@@datdom34 oh yeh im trying to get all of last years content out so I can free up some harddrive space and get some of this years content in the pipeline!
@@datdom34 yep thats a young blokes 4aget we built! Engine build is already all uploaded ages ago. Its now in a AE82, we had it on the dyno but exploded a CV, hopefully have it back to finish off in the next few weeks 💪
Imho I wouldn’t machine the crank to suit the timing setup I would machine the back of the crank sprocket so it sits back further so then the crank snout dimensions are standard for any chain setup changes
@@paullutherborrow637 a fair option, but a much harder job for a machinist in practise. In doing this you would still need to machine the chamfer on the crank for the chain rivets
I wouldn't be doing the torrington bearing as it weakens the crank to much, along as u have enough end float you won't have a problem, I only time I would use a torrington bearing is with a sonny byrant crank
@@azza9575 as long as its done correctly and the correct bearing is used it doesnt weaken the crank much at all. We run a crank support for the snout anyway. And no its doesnt matter if you have the correct end float or not. Even with correct end float this kind of converter pressure or converter ballooning with destroy a babbitt thrust bearing in a single dyno session. Been there done that..
@BoostGumps you only get ballooning with a shit converter, you do the torrington bearing and you can learn the hard way , everyone wanks there dicks about torrington bearings, the fact is your taking material away from main journal which is directly inline with the 1st rod journal as soon as you cut into the crank you automatically create a weak point, got plenty of photos I can show you, anyway good luck with it
what? It is absolutely 100% necessary for these kind of line pressures.... You would completely eat a babbitt thrust in less than one dyno session without one.
@@BoostGumps Line pressure and convertor pressure are 2 different things . Adjustments to the auto cooler pressure can be via the pump or cooler lines to stop thrust bearing issues .
@@marksworkshop54 It doesnt stop thrust bearing issues without a comprimise in converter charge circuit pressure. Which is why big gearbox builders all would rather build boxes to go behind engines with torrington thrusts. Hense the need to build engines to suit gearbox builders requests.
@@BoostGumps Sorry but it actually does stop thrust issues . Yes a thrust bearing is not a bad idea but its not the end of the world if you dont have 1 and its only a band aid fix as you not fixing the issue which creates engine thrust issues . Convertor charge is only 1 of the issues as to why people have thrust issues . With out being smart about it my quickest transmission has gone into the 6s .
@@marksworkshop54 Thats all good I am certainly no gearbox builder and always happy to be educated. Im just going off of what the gearbox builders for this project has asked us to do for what they are supplying.
It's gonna be a great setup, I can't wait to see it all done. You seem to get so many issues to deal with. It must be so frustrating.
Ripper work Beau!
Part 2 coming soon
Sure is! This is just the beginning of whole new build series!
@BoostGumps Nice, that all started a while ago given you couldn't drive. Will be nice to see the start to finish 😉
@@datdom34 oh yeh im trying to get all of last years content out so I can free up some harddrive space and get some of this years content in the pipeline!
@@BoostGumps What's that 4 banger you were working on? 4age? Anything happening?
@@datdom34 yep thats a young blokes 4aget we built! Engine build is already all uploaded ages ago. Its now in a AE82, we had it on the dyno but exploded a CV, hopefully have it back to finish off in the next few weeks 💪
That's going to be a killer setup and damn this is ages ago now.
Yeh I literally have a solid 8 months or so of footage to edit and put out. Hardrives full of it!!
@@BoostGumps have you had any luck with finding a editor? I remember you saying you were trying to find someone
Yeehaw
It revolves from the centreline of the middle main either more machining or shimming up front. keep all journals where is
Needs to load up on the torrington before or at the same time as the babbitt bearing, still needs end float for thermal expansion.
Imho I wouldn’t machine the crank to suit the timing setup
I would machine the back of the crank sprocket so it sits back further so then the crank snout dimensions are standard for any chain setup changes
@@paullutherborrow637 a fair option, but a much harder job for a machinist in practise.
In doing this you would still need to machine the chamfer on the crank for the chain rivets
Sounds like the bearings in the first engine were measured for the second engine
I wouldn't be doing the torrington bearing as it weakens the crank to much, along as u have enough end float you won't have a problem, I only time I would use a torrington bearing is with a sonny byrant crank
@@azza9575 as long as its done correctly and the correct bearing is used it doesnt weaken the crank much at all. We run a crank support for the snout anyway.
And no its doesnt matter if you have the correct end float or not. Even with correct end float this kind of converter pressure or converter ballooning with destroy a babbitt thrust bearing in a single dyno session. Been there done that..
@BoostGumps you only get ballooning with a shit converter, you do the torrington bearing and you can learn the hard way , everyone wanks there dicks about torrington bearings, the fact is your taking material away from main journal which is directly inline with the 1st rod journal as soon as you cut into the crank you automatically create a weak point, got plenty of photos I can show you, anyway good luck with it
Torrington bearing don’t bother. Ain’t worth the hassle.
what? It is absolutely 100% necessary for these kind of line pressures.... You would completely eat a babbitt thrust in less than one dyno session without one.
@@BoostGumps Line pressure and convertor pressure are 2 different things . Adjustments to the auto cooler pressure can be via the pump or cooler lines to stop thrust bearing issues .
@@marksworkshop54 It doesnt stop thrust bearing issues without a comprimise in converter charge circuit pressure. Which is why big gearbox builders all would rather build boxes to go behind engines with torrington thrusts. Hense the need to build engines to suit gearbox builders requests.
@@BoostGumps Sorry but it actually does stop thrust issues . Yes a thrust bearing is not a bad idea but its not the end of the world if you dont have 1 and its only a band aid fix as you not fixing the issue which creates engine thrust issues . Convertor charge is only 1 of the issues as to why people have thrust issues . With out being smart about it my quickest transmission has gone into the 6s .
@@marksworkshop54 Thats all good I am certainly no gearbox builder and always happy to be educated. Im just going off of what the gearbox builders for this project has asked us to do for what they are supplying.