This is a simple, brilliant explanation of the differences between a cross-plane and a flat-plane V8 that I''ve ever heard. If more people watched your succinct explanation/animation, we wouldn't have to explain that weird, lovely, Ferrari sound. Thanks!
Thank you for explaining this in a way that most people can understand. I only recently heard about the flat plane design for the first time and had no idea what the difference was.
Great job, brilliant explanation of the cross and the flat plane. Couldn't have said it better myself.👍 I believe you explained this to where even the guy who knows everything can understand it....
That flat-plane crank would allow you to use 4-2-1 headers to good effect without resorting to the 'bundle o'snakes' 180 header setup that NASCAR uses which are a pain to work around. Using a header similar to the Focus SVT Cosworth design would really work a treat!! I imagine some intake manifold trickery could be conjured up too....looks like a fun project!
Explained so that anyone can understand the difference. Now the only question I have is how much for one? Thanks for taking the time to make this video.
Leave comment if you must, but IMO. A mild cammed chevy LS with kooks headers, x pipe, sound a lot like the flat plane. I understand the LS have a different firing order and is still a cross plane crank. I like the fast revs and smooth tone.
What are your RPM targets? Good luck finding a set of cylinder heads that will give you that flow, without 250+ degrees of duration on a 6.0 liter engine.The flat plane scavenging effect is from the 180 degree order, but longtubes on a crossplane setup that go into an X pipe as close to the collector as possible will give you the scavenging you're after. Conversely, you can make 180 degree headers. It's easier to fabricate headers than to turn crankshafts from giant pieces of 4340 bar stock. The crossplane RPM problem makes a bending moment on the crankshaft from the big counterweights and also wears out the mains.
Guns Cars and Digits These cranks are not for the average user. They are for those that want something different to explore, but do not have the time or knowledge to design the needed components. The stable cross plane is it today. I agree with the points you make, but time moves on and so does technology. The rpm goal will be 9,000. The first cranks will only be in the 5.2 Liter range same as the Ford Voodoo. However, these cranks will be the standard down-up-up-down. SCG does have IP that might push to the 6.0 or even 7 liter range. It is in fact the reduction in mass of the counterweight that will make this project work. This project will be crowd funded, and the goal is to get enough funds to 1) establish a crank forging to move away from 4340 billets (this alone will drop $2,000 off retail, $400 for the camshafts), and 2) investigate the super light weight components to reduce the diving board effect on the crankshaft. No money from the crowd, No crankshafts. Life stays the same. Thanks for the input.
I wish you the best of luck in your endeavor, depending on engine choices. 7+ liters will be tough just by limits in rod angularity and deck height limits. What are your power requirements? You can make a darn good LS engine these days. 55" primary tubes on a 6.8L is enough to make 180* headers.
Guns Cars and Digits Thanks Guns. It will be a hard road. But it will be a blast of fun. I hope to get the big blocks down to 1200gr bob weight and the crank under 40lbs. It still maybe a bit jittery, but very scary. The big blocks will not be the focus for a few years. As far as CPCs go, I have made over 650 HP with an LS3 383 CID NA with CPC and ICEngineworks modeled standard style headers. It is an awesome platform. I am close to releasing a second and third video on FCP cranks, so keep in touch.
1200gr on a big block? I'm happy for 1750 on an LS. How did you get 383 with l92 heads? I can't get that with available aftermarket parts on a factory bore.
Guns Cars and Digits Hey Guns, 1750 yep. And the crankshaft weights about ~43-55lbs. A big block can go 70lbs. The FPC for the Coyote will be about 30-33lbs. The LS was a copy of an Engine Masters Challenge build from 2013 built by BES. In common with SCG build, but scaled back, were the Eagle crank and rods, & RHS Pro Elite heads. Pistons in the SCG were JE customs. The BES engine made 748HP @ 7,000rpm.
The clue of the flatplane V8 is:after switch off right or left bank of the engine (sparks & injectors) you still have properly operating Inline-4 engine with 1-3-4-2 firing order. Putting it strictly the flatplane V8 is the Inline4 crankshaft with 90 degree between ignitions instead of 180
All over place these days we find wow commenting now, many of which buhu'd the Ferrari's in the past but suddenly onboard? I start o suspect some or even quite a few did not even now about flat plane cranks in not just Ferrari blocks but other exotics and in competition as well and that for a very long time now. Ford just don't have a Ferrari like experience in regards to vibrations in street cars yet, they will get there no doubt just keep pushing development. Personally though while I do love the sharp tone of this set up and especially in one of those reds with their intake solutions as well, I have to admit I also love the growl of American muscle and cross plane also have got it's song to sing. Different mode, different days and all that..
After building 2 of these against the many cross planes that I have built over the years, I have discovered 2 things to be true 1) a lot of facts in regards flatplanes were generated 50 years ago and have gone to informal fact, 2) people that grew up with American Muscle engines (including me) have a natural audio understanding and love of the American crossplane engine. As for #1, a '64 hemi piston weighed ~2.25 lbs or 1021 grams. The pistons I use weigh in at less than 500 grams with the pin and locks. So for #1, the technology has improved the build components of the flatplane rotating assembly. As for number #2 and this is only my opinion based on my experience so far, I believe that the vibrations that people describe in regard to a flatplane even the Voodoo based Shelby are a mental scream caused by the engines even fire audio note. To add a little more, during dyno testing for the SCG marketing car ruclips.net/video/_dYSibqJxdg/видео.html, we found no unusual vibrations in the crankshaft or block were found. What I did find, was that out of the 4 people in the dyno control room, 1 was bothered by the audio note. There is a limit in the design of the rotating assembly that once crossed the engine will vibrate in conjunction with the audio note. I have a good understanding of that point. But back to #1, I hope to increase that vibration starting point with improved technology. Arne, thanks for your input.
I'm 66 years old and have never understood how a flat plane crank worked. I had wondered if it fired 2 cylinders at the same time. I have been a mechanic for 46 years, raced stock cars, built no telling how many engines, and finally I get it. I recall an article on the V6 Buick Indy engines, and Ruggles had the "contract" to supply them. Part of the article concerned balancing the thing, and if they wanted it to shake in the vertical or horizontal plane. To be frank it was a dumbfounding article. Ruggles was also the one who accidentally discovered evacuating the internals of the engine made power. They were testing an engine that had been returned for a refreshing. It made more hp than it was supposed to, by a pretty big margin, 20 or 30 Hp. They moved it to another dyno and got the same results. While tearing down the engine they found someone had blocked off the breathing and the dry sump was pulling a vacuum on the engine. That was a secret for awhile, but it got out.
Dwight Pilkilton no sir. V8s make a V, almost always 90°. One cylinder from each bank shares a crank pin with each other. 4 crankpins per 8 cylinders, in a V configuration. Boxers will always have the pistons firing towards one another(or rather between two on the opposing bank) while laying completely flat(180° apart). Each cylinder has its own crankpin, so there are 6 crankpins in a 6 cylinder boxer. This makes the block and crankshaft longer than an equivalent V design. The crankshaft for both a flat-plane V8 and a boxer engine will indeed share that 180° angle(that’s about it), but a boxer(example, H6) will have twice the total crankpins, and will have a crank with a left, right, left, right, left, right orientation of the journals, instead of an up, down, down, up like a flat-plane V8.
I have done a lot of research on the Voodoo for obvious reasons. Unfortunately, Ford made a totally different set of engineering choices for their design. I have a lot to say on this subject, but a limited forum. Stay tuned for a 70 Mustang with one of my FlatFast Clevor builds coming up soon. Austin, thanks for your comments and stay tuned.
Peter Romano Humph! I think that you are describing "up down up down" which is what the Ford Voodoo will be. Much harder to do. However all the journals are in the same plane either way. Sorry we disagree.
Chris, it actually doesn't and it can spin at a higher rpm than the 90 deg cranks we are using now. The sounds that come out of this engine is not like any other engine today... Ford has already tested it and released a working and proven engine. It does NOT run like 2, 4 cyl engines married to one crankshaft.
Master Chief 00117 basically all inline-four cylinder engines use 180°(flatplane) crank shafts. Recent models of the Yamaha R1 are the only mass production exceptions I know of. What's your point?
Actually, the harmonic theory is mis-information. The engines run quite smoothly. But the theory remains. The real problem is the audio of the even firing order and fairly straight forward to fix.
What do you know about the original motors to do with tuning. You clearly indicate vibration and on many if not all cars I have had had a harmonic balancer and Hyundai has to include a balance shaft within their design. Somewhere the whole concept of a motor operating by harmonics, frequency, resonance has been replaced and written-out with these fuel guzzeling wet dreams for the rich, medicine and pharmacopeia, and supposedly congresses slush fund. Yours is the second I am checking on this flat plane concept and when someone said 20 inches of vacuum and flat cams and the durations and previously Joe talking about the fact at higher rpms the valves are open straight through therefore the entire information presented by these scheisers of how the thing operates is a pack of lies. Its back to just like the jet engine open straight through and a portable vortex which has both vacuum and restriction so then how can I get to find the true original design of a motor and the range/ limitation of that particular design which only used the air not their toxified water. Watch how much water comes out of the exhaust that is watered- down fuel while they jacked up the price by three. I got attacked by those wackos in wesconsin for experimenting with leaning out and engine and took the governor off and without other than leaning it out not getting into to ignition timing, changing cams and cranks, bore versus stroke, aluminum versus cast versus combination, higher spark power, water injection, hho, porting, compression ratios and just with that I made increase of power, peak ignition heat might have increased but it seemed like it cooled off quicker, zero break- downs and despite glowing cherry red ( I did take off the exhaust and I was running that 3 or 5 HP hard in a go cart and I was cleaner, used less fuel, had as much or more power and despite over revving it no break-downs. Several different ways to say that since moreagain thugs(look what he did to Tesla and proves the.militaries all work for their banks not the people) nothing has been told for the correct operation of anything and when anything is designed they automatically have their engineers, white jackets, and other criminal crooks to block from the people writing up their bullshit/apeshit/ dracoshit/ mexishit/snakeshit\fishheadshit\ ruskieshit\euroshit, sling us out to the different rothreligious banking scheisers and everyone else's shit pack of lies to complicate and obfuscate or mysterize the truth of a situation. The truth of the matter is that either the air being changed through the cylinders or the etherial energies being utilized whereby the other characteristics are only the byproduct of the changes of the ether and where it might take time to ""GET UP TO OPERATING TEMPERATURE"" and that type of motor might be limited to range of applications that the concept came from People of The Land fighting back against the oppression of social types sh#t sucking out of the rash of the rich(city slickers) and they would have designed the concept of a maschine with freedom in thought and whatever level of power it developed by itself they would have learned to work within that to keep from being cheated by these rich ass alien greedy whip cracking dunkle scheisers disguising themselves as White or Red stealing us away from Natural Order. The moment it is out of stoimetric ratioand the moment the notrous oxides quickly dissipate and the moment you lean it out with no computer or emissions equipment needed lies plus increased power and reduced fuel usage there is no more needed to see that this is all lies fabricated and that people are only being programmed by forces to go to schools or jobs where they force you to memorize and other tactics against proper sensing and teaching by doing. What were these old one wired magnetos I cant find article or presentation? Chow,
Fail to sell anyone on how this "kit" is the least bit advantageous to anyone with a typical LS or similar setup. Absolutely zero data given to make anyone waste their time with whatever snake oil this guy is trying to develop a market to sell in. I understand the difference between the two systems noted, but fail to see the advantage for the average engine guy in his own shop. with three LS based trucks and two duramax based shop trucks that compete in drag racing and truck pulling, there is literally noting that this largely European approach to engines that can help the average hot rodder aside from helping them out of a majority of their paychecks. Flat plane engine simply do not work with large displacement engines in a smooth manner and we all know there is no replacement for displacement with the exception of forced induction to a degree, which again is not relevant to this concept. And this is key as to the fact that non US utilization of flat planes are limited to high performance small displacement engines and are not even feasible as a conversion setup of any sort in a stroker nor standard stroker engine larger than 5.5 Liter purpose built V8. Beyond this purpose built setup, the flat plane is basically useless in domestic SBC applications. Not sure what this gentleman is attempting to sell, but buyer beware as there are current user installed kits that out perform anything this fellow notes in various SBC applications he seems not to have noticed.
cadillac build v8s for eight years before crossplane cranks were in production. your wasting your time, get a lightweight billet crank and 180 degree headers.
Tim, I have built a gross of lightweight cross plane V8s. And I have built 2 sets of even fire headers. But you did not know that right. However, thank you for your comments. Also stay tuned. I will have a 70 Mustang fitted with a FlatFast crate engine early summer.
By far this is the easiest video to understand explaining the differences between the two crankshafts. Great job.
This is a simple, brilliant explanation of the differences between a cross-plane and a flat-plane V8 that I''ve ever heard. If more people watched your succinct explanation/animation, we wouldn't have to explain that weird, lovely, Ferrari sound. Thanks!
Thank you for explaining this in a way that most people can understand. I only recently heard about the flat plane design for the first time and had no idea what the difference was.
Great job, brilliant explanation of the cross and the flat plane. Couldn't have said it better myself.👍 I believe you explained this to where even the guy who knows everything can understand it....
Great explanation and graphics!
Thanks for video, explaining in detail and easy to follow and understand!!!
thank you. you explained in good detail, what I was trying to find out
Thank you. Very easy to understand...finally. Appreciate it.
the old school sound is vintage. .but that flat plane is something else wow!!
That flat-plane crank would allow you to use 4-2-1 headers to good effect without resorting to the 'bundle o'snakes' 180 header setup that NASCAR uses which are a pain to work around. Using a header similar to the Focus SVT Cosworth design would really work a treat!! I imagine some intake manifold trickery could be conjured up too....looks like a fun project!
In April, SCG will crowd fund a Flat Plane Crankshaft Kit for a select set of American V-8 engines.
Explained so that anyone can understand the difference. Now the only question I have is how much for one? Thanks for taking the time to make this video.
Thank you for your knowledge 💪🏽
so the flat plane crank is the same thing to a four cylainder crank , the only thing different is , we've got two rods on one journal
Loved this video!
Great documentary
great video mate
!
Wouldnt there have to be a special camshaft grind for this to work?
it is 2020 and i cant find your kits online??
The kits are built by custom order. Go to steviescrazygarage.com
Did he make it?!
good job, easy to understand
Do or could you make the flat plane crank for the dodge 4.7
Is there a kit for MoPaR 383 engines?
Great info well put thank you
Leave comment if you must, but IMO. A mild cammed chevy LS with kooks headers, x pipe, sound a lot like the flat plane. I understand the LS have a different firing order and is still a cross plane crank. I like the fast revs and smooth tone.
nicely done!
What are your RPM targets? Good luck finding a set of cylinder heads that will give you that flow, without 250+ degrees of duration on a 6.0 liter engine.The flat plane scavenging effect is from the 180 degree order, but longtubes on a crossplane setup that go into an X pipe as close to the collector as possible will give you the scavenging you're after. Conversely, you can make 180 degree headers. It's easier to fabricate headers than to turn crankshafts from giant pieces of 4340 bar stock. The crossplane RPM problem makes a bending moment on the crankshaft from the big counterweights and also wears out the mains.
Guns Cars and Digits These cranks are not for the average user. They are for those that want something different to explore, but do not have the time or knowledge to design the needed components. The stable cross plane is it today. I agree with the points you make, but time moves on and so does technology. The rpm goal will be 9,000. The first cranks will only be in the 5.2 Liter range same as the Ford Voodoo. However, these cranks will be the standard down-up-up-down. SCG does have IP that might push to the 6.0 or even 7 liter range. It is in fact the reduction in mass of the counterweight that will make this project work. This project will be crowd funded, and the goal is to get enough funds to 1) establish a crank forging to move away from 4340 billets (this alone will drop $2,000 off retail, $400 for the camshafts), and 2) investigate the super light weight components to reduce the diving board effect on the crankshaft. No money from the crowd, No crankshafts. Life stays the same. Thanks for the input.
I wish you the best of luck in your endeavor, depending on engine choices. 7+ liters will be tough just by limits in rod angularity and deck height limits. What are your power requirements? You can make a darn good LS engine these days. 55" primary tubes on a 6.8L is enough to make 180* headers.
Guns Cars and Digits Thanks Guns. It will be a hard road. But it will be a blast of fun. I hope to get the big blocks down to 1200gr bob weight and the crank under 40lbs. It still maybe a bit jittery, but very scary. The big blocks will not be the focus for a few years. As far as CPCs go, I have made over 650 HP with an LS3 383 CID NA with CPC and ICEngineworks modeled standard style headers. It is an awesome platform. I am close to releasing a second and third video on FCP cranks, so keep in touch.
1200gr on a big block? I'm happy for 1750 on an LS. How did you get 383 with l92 heads? I can't get that with available aftermarket parts on a factory bore.
Guns Cars and Digits Hey Guns, 1750 yep. And the crankshaft weights about ~43-55lbs. A big block can go 70lbs. The FPC for the Coyote will be about 30-33lbs. The LS was a copy of an Engine Masters Challenge build from 2013 built by BES. In common with SCG build, but scaled back, were the Eagle crank and rods, & RHS Pro Elite heads. Pistons in the SCG were JE customs. The BES engine made 748HP @ 7,000rpm.
Interested in one to do a Dart/Ford 363 stroker please.
Hi Dan, go to steviescrazygarage.com and send an email through the system.
Man, "infamous American V8"? No, you are infamous.
The clue of the flatplane V8 is:after switch off right or left bank of the engine (sparks & injectors) you still have properly operating Inline-4 engine with 1-3-4-2 firing order. Putting it strictly the flatplane V8 is the Inline4 crankshaft with 90 degree between ignitions instead of 180
will you be making a kit for the ls3?
justin singleton First kits with be Ls, small block Chevy, and Coyote. There will also a one off for a Boss 302.
Great looking forward to see you products soon
+justin singleton Me too. I will start a new crowdfunding campaign to build a few prototypes. Stay tuned.
This would be awesome if they made thes cranks for the modular 4.6 or 5.4 2V"s engines
All over place these days we find wow commenting now, many of which buhu'd the Ferrari's in the past but suddenly onboard? I start o suspect some or even quite a few did not even now about flat plane cranks in not just Ferrari blocks but other exotics and in competition as well and that for a very long time now. Ford just don't have a Ferrari like experience in regards to vibrations in street cars yet, they will get there no doubt just keep pushing development.
Personally though while I do love the sharp tone of this set up and especially in one of those reds with their intake solutions as well, I have to admit I also love the growl of American muscle and cross plane also have got it's song to sing. Different mode, different days and all that..
After building 2 of these against the many cross planes that I have built over the years, I have discovered 2 things to be true 1) a lot of facts in regards flatplanes were generated 50 years ago and have gone to informal fact, 2) people that grew up with American Muscle engines (including me) have a natural audio understanding and love of the American crossplane engine. As for #1, a '64 hemi piston weighed ~2.25 lbs or 1021 grams. The pistons I use weigh in at less than 500 grams with the pin and locks. So for #1, the technology has improved the build components of the flatplane rotating assembly. As for number #2 and this is only my opinion based on my experience so far, I believe that the vibrations that people describe in regard to a flatplane even the Voodoo based Shelby are a mental scream caused by the engines even fire audio note. To add a little more, during dyno testing for the SCG marketing car ruclips.net/video/_dYSibqJxdg/видео.html, we found no unusual vibrations in the crankshaft or block were found. What I did find, was that out of the 4 people in the dyno control room, 1 was bothered by the audio note. There is a limit in the design of the rotating assembly that once crossed the engine will vibrate in conjunction with the audio note. I have a good understanding of that point. But back to #1, I hope to increase that vibration starting point with improved technology. Arne, thanks for your input.
Thank you
Crank and cam are needed. Check out Performance Engines on RUclips. 1958 flat plane crank small block Chevy.
I'm 66 years old and have never understood how a flat plane crank worked. I had wondered if it fired 2 cylinders at the same time. I have been a mechanic for 46 years, raced stock cars, built no telling how many engines, and finally I get it. I recall an article on the V6 Buick Indy engines, and Ruggles had the "contract" to supply them. Part of the article concerned balancing the thing, and if they wanted it to shake in the vertical or horizontal plane. To be frank it was a dumbfounding article. Ruggles was also the one who accidentally discovered evacuating the internals of the engine made power. They were testing an engine that had been returned for a refreshing. It made more hp than it was supposed to, by a pretty big margin, 20 or 30 Hp. They moved it to another dyno and got the same results. While tearing down the engine they found someone had blocked off the breathing and the dry sump was pulling a vacuum on the engine. That was a secret for awhile, but it got out.
Interesting. I've seen repurposed smog pumps used to evacuate wet sump engines for drag racing.
Very interesting on the vacuumed crank case!!!!!!
Awesome
will ford ever build a 302. push rod engine
Have you ever heard of a 69 or 70 Boss 302, the had the old push rod motor
thanks now I understand much better about the flat plane crank and a regular muscle car crank.
Finally I understand the difference , Thanks. So a flat plane crank is basically a Boxer engine
+Dwight Pilkilton no.a boxer engines use flat plane cranks because they are lighter and easier. and they never get more than 6 cy anyway.
12 cyl Porsche says hi
Dwight Pilkilton no sir.
V8s make a V, almost always 90°. One cylinder from each bank shares a crank pin with each other. 4 crankpins per 8 cylinders, in a V configuration.
Boxers will always have the pistons firing towards one another(or rather between two on the opposing bank) while laying completely flat(180° apart). Each cylinder has its own crankpin, so there are 6 crankpins in a 6 cylinder boxer. This makes the block and crankshaft longer than an equivalent V design.
The crankshaft for both a flat-plane V8 and a boxer engine will indeed share that 180° angle(that’s about it), but a boxer(example, H6) will have twice the total crankpins, and will have a crank with a left, right, left, right, left, right orientation of the journals, instead of an up, down, down, up like a flat-plane V8.
наглядно спасибо )
Un-nerving vibration is an understatement. Drive a GT-350 and you'll know what I mean.
I have done a lot of research on the Voodoo for obvious reasons. Unfortunately, Ford made a totally different set of engineering choices for their design. I have a lot to say on this subject, but a limited forum. Stay tuned for a 70 Mustang with one of my FlatFast Clevor builds coming up soon. Austin, thanks for your comments and stay tuned.
Stevie's Crazy Garage elaborate?
Austin Powers elaborate?
You're doing it wrong. the 1st and 3rd journals are in the same plane, the 2nd and 4th journals are 180 deg out.
Peter Romano Humph! I think that you are describing "up down up down" which is what the Ford Voodoo will be. Much harder to do. However all the journals are in the same plane either way. Sorry we disagree.
Doing that would create a rocking vibration from end to end of a bank that would still need to be countered by heavy counterweights
Chris, it actually doesn't and it can spin at a higher rpm than the 90 deg cranks we are using now. The sounds that come out of this engine is not like any other engine today... Ford has already tested it and released a working and proven engine. It does NOT run like 2, 4 cyl engines married to one crankshaft.
Fords New 4 cylinder uses a Flat Plane Crank. Used in Mazda as well. You think it's a 2 stroke.. Might be why they call them Zoom Zoom engines..
Master Chief 00117 basically all inline-four cylinder engines use 180°(flatplane) crank shafts. Recent models of the Yamaha R1 are the only mass production exceptions I know of. What's your point?
You serious!
I have always heard of them referred to as 180 degree cranks... Tomayto tomahto I guess...
realvanman1 same here. 180 is what my dad always called them. Said he had a big block Chevy with a 180 crank
#valvetrains matter.
The basic flat plane crankshaft? Implying there are.... complex?
Hmm you get an uneven harmonic... Has anyone thought of some sort of harmonic balancing unit that can be used? That is sarcasm!
Actually, the harmonic theory is mis-information. The engines run quite smoothly. But the theory remains. The real problem is the audio of the even firing order and fairly straight forward to fix.
And yes, I need to update the video.
That is funny, the engine turns (torgues) the wrong way .....,
Hurry up. I want 1. Fuck torque. RPM baby, flat plane motors sound sooooooo much better. Like, it sounds like a real MACHINE!!!!
What do you know about the original motors to do with tuning. You clearly indicate vibration and on many if not all cars I have had had a harmonic balancer and Hyundai has to include a balance shaft within their design. Somewhere the whole concept of a motor operating by harmonics, frequency, resonance has been replaced and written-out with these fuel guzzeling wet dreams for the rich, medicine and pharmacopeia, and supposedly congresses slush fund.
Yours is the second I am checking on this flat plane concept and when someone said 20 inches of vacuum and flat cams and the durations and previously Joe talking about the fact at higher rpms the valves are open straight through therefore the entire information presented by these scheisers of how the thing operates is a pack of lies. Its back to just like the jet engine open straight through and a portable vortex which has both vacuum and restriction so then how can I get to find the true original design of a motor and the range/ limitation of that particular design which only used the air not their toxified water. Watch how much water comes out of the exhaust that is watered- down fuel while they jacked up the price by three.
I got attacked by those wackos in wesconsin for experimenting with leaning out and engine and took the governor off and without other than leaning it out not getting into to ignition timing, changing cams and cranks, bore versus stroke, aluminum versus cast versus combination, higher spark power, water injection, hho, porting, compression ratios and just with that I made increase of power, peak ignition heat might have increased but it seemed like it cooled off quicker, zero break- downs and despite glowing cherry red ( I did take off the exhaust and I was running that 3 or 5 HP hard in a go cart and I was cleaner, used less fuel, had as much or more power and despite over revving it no break-downs.
Several different ways to say that since moreagain thugs(look what he did to Tesla and proves the.militaries all work for their banks not the people) nothing has been told for the correct operation of anything and when anything is designed they automatically have their engineers, white jackets, and other criminal crooks to block from the people writing up their bullshit/apeshit/ dracoshit/ mexishit/snakeshit\fishheadshit\ ruskieshit\euroshit, sling us out to the different rothreligious banking scheisers and everyone else's shit pack of lies to complicate and obfuscate or mysterize the truth of a situation.
The truth of the matter is that either the air being changed through the cylinders or the etherial energies being utilized whereby the other characteristics are only the byproduct of the changes of the ether and where it might take time to ""GET UP TO OPERATING TEMPERATURE"" and that type of motor might be limited to range of applications that the concept came from People of The Land fighting back against the oppression of social types sh#t sucking out of the rash of the rich(city slickers) and they would have designed the concept of a maschine with freedom in thought and whatever level of power it developed by itself they would have learned to work within that to keep from being cheated by these rich ass alien greedy whip cracking dunkle scheisers disguising themselves as White or Red stealing us away from Natural Order.
The moment it is out of stoimetric ratioand the moment the notrous oxides quickly dissipate and the moment you lean it out with no computer or emissions equipment needed lies plus increased power and reduced fuel usage there is no more needed to see that this is all lies fabricated and that people are only being programmed by forces to go to schools or jobs where they force you to memorize and other tactics against proper sensing and teaching by doing.
What were these old one wired magnetos I cant find article or presentation?
Chow,
AJP V8, say no more...
Fail to sell anyone on how this "kit" is the least bit advantageous to anyone with a typical LS or similar setup. Absolutely zero data given to make anyone waste their time with whatever snake oil this guy is trying to develop a market to sell in. I understand the difference between the two systems noted, but fail to see the advantage for the average engine guy in his own shop. with three LS based trucks and two duramax based shop trucks that compete in drag racing and truck pulling, there is literally noting that this largely European approach to engines that can help the average hot rodder aside from helping them out of a majority of their paychecks. Flat plane engine simply do not work with large displacement engines in a smooth manner and we all know there is no replacement for displacement with the exception of forced induction to a degree, which again is not relevant to this concept. And this is key as to the fact that non US utilization of flat planes are limited to high performance small displacement engines and are not even feasible as a conversion setup of any sort in a stroker nor standard stroker engine larger than 5.5 Liter purpose built V8. Beyond this purpose built setup, the flat plane is basically useless in domestic SBC applications. Not sure what this gentleman is attempting to sell, but buyer beware as there are current user installed kits that out perform anything this fellow notes in various SBC applications he seems not to have noticed.
cadillac build v8s for eight years before crossplane cranks were in production. your wasting your time, get a lightweight billet crank and 180 degree headers.
Tim, I have built a gross of lightweight cross plane V8s. And I have built 2 sets of even fire headers. But you did not know that right. However, thank you for your comments. Also stay tuned. I will have a 70 Mustang fitted with a FlatFast crate engine early summer.
Or just buy a gt350
.................People who can't properly enunciate shouldn't make technical videos.
And people with nothing better to do should not pee on other people's videos.