It’s funny you made this video, I am prepping an om606 for a project and I was just watching your crank pulley pin kit video. I went off on a tangent to look for dampened crank pulley. I couldn’t find much info. I recently purchased a fluidampr pulley for my m57 and was going to call the company to find one for the om606.
I found the same Keyway thing with my M111,I'm fitting a om601 crankshaft in the m111 and the Om601 crankshaft I have has the upgrade 👍..If you want something done right.. Do it yourself, love it mate, I really enjoy these explanational videos and your passion for the 606, would this same sort of design be an option for something like a M111 or M104? Keep up the great work mate
Custom billet intake that mounts to that charger ? - bolt on supercharger kit ? - paired with a stroker engine ? this is definitely going to set the haters on fire !!!
Would you suggest pinning this new style pulley as well? Or do you think the updated woodruff key is sufficient? I already bought the pin jig from you but I’m hesitant to use it until I’ve arrived on the actual pulley I’m going to be using.
i am trying to picture packaging with a supercharger. a turbo is on the exhaust side where you can mount it low and under the hood. superchargers are typically mounted on the intake, or at least on the intake side. so where are you planning on sticking it?
I've documented my issues on the FB groups. The crank gear will absolutely "turn" on the crank. It's not misinformation. My cams were several degrees off (not enough to smash valves but, enough to make idle very difficult) from my crank.
I figured you be using a Detroit Diesel supercharger. I worked on a lot of 2 stroke diesels on construction equipment. In the colonies there widely known as screaming Jimmies.
Just googled the site $7-8 thousand dollars for a kit… Can I have three? Must admit the idea of supercharging a diesel is brilliant and I may not have been the only one to should put ‘supercharger’ when the question was initially asked..
Not to be hating or anything but from my understanding a harmonic balancer is not a counterwight. it should be a spring mass dampener system that is finely tuned to the resonance frequency of the crankshaft - if you look at it like a torsion spring. Once the combustions hit the crankshafts resonance frequency , it starts to twist violently in alternating directions - this can and must be measured with high speed trigger equipment at the front and back of the engine simultaniously in order to develop a harmonic balancer. Its purpose is to basically resonate in the opposite direction to cancel out hte torsional vibrations - kind of like mechanical noise canceling. This internal Disc design is lacking the Spring in the Spring Mass dampener system.... yes the weight can slip but as i said... thats not its purpose . Gale Banks did a great video about it - even showing how a OEM Rubber style dampener disintegrates once the amount of crank oscillations needing to be dampened due to higher engine power exceeds the dampeners design limitations.
So I have a question and nobody's answered over here across the pond here in America because they just ignore me and I feel that it's a legitimate question and the legitimate question I feel is if you're using a supercharger do you still have to use a turbocharger can you use just one or the other I can already there if I you have way more experience with these type of engines than I do and that's why I'm asking you you're always very informative on what you show with this stuff I have learned a lot from watching your Channel that was my question
It's been my experience that a 10 rib pulley will want to slip after about 20lbs of boost, even with alot of belt wrap. Unless you run a cog belt system how can we run 35 to 40lb of boost (approximately 450 whp) without belt slippage. It will be interesting to see how many pounds of boost you can run without slippage.
This was just an estimate, the fact remains, there will be a huge load on that belt and with the typically higher boost pressures the diesels run, it will be interesting to see how far you can go without belt slippage, this is just based on more than 55 years of building supercharged cars ( gas powered) like I said I will be interested in seeing how far you can take the boost level before belt slippage rears it's head.
Only speaking from large diesel experience 800 to 2500+hp as the hp rating changes for a particular engine the dampener changes in mass even stacking becomes normal and most HD constant power big hp engines run fluid dampeners from OEM'S, if you tjink you can change HP rating and not upgrade damper you are ordering a broken crank in that deal, if you see any evidence of fretting on crank mounting surfaces whether they be a snout or flat face then either someone is over reving engine or damper is either wrong for HP calibration or defective, most dampers i deal with cost more than most car guys whole engine ! I see similar issues with smaller egines ive looked at usually after failure and someone asks an opinion of what caused it as they are usually dumbfounded as why it blew up !
