod/ring/etc were supposed to weighted separately as weights could vary?
Our rods are pre weighted & matched in exact sets. With the very high quality pistons, bearings, wrist pins & rings that we use, the weights are always the exact same. This Bobweight was also in the 2300’s, so a gram here or there is only a 0.043% difference, not enough to change anything. Remember, the weight of carbon build up on the pistons, along with oil being slung up on the rotating assembly changes things. Don’t overthink it, be accurate the first time and move on!
I personally weigh every thing and weight match every thing . Number every thing ect . My boss charged more then he should do I like to do the best I can .will a the minut weights change anything absolutely not but might well already there . And that’s from everything from 87 Toyota stock rering to a blower bbc
When centering a crank, do you recommend people bring in the flywheel too? What about the harmonic balancer? A machine shop near me said I should bring in all pieces related to the rotating assembly. Blancer, pistons and related components, Flywheel and pressure plate. Just wondering your thoughts on that.
If it is an internally balanced crankshaft you do not need the other components. If it is an externally balanced crankshaft, then the balancer and/or flywheel must be installed.
Love the video. I have been a machinest for 30 years the weight differences between rods pistons wrist pins and bearings can very. Do you go to the extent of making each of those match? When you file fit the rings to the bore you take XX amount away from each which when you start stacking you minimal changes can add up. Does it matter in an engine like this one that we'll probably isn't turning 8k so that minimal difference I guess may not matter. But on more reved out race engine it seems like it would? I know time is money and customers always want to pay less. But would the engine have anymore longevity if the extra time was put into it? Assuming my wallet had no budget. Thank you I can't wait for the next video.
Our rods are pre matched in sets. The pistons, wrist pins, bearings & rings we use always weigh the same in each set. Total Bobweight was in the 2300’s as well so a 1g difference here or there is only a 0.043% difference, not enough to change anything. Again, when file fitting you are only removing .010”-.020” of material. With rings that are only .9mm thick…again no measurable difference. For what it is worth, most new engines from the OEM’s are only balanced within 5-10g’s. These are engines warrantied & designed to run several hundred thousand miles.
We did at the shop I worked at every ring pin bearing ect was matched . And we would over balance and under balance in certain cases for more stable rpm .though 99% of engines are only needed spun at 500rpm for balance.more high end stuff is damn close but hey to each their own.a gram won’t be felt .but I just feel if you pay for it I’ll do my best
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WOW, I'm impressed with the amount of work involved to balance a crank, who knew it was so involved. I won't complain about the cost next time. LOL
Nice work.
Great job.
Take care, Ed.
Your work is absolutely phenomenal 👏
I really appreciate the details! Looking forward to part two. I plan to do an LS swap in the future and build the engine myself. However, the machine work will have to be done by professionals such as yourself.
That’s awesome. Happy to help!
Watching videos like this make me want to quit my machinist job and start doing engines
Engines are cool, but jobs are cooler haha
Im.hoping there's a part 50 to this series. I'm ready to watch number 2 right now
Haha! #2 will be coming soon!
Damn you are good young man.I'm about to buy a motor from you guys before long...
Would be happy to help!
Great video Jacob. I always learn something new. Looking forward to the next one.
Sure thing. More to come!
Im into this series
We are too 😎
Very informative. Looking forward to the next one.
We should have it ready to upload next week!
I dig it. Been hashing out a 565 w/ 6.535 rods on the 4.25, and 9.8 deck Dart alloy; for short pistons @ 10:1, for turbos on E85...I asked you about the last 632 build head flow and dyno numbers, but it seemed to stall out, a bit...I like the center balancer concept.
Badass!
This is great thanks for sharing this operation with us.
You are welcome!
Yeah man I love this type of video! Thank you
You got it!
good stuff dude, keep up the good work.
You got it!
Nice....Looking forward to more.
More to come!
Awesome work! Thanks for the videos
You’re welcome!
Can you explain why you need to double the weight of the big end of the rod?
H usually they areas he checked all of the weight of each piston, or has he already balanced them? Usually they are a couple of grams off.
Love your videos I have learned alot thanks
Thank you!
That was awesome 👌 👏 😎
are high end pistons and rods close enough on weight where you only need to check one for weight? ...saves alot of time ....awesome vids !!
Yes! All the pistons we have ever received from JE always way the same, and our connecting rods are already weight matched in perfect sets.
Are all reciprocating parts thought of as equal across all cylinders?
Keep it up cool stuff.
Thank you!
That's really awesome. Learning a lot. Looking forward to more. On the bob weights though....I thought each piston/rod/ring/etc were supposed to weighted separately as weights could vary?
Our rods are pre weighted & matched in exact sets. With the very high quality pistons, bearings, wrist pins & rings that we use, the weights are always the exact same. This Bobweight was also in the 2300’s, so a gram here or there is only a 0.043% difference, not enough to change anything. Remember, the weight of carbon build up on the pistons, along with oil being slung up on the rotating assembly changes things. Don’t overthink it, be accurate the first time and move on!
I personally weigh every thing and weight match every thing . Number every thing ect . My boss charged more then he should do I like to do the best I can .will a the minut weights change anything absolutely not but might well already there . And that’s from everything from 87 Toyota stock rering to a blower bbc
@@JacobVillemain that’s awesome. Thanks for the insight.
When centering a crank, do you recommend people bring in the flywheel too? What about the harmonic balancer? A machine shop near me said I should bring in all pieces related to the rotating assembly. Blancer, pistons and related components, Flywheel and pressure plate. Just wondering your thoughts on that.
If it is an internally balanced crankshaft you do not need the other components. If it is an externally balanced crankshaft, then the balancer and/or flywheel must be installed.
You only use the weight of one piston/rod etc. for each crank throw?
Love the video. I have been a machinest for 30 years the weight differences between rods pistons wrist pins and bearings can very. Do you go to the extent of making each of those match? When you file fit the rings to the bore you take XX amount away from each which when you start stacking you minimal changes can add up. Does it matter in an engine like this one that we'll probably isn't turning 8k so that minimal difference I guess may not matter. But on more reved out race engine it seems like it would? I know time is money and customers always want to pay less. But would the engine have anymore longevity if the extra time was put into it? Assuming my wallet had no budget. Thank you I can't wait for the next video.
Our rods are pre matched in sets. The pistons, wrist pins, bearings & rings we use always weigh the same in each set. Total Bobweight was in the 2300’s as well so a 1g difference here or there is only a 0.043% difference, not enough to change anything. Again, when file fitting you are only removing .010”-.020” of material. With rings that are only .9mm thick…again no measurable difference. For what it is worth, most new engines from the OEM’s are only balanced within 5-10g’s. These are engines warrantied & designed to run several hundred thousand miles.
We did at the shop I worked at every ring pin bearing ect was matched . And we would over balance and under balance in certain cases for more stable rpm .though 99% of engines are only needed spun at 500rpm for balance.more high end stuff is damn close but hey to each their own.a gram won’t be felt .but I just feel if you pay for it I’ll do my best
ok....and what you do with 1000hp in the street?
Very cool!
Thanks!
Good Job
Thank you!
Good job
Did you mean to say 4.600? 4.640 would make 643 cubic inches. 2:45
how do you know where to put the bob weight
You center it on the rod journal!
That's Right,,,💪
why run c16 whan you can just use e85? is it harder to get ahold of?
C16 has much higher octane and is extremely detonation proof.
@@JacobVillemain yeah but for a 13:1 engine e85 would be more than enough
@@ezmny1387 customer wants to run it, so that’s what we are doing.
Why don’t you do a real balance job
No need for 13-1 compression to get only 1000hp, Shafiroff get 1050 HP and runs on pump gas (10.75 to 1) out of his 632.
Look like an ohio crank
Wasting time put it all on scale extra time aka waste