Hi there, just wanted to say thanks for taking the time and posting the machining set up and process, not to mention showing off that gorgeous machine. I'm getting some work done on a 235 L6 here in the Inland Empire, primary the block, but he said he'll check my other components, including the crank. So it's nice to see how and also can appreciate the hard work that goes into it. Thanks again!!
Very, very good video. It was a great plesure to watch it, like beeing a pupil on a good teacher. Usually these subject has been performed with a lot of noise (they call it music), complaining what is true on not, and not giving any information about specs or working habbits, that you did. Greetings from Helsinki.
El mejor trabajo de precisión dentro de un taller de rectificado, la columna vertebral de un motor es el cigüeñal donde recae todas las fuerzas en sus ejes. Bien centrado bien rectificado saludos León GTO México.
I really enjoy your educational videos. You mentioned with this crankshaft stroke variation journal to journal. I was wondering in the American industry how much variation you might find with OE cranks, and also with previous service industry cranks that you rework. I would expect at the OE level the factory equipment would have a good consistency, whereas a reworked crankshaft the variable would be the operator's craftsmanship. Speaking about an individual crankshaft variation rather than a trend. For a stock motor rebuild, as you were mentioning that I started to think about the effect on balance, not necessarily an aspect someone would think of rebuilding the motor for normal in-service work.
OE cranks of old from the big 3 (and all the rest domestically) sometimes varied greatly. Rarely are they indexed perfectly, you have to trim every crankpin after the machine indexes 90 degrees. Strokes are generally closer than indexing. The worst I remember was a 400 Pontiac that had crankpins 3/4 of a degree off. This was a crank I was going to stroke to the .015" rule for a NHRA stock drag class for a customer so I remember it specifically. Obviously we didn't use it. Foreign cranks of the same era on the other hand were much better. Even cheaper makes like Fiat. The best cranks were German, you could easily grind them on the index. I don't know why, I've never seen any OE equipment. These days it's a different story, multi axis CNC machines with CBN wheels are light years ahead of old technology. The affect on balance for different strokes on the same crank would be minimal. Again, domestic cranks were further away from perfect balance than foreign. Maybe with higher revving smaller displacement engines, they put a higher value on balance.
You’ve had plenty of experience I see your great I could tell very quickly you knew what you were saying I thought I’d throw some of my experiences at y’all Do y’all remember back in the days with the popularity of the later styles of the v-6 cranks mid 1980s im thinking Pardon me for my not being exact on my time frame lol. That the ford 2.8-2.9 cranks were so spot with their strokes I remember very well just on being sonaccurate Wondering if y’all experienced or recalled the same thing Thanks
Question. When you corrected the index on the first clocked journal you adjusted the trim on the right side chuck. How parallel would that be and how do you confirm the crank does not have distortion. Good video!
The machine has a purpose built dial indicator who's probe is at the centerline of the machine. Every journal is checked with it and once the stroke is set, the only centering adjustment is for indexing, which is accomplished with matching trim screws on head and tail stock.
@@cyranox90 No I don't think so, and since doing those videos I've stopped grinding cranks. I grew to hate it and there's no money in it when you do it properly, it takes too long.
Wrong about the difference on stroke! You need to check zero on the indexing of your chucks! No factory crank is off by that much unless the crank is bent.
Very long time in the automotive game. Started building with old machinist Red Adams who was known to have the Ford power formula. Tested many a modified stock head to make power. Many an hour toiling with different parts to make power. I'm sickened by the clowns who read a catalog and bolt together a bunch of go-fast stuff. They have no clue of the physics, chemistry, engineering etc that goes into making an engine powerful. Bolt-on NO2, have no idea what it does or how and why some other power adder or another idea would be better or worse. No idea how to intentionally build an engine for an application.
