Steve Morris legendary engine builder.. Example of how a business should treat their customers... I haven't seen anyone who has a Steve Morris engine that isn't in Steve's life. You get so much more than an engine from him... Class act
@@bigboreracing356 you ever been to the track with a new setup, twice the horsepower, a shity track in cold weather and hit a home run your first rip? There’s a reason why anyone with common sense would want an smx over the brodix setup, come on…
I just can't get over how awesome Steve is. Not only do you get a sweet engine, you get a good friend and all the support you need. Above and beyond is what Steve does. What a great human being that actually cares and appreciates his customers. Your great Steve.
Dewey to finish off the week with! YAY! Never noticed the fly cut on the pistons before and that's a heck of a relief. It's cool of you to have Alan assemble some of it and do a walk-through with him so he has a complete understanding of what all is involved to build his SMX. Taking advantage of laminar flow in the intake runner. Wonder how long it took as the time lapse is tough to gauge.
That man has now a great engine and is blessed to have the chance to do that build with Steve! I would want to do the same thing! Sweet video. Hope he has success with this awesome engine! 👍👌👊
I've been watching engine building videos since they have been available. Tv and internet.. I am still Amazed at the sheer size of everything on an smx... Massive. No wonder they make the power and can handle the boost they produce
@Ronnie P late stage capitolism would be if Steve's parents where way rich and that money gets used to drop the price of an smx to 5 grand, signs a million customers, supply them at a loss until there is no competion left. Drop quality, remove customer service, and raise prices back to higher than you started. Steve gets rich, the community gets hosed. That's the general blueprint. Then tell everyone you're a self made man. None of this is a reflection of Steve and is an example only.
A friend of mine used to work as a machinist in a shop that made injection mold dies. Those have holes similar to the oil passages in a crank shaft. On those dies, the holes are the first features put in on the 5 axis mill after the blocks are squared. The machine rotates the block into position and an end mill spot faces the start of the hole. Then very long drills are used to drill up to 2 feet through the block. Only after that was the contour machining done. The drills often broke and the mill was from a German manufacturer. When things went well, he called his machine Gertrude. When they weren't, as was often the case, he called his machine The Bavarian Bitch. I imagine crank oil passages are put in a similar way, and the machinist who do the job have a similar sentiment to my friend.
That's sick getting to 'hands on' help build your own $100k SMX engine, like the only engine you'll ever need going forward for decades. What an experience! Cheers Steve Morris for even doing that for a client, allowing them into your shop to help build his motor he bought. I know of no shop that would do that except you. 👍
@@bigboreracing356 The heads and block will be fine, that's the most expensive parts. Steve himself disintegrated all 8 rods in one of his SMX's, little bit of welding and machining, everything was fine. What failed were the rods. Rods don't just blow up like that unless there's a metallurgical failure to begin with. I blew up my 2018 Honda Odyssey motor in October of last year. Bought used, 43,000 kms on it. Changed the oil every 5-6k kms. It blew up 1 year later at 72,000 kms. There is NO WAY that engine, a Honda engine, should fail like that.... unless, the previous owner didn't change the oil until the stupid oil light came on. Only a fool would use that as a reference to change oil! Car companies do this because it saves them money pushing out a vehicle that's carbon friendly. Brand new block and heads, fully covered by Honda. It wasn't past 100k let alone the Honda plus warranty we paid for that covers 200k. Previous owner was an idiot!
This video and the info in it is just AWESOME!!! If you ignore all the prep work and everything else I bet this was 10 or 12 hours of assembly/filming, too!! Awesome!!
If I'm remembering correctly, Franklin Engine had multi-spindle drills to drill the oil galleries. The crank had a real long hollow front snout for the prop that liked to collect chips and gringing swarf. The journals were polished after drilling. I never did those operations. Did watch a couple times. I did polish the rods around the bolt holes and other sharp areas.
all the little details about thrust/torrington bearings and all the experience that goes into building one of your motors: incredible how much knowledge is built into these things! Great job Steve!
Man, Steve, you are a cool cat! I can only imagine how Alan felt to participate in the assembly of his very own SMX. I would have been super stoked, especially when it was complete. I believe if anyone could afford such an amazing engine like the SMX, being able to assist in the assembly would be the icing on the cake. Again, mad props to you, Steve, and your incredible feat of engineering you call the SMX!👌🏼👍🏼💯🇬🇺
Amazing. Some people try to keep everything a secret. When you're open and explain what's going on like you do Steve, the rewards for the customer and people watching along are through the roof! I hope it makes you feel as good as it does the people learning from you. Wow!
I applaud you for doing such a good job of educating your customer in how to properly assemble you engine. Nothing worst then paying good money and when something goes wrong at the track you cannot fix it without the special handshake or decoder ring to take it apart and or put it back together to replace what broke at the track. Had a Cam Thrust issue once that ended badly twice, once at the track and then we could not fix it be getting parts ourselves so we had to pay the builder to repair it. That was way back in time, but you restore my faith in builders with each win I see with your handy work under the hood.
How awesome is this being able to help build your own amazing engine!! Steve is such a wonderful man and you can tell he values his customers they aren't just numbers to him and every engine he builds is built as if it was his own. Thanks for another great video and teaching us even more engine goodness!!
That's a Genius Thrust bearing setup! And I'm with ya on checking the rods ect if ya have a mishap dropping the pistons in.. I got ahead of myself once and knocked the rubber hose off my rod bolt and nicked a freshly ground Crank 🤦🤦 very very small so I hand filed with some super fine files and a gentle lap with a some shoe lace and 3000 grit.. all good still running greal...
Factory engine builds use long rods on the connecting rod bolts during install. These rods straddle the journal as soon as the connecting rod is dropped into the bore.
Way kewl for you to provide the customer the opportunity to get elbow deep in his purchase. I expect the experience will pay off for both y’all, long term. Also kewl of Allen to allow you to share the experience. Do y’all provide a manual and list of tools required? Would have been bonus to have a dyno session, even if N/A…
Nice video Lots a clever design details in the SMX. I especially like the thrust systems. There is a tremendous investment in designing and making these parts. Also love the beating the lashcaps/valve with a hammer.
Thrust is something a lot of people don’t think about. Even with an auto it can produce a lot of thrust on the crank when torque converter is really loaded up. And, you’ve got all the thrust from acceleration and braking.
I love the warning at the beginning, and I always watch to learn something that what I like about your UA-cam channel Steve keep all the great content and things coming
If I had a SMX, I would assemble it and put on a shelf! What a work of Art Steve M. To see Tom Bailey and Cleetus run is enough of a experience to purchase a SMX. Keep this 64 yr old gear head going!
Awesome Steve that you take the time with customers to let them do something like this and explain the in and outs of assembly of the bad××× engine. Your the man Steve!
Yet another reason SME is way beyond other builders, customer inclusion... What better way to point out the differences in an smx vs other big power motors is have the customer assemble (with your guidance of course) their own bullet. Not only is it educational,it also gives that customer a vested investment other than just purchasing it. I think that's smart!! Good stuff Steve, thanks for taking us along as well! hey Dew-dawg!
Steve, I can't believe I did not see it sooner. The SMX distributor drive or cam position sensor location is in the same spot as the Chrysler Big Block Wedge and Gen2 HEMIs. In the front to the passenger side is really the best place for it. The distributor in the rear is subject to cam twist or bending as you say. "Get a room", Funny as Hell. 🙂
Hey Steve. Love the videos. I have a suggestion for you. When you use a dial test indicator to check the thrust bearing clearance, you need to set the indicator tip as close to parallel as possible to the direction of movement you are checking as possible. I noticed in the video you had the dial test indicator tip at about a 40 degree angle to the crankshaft. This will cause the dial test indicator to read more movement than is actually happening. The dial test indicator showed .009"-.010", but if the dial test indicator tip was more parallel it would read the actual movement and not be exaggerated because of the geometry issue with the angle of the tip to the work piece.
Endmill to spot face the hole on the angle it has to be at. Then a short drill to get it started then long ass drill to get the depth. BTW all carbide oil hole drills. They have small holes through the center of the drill to cool the tip of the drill . We have 1200psi coolant pressure
Drilling holes offset to a round surface. Easy. Start the hole with an end mill get a flat spot. Then use a center drill then drill. We use a standard Bridgeport knee mill and turn the head to get what ever angles we need. I'm a mold maker and do this type of work all the time.
I like these engines, they are well thought out with adjustable torrington thrust bearings, "O" rings, hoops, no water passage between heads and block, interlocked lash caps and interchangeable rocker arms....NICE!
I remember Smokey Unick having a book " how to hotrod small block chevy" showing rotating torque, this is the first time I've seen this anywhere from then, I'm 51 and remember this, Steve is a living legend
I’m glad you showed that intake head stud detail. I always wondered how that worked. Pure genius! BTW the aerodynamic air flow on a golf ball is called the “Magnus Effect”. We used to play around with that on surfboards back in the 70’s.
I love the ⚠️ at the beginning... my brain translates it as "pay attention keyboard warrior we spoke about this in the past!" LOL love the content Steve!
Drilling into any metal, or conductive surface, at any angle = Conventional EDM which you know is Electrical Discharge Machining. I worked in shops that used Wire EDM for Military and Medical projects and our "Sinker/Conventional EDM's were often used to give us start holes through exotic and/or very hard metals. It can be submerged or not, but the jist of it is that a copper tube of any size can be used, within the collet range of each machine, with oil coming through the hole in the tube with finely controlled electricity which can cut through all metals without ever touching the metal. Its also called "Arc Machining". We also used solid Carbon Electrodes of any shape that were CNC Milled to put exotic shapes or pockets into hardened metals. When we did Tool and Die work, we had the shop put start holes in the Rockwell 65 hardened tool steel, so that we could wire EDM the shape into the die. Often times we had request to get out broken screws or taps using this process, and it makes short work of those difficult jobs. Thanks for the vids, I am learning a lot watching your channel.
I can't help but think that connecting the DOD Lifter Risers in the valley of a Gen4 or later LS Factory Block would help with it's oiling distribution as well. Given that Cylinder/Lifter #1 Tower, and #7 on the Drivers side along with #4 and #6 on the Passengers side are available, with oil coming in at the back of the block FIRST, I would think that connecting #7 (where the main oil feed is strong) up to tower #1 at the front of the block (by passing all the #5 and #3 Lifter circuits) in order to get oil to the front as fast as possible would help immensely. Or even T-ing off the #7 tower and feeding both the #1 and #4 tower at the same time would help get oil up front as fast as possible. This would get oil up to the #1 and #2 Rods as well as the first crank journal faster than normal.
To drill a hole that's offset that much, we peck a flat in there with a flat end mill. I know they're not truly flat, but it's close enough that you can then start a hole with a center drill.
Sorry, I'm probably wrong, but at 15:24 it sounds like you say 162, and 152 was typed into the calculator. Hope I heard wrong, but it's easier to readjust the cam timing now, than after it doesn't work right. Sorry, my shop's been busy so didn't get a chance to watch this until 4 days late..... I've been building and testing engines for 50 years and always learning, so this is an amazing and informative video about the differences in your billet engine. Thank You !!
Can't beat that, once in a lifetime opportunity to work with a master while he bakes your cake. Steve, when you put one of these together how do you seat the rings before you start running up the boost on the dyno? And, how do you keep your chief of security Dewey from ripping into strangers in the work area?
Steve... That is an amazing thing to do with and for a customer. I'd love to have hands on with an engine like that. And thank you for explaining what gun drilled is. I never knew but have heard the term a bunch. That would be awesome to watch it being built on UA-cam much less actually building his own engine. Freakin awesome man. 👍👍👍
sounds like a good video opportunity for you to take a trip to your crank shaft supplier and show us all how its built from scratch. I know I'd watch that
I got to watch a shop in Eastern Illinois that forged crankshaft for Caterpillar and Detroit diesel engines. My delivery what the steel blanks to make them.😮
I have been watching your build videos for awhile and I am impressed how you speak to the non-engine type person in layman's terms so it is understandable. I come from an Aviation engine (Jet and Turboprop) background and I often have to explain in the same way as you do. I do have a couple questions for you. Most of the engines I worked on, the manufacturer set the specific torque values for every bit of hardware. With YOU being the manufacturer, how do you determine the specific torque values for all hardware? Do you go by standard SAE, AN, etc....... torque values? Also, do you do your NDT in house or have another company? Just the things I thought about while watching your videos. Keep rockin them out and have a blessed day.
I would like to see a Steve tech video on motor oil and filtration. What oil type and weights each motor use and change intervals, different filters, etc. it’s something no one really talks much about.
I'd like to see what kind of a difference it would give if you could make a flush cap to go over that 5th head stud. We have always gained horsepower and a broader torque curve by polishing the intake and exhaust runners on heads. This seems counterintuitive to that. Maybe it doesn't matter much or at all in boosted applications. There is only 1 way to find out and I don't have SMX money to find out. All in all the SMX is amazing. I'm just nitpicking and I'm not claiming to know it all. Just a curious fan.
What a great video! You could see the excitement in Allen's eyes he couldn't resist giving that beautiful piece of art a kiss I would have too if I got to build my own smx! 😂
Nothing but mad respect for this man and the company he's built. Steve Morris, the ultimate Tom Sawyer? Seriously kidding !! Great video and lots learned. Thanks Steve and Alan.
Awsome guys. Steve you have no idea how much you help people by sharing these videos. So cool of you. I hope your channel keeps exploding. Definitely deserve the million subs.
steve great video! one question why don't you put the thrust bearing on the rear of the crank? like the inside of the last journal with something like a flange so the compression loading does not travel throughout the entire crankshaft.
Little know fact... none of this video was sped up. Steve just kicks into fast gear when ensemble mode turns on. It's just his superpower. Legend is the Flash is a second cousin. He can also hear in the dark!
I have a dumb question. It seems like Mullett's engine (your Buick wagon's former engine) has .015" end play on the crankshaft. Does it not have the Torrington thrust bearing or is it wider clearance for some different reason?
Steve is like the Corvette shop!! Come to our store and help build it yourself to have all the glory you helped build it!!! :) That is a cool thing to do!! Make sure he puts his name on the build plate on the intake manifold!! His name and SM on the plate!!!
How does the oil flow back to the sump? in the traditional way past the push rod's? awesome engine, can't wait to see it flying down the track, thanks for sharing, all the best to yous and your loved ones
To think that about 20 yrs ago Steve was like a small time machinist/builder to elite status on his builds is frikin impressive. Allen Johnson started somewhere. If you don't know who Allen Johnson is, you need to check.
If I'm gonna fix it I better understand how it looked and sounded before. Current R6P8 Mopar build for standing mile 66' Barracuda with Carbon fiber body as no replacement body panels exist and the Arkansas mile is in Grandpas home town and it's his old car. Started with Aluminum Slant Six with custom aluminum head and 70mm turbo and 553rwhp and aiming for 1000hp N/A.
Steve, has anyone requested the bronze keyway style bushings and roller lifters in the SMX yet? I'm guessing you stay with the tiebar style because you can find them everywhere?
Oh Alan I’m jealous. Great work mate. That’s going to be one bad mother trucker. Good luck with it and looking forward to seeing and hearing how it goes. Support from 🇦🇺🇦🇺🇦🇺🇦🇺
Steve, just wondering have you got a cross sectional photo or mock up showing the head and block crushing and sealing the flame ring thru the copper gasket at all??? Be a great visual to see.
If I ever get to a place that I can front the money for an SMX it's without a doubt the way I'm going... I wish all business owners had your principles and work ethic..
Early Adopter!!! SM with God you bring everything into the light! Showing your innovation, engineering and INTEGRITY to everybody is the best advertising you could possibly do for your business, employees and as a witness to others...that you are blessed to be a BLESSING. Light-years ahead of the competition!!! The wins are are going to stack up!!!
Steve Morris legendary engine builder.. Example of how a business should treat their customers... I haven't seen anyone who has a Steve Morris engine that isn't in Steve's life. You get so much more than an engine from him... Class act
Thanks
Well, to be fair, you spend 50k+ for a engine you kinda expect a little special attention.
@@robsdeviceunknown Go to any high end car manufacturer with that thought, you'll leave sorely disappointed.
@@robsdeviceunknown there are some companies out there which don't give a single f about their customers
@@ForgedEggs You are for high end car manufacturers. If you think about BMW or Mercedes, it ain't high end mate ;)
@0:41
Steve: You may learn something from watching this
Me: Don't underestimate my stupidity
😂😂
I can barely count to potato, myself!😊
What a piece of Art.
What is better than an SMX engine? Being able to help Steve build it.
Correction, having Steve Morris help You build it
@@scottbroyles2114 Or show you how to build it .
I’m not sure when but sooner than later i will be buying an SMX eventually. To me, it’s the ultimate engine…
I was going to say a SML but the SMX is better then a SML but they are both mighty awesome
@@bigboreracing356 you ever been to the track with a new setup, twice the horsepower, a shity track in cold weather and hit a home run your first rip? There’s a reason why anyone with common sense would want an smx over the brodix setup, come on…
I just can't get over how awesome Steve is. Not only do you get a sweet engine, you get a good friend and all the support you need. Above and beyond is what Steve does. What a great human being that actually cares and appreciates his customers. Your great Steve.
Dewey to finish off the week with! YAY! Never noticed the fly cut on the pistons before and that's a heck of a relief. It's cool of you to have Alan assemble some of it and do a walk-through with him so he has a complete understanding of what all is involved to build his SMX. Taking advantage of laminar flow in the intake runner. Wonder how long it took as the time lapse is tough to gauge.
10hrs
That man has now a great engine and is blessed to have the chance to do that build with Steve! I would want to do the same thing! Sweet video. Hope he has success with this awesome engine! 👍👌👊
Great idea. Have customers participate in the build, plus they learn from the best.
Alan seems like a good guy. And so lucky to get to help assemble his own SMX.
Like designing your own child with the best of the best.
The caution sign at the beginning of the intro is awesome Steve!
I've been watching engine building videos since they have been available. Tv and internet.. I am still Amazed at the sheer size of everything on an smx... Massive. No wonder they make the power and can handle the boost they produce
if every business ran like yours we wouldnt be having these late stage capitalism issues... you're a real stand up guy mr morris
What is "late stage capitalism"? And what issues are you talking about?
The same people killing capitalism are ramming ev up our arse.
So true mate
Capitalism is the reason Steve even has a business.
@Ronnie P late stage capitolism would be if Steve's parents where way rich and that money gets used to drop the price of an smx to 5 grand, signs a million customers, supply them at a loss until there is no competion left. Drop quality, remove customer service, and raise prices back to higher than you started. Steve gets rich, the community gets hosed. That's the general blueprint. Then tell everyone you're a self made man. None of this is a reflection of Steve and is an example only.
A friend of mine used to work as a machinist in a shop that made injection mold dies. Those have holes similar to the oil passages in a crank shaft. On those dies, the holes are the first features put in on the 5 axis mill after the blocks are squared. The machine rotates the block into position and an end mill spot faces the start of the hole. Then very long drills are used to drill up to 2 feet through the block. Only after that was the contour machining done. The drills often broke and the mill was from a German manufacturer. When things went well, he called his machine Gertrude. When they weren't, as was often the case, he called his machine The Bavarian Bitch. I imagine crank oil passages are put in a similar way, and the machinist who do the job have a similar sentiment to my friend.
What a work of art. Very cool Alan thanks for sharing your build. You must have learned a good bit.
That's sick getting to 'hands on' help build your own $100k SMX engine, like the only engine you'll ever need going forward for decades.
What an experience!
Cheers Steve Morris for even doing that for a client, allowing them into your shop to help build his motor he bought. I know of no shop that would do that except you. 👍
@@bigboreracing356 The heads and block will be fine, that's the most expensive parts. Steve himself disintegrated all 8 rods in one of his SMX's, little bit of welding and machining, everything was fine. What failed were the rods. Rods don't just blow up like that unless there's a metallurgical failure to begin with.
I blew up my 2018 Honda Odyssey motor in October of last year. Bought used, 43,000 kms on it. Changed the oil every 5-6k kms. It blew up 1 year later at 72,000 kms. There is NO WAY that engine, a Honda engine, should fail like that.... unless, the previous owner didn't change the oil until the stupid oil light came on. Only a fool would use that as a reference to change oil! Car companies do this because it saves them money pushing out a vehicle that's carbon friendly.
Brand new block and heads, fully covered by Honda. It wasn't past 100k let alone the Honda plus warranty we paid for that covers 200k. Previous owner was an idiot!
Nice Piece of machinery there. Looking forward to cheering you on during your next drag and drive with that SMX in action.
This video and the info in it is just AWESOME!!!
If you ignore all the prep work and everything else I bet this was 10 or 12 hours of assembly/filming, too!!
Awesome!!
If I'm remembering correctly, Franklin Engine had multi-spindle drills to drill the oil galleries. The crank had a real long hollow front snout for the prop that liked to collect chips and gringing swarf. The journals were polished after drilling. I never did those operations. Did watch a couple times. I did polish the rods around the bolt holes and other sharp areas.
all the little details about thrust/torrington bearings and all the experience that goes into building one of your motors: incredible how much knowledge is built into these things! Great job Steve!
Man, Steve, you are a cool cat! I can only imagine how Alan felt to participate in the assembly of his very own SMX. I would have been super stoked, especially when it was complete. I believe if anyone could afford such an amazing engine like the SMX, being able to assist in the assembly would be the icing on the cake. Again, mad props to you, Steve, and your incredible feat of engineering you call the SMX!👌🏼👍🏼💯🇬🇺
Amazing. Some people try to keep everything a secret. When you're open and explain what's going on like you do Steve, the rewards for the customer and people watching along are through the roof! I hope it makes you feel as good as it does the people learning from you. Wow!
I applaud you for doing such a good job of educating your customer in how to properly assemble you engine. Nothing worst then paying good money and when something goes wrong at the track you cannot fix it without the special handshake or decoder ring to take it apart and or put it back together to replace what broke at the track. Had a Cam Thrust issue once that ended badly twice, once at the track and then we could not fix it be getting parts ourselves so we had to pay the builder to repair it. That was way back in time, but you restore my faith in builders with each win I see with your handy work under the hood.
Will that miscommunication at 15:23 affect anything? I don’t know if anyone else caught that
It’s at 120 right
Dang good catch. Not sure if he said 152 or 162 for the second number.
@@Shademax4273 yeaaah I heard 162 and saw 152 punched in
@@FB6. Yep, thats EXACTLY why I am scrolling through the comments to see if anyone else heard 162 but SAW 152 punched in...........
@@FB6. yeah even subtitles says 162 lol. Hope steve sees it or already caught it.
How awesome is this being able to help build your own amazing engine!! Steve is such a wonderful man and you can tell he values his customers they aren't just numbers to him and every engine he builds is built as if it was his own. Thanks for another great video and teaching us even more engine goodness!!
That's a Genius Thrust bearing setup! And I'm with ya on checking the rods ect if ya have a mishap dropping the pistons in.. I got ahead of myself once and knocked the rubber hose off my rod bolt and nicked a freshly ground Crank 🤦🤦 very very small so I hand filed with some super fine files and a gentle lap with a some shoe lace and 3000 grit.. all good still running greal...
Factory engine builds use long rods on the connecting rod bolts during install. These rods straddle the journal as soon as the connecting rod is dropped into the bore.
Way kewl for you to provide the customer the opportunity to get elbow deep in his purchase. I expect the experience will pay off for both y’all, long term. Also kewl of Allen to allow you to share the experience.
Do y’all provide a manual and list of tools required?
Would have been bonus to have a dyno session, even if N/A…
Nice video
Lots a clever design details in the SMX. I especially like the thrust systems. There is a tremendous investment in designing and making these parts.
Also love the beating the lashcaps/valve with a hammer.
Thrust is something a lot of people don’t think about. Even with an auto it can produce a lot of thrust on the crank when torque converter is really loaded up. And, you’ve got all the thrust from acceleration and braking.
I love the warning at the beginning, and I always watch to learn something that what I like about your UA-cam channel Steve keep all the great content and things coming
Could not agree more.. if we all stopped watching mind numbing stupidity (entertainment) and look for enrichment, we will be better off. 🤘🏼
If I had a SMX, I would assemble it and put on a shelf! What a work of Art Steve M. To see Tom Bailey and Cleetus run is enough of a experience to purchase a SMX. Keep this 64 yr old gear head going!
They’d be an awesome NA engine for a street car. Could make an easy 800hp with something that drives good and still revs nice.
Awesome Steve that you take the time with customers to let them do something like this and explain the in and outs of assembly of the bad××× engine. Your the man Steve!
Yet another reason SME is way beyond other builders, customer inclusion... What better way to point out the differences in an smx vs other big power motors is have the customer assemble (with your guidance of course) their own bullet. Not only is it educational,it also gives that customer a vested investment other than just purchasing it. I think that's smart!! Good stuff Steve, thanks for taking us along as well!
hey Dew-dawg!
Steve, I can't believe I did not see it sooner. The SMX distributor drive or cam position sensor location is in the same spot as the Chrysler Big Block Wedge and Gen2 HEMIs. In the front to the passenger side is really the best place for it. The distributor in the rear is subject to cam twist or bending as you say. "Get a room", Funny as Hell. 🙂
Cool to watch you walk a customer through how his engine is built. Love watching your videos Steve. Thanks.
Hey Steve. Love the videos. I have a suggestion for you. When you use a dial test indicator to check the thrust bearing clearance, you need to set the indicator tip as close to parallel as possible to the direction of movement you are checking as possible. I noticed in the video you had the dial test indicator tip at about a 40 degree angle to the crankshaft. This will cause the dial test indicator to read more movement than is actually happening. The dial test indicator showed .009"-.010", but if the dial test indicator tip was more parallel it would read the actual movement and not be exaggerated because of the geometry issue with the angle of the tip to the work piece.
Steve is one of the coolest Builders I've ever seen. Not an assembler. A true builder. There is a difference.
Endmill to spot face the hole on the angle it has to be at. Then a short drill to get it started then long ass drill to get the depth.
BTW all carbide oil hole drills.
They have small holes through the center of the drill to cool the tip of the drill .
We have 1200psi coolant pressure
Drilling holes offset to a round surface. Easy. Start the hole with an end mill get a flat spot. Then use a center drill then drill. We use a standard Bridgeport knee mill and turn the head to get what ever angles we need. I'm a mold maker and do this type of work all the time.
Awesome vid this is super cool!! That a guy bought an awesome engine and got to actually assemble it with Steve that would be a great time.
I like these engines, they are well thought out with adjustable torrington thrust bearings, "O" rings, hoops, no water passage between heads and block, interlocked lash caps and interchangeable rocker arms....NICE!
I remember Smokey Unick having a book " how to hotrod small block chevy" showing rotating torque, this is the first time I've seen this anywhere from then, I'm 51 and remember this, Steve is a living legend
Such a beautiful motor would look really nice with some anodized parts on it
Pretty slick at Torrington crank thrust bearing
I’m glad you showed that intake head stud detail. I always wondered how that worked. Pure genius! BTW the aerodynamic air flow on a golf ball is called the “Magnus Effect”. We used to play around with that on surfboards back in the 70’s.
👍
With all the hollowed out areas in that crank shaft, must be some magic engineering and material; to keep it from stress cracking up to breaking.
Nope very good materials
I love the ⚠️ at the beginning... my brain translates it as "pay attention keyboard warrior we spoke about this in the past!" LOL love the content Steve!
Drilling into any metal, or conductive surface, at any angle = Conventional EDM which you know is Electrical Discharge Machining. I worked in shops that used Wire EDM for Military and Medical projects and our "Sinker/Conventional EDM's were often used to give us start holes through exotic and/or very hard metals. It can be submerged or not, but the jist of it is that a copper tube of any size can be used, within the collet range of each machine, with oil coming through the hole in the tube with finely controlled electricity which can cut through all metals without ever touching the metal. Its also called "Arc Machining". We also used solid Carbon Electrodes of any shape that were CNC Milled to put exotic shapes or pockets into hardened metals. When we did Tool and Die work, we had the shop put start holes in the Rockwell 65 hardened tool steel, so that we could wire EDM the shape into the die. Often times we had request to get out broken screws or taps using this process, and it makes short work of those difficult jobs. Thanks for the vids, I am learning a lot watching your channel.
I can't help but think that connecting the DOD Lifter Risers in the valley of a Gen4 or later LS Factory Block would help with it's oiling distribution as well. Given that Cylinder/Lifter #1 Tower, and #7 on the Drivers side along with #4 and #6 on the Passengers side are available, with oil coming in at the back of the block FIRST, I would think that connecting #7 (where the main oil feed is strong) up to tower #1 at the front of the block (by passing all the #5 and #3 Lifter circuits) in order to get oil to the front as fast as possible would help immensely. Or even T-ing off the #7 tower and feeding both the #1 and #4 tower at the same time would help get oil up front as fast as possible. This would get oil up to the #1 and #2 Rods as well as the first crank journal faster than normal.
just keeps getting better and better! Very cool to see the customer help build and learn about his new beast of an engine!
Thank you Allen for sponsoring this video.😆✌️😁
To drill a hole that's offset that much, we peck a flat in there with a flat end mill. I know they're not truly flat, but it's close enough that you can then start a hole with a center drill.
Sorry, I'm probably wrong, but at 15:24 it sounds like you say 162, and 152 was typed into the calculator. Hope I heard wrong, but it's easier to readjust the cam timing now, than after it doesn't work right. Sorry, my shop's been busy so didn't get a chance to watch this until 4 days late..... I've been building and testing engines for 50 years and always learning, so this is an amazing and informative video about the differences in your billet engine. Thank You !!
Awesome video Steve!
Watching this on the toilet before I go rebuild my pullers engine 😂
Can't beat that, once in a lifetime opportunity to work with a master while he bakes your cake.
Steve, when you put one of these together how do you seat the rings before you start running up the boost on the dyno?
And, how do you keep your chief of security Dewey from ripping into strangers in the work area?
You drive it like you stole it basically🙂
Allen thanks for the free lesson Its money well spent As always thank you Steve Morris
Steve... That is an amazing thing to do with and for a customer. I'd love to have hands on with an engine like that. And thank you for explaining what gun drilled is. I never knew but have heard the term a bunch. That would be awesome to watch it being built on UA-cam much less actually building his own engine. Freakin awesome man. 👍👍👍
Thanks
sounds like a good video opportunity for you to take a trip to your crank shaft supplier and show us all how its built from scratch. I know I'd watch that
I got to watch a shop in Eastern Illinois that forged crankshaft for Caterpillar and Detroit diesel engines. My delivery what the steel blanks to make them.😮
Amazing engineering and experience on full display. Thanks for the great content for engineering needs 👍
What assembly lube is that you use?
I have been watching your build videos for awhile and I am impressed how you speak to the non-engine type person in layman's terms so it is understandable. I come from an Aviation engine (Jet and Turboprop) background and I often have to explain in the same way as you do. I do have a couple questions for you. Most of the engines I worked on, the manufacturer set the specific torque values for every bit of hardware. With YOU being the manufacturer, how do you determine the specific torque values for all hardware? Do you go by standard SAE, AN, etc....... torque values? Also, do you do your NDT in house or have another company? Just the things I thought about while watching your videos. Keep rockin them out and have a blessed day.
The Wurth brake cleaner system is sweet. All their stuff is awesome, the caps on the locktight bottles are so much better than Permatex.
Endmill to make a perpendicular surface for the drill to start on?
I would like to see a Steve tech video on motor oil and filtration. What oil type and weights each motor use and change intervals, different filters, etc. it’s something no one really talks much about.
Steve glad to see you are finding that deck bridge useful!
I believe the golf ball dimple technique is used in max effort N/A intake ports for the improved boundary layer to increase flow.
I get an adrenaline rush just watching the motor being assembled. I can only imagine what it would be like when you fire it up.
I'd like to see what kind of a difference it would give if you could make a flush cap to go over that 5th head stud. We have always gained horsepower and a broader torque curve by polishing the intake and exhaust runners on heads. This seems counterintuitive to that. Maybe it doesn't matter much or at all in boosted applications. There is only 1 way to find out and I don't have SMX money to find out. All in all the SMX is amazing. I'm just nitpicking and I'm not claiming to know it all. Just a curious fan.
The only thing better than a SMX is building your own 1 on 1 with the legend Steve Morris himself.
What a great video! You could see the excitement in Allen's eyes he couldn't resist giving that beautiful piece of art a kiss I would have too if I got to build my own smx! 😂
Nothing but mad respect for this man and the company he's built. Steve Morris, the ultimate Tom Sawyer? Seriously kidding !! Great video and lots learned. Thanks Steve and Alan.
Very cool. Thanks Alan for sharing your experience with us. I wish you the very best with your new baby.
7:37 We really appreciate you spending that money for us Alan. It is most certainly money well spent.
SMX heads are a thing of beauty!
Awsome guys. Steve you have no idea how much you help people by sharing these videos. So cool of you. I hope your channel keeps exploding. Definitely deserve the million subs.
steve great video! one question why don't you put the thrust bearing on the rear of the crank? like the inside of the last journal with something like a flange so the compression loading does not travel throughout the entire crankshaft.
Little know fact... none of this video was sped up. Steve just kicks into fast gear when ensemble mode turns on. It's just his superpower. Legend is the Flash is a second cousin. He can also hear in the dark!
I have a dumb question. It seems like Mullett's engine (your Buick wagon's former engine) has .015" end play on the crankshaft. Does it not have the Torrington thrust bearing or is it wider clearance for some different reason?
It does it got set up a little looser. 15 is my max
@@stevemorrisracing Thank you
Steve is like the Corvette shop!! Come to our store and help build it yourself to have all the glory you helped build it!!! :) That is a cool thing to do!!
Make sure he puts his name on the build plate on the intake manifold!! His name and SM on the plate!!!
This is incredible. If I ever got the opportunity I would love to build one of these beasts. An honor itself
That whole deal setting up the cam looks like a pain in the arse and that is wild how the cam sets in that block
This an engineering masterpiece. 6 bolts/studs per cylinder and closed deck. Reliable mega power engine
Steve The Teacher: "Remember the best test tool is the HAMMER"
How does the oil flow back to the sump? in the traditional way past the push rod's? awesome engine, can't wait to see it flying down the track, thanks for sharing, all the best to yous and your loved ones
I'm surprised Steve hasn't made a all billet adapter for his drill to turn over the engine stand
this channel is a gem love your content
To think that about 20 yrs ago Steve was like a small time machinist/builder to elite status on his builds is frikin impressive. Allen Johnson started somewhere. If you don't know who Allen Johnson is, you need to check.
If I'm gonna fix it I better understand how it looked and sounded before. Current R6P8 Mopar build for standing mile 66' Barracuda with Carbon fiber body as no replacement body panels exist and the Arkansas mile is in Grandpas home town and it's his old car. Started with Aluminum Slant Six with custom aluminum head and 70mm turbo and 553rwhp and aiming for 1000hp N/A.
Steve you gotta redesign the hemi for drag and drive.😂
You are the Big Daddy of Drag and Drive racing. Big Daddy Steve of Drag and Drive racing!🎉❤
Steve, has anyone requested the bronze keyway style bushings and roller lifters in the SMX yet? I'm guessing you stay with the tiebar style because you can find them everywhere?
Oh Alan I’m jealous.
Great work mate. That’s going to be one bad mother trucker. Good luck with it and looking forward to seeing and hearing how it goes. Support from 🇦🇺🇦🇺🇦🇺🇦🇺
Steve, just wondering have you got a cross sectional photo or mock up showing the head and block crushing and sealing the flame ring thru the copper gasket at all???
Be a great visual to see.
🤔 ok
What kind of bolts do you use? If steel do you anti-seize everything? Aluminium? Titanium? Smxium?
Was he supposed to put the cam in dry like that he didn't look greased up the camp before he put it in the engine
It had lube on it not seen
If I ever get to a place that I can front the money for an SMX it's without a doubt the way I'm going... I wish all business owners had your principles and work ethic..
another work of art! what a lucky guy to be able to build his motor with steve =0
If you had to say, what would be the proverbial "weakest link" in a SMX engine? As Always, May God Bless you and yours! 😇
Man billet aluminum is soo beautiful! All that potential
That front crank Thrust Bearing.... How are you lubing it? Oil system mod or just basic captured Grease...
Early Adopter!!! SM with God you bring everything into the light!
Showing your innovation, engineering and INTEGRITY to everybody is the best advertising you could possibly do for your business, employees and as a witness to others...that you are blessed to be a BLESSING. Light-years ahead of the competition!!!
The wins are are going to stack up!!!
Great idea and customer service to let the owner build the engine 👍
You guy are by far the best channel on here. The best interaction with followers and all
Thanks
Steve you definitely know your stuff and a great engine
Can you talk about why a guy would choose 525, 540, or 572 CID on the SMX?