My efforts here are to get 2 more engines out the door. On both engines I either had an incomplete rotating assembly (7-bolt), or a rotating assembly in unknown condition (GVR-4 6-bolt) so they both needed work that we haven't done here yet. In order for my machinist to begin any work, I am required to have them cleaned and degreased with ALL of the parts obtained, and all the plugs, studs, dowel pins, etc... removed already. In this video I handle 5 different crankshafts. Three 6 bolts and two 7 bolts, all very different. Aside from what you see that differs between all of them, I am primarily and only focused on whether they fit, and what they weigh in this video.
This video has core plug, main oil galley plug, oil squirter, balance shaft bearing removal... several OEM factory tools that we've never used here before... also, main oil galley modification with RojoDelChocolate, full cleanup and forensic analysis of main bearings and how to interpret automotive cave drawings. At least mine anyway. We cover A LOT of ground. This video demonstrates a practical exercise of all things I've covered in a dozen previous videos, but on two new rotating assemblies, and in only 40 minutes. Essentially catching both of those builds up to where we are with the GSX. It's now a fair race. I spent 23 hours doing this analysis to determine the course of action with my machining goals, and condensed it into only 40 minutes of what's important for these builds.
It's important to ensure you're getting the core of your lubrication system right. Nothing is more important than starting with a properly-fitting crankshaft for how you will use the car. It lubricates all the most important parts of your engine, and occupies 3/4 of the engine's oil supply drilled off of the main oil galley. If it doesn't fit within spec, you will have problems with your oil pressure and the lifespan of what you built. I believe all 3 of these engines can be saved, but if I can get my desired results on at least two of them, I'll have everything I need to finish both cars. The goal is to still come out of this with all 3.
If you'd like to support my content, you can visit www.patreon.com/jafromobile. Members who enable notifications get a 24 hour early preview, a place to chat, and extra content that you won't find here. Everything shown in this episode other than the blocks themselves was paid for by my supporters on Patreon. It's pretty clear in this video what impact they make on what you see. They haven't just changed my production, they've changed the actual story I get to tell all of you about the revival of 2 wonderful cars.
In the video I did promise some nerdy oil clearance analysis. I'll fully explain it.
2.2435 CRANK JOURNAL
2.2455 HOLE
This provides an oil clearance of .002", the maximum stock specification (the "performance specification").
Calculating area of the main bore hole...
Area = π x radius x radius
2.2455 / 2 * 1.12275 * 3.14 = 3.95818214625 sq. in.
MINUS (same area calculation for the crank journal)
AREA OF CRANK JOURNAL 1.12175 * 1.12175 * 3.14 = 3.95113441625 sq. in.
EQUALS AN AREA OF 0.00705" between the crankshaft main, and the main journal.
TIMES 2 because there's 2 sides of the journal = 0.0141 square inches, or 0.36 square mm total leakage area.
Oil squirter measured .045" oil hole, and that hole is likely restricted because it contains a check valve. But if you apply the same math to that hole, it gives you a leakage area of 0.0016", or basically 0.04 square mm.
Oiled functions of the main journal AND squirter combined have an area of 0.0157". Or .4mm when calculated at the maximum factory oil clearance spec for assembly.
The mains also supply the rods with oil through the crankshaft so the main oil galley that supplies all 3 parts also must account for that flow. Applying all the same math for the crank pin diameter and rod bores with a .020" oil clearance, the additional leakage area for these value is 0.0111". Add that to the main and oil squirter volume and you get 0.027" or .68 square millimeters per main oiled journal.
The leakage capacity of each oil squirter is only 1/17th the total volume that can be leaked by the main oil galley that supplies it.
You remove ALL the complication from this once you measure that main oil galley that supplies all 3, and find its internal area turns out to be .074" of an inch or 1.88 square millimeters which is 3 times greater than the leakage area of the main, rod and oil squirter combined. There are no restrictions anywhere for any of these parts accessing oil flow from the main oil galley. If all 4 stuck wide open on an otherwise functioning oil system, it's just not enough oil to leak to make a difference anywhere. It would be hard to even notice that leakage on your oil pressure gauge if they were stuck open at idle.
If anyone has a case where oil squirters caused a bearing failure of any kind, I'm all ears.
24 мар 2022
