The amount of equipment in that building is insane. I wonder how many millions are invested in all of those machines. Pretty cool to see them in action and that they are so precise down to the thousandths of an inch. Neat.
His willingness to share with us the knowledge that has taken years for him to gain is uncanny. Historically speaking engine builders (and transmission or chassis guys or whatever) kept so much information top secret to keep their edge. Literal armed guards and security dogs in the pro stock world. There are upsides and downsides to that security and containment of knowledge. I think what Steve understands is that the more he shares the more he learns. More feedback, more ideas from more brains and more trial and error. Like my dad he's the kind of guy who takes delight in learning even simple stuff from any source he can get and is willing to share it with the next guy because of it. It's all about being reciprocal.
Amazing how Steve just gives this kind of knowledge away on You Tube. Back in the day if you wanted to learn this kind of stuff you'd have to get a job with a Pro Mod team, and most likely that team would be in So-Cal or Indiana so you'd have to move to move there if you didn't live in those areas to have said job.
Absolutely love these videos steve. All the machining and the whole process and how its done is incredible. So much knowledge and talent. I very much do appreciate all your videos, especially these type.
Thank you again very much for being a straight shooter. You don't withhold very much or if anything at all. You dumb it down so dyslexic people like me can understand the process is you go through every single time. I would like to say thank you again to you and your crew and another great video. I pray and wish for blessings and successful days for you your family and your work family have a great weekend weekend coming up. 👊💯💯👍😊😊😎
I was just waiting for a chunk to bust off that head while hammering. I know it’s necessary to do it right, I do it all the time myself. However, that still runs through my mind every time. Welding cast (well any aluminum really) aluminum is not an easy thing to do well. It’s taken many years of trial and error and the drive to always try to improve no matter how amazing we might think we are. Nice work! As a welder, machinist and engine builder....none as my career, I really enjoyed this one.
Its all about the attention to *necessary* details. So many people focus on the aesthetic of a build or repair that they normally fall short of focusing on the function of it. You explaining what IS important, vs what is NOT important shows you're not trying to impress us with "flash", but focused on the only thing that is important, the results.
Having never rebuilt an engine, and always wanting to (i can rebuild cars just never done an engine), i love watching these videos. Very informative and steve seems a great feller.
Its honestly amazing that the cylinders can stay in place and maintain head gasket seal when the block has a far different thermal expansion and the tops of the sleeves are basically floating, the only positive connection is the fire hoop and receiver!
its really cool to be able to see down inside this engine. very interesting perspective, one rarely gets to take a look at. knowing the power potential of these engines i would have never guessed thats what is inside there. example, the giant single water jacket. or that only half of the sleeve is supported in the block. strangely interesting to get the engineers perspective when it was designed
They didn't have a huge amount of money available for development for the Viper so my guess is they they worked out this method was the best cost/durability option for what they needed, which was well under 100hp/L even in its most highly tuned form.
5356 will be fine. From a welding perspective, 4047 is best for castings, but 4043 or 4943 works too. Love seeing all the steps, tons of work trying to fix and improve these things. Sharing knowledge and experience with us all. 👍🏼
That V10 was a kick in the nuts to the sports car industry. Took a 1960's pushrod 340, added 2 cylinders, and then proceeded to dominate everything at the Nurburgring for years.
Okay, as a machinist that originally started off with all manual machines and now I run a mix of CNC. I run a doosan 4500 and a few different hossas. But I still use the manual machines for one off parts or specialty things. That just doesn't make sense to write an entire program for and usually I can complete quicker than they can even write the program. So having manual machines around maybe antiquated for some they're a valid machine in any shop even today. The hard thing is finding people that are good at them because kids just are not being taught manual machines anymore
These are such great videos the machine work and teaching us how and why you do these to make everything work together is pretty cool thanks Steve and your team
Alloy 5356 has become the most commonly used of all aluminum filler alloys because of its good strength and its good feed-ability when used as a MIG electrode wire. It is designed to weld 5xxx series structural alloys and 6xxx series extrusions, basically anything other than castings, because castings are high in silicon. Its one limitation is that 5356 is not suitable for service temperatures exceeding 150 degrees Fahrenheit (65 degrees Celsius).
Dang, it was awful nice of Dewey too teach Steve so Steve could teach us!!! He's a hell of a good pup!! In all seriousness, thank you once again for showing us the PROPER way to do things correctly! 🙏
Interesting about the head stud failure. I just took a broken name brand head stud out of a turbo'd LS this week. It blew a head gasket on the dyno and they couldn't work out why, until the stud broke whilst tightening the head down with the new gasket. I've done several broken new head bolts and studs over the last 12 months for clients. All from different OE and after market manufacturers. Some of these failures have occurred way before the fastener has got anywhere near torque. Great video Steve. Regards Greg
Hey Steve,, you said you dont make it look perfect after drilling for water holes... Try this if you havent tried before. On cast aluminum, after welding and grinding flush.. get some 40, 60, 80 sand paper pretty much what ever grit works for you. and Peen it with a ball peen hammer... it gets pretty close to perfect lol.
I have copper orings and the pro seal gasket on my honda. Granted not huge power but its only a 1.6 sohc at 502 whp stock sleeves. Supposed to help if their is slight head lift to keep the fire in. My engine is known for head lift with timing on stock size head studs. I don't know if it's helping but a year of weekend driving and a handful of track days so far so good. Might be my tuner not the oring.
Nice informative and fun video. I would let the manufacturer of the camshaft know that the thrust of the cam is off. Not everyone has the capability to reface the cam gear seat or the offset.
Amazing Steve……doing what no one else does……all in the name of making more horsepower……always watch each video with anticipation and watch again not wanting to miss anything and sometimes even watch a third time……your perseverance and dedication to more horsepower is awe inspiring….. keep up the good informative videos…….kudos…….👍🏁🇺🇸👍🏁🇺🇸👍🏁🇺🇸👍🏁🇺🇸
One day there is going to be a twisted block that fell off the back of a truck, and got ran over by another truck, and Steve will have it running within a week. Love the in depths on blocks!
Not a auto machinist but Steve would be a top salesman for Rottler lathes, milling machines. Very informative about the fire ring,never heard of this idea before..
Hello mikeswindell137, The steel "fire ring" is somewhat new for boosted engines. Usually, the ring is incorporated into the head gasket. But in my opinion, the fire-ring is bullet-proof & the best way to have an incorruptible seal. Sure, it adds cost to the engine build. But it's cheap insurance...considering the benefits. In his RU-vid library, Steve has an interesting and very informative video about the fire-ring. Best regards, Ben
Watching your videos makes me wish i had a need for your services. you sure seem to make sure the customers best interest are your best interest. kinda like the valves and the way you explained it was great. many years ago i did some foot brake racing but seems like life time ago. Thanks for taking so much of your time to produce these videos i have just a few videos on you tube simple ones but i know to do the quality videos like you do takes a lot of time and expense to produce again thanks
Really Appreciate the way you break everything down and explain it, to honestly educate people. The only other guy I have seen close to you is Gale Banks. Thanks so much, Steve.
Hey Steve, some really hammering education you gave us...... Some thing I learned from an elderly gentleman...... That carbide burr tool in layman's terms is called "an angry bit" 🤣😂🤣😂 Use case...... "Hey, would you bring me the angry bit please??" Thanks for the lesson!!
When I worked on Indy cars we were forbidden to weld A/N fittings,one because it severely softens the material,,,and two a bang on the sealing surface and your done,,,we always welded a pipe bushing and then screwed in appropriate fitting,,,,, simple fix for the damaged fitting at the track
That is a very good material , thank you for sharing ! I'm surprised that there's no girdle and no pistons cooling oil jets, I'm confused, why ?? My 2000hp viper has those but it's made for road course to be beaten all day long maybe that's why isn't it ? I also guess the gen5 manifolds pop on high boost ?
Steve not sure about with aluminum but with iron and steel based metals using a needle gun can get the a really good finish match with welded areas of cast parts.
Thanks Steve,I find these videos very interesting and informative. Might have missed my calling in life. The more I watch these type videos the more I think about it and the more I want to learn and watch.Thanks Great video.
just amazing all the tech, and the great attitude to go with it. i strive to have my simple mechanic shop be like yours . please sell me a lesson in operation of using machining tools, i would love to be your student. all i do is rebuild semi engines, this is a whole different world.
951?... That's only one area code away from me here in SoCal. Never heard of that shop though. Great video. You gonna do death week and head this way in a month or so?
Great work as always...a lot of Modifications done for the big power output....... i would think tho to weld the -12 fitting on the heads ,and then all the facing done..."AnyWays" as Kombaro Steve says..
You may want to look into marine outboard engine design and performance where the engines are mounted vertically. I think that F1, IndyCar, and motorcycle(?) engines also employ more roller/ball bearings.
Really amazing the amount of engineering you have put into this. In theory it seems like it is going to be better than original and somewhat of a clone of your other dry deck engines. I hope that in application that it works at least as good, and hopefully better, than you hope it does. As Always, May God Bless you and yours! 😇
Part of the problem is that he is using composite head gaskets. These things will blow through nearly any composite head gasket you find. It needs a cometic or otherwise single material gasket with a light smearing of RTV
god damn steve, it takes some serious balls to just start completely changing the way a block has been designed to function. You are on an entirely different level than 99% of engine builders
Obviously with a job like this you charge out your time and materials? Can’t be cheap but for that sort of major modifications it has to be worth it! Great work!
