BRAAP

Cranks should be rebalanced if they have had work performed on them such as lightening or being reground. Just that inline cranks don’t utilize "Bob Weights" when they are being balanced. It doesn’t matter how much heavier or lighter the reciprocating parts are for an inline or flat/opposed engine. When these cranks are balanced they are balanced to itself only, not balanced to a particular piston/rod mass. i.e. NO bob weights used when balancing an inline crankshaft. http://www.eatonbalancing.com/ebalance6.php http://www.rpmmachine.com/engine-balancing.shtml

COKE of course. Red or Blue!

As I am aware, inline engines do not use bob weights when balancing the crankshaft like V-engines. As such, an inline 6 crank that was neutral balanced is fine so long as it was not reground, carved on, or altered in any fashion, after the "balance" job was performed and is useable with any piston rod combo.

iCrash... Boost or Displacement, (has this one been asked already?...)

You'll have to forgive Tony. He is working in the shed, not wearing pants, scratching himself today...

Quote of the week... OMG, not a good visual..

...AND the shifter linkage, clutch linkage, exhaust....

I'm thinking that older Escort is probably carbonated, one fuel line, and it was already disconnected, fired up on the fuel remaining in the float bowl, which also should be enough fuel in the replacement engine to start and drive the car 10 meters...

WOW!!! Cool video Phil. Thanks for sharing... Part of me wants to call BS on this one, but it’s hard to argue with a video... They did meet the requirements of the challenge, "sort of", though at least one component was obviously pre-disassembled, i.e. the hood. I’m sure many other items were previously “arranged/set” such as everything mechanical, fluid, and electrical that isn't required to "just start the engine", were all disconnected! To fully DISconnect AND REconnect the following; Fuel line, throttle linkage, exhaust, half shafts, shifter linkage, heater hoses, motor AND transaxle mounts, Dizzy primary wiring, starter wire, (not sure they bothered with alternator wiring, coolant and oil senders or if those components count in the challenge), coolant hoses, coolant drain and replenish, would add considerably to that time. Sure it drove 10 meters without coolant, but C’mon… that’s not “truly” changing an engine now is it? The 3.1 hours quoted by the commentator for a "garage" to do this feat takes into account fluids, electrical, mechanical connections not already being disconnected prior to starting the clock…. None the less, still an impressive display…

Thank you gentlemen... 41... Enjoyed each and every one...

DOH! A month late, better than never...

Thank you. Your use of channel in the car, I'm assuming, is for chassis stiffening? If so, search specifically for chassis stiffening, body stiffening, Tube frame, Roll cage etc. There are a few very good in depth threads regarding strategic body stiffening. Again, thank you, and keep us posted on your project. Paul

I was thinking the same thing when I noticed his name in the list of todays Birthdays, AFTER he left! DOH!!!!

Happy Birthday Hugh…

WOW! GT-R was 7 seconds faster around Willow?!?!? Tires on the Porsche weren’t hooking up and the car was all over the place. 7 seconds per lap is a HUGE time difference that might be the difference between full on race tires vs ho-hum street tires, but both of these “tuner” cars should’ve been shod with comparable tires, at best. Anyone have posted times for the stock 997 and stock GT-R around Willow?

In using a different injector with the stock EFI, (I’m assuming the flow rate is something different than stock), how are you handling the fuel delivery change above the point during WOT when the AFM is maxed out/fully open at approx 4500 RPM and above! The AFM only is only used by the ECU below 4500 RPM during WOT.

I have seen that before here i the states from a JDM L-28. Not sure what it came off of. I recall being told it was a carbed/TBI truck?... TonyD or others would know for sure.

Took these pics a few days ago, 6:50 am Oct 14th with the Nikon D70s, 70-300mm lens from the front yard. There were 3 doe Mule deer in the neighbors pasture amongst the early fog. It was a beautiful morning...

As it revs, the smoothness sounds like it is probably 180 degree headers. 180 degree headers get part of that high pitched sound, but still leaves a coarseness in the exhaust note and doesn't like sound it is revving twice as high as it really is. In that video, that coarseness, especially at idle to me indicates dual plane crank. The smoother, less lumpity/rumpity pitch when revved up, sounds like 180 degree headers. A single plane crank at that same RPM, would have that similar tone, but would sound as if it revving a LOT higher, even though it wasn’t. Like the Ferrari V-8 videos earlier. They aren’t revving much if any higher than this racing Ls-7, but they sound like they are revving twice as high.

I noticed that as well. He added Singh groves for the sake of having them, not implementing them as designed...

In simplified terms, the block of metal that is to become the crankshaft is left long so as to grab it past both ends. As rudypoo mentioned, the crank is offset to machine the rod journals, and the part is spun slowly. The overly large size and mass of the lathe helps absorb the forces of the spinning offset crankshaft. Once the machine work is done, those "ends" are cut off. One approach as the Washington FSAE team used, was to rough machine ALL the journals, rods and mains, in a mill, (they may have used a CNC mill). They are square, but in their approx location as shown in the bottom picture here. With the crank being left long, on a single plane crank such as this, there are 3 “centers”. On each end that will be used in the lathe. The middle “center” is for machining the mains, the other 2 “centers" are for locating and machining the rod journals about the center of that stroke to make those journals round. Some lathes will use a 4, 6 or 8 jaw chuck on both ends which allows the part to be offset from the spinning axis of the lathe itself so the rod journals can be turned. Another approach is to use a single four jaw chuck on the driven end of the lathe and “live” or “dead” center on the other end. The crankshaft would then have a hole in each of the “centers” for that live/dead center to locate into, while the four jaw chuck allows offsetting the driven end. There are couple other approaches for machining a crankshaft by hand. With CNC, there ways to machine a crankshaft are even more diverse. Billet stock and rough shaped crankshaft; Courtesy of Brian Crower This video shows a crankshaft having its rod journals ground. Illustrates how the offset works when working the rod journals. Interesting Video showing the mains being machined… http://www.youtube.com/watch?v=be4N1tkPZao Note the rough machined crankshafts… Courtesy of the Washington FSAE team

Woldson, (Donning the kid gloves…) Not knowing the Honda head you are referring to, I am going to assume the cam line was machined in to the head, i.e. it did not have “removable” cam towers. In that instance, with the cam line machined into the head itself, with a warped head, one method to truing the cam line is to align bore/hone the cam line. In that case, I recommend performing some form of heating/bending-straightening procedure to true the head as much possible first, then bore/hone the cam line. Again that procedure applies to heads with the cam line integral with the head. Thank you for the compliment Phred. That means a lot to me coming you.

YEAH BABY!!!! Just glanced through every page admiring the crapsmanship.. Good stuff… Got a few new ideers I wanna try.. :lmao: I really like the clutch disc mod.. So Prox? You gonna step-up to the plate and be the “Cheers from HybridZ” rep in that thread? Yeah, you probably should. Love the remaining pits on the valve face… Holy gonna burn the valves Batman!

WOWZERS! The paint is gorgeous. I like your emblem alterations as well. Total bummer regarding the ankle/fibula. We are praying you'll soon be reunited with your Z.