David Vizard's PowerTec 10 EP 45 Crank Journal Polish = + 20 HP? 

Andrei, thank you very much for your kind words. DV

I listen 2 some of his talks & all the little bit xtras he talks about makes up 4 some fabulous HP Gains .

My take is this man's career and love is being passed on in these video's. I have only watched 20mn dabbling briefly. Many folks like instant type power gains. The short I watched are for patient meticulous mechanic types or engineer minded. Indexing any system is not for everyone. I have dabbled many yrs at work with amazing results or problem solving issue's. All engines are relevant across the industry. 1 or 2 thoughts here......seasoning before machining, not building charge during and seasoning after. Any part really like cams. Not doing so is one of the reasons rebuilds don't always last long. Earthly realignment we can say. I dabble in science/physics related subjects decades. Physics isn't everyone's favorite class. The coolest bad ass subject matter on earth imo, better fuel mileage ect

Bob, - you just made my day - Thanks DV

if you have a old school laith it's not that hard to make a HSS tool bit shaped by a mill or powered hand tools in the reverse pattern of what your looking for and it's faster than grinding for 3+hours plus balancing can be done somewhat without drilling. look up keth farnered or tublican or booth/abome. as for me i hung around old grumpy guys that if you're responsible and respectful they might tell there secrets or not if thay don't ever like you lol 😂and a cnc 3-plain or more can do it to as my high school experience was educating me to be a mechanist ( and had 1 to 2 years left to pass the testing to get hired. i was planning on that pay for parts of my mechanical engineering degree and helping forward my manufacturing understanding and help my hobby's at home 😉) ( and i was and still kinda hoping that i could get hired as a power/test/or safety crash automotive engineer but that didn't happen and in 2022 is getting more far fetched to achieve and now ended up fixing plant equipment and cars ) but that didn't work out as i had my mom ( honestly at points in my childhood sucked at be there and a mom as this wasn't the first time she left/ilresponsibility ) bonce for some guy @ 17y but luck was kind enough to have my deploma it just was a lot harder to get and a bad ish job by 18/19y

Scat are reliable import cranks

I think I memorized it...lol

I have just about every book he ever made worth every penny and I'm looking forward to going to his school

I was curious on the profile being that way myself. I figure they had a reason with the amount of tech in those engines.

Trump 2024 is coming ....

i thought the same thing, possibly able to save some weight aswell, less oil.

Oh. It's 10.89/1 and runs fine on 93 octane with 220 flotek cnc ported heads that flow 315cfm.. also read your book on carbs and have a older HP950 (830cfm) that runs perfect using that book on 4150s you wrote sure helped. That and having dual afr wideband gages helps.

Mr. Gamora sir, Glad to be of help and thanks for taking the time to tell us all the results you achieved. DCV

John. thanks for the compliment but I think genius may be somewhat of an overstatement! DV

@@marvingvx1 ok, let me rephrase, your engineering knowledge, ability and attention to detail mark you as being one of the best. I'm interested in what you say. The previous was a quick phrase which said about the same thing to me anyway. You keep teaching and I will always take notes!

@@marvingvx1Polishing journals wouldn’t make sense for power gain because the crank and all the other metal parts are riding on oil not metal to metal

Ive polished cranks. It take a surprising amount of effort to remove .001" (not that youd want to) never mind .010". perhaps if youve under cut a crank and dont have a nitride it goes much faster but hopefully for you that's not the case because you want crank pins to be precise. You're more likely to gain 20hp from changing the oil levels.

@@danieldimitri6133 I ground cranks for a decade myself and .010 must be a typo.. we had a old 50s machine that we had to use to grind long caterpillar and big 8" oil rig journals with it and it was a little sloppy on the heavy oil rig cranks and tended to leave a out of rount by .0005 and the tolerance was .001 so I had to polish the Out of round out and when I was done you couldn't find any out of round but it took me a hour of meticulous polishing to accomish a mirror finish with no waves and no taper and no out of round.. .010 would look like shit or take forever and to mic it at the end perfectly with no ooo or taper would be impossible even for a seasoned grinder..

Gooday Daniel ,You got that right ! I can polish a std/std crank with 2000 grit & I use a .001" undersize bearing . Never work without serious heat build or knock. I've used A Van Norman 111 crank grinder (1943 yr, Model) set up to take the cranks between centres that worked perfect to .0000" no fooling ! No taper or runout that I could detect ! Just out of curiosity how was the machine that you used set up ie.. in chucks/between centres ? & if it is between centres I want to know where u are located. Thank You James T. Burke & Gooday

Mr. Critter - much appreciated sentiments sir. Thank you. DV

David is passing on information you'll never get from anyone on the internet. But, you complain about background music?

Ģ

@@olderthanyoucali8512 .

Stop

what you non tribal? great music david dont change a thing

I would say since that is a high rpm type deal.. you are in a ideal situation!

Colby, Yes go to our web site get the address there sand mail it to Marvin. Put a note in the pages saying how you would like it dedicated plus $5 for the return shipping. DV

Kurt, a very interesting post here. Can you expand on it - I, as well as others, would like to know more. thanks DV

@@marvingvx1 1973 and earlier '76 CC' combustion chamber heads are superior! STOCK FLOW numbers with stock 2.0 "&1.625 valves at 28"H2O are = ..100.......200..........300.............400..........500...........600...........700... Other than the stock Cam, valve Springs and intake the 6.75" armaloy rods & stock rocker stands 83/73..134/107...180/141...215/164...248/181...263/191...277/206. Limit the engine to + -- 5000 rpm! (HEI distributors from "76" on fit all years!) "77" was Feul Inj. ( No clear answers on whether ARP rod bolts will increase the RPM limit for the bottom end! (***472= 5200rpm Because of the piston speed difference for the shorter stroke**? But it has a heavier piston!?>

Sounds like fun. The VW 1.8T 20V was probably the most common 5V engine seen in the USA. I had an MKIV Jetta and it was fun.

Just seen a tuner on RU-vid take a bone stalk 2003 MK4 golf.. Is 1.8t Motor is bone stock from valve cover to Oil Pan.. All he installed was a big Turbo.. And ID 2000 injectors.... And a downpipe... Trying to see what they could get for horsepower and torque out of a 220000 mile bone stalk not well took in care of motor.. The motor Had been beat pretty bad before they started tuning.. Right now they're not done tuning or squeezing power yet.... They made 566 horsepower and over 500' pounds of torque.. Stock rod stock motor top to bottom... One thing he has done is made sure the Is torque don't kick in early and snap the rods... But that's impressive

@@shawnlibby675 The 1.8T lasted a long time if you changed the oil more often than the manual said. Following the manual schedule and using Castrol 5w40 Syntec or something lesser was the early end of many B5/B5.5 Passats in the USA.

@@skylinefever You are correct Very correct.. My 05GLI factory oil Pan on a 1.8 Turbo 6 speed 4.7 qt ... Depending on how you drive I Usually try to get it out around the 2000 mile mark.. I also overfill the oil a little bit... I've had the car for over 8 years.. Still on a stock K03S Turbo.. I Have pounded on this car a lot... Still don't puff one puff of smoke and don't burn any oil burn any oil but the Turbo Still performs OK but I think it needs a new one lol... The only thing notorious on this car I've had a problem with is the motor mounts transmission mount and a arms... But other than that these motors are tough keep the oil changed And keep The Timing belt changed accordingly... It's also one of the only motives in the world that will run in idle turned over backwards lol.. And I run 502 approved mobile one fully advanced synthetic 0/40 w.. The car is on an APR tune also and a 3" downdown pipe 007fogebov..02m6 spd edl fwd

TBL - yes! DV

I remember accumulators for oil pressure prior to cranking.

Mr. Hoonatic, Yes it does - maybe I should show some oil tests along the way here soon. DV

Irritating music.

I am no expert, but I've been around a couple Nascar long blocks. I think the idea behind the big end side clearance is to encourage both the big end and the wrist pin end to "float" thereby reducing friction. Those Nascar boys do wild things to pick up tenths of a horsepower.

Guess they think of bearing micro-cavitation due to oil film turbulence. However for there to be much turbulence in the oil film (which causes friction and heating) to begin with the clearance is most likely too large anyways. If done in the engines direction of rotation or not, polishing by belt or wheel is not recommended, but better than nothing if the surface finish is unknown. Tho a mirror finish or not is not the best indication for surface finish. An actually flat/true surface with a dull-looking finish is far superior to a (relatively) "bumpy/uneven" one that is shiny like a mirror (polishing a turd, is still a turd). Also usually (proper, mind you) crank polishing is a process isotropic in nature where there is no particular order to the direction of the abrasive action or to the final mirror-finish. First step is the "Isotropic Super-Finishing", or "Chemically Accelerated Surface Finishing" as it actually is called in a vibrating tumbling ceramic media, then in step two the parts are "Burnished" aka the peaks of the surface are smeared into the valleys by vibration tumbling in ball-bearings giving the mirror finish. Both steps have random directions (everywhere) of the "abrasive" and "smearing" actions respectively.

Cassandra (great name by the way!) yes I was told that Scat had been sold. It was about time for Tom to retire. DV

Hey Moose - you are just too big to argue with so I will take your advice under serious consideration. Let me know when it's low enough to be at least sort of OK with the low music vol folk. DV

I don't mind the music but it would be nice to have the spoken word in both ears.

Richard, - as it happens the 318 Mopar motor responds to a stroker in much the same way as a SB Chevy so be sure to catch the 383 Chevy build for some good leads here. DV

James - a good read here. You raise so many relevant points that I would like to mention but video length is already a concern. Maybe we should talk about a part 3 for this mini series. I could well use some guidance here. DV

Gooday David , I would be honoured to contribute any information from my limited knowledge to you . I will provide you with a little info about rebuilt engines for cars ,trucks , bikes , boats & small propeller planes . I have watched various videos on you tube proving to me that their work is done incorrectly & replied to their videos saying so. My replies were met with humour / disrespect & down right stupidity in their ignorance . You see I was using a crank grinding machine the incorrect way at first (the way I was taught) & could not meet specifications & then I learned the proper way & they were " perfect " meeting all the specifications with no runout to .0000" I consider myself lucky to have learned from a person that was in the Ford Plant during the second world war (with the war effort) & seen how the crankshafts were held in the crank grinding machines . The Van Norman 111 crank grinder was the oldest & best machine I have used . I believed it was a 1943 Model . You see the problem is our armed forces use these pieces of crap in everything from boats/cars/jeeps/trucks to helicopters . I've heard of several of our choppers having to make a forced landing & the ones that don't shake themselves apart & boats losing an engine 60 miles from shore . The worst part about knowing the difference is that no one regrinds crankshafts properly around here & you have to buy new to get what you pay for . I bought the V.N. 111 when my employer passed on & I lost it in a fire started buy a person welding for someone else a few years back . Now I've given up building engines . I do somethings different when I do valve jobs , that seem to work better than most . From the land of the fabled schooner " Bluenose" by a person who has magic hands ! The only way these people(doing them incorrectly) get any work at all must be out of ignorant people needing their done in a last ditch desperate attempt to get their engines rebuilt fast. It does not need to be proper , just fast & cheaper than new . Well in the long run you might as well buy new cause it won't be cheaper in the long haul & you don't know where or when their work (CRAP) is going to let go ( CAPUT)! I would be more than honoured to contribute & it kind of flatters me to think I could contribute to someone I think is as smart as you . Thank You James T. Burke From the land of one of the finest schooners everbuilt on Earth ! N.S. , Canada Gooday & God Bless@@marvingvx1 G

Gooday David , whenever you might want to talk about crankshafts & things let me know. I would like to pass onto you & others like yourself any pertinent info about crankshafts . One thing I have found is a complete screw job on anyone needing a crankshaft reground clear across the market . I found out from a person who with the war effort (Second World war) toured the Ford engine plants & seen how all their crankshafts were being machined . Just to make a point ; all their cranks were being machined between centers & used a dog on both ends . You see I originally was taught to regrind cranks in -between 2 chucks & could not meet the specs for the cranks . Then I see on U-Tube people doing them incorrectly for boats, small planes etc... I was able to achieve .0000" runout no problem on all journals . I used this man's machine Van Norman 111 to do it precisely like the factories did them . That man passed on & I bought his equipment . Then a welder burnt up the place & my machines ruined. It was no accident & I sued & won a decision never replacing what had been lost. These stupid bastards are ruining the machines their using & their products are a piss poor example of what real machinist do . The machine I had the pleasure of using was the very oldest & "THE VERY BEST" You Say Expose IT I just did. I guess were all lemmings & have to except what we get from these people. @@marvingvx1

Try it, dyno test it before and after

Robert, yes and no! DV

Chuck, As it happens none of use are good at spelling. We are good innovators and engineers though. Not really an excuse but my (our) defence here is that someone who can only spell a word one way lacks imagination!!! But just for you - we will really try harder in future!!! DV

This channel is dead for now, find his other channel here: www.youtube.com/@DavidVizard

@@SinsBird Thank you.