12,000 RPM Homemade V12 Engine Update- Aardema Braun 2024
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- Опубліковано 28 вер 2024
- Pete and Kevin have been very busy over the last few months after winning the 2023 SCTA land speed championship. As usual there are a few new projects in the works and in this video Pete is going to talk about his Homemade 5 liter V12 and setbacks they are facing with getting this engine finished for the next race season. If everything goes as planned, Pete and Kevin are hopeful to see 850+ HP at 12,000RPM with this new engine design.
You're also going to hear about some of the updates and changes to the car and some of Pete's new ideas so that the team can acquire several new land speed records for the next year's race season. Enjoy!
Breaking records > breaking cams.
Go Team Aardema Braun.
I have been toying with the idea of making tool steel cam lobes on the cnc and then shrink fitting them on a shaft and couple of tig weld tabs for good measure. Would make cost effective method to test different profiles.
I love this kind of content, pure tech stuff. Not just YT stars with huge amounts of money to throw on parts.
It’s been something I’ve been considering for one of my builds too, the toughness of the material is what concerns me.
Good idea.
There is no better way to check it than to try it.
@@OddsandEndsMachining I dont think the hardness will be an issue, just need to harden the parts to suite your application. Something like O1 steel can be hardened very easily and then tempered. Was thinking about turning the original cams to suite new lobes.
Getting the lobes to shrink in the correct place, referring to the indexing location for multiple lobes, may be difficult. Lest you leave a bunch of material for grinding.
It'll be tricky, the heat would only be oil boiling temperature to keep the temper in the lobes, so it shrinks fast, and needs travel maybe 8 inches over obstacles before it cools, stepping bigger to smaller shrink fits center outwards would help, but it will shrink fast, 2-3 seconds.
Lets go! New Video!!!... Its unfortunate that the cams broke but at least the engine is looking mint. Greg, can you make a video of Pete and Kevin making the cams. I really want to see how they work with tool steel.
Yes, I have some video of a newer cam design they are currently working on for the new 430 CID B engine. I think you are going to like what you will see. Hopefully I can find time in the next few days to compile all the footage and post another video. Thank you Greg
I love your videos. Watching them scratch build things rather than pick the components from catalogs- wow.
My background is as a machinist, tool & die, and owned and operated an engine shop. That said, I/we have dealt with heat treatment quite often over the years -
The heat treat company should have known full well the steps to take to heat treat the camshaft without breaking it.
This is By Far not a new process, and carelessness or ignorance pushed back assembly by a long time - they're Still searching for the material to replace the cam, with machine time on top of that.
I know I'D be PISSED!
I doubt Pete and Kevin see these comments but I think it would be a good idea for them to take a playbook out of Audi and Vw's book and make the camshaft a straight shaft with woodruff keys in it to locate the cam lobes then you stack all the lobes on and use pipe spacers then torque the whole thing together so it can't move. You can have the lobes burned out rough on a laser or plasma from plate. This modular method also means if a failure were to take out a lobe you just swap a new one on. It doesn't junk the whole cam.
Love the idea/concept, but how well does it work in practice?
@@richardberryhill718 well apparently Jesel thought it was a good enough idea that they patented it as per my quick google search of modular cams but it expired several years ago. Audi gets by with merely a press fit on their version but I would not dare try that on a race motor.
Fascinating content, it is an amazing journey to watch these engines being built.
Greg thanks for documenting what these guys are doing. That way we can live vicariously through them. Their imagination and persistence is great to watch.
It's not fair,these guys are living my dream!. 😁😁
you guys are great ,,,keep it up
Thank you! Will do!
Always nice to see an update!
12,000 rpm !!!!!!! holy smoke!!!!!!! These guys are amazing.
Thanks for update. We really appreciate when you take us along for the journey. So awesome.
Very cool! I believe the top fuel dragsters are modular so you can change the front and rear and separately, so you could make the streamlined have two different front ends that bolt on with dowels in the tubes
Its good to see Pete is doing well and doing what he loves to do. He was a customer of mine years ago, I used to sell him Z car cam pulleys.
Thanks for continuing to document these guys, Greg. Good stuff.
Just love this content and listening to Pete. A giant!
Greg your knowledge when narrating this videos always impresses me . That is why I call you El Mago ...The Magician 🎩
Commenting for support!!
You guys are so far ahead that what you need doesn't exist yet so you guys learned to make it yourself..
That's a beautiful block
LSR related stuff is sooooo awesome!
Keep it coming.
Love this kind of engineering keep up the great work thank you so much
I'm scared about panhard being too high on sutch a narrow wheel base.
They are living the life.
Awesome, old school engineering and machining. Hope that they get those records.
I hope so too Thanks Greg Q
Always great to see these guys at it, hope they fix there cam problem. 👍😎👍
That shop looks like heaven to me. Made me subscribe
Thank you for Subscribing!
What about independent cam lobes on a splined shaft ???
With bearing surfaces a splined sleeve ?
Fantastic engineering on show. Very interesting and such great craftsmanship. Thanks for sharing this video.
Glad you enjoyed it thank you Greg Q
keep tinkering Pete. i love the crazy things you make. jim from ohio
MORE!!! dammit, MOOOORE... thanx for another great video G
Marvelous masterpiece.
Excellent video
If you haven’t already, contact David Vizard on the east coast. He’ll have the knowledge to help you make those camshafts live
Pete is awesome ❤
These guys must be planning on living forever. :)
We don’t plan on living forever, but we don’t feel like just waiting to die.
@@kevinbraun6272 I'm right there with ya. I have projects in queue that should last me at least until I'm about 140 years old.
Those guys are amazing!
What are the cylinder heads from?
Cool looking engine!! At 2:52 of the video, I notice something @ about 12 o'clock on the top edge of the deck on the block on the 2nd and 4th cylinder back from the front? Is that an indention or bad place in the deck surface or just a camera angle glitch? thanks and really good video!
Thanks for the update.
How do they finance this madness? Sponsors?
Very Nice
Man i wish they could do a few v6 alloy block for me that would be awesome lol
Gregg --..let them EXPLAIN..ITS THEIR BABY...OK..?
How about an engine that’s an in-line engine and an 80 degree engine making it both an in-line and nearly a flat engine.
Which type of tool steel will you use for the cams? A2?
On the cylinder head, is it a modified existing head? If yes, what was the core and what did they have to do to it? It is so cool seeing the "art of the possible" , keep it up.
It's two four cylinder heads welded together with one cylinder removed from each head. Look at the bottom of the head @3:32 and you will see what's left of the fourth cylinder.
@@colejohnson3705 Is it shared what the source of the heads are? Is there another video that goes onto the details of the head? I just think it is really neat what they did and would like to understand it a little better.
@@cam3002 They did a video several months ago showing the heads and the block being described and built.
@@colejohnson3705 found it (ua-cam.com/video/Y32yfd2yoqc/v-deo.html) there 20 year old Indy heads.
@@cam3002 Pretty cool! These guys are great.
What we could learn from these gentlemen if only they had the time to tell us and we had the patience to listen.....
These guys make the rest of us look reasonable and cheap to our wives. They’re pending big bucks to design and build a custom V12 when I just want to get my old 68 Nova going again. “But honey it’s only $2500 for a new engine. I could have a custom one made. It would only cost $75,000.”
I heard that Marine Crankshaft went out of business? Did they not?
Their website is still up and we received the V12 5 liter crank from them about six months ago.
I haven’t really talked to them since.
Notice The Lack Of PPE, i.e. Eye Protection 🤣🤔
If you could invite 7 people to a dinner party.......
My 5.0 litter v 10 lamborghini is a great engine
❤
👍
Comando de válvulas do tipo cooper não aguenta
My background is as a machinist, tool & die, and owned and operated an engine shop. That said, I/we have dealt with heat treatment quite often over the years -
The heat treat company should have known full well the steps to take to heat treat the camshaft without breaking it.
This is By Far not a new process, and carelessness or ignorance pushed back assembly by a long time - they're Still searching for the material to replace the cam, with machine time on top of that.
I know I'D be PISSED!
I agree. They tell me the hole should have been plugged.
They are the heat treaters, why didn’t they plug it?
out dated .
This guy inspires a helluva lot of confidence…Great viewing ‼️
Thank you kindly
will look out for follow ups, pse
👊🔥
🪖
Wish I could learn everything these great gentlemen know awesome engine thanks for sharing
Thanks for watching!
Now this is the kind of engine building that makes my brain wiggle, love it! Great to have a new video drop and I'm glad to see all 3 boys still at it! 👍👍👍 I tell ya if I just had a little more space and a little money for old used machines these two guys would be my inspiration to make my own Ford 4cyls that would put Esslinger out of business!!
Yeah, ok, let us know when you "drop thar video". 👌
@@gteefxr3094 already put 360 horse through a few stock Ford blocks been there done that, everyone in the svt crowd has, it's old hat. Beyond that is a lot of custom parts and machinery most of us don't have laying around
Great work documenting this excellent team, Greg!
Glad you enjoyed it!
Hope all is well Bob, we haven't seen you in a while, stop by the shop next time you are in the area. Greg
Wow how did they figure out what the cam timing should be. AND the gear sizes to run the cams. I'm sure there is a mathematical equation or a few to figure that out but dam. Scratching my head here thinking about it .
These are the kind of guys who make this such a great country.
👍👀🇨🇭😍
Thank You
Always inspiring content!
Wishing all a prosperous 2024. ❤
Awesome! Another update! What a bummer about the cams! That aside, things are looking great though & it's very interesting with the class changes. Having spent time as a scrutineer in Oz I know how hard this would be to achieve, but if anyone can, it's certainly these guys! Looking forward to the next instalment as usual. Thanks again Greg!
Better they broke straightening them than when they were half way through the course on a record pass.
looks like fun
Starting work on a 2 cylinder block. This will be my first go at a 100% build, so I am going with a low cylinder count for now. Also dont have enough material for a four cylinder.
Thanks for posting your vids. Its gotten me motivated after surgery and being layed up.
(earlier in life was tool and die maker, still have a nice knee mill, Turning jigs and tooling so should be fine. My biggest hurdle will be the crank, might cut one up and use the back half of a donor. Anyway long post...Thank you
Good Luck with the project !!
Nice, the shop vids are my favorite!
This is all that and everything and more.. Think what it would feel like to compete against these guys in the same class.. You'd better yourself but you wouldn't beat them.
Pete on your cams you may want to try S7 tool steel I make some Toyota cams from S7 Instead of the 8620 I normally use.
At 12,000 RPM you will have many challenges. The first is valve float, which is best studied not on an engine dyno but on a spin-tron setup for overhead cam heads, meaning run the heads alone or on the engine without the engine firing. It is handy to have see through valve covers so you can put a strobe or a triggered high speed camera to see what the valve train is doing in real time at high RPM. Which at 12,000 RPM is usually very strange and eventually catastrophic. As such, you will be making your own CAM profiles (which will include a special heat treat), compound springs with dampers, roller finger followers, etc. after much testing you will arrive at something that might survive. Then you need enough fuel at 12,000 RPM, usually will take two injectors per cylinder (port injection). And you need an ignition system that can run at 12,000 RPM. This is almost always coil on plug with mini CDI per cylinder. Then you need an engine controller that can keep up with 12,000 RPM which is basically a professional racing module with a lot of output channels two run the 24 injectors and the 12 CDIs. I think with a modified Ford Coyote V8 valve components with strengthening the cam caps you could reliably hit 10,000 RPM, which is saying a lot. To hit 12,000 RPM we are in unknown territory.
We have run the 6 liter V12 at over 10,000.
We are working with Geoff Mummert, who has several engines running over 12,000 rpm with direct acting buckets.
He would like us to lighten the valve train, but other than that he believes we should be in pretty good shape.
The bungee on the crank lol F yeah
This is so cool!
Handmaking cams is wildly inefficient. Handmaking cams out of brittle normal cam iron with extra copper coating opperations is obsurd. Sometimes our smartest heros, the ones we always look up to, are too damn stubborn to change because of their superior skillset. Its takin an extra 6 days to make an inferior cam. Times 4. I ordered 4 custom cores from Jesel in the middle of the chinese aids outbreak and it took 2 weeks. Isky ground them to my specs and Winberg snuck them in for heat treat with a batch of their cranks. 3 weeks total for 4 billet tool steel custom cams. Ill follow any direction in a shop that that man gives, but i see no value in hand machining inferior cams.
Im just wondering out loud, Im not 100% sure, but it might help if the hole inside the cam shaft was a bit larger in diameter.
Correct me if Im wrong.
It was said, "overly confident to get the record"... Confidence is half the battle!
I thoroughly enjoy these videos. As a machinist, I love seeing these guys' visions and products
What numbers did the previous engine make and did they run it in competition?
The 6 liter made 920 hp on race gasoline.
We set two records with it. One at 244 on gas and another at 256 in the fuel class with a 100 shot of nitrous.
@kevinbraun6272 that is absolutely brilliant 👏 hats off to you. I'm more impressed than I expected
Wheres their shop at?
San Diego
Could watch these old guys all day…
These guys are legends and thank you for sharing there amazing tech these men are amazing hotrodders and it’s been a long time since I’ve seen anyone close to my grandpa he owned a speed shop in Chicago and was the only man who wcpupd work on Indy cars and Ferraris in the 50-60s he worked on all the mobs cars in the 30s-60s he would machine cams and parts for Ferraris from scratch he was also the head machinist at electrive motors and built all the train engines he built the royal george train in the 40s but he would of loved these guys they have the same skill as my grandpa he got killed drag racing my dads 68 427 Vett with dual quads 4:11 rear end and a Muncie 4 speed rock crusher and it was the fastest car my dad ever had cobras would not touch the vetts and the hemi couldn’t compete with the 427 they put a stock 427 build on a dyno built to gm spec and it pushed 780 hp to crank gm saps 435 hp for insurance and they where way more