You went over briefly the under and overbalance conditions and their advantages, but I'd like to know more about when it is needed or highly recommended. I've heard that certain V6 engines that run high rpm "need" to be overbalanced, but why? What are the consequences of not doing it? Obviously there's certain harmonics and such we are trying to deal with, so does this have an effect on being able to run the engine in an area where those harmonics would typically have detrimental effects and what does that do to the rest of the operating range?
@@EngineBuilder Hello Steve, I know you keep very busy & you're always working on new projects. Your RU-vid Videos are interesting & helpful. Can you PLEASE explain the process to get the best balance on a flat-plane crankshaft? Is the procedure different than what you've demonstrated for balancing a typical cross-plane crankshaft? THANKS for your attention & I wait for your reply. Best regards, Ben
That's awesome I love this part of engine building squeezing the last bits out of it You should put another scale under the dangling side so you can measure big n small end at once to speed this process up
When sending your piston rings in, do you need to file-fit piston rings before balance? And what gap would you recommend a twin turbo lm7 forged pistons?
Steve you always give out the greatest information and help I wish for one time you would send out a list of your prices on what all these great ideas and motors cost
For V6 engines its such a wide target that it makes one wonder what would be the correct factor. The range Ive seen is 35-55%! Thats for both 60 and 90 deg engines and between. For the 65 deg dino v6 they used something like 35-48 %
on ford 460 external balance, what is the correct clock position for the weight on the flex plate in relation to the hatchet weight on the front of the crank? thanks
I'm confused how this works. There are two rotating masses at the throw but the mass is being pulled in different directions. And the reciprocating mass for both pistons are also opposing forces. Which is why you divided by 2 instead of multiplying but dividing doesn't make sense to me either. You have a mass of 950.7 going up, and a mass of 950.7 going down. Wouldn't they cancel out?
@@philldownes8685 Wrong, of course it's needed. This is how to balance the CRANK, nothing else. If all the pistons and rods have been balanced to the exact same weight it would still cause vibrations if the crank is not balanced, since one side would weigh more than the opposite. It's not BS my man.
@@CalebsCars Yes they are, but not nearly as good as in the video. And it depends on what car you get. Details like this is why some brands cost a lot more than others. And if you are thinking about tuning then balancing is key.
So what does 0.8g mass equate to when the reciprocating mass accelerates through the the fastest part of it's acceleration at a piston speed of 27m/s/s? I think you will find it is not so inconsequential.
