Why Balance A Stock 396 Big Block Chevy?
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- เผยแพร่เมื่อ 30 ก.ย. 2024
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We're getting closer to wrapping up all of the machine work for our customers 1966 396 Big Block Chevrolet. While it is going back together basically stock, does it make sense to balance the rotating assembly?
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I'm always intrigued by machining. Probably because I am a helicopter mechanic so I am used to balancing rotor heads and drive shafts, but a crankshaft is a different skill set. All of the fine-tuning that you do on all the procedures is a lot of attention to detail. Always enjoy your content.
Ditto. Watching this, I was thinking of balancing the Astar TR driveshaft.
Uh, guys? It's the exact same skill set, you just do it on small parts and it's multiple iterations. The same vibe sets used on helos? Are also used on fixed wing and there is an adapter set for use on cars. I've only seen and used the vibe sets on aircraft, but sat in on a presentation where they mentioned it was used on high end sports car engines like Rolls-Royce and the like. Might be in manufacturing settings, let's face it cars and trucks have drive shafts.
Rolls Royce hasn't made there own engines in over 3 decades...
@@kruszinc.8555 Depends on the industry you speak of. Aviation, they most certainly make their own engines, and are one of the industry leaders.
Automotive, well the car company went under years ago, and today is just a glorified BMW ultra luxury 7 Series.
A cyclic on a helicopter is one of the most amazing pieces of engineering ever designed
Balancing the rotating assembly is usually the most time consuming piece of the puzzle, but it is the best investment you can make in your engine build for smoothness and longevity. Thanks for your time on this one!
So refreshing to see that some folks still take pride in doing a job well. Thank you for all the great videos!
Round tuit 😂🤣😂🤣😂 that's pure gold!
I laughed way too hard at that 🤣 had to rewatch it a few times also
You better hope,, Sweep Boy don't figure out that broom handle is a weapon.... lols 😎 Ain't it just ain't it...
I love that you explained exactly what the law of diminishing returns is! In the aviation mechanic's industry we called it "unnecessary precision" when guys spent hours and hours going for that last *ONE thou* to get exactly within the center of manufacturer tolerance, that doesn't do anything to affect the performance & reliability.. These younger newer guys just don't grasp the concept of "within spec as best you can and you're done, don't waste time" and it pisses us experienced guys right off 🤬
On the tighter side of the spec is where one wants to be on a rebuild. However I agree, within spec is where one should be. Chasing a measurement error for that last thousandth is like collecting hen's teeth.
@@kevingalat4720 Yep. If spec is between 5 and 7 and it comes up 6.8 on first measure, you're done lol. If it came up 7.8 then I might shoot for 6, but if I landed on 6.8, out the door it goes. Especially in the aviation world where they're paying for maintenance & repair by the hour, not by job. It's balanced great and within spec. Just like this crankshaft
@@Drmcclung True - people forget the work that has already gone into arriving at the specs for safe margins. The specs provide the safety - not the obsession by the next guy to get into the middle of the specs.
@@andoletube Law of diminishing returns man.. it's been a long time since I've seen a machinst point that out on TH-cam. Said it before I'll say it again; shops like THIS are so rare these days. Give them your business if you're in their area! 👍
Vibration....is heat/sound/ and impact.....but if it isnt measurable
I had my 1944 GMC 270 six in line balanced when I did my rebuild and it became a whole different engine runs so smooth and takes higher revs easy and became much faster as far as a truck does. Really like your channel and take notes as I build engines myself. Greetings from the Netherlands!
Nickolaus, you are living the dream I pursued years ago. I started a motorcycle racing engine shop and as far as I got was boring bar, honing machine, Neway cutters, valve grinding equip, and press for the cranks. I couldn't make enough to cover overhead as we were in a deep recession here in Michigan. I ended up working for the Auto Industry and after 38 years, still love engines. Now retired, I'm going back to the same pursuit, and share your enthusiasm and videos. Thank-you Jim for enabling your son to progress past the basic day to day jobs and build on your accomplishment!
It always kills me when people freak out about engine balancing. Having worked in a machine shop before, I can say with certainty that most engines leave the factory with only what I would consider a sloppy attempt at best- and if the engine is never revved hard, it will likely never be what kills the engine. But yet the "experts" on the forums will go on and on about it. If you have the time and the resources, by all means- do it, but if you're slapping together an engine in your driveway to get you to work on Monday, as long as you're using factory style replacement parts, you'll end up doing about as good as the factory did.
You're right. Usually the oem parts are batch balanced and have a general spec deviation that they're allowed.
@@kairu_aname Yep, and those allowed tolerances are usually far in excess of the level that most machinists shoot for.
Your Dad & his broom really crack me up! 😆😆😆
Honest question: how did you determine 4g for the oil allowance? Was it a guess or an educated estimate? I ask because I legitimately only know this process through videos like these. Fan of your work.
Good work labeling the link from your link.tree; you put a good hook on Insta and made it easy to sink that hook on TH-cam. Not enough creators put that effort in.
Like your stuff.
The manufacture of the balancer recommends 4or 5 grams for the weight of the oil.
Hope you had a word with the cleaning guy and got him to pick up his broom, he's getting a bit of an attitude on him.
Whether it's a street engine or a race engine, balancing "pays off in dividends" as you explained. Thanks for showing us how it's done right.
Every video I watch, I learn something about engines. I'm not a mechanic, don't own any "modified" cars, just own a pick up. Appreciate you attention to detail for what you take into account for everything you both work on. These videos are very well made and I think people who know much more about building engines still appreciate your concern for details.
A very interesting process you shared. I had zero knowledge of the skill set you and your father have. Yet, find these videos informational and relaxing. Thank you
I am glad to see there's still a shop like yours there's not enough of them left it takes that much time to do the job right
Notification Squad!🔥🔥🔥
Ha ha I guess the cleaning guy quit . Very informative video though 😂
Round tuits are extremely rare and valuable.
The bob weights I worked with back when dinosaurs needed to be balanced were filled with shot. They had a cup that was secured to the half and internal threads a knurled cap with n o ring. Let me tell ya when the shop cleaning guy at MEM filled the cups and spun the crank without the o ring what a mess.
The balancer was an old analog n dial type but worked good for the dinosaurs. It did have a drill press combined so I 'm surprised yours doesn't given it is solely for that purpose.
Also love the meticulous albeit unnecessary in some view of making all three measurements on the rod less than a gram. For me the harmonics of the rod are more important than the piston package. But then circle track rubber band engines and street rubber band ( high rpm) engines was my focus in the engine shops. Taking stock looking engines for claimer classes and other racers edge was my fun. Angle plug SBC were regarded as boat anchor, MEM machinist and I began tinkering with them until the 450#' 500hp from a $3000 2 bolt block was achieved. Heat treating modified stock x or pink rods experimenting with 5.5 to 6.3 rods making the power curve move up n down the dyno graph.
Life of engine...and Smoother power....
Enjoy watching your work together. I miss doing stuff like this with my dad. Cherish the time you have with your dad because when they're gone, it hurts like hell. And you will always remember this time.
My favorite thing to do as a machinist was balancing engines we are supposed to balance within half a gram when the boss wasn't looking we would get a lot closer. We used to do a lot of Mercedes six-cylinder balancing the rotating Mass was almost perfect but the rods were so far off it was ridiculous we would spend more time to balance the rods
I have the same issue with rod weights here when we rebuild Perkins p1006 engines for the drift runners in the mines, the rod weights usually vary anywhere from 10-100g in the same motor, its a nightmare trying to mix and match rods to suit a balance
Ahem. Above comment....(drmcclung)
There's nothing funnier than seeing two contradictive paragraphs right next to each other.
Is that the algorithm or is that just the odds?
@@thecloneguyz Lmao our shop likes to do a quality job, so i always do my best to get rod weights for commercial engines within a few grams when i balance them, for big engines within 5-8g, and within a gram for performance engines, but i suppose thats what you expect to get when you pay for quality
I've said before I like your voice over style.
I also want to commend you on the editing.
I don't make videos but I can tell you spend a lot of time putting together your story.
I really like how you guys are explaining this, both in your short videos, and your full length videos. I’m really in the machine work, but my career path is taking me another route however, this is definitely something I want to pursue as a hobby as it satisfies the perfectionist and me.
I've been a mechanic all my life but never got to hang out at the machine shop.
It's great to see how all of this work gets done.
I drop it off ... You get it done...
The bottom line question remains unanswered, what is the cost for balancing this rotating assembly?
Love watching "dynamic-balancing". I built Harley Davidson drag racing engines for a good part of my life. I always "static-balanced" them myself, which is what S&S Cycle recommended. Then as years went on even they went "dynamic". Would have loved to have had a balancing machine. Never had any issues with the "static" builds though. Thanks, cool video.🏁🏁
I had a forged and stroked LS3 balanced to less than 2 grams. It easily spun to 7k without any problems. Good work on that 396, they need it since they come apart too easily.
11:45 you could have marked the balance point then gone the same distance either side of it and removed twice as much weight. You still get balance but with a lot more weight reduction which makes it rev quicker for more hp. 🙂
Yes sir!
When you're removing 2-5 grams? it isn't going to make any noticeable difference in the performance of the engine. But the time taken, will be noticed by the customer, by the cost.
Especially for a simple street engine rebuild.
If they were building a race engine? That is when you might look into knife-edging the counterweights. Which is where you remove a significant amount of weight, it promotes slinging the oil off of the crankshaft, and reduces air resistance, on the crankshaft. You might end up removing a 1-3 lbs of weight from the crankshaft.
Even then, it will not make that much difference to the overall feel of the engine. You might free up one horsepower, but you might not. But it really isn't going to be noticeable. Why? Because you still have a ~36 lb flywheel for a 396 Big Block. For drastically less cost than knife edging your crankshaft, you can get a light weight flywheel that shaves off 11 lbs, for less than $300 via Summit. If you want a really light flywheel, you can get an aluminum one for less than $400, that weighs a scant 12-16 lbs. Don't forget that the greater the distance from the centre of rotation the mass is, the more significant its effect. The flywheel is a _lot more weight, with much greater radius_ than the crankshaft's counterweights.
So....yeah. Taking two cuts instead of one? It's just making more work for yourself, for no noticeable benefit. Other than charging the customer more money.
Great video!
45👍's up thank you for sharing
Give the cleaning guy a raise.
When I get a round tu it 😂
I definitely enjoyed the "round tuit" skit.
Are you using a netural balance flywheel and Harmonic balancer? I'd not, shouldn't those be taken into consideration?
My guess is no if they are balanced individually as the key here is to sort of make the counter weights even out the forces created by the piston&rod. So if the crank itself is balanced, you can add or remove any other balanced rotating parts freely 🤔 but I could be wrong, take this as a notification activation for further replies haha
Not necessary on a 396
Would there be a situation where you would want to reduce your balance target down below 0.5 grams? (Say if the customer plans to exceed 10k RPMs in the engine on a regular basis?)
Very interesting an informative video, thank you! I have a question not related to crankshaft balancing per se. I've noticed that you guys don't use torque plates when boring and honing cylinders. Is there a specific reason why you guys choose no to use torque plates?
We use torque plates when honing depending on applications. There’s no benefit to a torque plate during boring since the finish bore geometry happens during honing.
@@JAMSIONLINE OK, that makes sense. Thanks for the reply!
Jamsi, do you ever soften the parting line on the beam of the rods with the belt sander before balancing? I have read that can reduce stress risers.
You need to shot peen it afterwards or it would likely be worse. Would do that decades ago on my race engines.
JAM,
I truly enjoy your videos and knowledge of engine building and machine work. You need to start looking for a new janitor that will not drop his broom. Boe
I have always wanted to balance and do a fine job on a stock engine rebuild. I want that effer to take me 500,000 miles no problem.
What’s the worst engine or engine manufacture to rebuild?
Who’s the best?
Couldn't this be done on a small old I4 Toyota engine for increased maximum RPM?
“Attention to detail is the only proof of sincerity!” This quote is very true for this channel. I was told by an old Ford racing mechanic that the flathead V8 ran “much cooler” as well as smoother after balancing. Flathead V8s tend to run hot due to engine block design so balancing is very important for high rpm performance.
I love watching you guys work…. If U wasn’t so far away, I’d have you build one for me…
Years ago had the 2L motor in my Pinto overhauled and balanced. Noticeably smoother running. Enjoy your videos and appreciate your attebtion to detail.
I enjoy your dad's sarcasm.
I do the same work and want each piece to be within a 1/4 gram so I can sleep at night. I balance every crank to the same tolerance. Street engines will last forever. The 10k rpm engines will live as long as the quality of the parts are matched to the customers build.
Smooth engine. High reliability.
Watching you guys at work is amazing, and reminds me of the time, years ago, where I worked at a machine shop. Progressed from the floor sweeping guy, to the core engine teardown and cleaning guy, and eventually to the assembly guy.
07:59 Wow! Those cleaning help. They have such a Tude! Just give them a raise already!🤣👍
I wish I had an engine to rebuild just so I could send it to you guys to have it done looks like you're doing awesome job
My 1968 396 has never been touched at 72,000 miles. Burns a quart of oil every 3,000 miles. I'm keeping it stock as the cars original. The convertible top has been replaced with new old stock.
Aw hell yes. Mint is priceless.
Can we do final polish and throw it back on the balancer will it make a difference. Just found your short videos and subscribers love this content and you are very informative
Its equally important to spin balance your carburetor
Great Video. As a desginer of gas turbine engines and other turbo machinery with as much as 120,000 rpms, it's interesting to see that the balancing process of crankshafts is similar (except for the reciprocating mass). Even at 120,000 rpms we never try to balance the rotating mass to 0 gram-inches. We always balance to the minimal acceptable imbalance. Spending the time to balance the crankshaft has a very high benifit-to-cost ratio. It can add horspower by allowing you to operate the engine at higher rpm (hp = torque * rpm) and also extend the life of the engine by reducing vibratory stresses.
My first "automotive" job in 2002 was working for an old boy who'd forgotten more than I'd ever learn about machining. Engine balancing was my favorite. Manually hone boring blocks was my least. Keep up the great content!
Making the brass and aluminum weights was time well spent. You'll use them for years.
I absolutely love the Precision that you use in setting up engines, but the addition of the levity in the video makes it really more interesting and it is also a good break in between all of the complicated numbers and calculations that are used and I understand they are so essential to making a very good quality job in an engine, I appreciate the work that you do and I also appreciate in the manner that you show it thank you very much Jim.
Excellent video. Very entertaining. I doubt most machine shops put in such an effort to achieve your end result.
In most aspects of my life I have a fairly dgaf mindset, but whenever I'm machining I get crazy ocd and feel the need to machine everything to crazy tight tolerances that are completely unnecessary
The pursuit of perfection can be a curse lol
This is the reason I pop in to watch you guys, you give a dam about what you do! As you mentioned, people would say "why bother about 1 gram!!" well, because why not?! You're there, the machines are there, just get in, get it done! You're happy and the owner is stoked for the workmanship and care you've put into his machine!
Years ago I had a shop overhaul a Ford 302. They asked if I wanted it balanced. I had no experience with it, so they explained it to me. I said Yes.
When I drove the car, I couldn't believe how much smoother it was! It used to have several spots in the RPM range where it would vibrate, but now it was silky smooth.
Wow, what a difference! Any future overhauls will include balancing for sure.
Take it easy on the cleaning guy 😆
Instead of Harping on the -Clean-Up-Guy... next time give him... a few kind words...a Power Drink...and in a few minutes...He'll be on what needs to be done around there... and then some...
Very interesting and nice work 👍
Ive read and watched quite a lot about balancing and its interesting to see and hear how people reason about it.
Im building a milder street engine for my Fiero. 3.4l v6 that I aim to spin to around 5800-6000 making around 250-280 hk (hopefully). Being a street engine it will mostly live in the 1500-4500 range.
I was going to balance the crank but the machinist and engine builder Ive had do some of my work didnt think it necessary for my engine.
On the other hand he seem to be a strong believer in matching the weights of pistons and rods. He has been building engines for 40 years or so and is well renowned so I figured Id take his advice.
Not saying anyone is right or wrong. It just seem to me theres more than one way to skin that cat and all the more interesting 🙂
I had my 1973 German 2 liter engine rebuilt and balanced. The smoothness afterwards at 80 mph was really a delight.
Gents, I can't commend you highly enough on the attention to detail and quality! You're dad "done well"😁 Its refreshing to see quality in a world of just getting by! Live the channel and content!
awesome work on the crankshaft!!!
dang near got it perfectly done at close to zero balance !!!
Your patience and persistence of perfection are amazing, as well as your judgement calls regarding the point of diminishing returns. There are life lessons here regarding pride of craftsmanship that go far beyond mechanical engineering. Treasure the hours that you and your Dad get to work together. Well done!.
My word it is worth it! A well balanced engine lasts longer in general. This is a good professional shop with very good practices. Love your new waterjet. I always watch to the end, no matter what!
I learned 20 years ago the importance of balance on even stationary engines. If I do one it's balanced.
Like your craftsmanship! Do you ever straighten crankshafts? My experience is 1960's inline-4s (SAAB from Triumph); never saw a used crank that was not bent. Some shops would grind the journals in line, but it was still bent. With V-8s is that not a problem?
I'm just a dairy and crop farmer from Ohio, but I think I missed my calling because I can't stop watching your videos and I'm kind of a perfectionist when I need to be, like ammo reloading and building things to make life easier. Love this stuff, thanks for the videos
Gentlemen I don’t mind watching the extra timely commercials I’m sure that creates more revenue for you why awesome father and son team I mean you guys are both geniuses it’s so awesome my father retired from now so it’s 42 years and 21 he built his own hydrogen engine at NASA and I wish I had that kind of relationship with my dad it’s amazing how well you were together.
I have no alcoholism in your life and that’s beautiful I can see it loud and clear you are fantastic people seriously.
You have a great ability to communicate with each other and I enjoy the comedy that you have so nice
love this, rebuilding by small shops is becoming a rarity
No it isn't. You people talk like back in the day there were machine shops on every corner.
Thanks for Sharing... I Love to Learn... I've been in the Automotive Industry for Over Forty Years. I started in an Automotive Machine Shop. But Again... Always Something to Learn. Thanks Again
Nice job.
Thanks for sharing.
Take care, Ed.
I’ve seen a wooden Round Tuit. Never one made of metal. Dig it!! I have balanced rotors from 3600 rpm ac motors. Lots of fun. Similar machine and process. I had some sticky ?stuff? To add weight to get close before adding real weight. 1200 rpm motors were a lot easier!!
If I didn't know how to balance a motor using the machine you have there, this would be a good instructional video and show me everything but how to input the setup values. As it is, I've actually spent all day balancing cranks and flywheels on this very machine, and you definitely know what you're doing. We here in our shop use 7g of oil for a v8, not that it makes that much of a difference I guess. Very good video, always love seeing how you guys do it in your shop, regards from a tradie at Southern Engines in Auz
The bob weights are intriguing. Do they all weigh the same, or does each have a weight calculated from the piston/rod assembly it stands in for? If they are all the same weight, what would result from omitting them? Does each Bob weight have to be in balance relative to the center of the journal it’s attached to? What happens, if anything, if the bob weights are turned a bit about their journals?
Thanks so much for showing this stuff, along with all the other amazing things you and your dad share.
I’ve built just a few engines for my cars, always depending upon the skill and integrity of the people doing the machine work. With some shops things have worked out just fine. Others left me wishing they were a lot more like JAMSI.
If one has ever driven a balanced engine, OMG! Beautiful, something one should expierence. The engine almost seems to pull itself to higher and smoother RPM. First time I ever did it, the hours, all the metal slivers, more hours, but at the end, OMG. It's like having a Rolex engine. I remember I had a new ignition system, which worked fine during practice. When the green flag dropped an I put the pedal to metal, the first high rev, it started to spit/cough. Came into pits, the tach was smoking, yelled for a pair of wire snips, cut wires going to the tach, the separate red light, tossed the snips, nailed the, smashed the, ground the gas pedal into firewall. My first worry was, Don't know what RPM I'm taching, no rev limiter"? Didn't matter, the balanced .030 327 SBC had a perfectly smooth power pull, right to where it liked, every gear! Like to point out to the video maker, did not mention the balancer or the flywheel. What good is doing the engine internals, if those parts. Which are bolted to it, are'nt also balanced!? It defeats the whole deal. A way I tell ppl, when they ask, "do you really need it"? or "it's still gonna run good w/o spending all that time/money". "OK a penny weighs nothing, right? Now put that penny on the end of a string an spin it, faster and faster, do you see what I'm getting at".
Street engines are typically around (1/2) ounce inch Race engines are balanced to 1/4 ounce inch, to put this in perspective balancing refers to moment of force, example 8 grams, 8" from center is 112 pounds of force, a dollar bill weighs 1 gram....
As you can see, out of balance eats HP....
You never answer the question in Your title !!!
I DO NOT LIKE people who do this on You Tube. It wastes my time.!!!
Better would be "How to balance...."
Well, only a year late on this comment but maybe someone else can benefit from it. If you cut six bob weights in a 1, 2, 4, 8, 16, 32 gram weight sequence then it is easy to make up any number between 1g and 63g from just those 6 discs. So that would give you a way to get within 1g of what you need using up to 6 discs after getting within 63g of the total number you want.
I'm surprised the "safety police" hasn't busted them on the lack of shrouding around the dynamic machine. (LOL)
I've been balancing P+W jet engines for over 40 yrs, and can honestly say this tutorial is accurate.
Why do you skip the harmonic balancer, front pulleys, flywheel, clutch etc. ??? In my experience, not dialing these items in after balancing the crank assembly to
When I first got into drag racing, my engine builder balanced my 509 chevy to 49%. Next time I did a refresh, I had him balance it to 52%. It extended the life of the rod brgs. about 3-4 runs. Good or bad in your opinion & why?
Very interesting video. I used to do industrial balancing. I noticed that it looks like some sort of nylon bearing that you spin the crank up on. We had what was called hard bearing balancers, which always left a slight mark on the journals.
Also I totally get chasing that last little bit.
Good work. You are very particular, great to see!!!
If you balance it, and it only comes apart for leaks , goes 250-500k , and it gets a one percent increase in your mileage, and 15 mpg in your pickup truck, that’s 333.3 gallons of gas , hundreds of dollars in most of your experience, but a grand is on your balance today. And it will definitely last longer. JS
Not trying to be a party pooper, but I'd be more worried about proper quench and fuel quality in regards to compression ratio. Depending on camshaft specs and ignition timing, keeping the engine in its happy place, free of detonation or pre- ignition will improve durability more than anything. Also, measuring everything accurately and "blueprinting" the rotating assembly will achieve very little if bearing clearances are all over the place. You'd be surprised how many people spend big bucks on balanced rotating assembles, just to sling it together with some one size fits all off the shelf parts store bearings. I won't run stock type bearings on ANY rebuild. At minimum Clevite Michigan tri metal 77's.
My partner in crime, the crime of expending time on air cooled Volkswagens did this with the pistons and rods for the single port for my 67 bus. Result was pegging the speedometer, on the flat, no wind, north of Seattle. (=100 mph)
There's a special moment in a dad/son shop where dad KNOWS son has learned WELL. I guess you never stop being a parent but what contentment results knowing son is now a man!
Reminds me of a guy I worked with who used his $1000+ i-phone to level stuff on the CNC mill, and was wondering why the parts weren't coming out right, I said go buy a $2 spirit level and get back to me on that.
I've been carrying a "round tuit" in my pocket for years, so long that it's worn smooth and can't be read.
I appreciate your attention to detail, but realistically you can never account for the oil and that weight so the perfect dynamic balance doesn't exist.
Thanks for the video and the effort it takes to produce it!
Why not mention overbalancing? Working on several 703 CI Pro Mod engines, we overbalanced every engine. Worked out to bring out some power at the expense of low RPM vibration.
Can you straighten crankshafts? I bought a brand new 454 forged crankshaft from GM and when I took it to the machine shop before I even unpacked it the machinist told me that it was bent. Well he took it and put it in a saddle with a dial indicator and sure enough it was way out. I came back the next day and the dial indicator would not move. This guy was up there in years and had worked for some well known drag racers. He told me he would hit the crankshaft in different areas and that’s how he straightened it. He said he also did camshafts. I have never heard of this anywhere else but I’m telling you my 468 big block would rev like a small block. Have you ever heard of this technique? And if you have where? I’d love to learn how he did it as I did not see him do it but I guarantee you my new crankshaft was straight after he worked on it. That was 20 years ago and by now I’m sure he has passed. He used to work for a drag racer called Bob Maxey in the 70’s
I can imagine that it's a lot more effort to record everything while you already have to concentrate on the work that you're doing, but it sure is appreciated.
Thanks for teaching us folks at home who aren't always able to learn these things in the real world.
Good job . I have to leave this to u young guys . Building reliability goes a long way , heavy tow , hi performance . Or competition. It’s the foundation !
I suggest you sort your make up disks by weight. No point sorting through a mixed tin when you know you're looking for 2 grams. Very cool application of the Wasser. There should be an 'optimization' app that will nest the parts to be cut for maximum yield and minimal waste :)
I'm getting an 'Orange County Choppers' vibe from this video. . . Sr/Jr
Just curious why did you not check the crank after you took the weights off, just curious ??? I assume that it wasn’t necessary but why ???
Thank you Sir I do appreciate your work.
I’ll never build an engine that needs this amount of precision, but I’m still curious. The definition of fireproof, is boss’s Dad.