Get your REV X Products here - revxoil.com/ref/SME/ Get 10% off when you use your "STEVEMORRIS" Discount Code SME Merch! www.stevemorrisengines.com To Become a Channel Member - / stevemorrisracing
Dug into it, seems to be potassium borate which has a lot of history and literature backing as an extreme pressure oil additive. Seems to be some active research in that area too. I am considering tossing it into my daily driver for kicks.
I recall Buddy Morrison would always discuss Surface Conditioning Before Assembly + Lubrication😊 That's when R & M were in a portable building behind a Parts Store. Hole in floor, below his Hand Honing wooden box stand. Lee Shepherd was doing heads next door. Old Skool Days😊
Steve, I hope you see this. Rev X is amazing. We ran a shop for awhile where we worked on a lot of Diesel engines. Many of these are HEUI engines. These engines use up to 4000 psi of oil pressure to fire the fuel injectors, and they use the engine oil to do this. The pintles will eventually get a varnish on them, and there is an actual measureable amount of friction between that varnish and the engine oil and it’s called stiction. Many of these engines required a 3000 dollar set of injectors to repair. Rev x oil stablizer came out and said they almost eliminate stiction. We started adding 2 bottles to an oil change and literally within 100 miles the trucks would start running like brand new. The trucks never needed injector replacement. Not only that but customers started telling us their trucks started easier, ran smoother and got better gas mileage. I am not usually a believer in bandaids in a bottle, but RevX is the real deal and they told us 10 years ago, it was a must in race engines. We never got to use it specifically for that, but I can easily see how the friction modifying agents in rev X would be significant in the engines. Steve, if you’ve never heard of HEUI engines take a quick google lesson, careful you might learn something, and hear a new real testament to revX’s abilities.
@@Jeff7477 right. Sorry for imperfect injector part identification. It’s the spool valves. Its not just international engines though, but they are probably the most common. The whole point is how well rev X works.
on Toms 1.0 oil pressure loss during parachute deployment why not install one of those pressurized remote oil reservoirs . Its common on the blown monster truck motors they put those trucks in all kind of angles wheelies and such so they must help . Thank you for all these great videos !
I love the fact that that harbor freight transmission jack is not only used to hold gas tanks up into rusty old Jeep wranglers in my shop and to hold up high end racing transmissions in Steve’s shop. That may be the only thing that our shops have in common. 😂
Hi Steve! I'm lucky enough to be local to Marty, it's pretty cool to see products made in a little Kansas town at the peak of motorsports. As far as rotating weight, it matters where the weight is taken off. If it's lighter close to the axis of rotation, then there's not much of an impact at all. If it's lighter far away from the axis of rotation, like at the fasteners, then there is a huge difference! Given the dependence on radius, it's not possible to equate it to pounds of non-rotating weight. Rotational Inertia, I = m * r^2. Torque, t = I * α , where α (alpha) is the rotational acceleration. So for each part of the engine that is accelerating, it is using up part of the torque (or power) that could otherwise be making it to the rear wheels. Taking 2 pounds off of the input shaft at a 1" radius could be a change in I of I = 2*(1^2) = 2 lbf·ft·s2 Taking 2 pounds off of the OD flange at an 8" radius could be a change in I of I = 2*(8^2) = 128 lbf·ft·s2
Rotating mass is the key, static weight within the wheelbase, down low makes the chassis more stable. If you add weight, use tungsten on the frame rails within the wheel base. It will make the chassis more stable and minimize a cantilever effect on the chassis. Use this to keep the front wheels down, so you can steer at max boost. Just trying to keep you safe and fast. Love your content, Always learn stuff. thank you
Usually to keep the front wheels down, the logic is to add it in front of the front tires not within the wheelbase. Maximize the effect of the weight you're adding to use less. If you're adding enough weight to keep the front wheels down that it's affecting the chassis or suspension enough to make the car unstable, you need to go back to the drawing board because you have big problems. 100 or even 50lbs can do a lot to tame a wheelie and that might not even be enough to warrant changing shock settings or even affecting et at Steve's level. Any other time you'd be adding weight to a drag car would be to meet class specs. Even then it would go wherever is most optimal to maintain weight balance and optimize traction and stability. Using tungsten though! 👌It's stupid heavy and it's not lead. Lead is bad for you. Tungsten is pretty pricey though. Especially compared to steel.
Spun mass effects Torque. = Weight of the line Horse power reliant on Forced Induction. = Engine Speed (RPM) whilst moving You Win some......You Lose some 👍
the day I don't learn something will be a bad day, I have seen what I would consider large weights added outside the confines and they look a bit upset. Obviously this is what a well engineered chassis does. Thanks lots for a lesson.@@adamtheninjasmith2985
I don’t drag race but in my racing we build little boxes on the front of our quads and put lead in them. Depends on if the person wants the extra weigh up front or not. I dont do that but I know a lot that do
@Steve Morris Engines - Lol, thought I was the only one that like to fire off my hotrod with only the Flexplate on the motor - quick RPM rev is so awesome to hear.
That's a big chunk of Ti ! We use a lot if it at work. Hard on machining tools ! Its a great material for many things! Torque is how fast your car can accelerate. HP is how fast your car can go top end. Torque is king on the street. HP good on the track Rotating mass is good for low power engines. It is a a killer for a racer!
That's pretty cool, makes perfect sense that the lighter converter would make a huge difference but not something that ever occurred to me. Informative as ever, thanks Steve! Excited to see where this takes the Wagon once the front end is tamed.
Back when, I was a clutch car racer, in every type of racing I did. We were always trying to come up with the lightest flywheel and clutch assembly as possible-that would still safely do the job-just for the same reason Steve has with this converter. We had an advantage Steve doesn't. We could change weight differences in our assembly between rounds-to a point.
Dewey on the scale had us rolling. Reserved comment on the convertor to avoid any public purse swinging. Hopefully it doesn't grow to the point where tolerances become an issue. Noticed some orange sparking under the right side of the wagon during the throttle stabs and that snowstorm barely grazed us here in IL. We got lucky compared to you guys up in MI and yeah, winters are no joy for sure. Keep up the great work and we're looking forward to some more Dewey merch coming available! Cheers!
Wasn't nothing to worry about if you know turbos, and Steve would of seen the sparks on vid, and mentioned it if it was a problem. Did YOU notice during the throttle action when the sparks happened, maybe the split second the system didn't want boost pressure? Swing purses much?
When the engine builder gives you an additive to put in said engine that's the stuff to use. I have a 67 327 that has less than four thousand miles on it and getting AFR eliminator ported heads and a few other parts put on. Always run K&N oil filter and will be putting this in the oil from now on.
I'm a retired aircraft mechanic, I remember using oil accumulators to supply oil to the turbo bearings at shut down. The bearings got very hot without oil flow. The oil would carbonize ( Coking ) and damaged the bearings without the accumulator.
@@chilkat_river that's what "turbo timers" came from, the idea was you could turn your street car off and it would idle for a minute or 2 and automatically shut off to cool down the turbo bearings before allowing the oil to sit on it. In reality for most street cars you were rarely thrashing the engine that hard til your destination and at the track you would have enough time returning to your pits to cool it down enough. So they were mostly a gimmick
@@inertiaMS A proper accumulator for a turbo needs to provide full oil pressure after the engine stops running. I don't remember the bleed down time was on the accumulator but it was almost one minute of oil flow.
I am not a drag racer but the moment of inertia depends on where the weight is distributed, the mass further out from the axis of the crank has more effect than the mass closer in. Love your videos, always so much to think about.
It'd be interesting if the manufacturer had told Steve what the moment of inertia difference between the stainless and the titanium converters is, and he'd included the figures in the video. They'll be able to read it straight from the CAD model if they have the material densities entered correctly. The difference in what matters - the moment of inertia, will be far bigger then the difference in weight.
@@richardjones38 Since high performance Torque Converter and Transmission builders are fairly tight lipped about the “voodoo magic” they do to their products I seriously doubt Marty is going to come off those numbers. I not saying the information could not be reversed engineered by someone if they wanted to. That said there is more going on with that torque converter than its Titanium housing
@@gullreefclubyeah, there has to be some other internal differences to eliminate the heat build up. I think it’s just looser in general at lower rpm and then clutches harder and faster as it comes up in rpm.
Yeah, I don't know what the weight of fluid inside is, but it won't change much, the lost mass is outside that for a good chunk of the converter. So probably better improvement on inertia than even the weight shows.
Finally another wagon! I had a ‘74 chevelle wagon with a ‘70 LT1 from a totaled vette. Loved that ripper of a car! Respect for the wagon for sure! 🙏❤️😎🤙
All I know is the new converter is on time and definitely made a big difference in the 60ft a 109! 60ft My goodness that is awesome one thing is for sure the wagon is driving right out of your life when you line up beside Mr Steve morris 🇺🇸💪💪
Steve, Just here to say love your channel and Mullet just ran a 6.35 at 233 with your SMX, blowing away its personal best. Keep dropping knowledge brother!
RevX oil additive flat out works been using it for quite a few years if you know how heui injection works on 7.3 6.0 diesel and have one that runs ruff or poor cold starts you add it in and with in 30min of run time you can feel the truck smooth out and power come back i have also ran it in my duramax and you could feel the turbo spool faster than with just only oil. most ppl would not pick up on this but after 20 years in the trade and paying attention to detail you start to notice the little things... one other alternative i have found is from Oilextreme seems to work just as well and is a little bit less expensive. as always another great video
It's the where the titanium is too - remember angular inertia scales with distance from pivot SQUARED, and converters have bunch of mass way out there at the edge! That's why circuit racing clutches are maximum disc count minimum width, it's the quickest way to minimise that!
I was always under the assumption that super fast guys like you had power on tap all the way through the traps. Nice to know even someone like you can still benefit from more power.
Wow! It’s like when you change to an aluminum flywheel in a stick shift car. I noticed it spin up my faster. The car was so much better with this converter. I didn’t guess it. Amazing!
Been using Tri Pak for years, same principal and it works incredibly well. Turbos, superchargers, engine bearings love it. They also make it for using in the fuel system to lubricate and treat pumps and injectors. Won’t work on alcohol cars “Aaabviously” 😉 but works great in gas cars. Side note- if rev x doesn’t offer grease, buy some from tri pak and tell rev x to start making it. Ball joints, tie rods, anything you’d grease will thank you 1000 times over.
When I was a kid, which was before you were born. I had a aluminum flywheel. When I got it. It weighed 15 lbs. I took it and machined it to 8lbs. Stick in the clutch wrap on the throttle and it would jump to 10,000 RPM IN A SECOND or TWO Running a 327 back in those days. Bored Stroked, fuelie heads & Hill-Born injection. 4 speed trans. And 411 Or 456 gears. 456 gears if I was running stop light to stop light. 411’s if I needed it to run longer in each gear through the 1/4 mile. No one ran an 1/8 mile back then. I’m old so the machining an a bunch of smart people can do things much smarter than we even thought possible back then….
Steve, thank you for sharing this!!!!! Holy cow! Now that you have the proven convertor to take you to a lower earth orbit, please tell us how you are going to change all of your suspension to get your wagon to SAFELY get you to the finish line! LOVE IT!!
Any time Steve Morris uses the word "astronomically" take a shot! Lol just poking fun at it, I astronomically love your content bro and I mean that. Please keep posting because I learn alot from this channel. Be safe and stay dangerous!
Pretty cool hearing about your experience with rev x. Sounds like some good stuff. I’d be afraid to put it in an engine with some miles. Had a buddy put good oil with detergent in a used ecoboost he bought and it cleaned the engine so well the pickup clogged
Steve at 8:53 reving engine I saw a few sparks down behind the right side. Did the flywheel ding the bendix on the starter maybe? And good to see Dewey is training for the shipping and receiving department. I love it when the kids apply themselves. 😅
Titanium is amazing stuff..I fell in love with it back in '01 when my bike's exhaust system dropped from 35lbs of aluminum/stainless to 7lbs of ti..prefer not to remember the price, tho... 😁
A comparison of g-meter readings from the old converter to the titanium converter would be interesting to see! A g-meter reading that is consistently higher on the whole pass would certainly have to mean lower e.t.'s! Even if the g-meter spikes on the initial hit to get the weight of the car moving quicker should make for lower e.t.'s!
Not necessarily. Less weight = Greater Engine RPM Proof is in the 2step Time = Faster Step less Torque (Spun Mass removed) Engine Capacity remains the same = Less weight more Tyre psi & Wheelie bar lengthening Reliant on Forced Induction for HP (Speed) Converter is Balanced part (centrifuge RPM control)
After break-in.. I use Teflon Motor Treatment (TMT) in every motor I have ever owned for the past 30 years.. not one failure due to bearing wear or valve train wear... 1 Pint every other oil change. cheap 15.00 a bottle,,
Assuming that converter is 12" in diameter, spinning at a redline rpm of 9000, 11lbs static weight = 151845 lb/ft of centrifugal force... Thats a heck of a lot of rotational weight to remove from your rotating assembly!
Awesome video as usual. Thanks for the great information. So stoked to see the Wagon hit the dragstrip in competition now, it's gonna blow the doors off of all comers.
We use hot shot secret FR3 in our engines, back to back pulls on a chassis dyno we saw gains from 8hp-10hp on engines from 500hp all the way to 1000hp. We have tried this on atleast 10 different diesel trucks. Maybe look into them as well to compare addictives
Steve that converter is just super cool! Thank you for explaining how it's such a game changer. Also you sold me on the RevX I'm going to give it a try in my SBC and my motorcycle.
Be careful in the motorcycle because the clutch is in oil and not all friction modifiers or even oils are okay to use with wet clutches. It's definitely worth looking into.
That flexplate sounds like a sword being drawn. A screw blown SMX might have to happen some day. PSI C-rotor or something like that with a big plate at the front of the engine to support the end of the crankshaft.
8:52 Dewey's reaction caught my attention, so i rewound and watched him back in the reflection of the wood grain and it appeared he does it every time the car is revved and it doesn't seem to scare him or bother him. Which leads me to the question of how does Dewey typically react to the cars / noises of the shop?
I got to see at least 2 SMX in action may have been more but I'm not sure. Was at World cup this past week got to see cleetus and Ned Dunphy run both awesome cars.
Now add LU and dump valve to charge the converter. We build some badass bolt together lockup and non lock up TH400 in 10.5 and 12.5 combos with custom stators and different clutch configurations (3 and 5 disc, with different style friction plates). We are in world record holding vehicles. :-)
No thanks. I like that Jason guy as a person but he gets ao much wrong its ridiculous. As a Rotary guy the vids he done on Rotary were terrible full of bad info. His vid on Mazdas Skyactive was completely wrong and i think he was the one done a vid on Cross Plane cranks and used the Yam R1 as an example of how a cross plane V8 works or vice versa. Totally missed the part that Yamaha R1 engine is an inline 4 and a completely different cross plane crank from any other as its on in inline engine not a V or L or opposing piston lump. Im sure he deleted that one out of embarrassment as the entire commemt section pointed out Yamahas Big Bang engines were nothing like a V8 cross plane they have 4 pistons at different heights.
For Jason to ruin a video he knows nothing about? Oh sign me up to that lunacy 😂 when is that clown ever right, legit the dumbest so-called “engineer” ever! he’s the peak definition of a narcissist who thinks he knows it all, when in reality that’s not the case! He’d so far out of his own depth in Steve’s shop he’d make himself look even more stupid
I had bought 5 cars from a guy moving when i lived in Dallas and had my shop. One was a Dallas Cowboys edition Grand Caravan in really giod shape. But the lifters clattered like crazy. My parts guy said try this. Put it in and go for a long drive. We changed the oil and dropped this addutive that came in a gear oil shaped bottle. Hilt shit that van cleared up. I started using Lucas oil in regular cars ever since. That was when they first came out nationwide and the parts guys just started carrying it after the salesman came through. They showed them their testing cars etc and the owner decided to give it a try. Ive done it ever since and even my kids toyota Supra and my other kids Turbo neons both looked great when we rebuilt for upgrade after both graduated college. You know how turbo cars heat the oil snd bound bearings. Bith were like new.
