The "frequency" he mentioned is why most American inline 6s start shedding flywheels and balancers, over 7000rpm, go to fully counterweighted cranks with Titanium rods and light pistons and you can buzz the inline 6s to "10,000" rpm, but the counterweights must reflect the lighter parts.
Great video. As a long time engine builder, tech, racer, and shop owner. Subscribing to the lighten the reciprocating not rotating has been my argument for decades. However, this is new ideas and they are subject to a couple questions. Like 1st, when measuring for the weights and saying we split the rod into its two weights. The rod journal, throws, counters, and big end of the rod could be considered as reciprocating mass as it is subject to angular velocity as a whole. I agree with keeping the integrity of crank in status but some of the cranks we used in the days of old were not gun drilled as most are today. So we did a lot of that or replaced them if you had the doe in the budget to buy the upgrade. Racing in claimer class stuff usually doesn't allow. We used to lighten rods when aluminum wasn't allowed. Even get wrist pin and piston funny with JE or Wisco custom pistons making the reciprocating light. We even built measurable cylinders for the tech inspect that the math said was under CI limit but the other 7 were significantly larger. Ain't no replacement for. How does he feel about the rod getting lighter and how when aluminum or stock rods are required. Like "clears throat" grinding all the weights n stress off of stock rod like Vizard did to that grenade they built. Seems like this guy really has a handle on extended knowledge of the lower end. Love the technical term., " pissed off"
02:00 ....If that handy weight Spacer doesn't exactly Center the counterweight (Like Your rods Will), seems the Computed balance data & resulting Dynamic running engine balance will be Consistently wrong also (If 0.10" horizontal placement inconsistency has "Scary" effects)...I would use a custom Width spacer unique for Specific crank journal Centerline.....
Good video on balancing I used to love to do the balancing on the engines Mercedes was probably the only engine that we would bounce it didn't even need any holes drilled. I was going to say don't drill The bouncing holes in the main journals or rod journals haha just a joke.
The design of OEM crankshafts has overlap of the cross-section of the main journals and the rod journals. That’s why main journals get bigger as stroke gets bigger. This makes the crank stiff. Stroker cranks generally have less of this overlap and are less stiff.
You can also be consistently wrong using any Bob weight Spacers....Just as your connecting Rods will be precisely Centered laterally across the crank pin Journal, your selected Spacer should precisely Center the Bob weights consistently during Setup & different cranks need different width Spacer tools .
I go in from the outer edge all the time ... by threading the Mallory metal and threading the hole. A tiny tack weld prevents rotation and it's solid for all time.
so when he built that tool to lock in the bob weight , is that a specific dimension to keep it centered on the rod throw ? or just consistent to keep the repeat
Rpm is the reason for overbalance its changes the center of mass, when an Aluminum Rod stretches .050 changes the center of mass, or steel stretches .035, move the piston, pin, locks and small end that much and your bobweight is no longer accurate....example one rod is going up when the rod on the same journal is headed down on a V8 whether 90° or 180° configuration.
Pendulum undercut counter weights seem to be the only way to properly lighten a crank in my eyes BUT stroke is limited with this style depending on crank design, all my cranks get detailed and aeroed before balance and yes I have the best balancing guru in my area 😊 such a good video and I've been telling people that knife edging was bad for 20 years and most don't listen 🤣🤣🤣🤣
Don't lighten the crank? I think he should have said be careful how and where you lighten crank. The one they are playing with has been lightened significantly compared to a stock crank. There are area's on bob-weights that can be lightened without causing loss of strength in torsion or flex. It's been known since 1940's that cross drilling crank-pins actually males crank stronger and less likely to crack. Overall, pretty worthless video as it didn't really have very much information and could have been a 'short'
I get the point. But for comparisons sake, just consider the extremely hyperactive demeanor of John Force when interviewed after making a pass. His level of intensity is off the charts because he truly loves what he’s doing. I think he’s the greatest. The same can be said about Lake although his chosen career is vastly different than Force. I don’t know Lake but I think he is the best at what he does. His seemingly aggressive personality is clearly a direct result of how much he loves his job. As seen in this video, when he’s around other professionals that he can relate to, his hyper personality is very evident. He’s just trying to share information about a specific topic that very few people understand. A few tokes of sticky bud might just slow him down to sub-sonic speed that all can relate to 🏁✌🏻
LOL.... you guys should sell stay sharp knives. WAY TOO yank for the rest of the world. I made it to 2 mins and the voices were just too annoying to listen to!
The "frequency" he mentioned is why most American inline 6s start shedding flywheels and balancers, over 7000rpm, go to fully counterweighted cranks with Titanium rods and light pistons and you can buzz the inline 6s to "10,000" rpm, but the counterweights must reflect the lighter parts.
Enlightening to the voodoo of engine balancing and the importance of finding someone competent to accomplish it.
Great video. As a long time engine builder, tech, racer, and shop owner. Subscribing to the lighten the reciprocating not rotating has been my argument for decades. However, this is new ideas and they are subject to a couple questions. Like 1st, when measuring for the weights and saying we split the rod into its two weights. The rod journal, throws, counters, and big end of the rod could be considered as reciprocating mass as it is subject to angular velocity as a whole. I agree with keeping the integrity of crank in status but some of the cranks we used in the days of old were not gun drilled as most are today. So we did a lot of that or replaced them if you had the doe in the budget to buy the upgrade. Racing in claimer class stuff usually doesn't allow. We used to lighten rods when aluminum wasn't allowed. Even get wrist pin and piston funny with JE or Wisco custom pistons making the reciprocating light. We even built measurable cylinders for the tech inspect that the math said was under CI limit but the other 7 were significantly larger. Ain't no replacement for. How does he feel about the rod getting lighter and how when aluminum or stock rods are required. Like "clears throat" grinding all the weights n stress off of stock rod like Vizard did to that grenade they built. Seems like this guy really has a handle on extended knowledge of the lower end. Love the technical term., " pissed off"
Thanks Lake
Good video
Apparently... Randy is the man. I don't think I heard anyone mention drilling limitations in such detail before.
I appreciate everyone here. The video and the comments. Didn't know that about a cylinder thanks everyone cheers😊
Man thats an education. Randy Neal here is very impressive!
Smart... CWT machines are super cool.
Great info and content thanks for sharing
Good segment, lake, can you pls ask Randy, is the 351c Conrad at 5,78' to short for 7000 rpm, 11-1 street n strip. Mike
02:00 ....If that handy weight Spacer doesn't exactly Center the counterweight (Like Your rods Will), seems the Computed balance data & resulting Dynamic running engine balance will be Consistently wrong also (If 0.10" horizontal placement inconsistency has "Scary" effects)...I would use a custom Width spacer unique for Specific crank journal Centerline.....
Good video on balancing I used to love to do the balancing on the engines Mercedes was probably the only engine that we would bounce it didn't even need any holes drilled. I was going to say don't drill The bouncing holes in the main journals or rod journals haha just a joke.
What percent are you balancing the crank?
The design of OEM crankshafts has overlap of the cross-section of the main journals and the rod journals. That’s why main journals get bigger as stroke gets bigger. This makes the crank stiff. Stroker cranks generally have less of this overlap and are less stiff.
Are the loads (misbalance) exponential to RPM?
I sure need an engine balancer in my shop.
MISSION IMPOSSIBLE's crankshaft is polished by yours truly😎
You can also be consistently wrong using any Bob weight Spacers....Just as your connecting Rods will be precisely Centered laterally across the crank pin Journal, your selected Spacer should precisely Center the Bob weights consistently during Setup & different cranks need different width Spacer tools .
We need a vid on 2nd order balance
We'll let Randy Neal know. He loves balancing.
What about concentric bobweights and your ones, adding them up as vectors?
Lake should consider switching to decaf.
Heavy metal added to crank to balance assy. should be drill horizontal thru the counter weights...
I go in from the outer edge all the time ... by threading the Mallory metal and threading the hole. A tiny tack weld prevents rotation and it's solid for all time.
Do you run your balance or at 500 RPM or 7,000 seed harmonica come at 7000
He’s not kidding, he talked me through the whole process a few years back when I called.
so when he built that tool to lock in the bob weight , is that a specific dimension to keep it centered on the rod throw ? or just consistent to keep the repeat
The part where you mentioned cutting counterweights would piss @DavidVizard OFF!
Rpm is the reason for overbalance its changes the center of mass, when an Aluminum Rod stretches .050 changes the center of mass, or steel stretches .035, move the piston, pin, locks and small end that much and your bobweight is no longer accurate....example one rod is going up when the rod on the same journal is headed down on a V8 whether 90° or 180° configuration.
How about a Vid. on ''Knife Edging'' Cranks? Good or Bad?
What he says at 11m05s makes it sound bad to me.
@@Milkmans_Son yep knife edging is BAD
Pendulum undercut counter weights seem to be the only way to properly lighten a crank in my eyes BUT stroke is limited with this style depending on crank design, all my cranks get detailed and aeroed before balance and yes I have the best balancing guru in my area 😊 such a good video and I've been telling people that knife edging was bad for 20 years and most don't listen 🤣🤣🤣🤣
On race engines I have them balanced at 53%.
Make a bob weight that covers the whole rod journal.
If only a crank was loaded with bobweights instead of rods and pistons.
Came here to listen to Randy .... not lake to butt in .
Bob weight location is critical but he doesn't tell us where it should be.
Centered on the throw to .005" digital calipers are accurate enough cause rod side clearance is around .018 for steel and .050 for aluminum
Thank you for your knowledge and videos USA 🇺🇸 TRUMP 2024 2024
Crank throws can bend TWO DEGREES out of rotational position from load?
Nah. Show me.
Let the Main Man talk! In other words Shut your mouth!
Don't lighten the crank?
I think he should have said be careful how and where you lighten crank.
The one they are playing with has been lightened significantly compared to a stock crank.
There are area's on bob-weights that can be lightened without causing loss of strength in torsion or flex.
It's been known since 1940's that cross drilling crank-pins actually males crank stronger and less likely to crack.
Overall, pretty worthless video as it didn't really have very much information and could have been a 'short'
lake speed ruins another good video
I'll take your word for it.
Every time I see him pop up on a video, I can't turn it off fast enough. His screen presence is AWFUL.
I get the point. But for comparisons sake, just consider the extremely hyperactive demeanor of John Force when interviewed after making a pass. His level of intensity is off the charts because he truly loves what he’s doing.
I think he’s the greatest.
The same can be said about Lake although his chosen career is vastly different than Force. I don’t know Lake but I think he is the best at what he does. His seemingly aggressive personality is clearly a direct result of
how much he loves his job. As seen in this video, when he’s around other professionals that he can relate to, his hyper personality is very evident.
He’s just trying to share information about a specific topic that very few people understand. A few tokes of sticky bud might just slow him down to sub-sonic speed that all can relate to 🏁✌🏻
LOL.... you guys should sell stay sharp knives. WAY TOO yank for the rest of the world. I made it to 2 mins and the voices were just too annoying to listen to!