Like so many others, I’ve learned a lot from your channel Steve. Thank you for the shout out and kind words. Next time I’m in Michigan, lunch on me. You pick the place.
@@stevemorrisracing Build question… Other than Mercury Racing, why hasn’t any engine builder designed a Twin Cam 4-Valve Big block? Are there rules in NHRA or other series preventing the build from being the effort? Cost and complexity? Considering Cosworth built the DFV for Formula 1 and its redline was 11,000 and it could survive a race weekend in the 70’s. It’s not a big block but the precedent was set that long ago. Awesome Channel, thanks for your time.
I like the voice over. I love watching all 3 of their families channels. Old Man’s Garage, Street Racing Channel and Gen 2 Garage. They put out some great content. Of course I love your channel too Steve❤
Get an old AM radio, preferably with an antenna and ear phones. Tune between channels and walk it around the motor at 1500-2500rpm..radio will whine and lead you right into the issue. Worked in my dyno rm troubleshooting.
Top Advice… Mates Car required special leads to suppress the frequency issue created when under low loads. Standard driving in traffic your own body was Affected by a Nausea sensation for many passengers. Driven as like it was stolen, not a frigg’n thing. “Cars”..!
God damn. Where else do you get tidbits like this but from old time experience. Im often in awe of the body of unwritten knowledge out there for every trade. Could you imagine a machinists, a mechanics, a carpenters, a welders etc bible with all the little hacks or tricks in it. Would be hard to put a price on it.
There is no easy formula for oil pressure versus oil film strength. The three main variables to film strength are oil pressure, bearing clearance, and oil viscosity. Oil pumps do not create pressure, they flow volume. When the volume meets resistance, pressure is made. When the 2 teeth on the drive sprocket did not increase pressure, I know the bearing clearance is too large for the oil viscosity. I know you did not build these engines, but did you freshen them? I'll bet engine#2 is looser, could be the lack of priority main oiling. A heavier oil will increase oil pressure all across the rev range. It does not matter where the pressure is measured, Pascal tells us it will be the same everywhere in a closed system. I like the voice over and being able to see you'all do the whole job, instead of cutting out the tedious stuff. Great stuff, keep it coming!
Is it a closed system with all the "leaks"? As out the rods, mains and around the lifters. Not to mention the valve train. A closed system, i would say not. regards.
Yes agree, depends on oil viscosity, bearing clearance, how the pump flows/ volume and spring rates and also outside temps. If you got 50 plus psi at revs the motor should live.
With hydraulic pressure, as with any fluid, you're basically right as it's an 'open" system - same thing with engine 'boost" on forced induction engines, pressure = resistance to flow. That is why it's IMPORTANT to measure the pressure at the point furthest from the oil pump - especially with high viscosity oils there can be so much drop that the xxx PSI at the pump can drop so far that the rear main/big ends are being starved - it's why bearing problems are almost always at the back of the engine. You have a minor error, though, because it's an open system there HAS to be a pressure drop through the system in order to have flow.
@@I_Am_Blondie Uh, is this a serious question? I'll assume you're a beginner so to repeat what the OP said - pumps creat flow, period! What I suspect you're confused by is the pressure relief spring/relief valve/etc? Because the oil flow is approximately proportional to rpm, but the internal leakage is roughly constant, or increases at a much lower rate. This means that when the oil pump provided enough flow to have an aceptable idle pressure, as the rpm rises it would otherwise increase the pressure well beyond what is required, or even safe. The relief spring/valve is set to open when a minimum pressure exerts a force on the valve and forces it to start opening, providing 'an internal leak" to bleed off the excess flow. By changing the spring, the pressure required to produce the force, and thus open the valve, can be changed as required.
I’m liking the narration. Omg is one of my favorite channels. He certainly has a knack for what he’s doing! Keep the voice overs, I think it makes the time lapse more interesting, plus we’re all just learning more!
The voice over is awesome, Steve. The reason a lot of us at-home guys watch you is the how's and why's of what makes your engines and operation so good! Information is everything!!!
Love voice over The gear being wrong filing the key way, the oil path, the pulled threads makes me feel right at home. Old school hot rodding. Know how to "get 'er done". With what ya got. Course you got a little more than most of us. But still luvin it.
The overlay with the voice on video keeps the rambling of trying to figure out what to say next a lot more down to earth and simple. I understand a good bit about what ur saying and I think everyone else on here that watches the channel is also up to snuff with 90% of the stuff going on
Love the voiceover Steve. I know it’s frustrating fixing the worn-out threads, but I can’t help but think about how much real-world problem solving experience that you’re providing Kyle. He’s got to be so much farther ahead than others his age.
Old man’s garage and SRC are top notch in their video style/development. I love the style, it makes it more interesting to watch. It’s hard to pay attention during time lapses/etc when they go forever without some sort of voice over or something else.
Love the SRC crew. And am lucky enough to live close enough to see them at my local track a few times a year. They’re great people and probably my favorite TH-cam people.
Definitely like that you get more info across but also get to see more video. You not having to stopping your own work to explain what’s going on will also increase productivity leading to more content in the long run.
Even though this is 90’s small block pro stock it’s still cool. I love the pro stock stuff, small block or the 80’s big block, nothing screams like those high rpm N/A engines, they accelerate so fast.
I do like listening to the thought process you go through while you are working. The detail seems to be greater when you narrate. I like it all and learn a lot. Thanks for the inspiration.
Cool, I had the opportunity to sit in on a dyno session with David Nickens when he was doing small inch comp eliminator stuff. If my foggy memory is correct, it was about 290 CI and he took it well past 10,000. I thought the engine was going to bust out of the dyno and leave the building. Fun stuff.
More info is always better.. The Old Man's Garage does a great job with his voice-over work. It makes his channel so good! It's good that you are trying the technique.. we all want Uncle Bob to start his dyno and building knowledge... Hopefully, we will have both of you passing along cool stuff.
Radio noise RFI Shielded data cables should be grounded on ONE side only, the other side needs to be electrically floating. If both ends are grounded, a ground current loop will occur and introduce noise into the system. Also, are you using an inverter / variable speed drive for any AC motors near by? This will introduce noise into shop power unless there is a filter on power going into the drive. And, TIG welding will produce tons of electrical noise as well.
I really like the voice overs, you don’t need to catch your thought and makes your info more clear. I’m sure it takes more time, but your massive amount of understanding more easy to grasp. Great video as always. 👍
I like you talking over the video. It gets more of your thoughts across. I wouldn't be surprised if the oil people, Chevy people, carb people, efi people, and the file police all show up in the comments. I know you will keep being your self even with all that and that is why we keep coming back
I used to be a pro stock truck crew member. I did the valvetrain between rounds as well as the gear changes in the diff and the liberty trans as needed. We ran Bob Panella engines. Some of the best times of my life! Something about a 10K RPM small block screaming as it rows through the gears that gets the blood flowing! I'm still pissed at NHRA for eliminating the class and all the B.S. politics behind it.
The crankshaft crossdrilling acts like an oil pump in reverse trying to pump oil backwards through the engine. There is a point where the oil pump can't overcome this. A rule of thumb I learned was 10 psi per thousand rpm.
I don't think oil pressure causes the separation of the crank from the bearings in a way that it 'lifts' the crank, rather the crank simply hydroplanes on the oil layer. Pressure and volume just make sure the oil gets there in sufficient quantity to keep the fluid layer intact and remove latent heat.
Same principle as air bearings used in high speed cooling turbines. The spinning shaft creates a wedge of air between the bearing leaves and the shaft. This wedge lifts the leaves away from the shaft and absorbs the heat of friction/shear of the air. Cooling of the bearing air is accomplished through moderate pressure replacement air to the bearing/shaft interface supplied by the compressor side of the turbine.
Great video, always learning from your knowledge. Be able to throw my knowledge your way. Drilling holes or taping around areas not to be contaminated is to grease the bit. When it gets files on it, break kleen into a pail, wipe and repeat. Worked on single cylinder motors dirtbikes/quads, and done it at work. Makes for ease of mind for particles. Thank you for the video!!
Like the voice over and getting a small bit of the wealth of knowledge you have in all these videos from the engine tuning to the difference in the tires on the wagon by going to the beadlocks.
Voice over is cool. Daniel Powell taught me something that I can pass along: Galleys are on ships where the food is made and served. Engine blocks have Oil "Galleries" - For 40 years, I called them Oil Galleys too, until I heard Daniel say Gallery over and over on his YT channel. Learn something every day! BTW, that sure looks like a BIG block Chebbie. Not a Small Block like the title says - LoL. Just jabbin' ya, Steve. Thanks for an interesting video.
I like both! Voiceover is great because you already know what’s happened and can give better insight in your thoughts process. To not stop after just one lifter cap and check them all showed amazing craftsmanship. You prevented a major on track issue by checking those bolts.
When your pulling stuff apart and showing us details (like the rear end of the wagon video), its great to have you talking as you show us the parts. If your just setting up stuff like the dyno room or doing dyno testing, stuff like that the voice over works good. So its not just one or the other, its a place for each. Nice work Steve.
Love your show to no ends! You are so amazing with your content! Spot on with the old man’s garage! The live commentary through the videos are so good!
Great talk over vid. More in depth than a Fun Fac Ep. The bodyshop channel is cool as well. The combo of engine builders , chassis guys body mold etc. Brings the different outlook that's needed to bring it all together.
Voice over sessions are great. So much more useful information showing the process and nuances involved in obtaining the numbers. Thanks professor Morris.
Love the manual broach! Old school skills for the win particularly the one off inserts. Done quite a few on pre-war Rolls engines, tough to salvage some unavailable pieces.
I also want to add that I think it's super great that you have involved your son in your business and profession. We need more young men like him with good parents like you to have our children carry forward our legacy. He will make you proud, certainly he has already I'm sure but he will be the next leader much as so many other top name racers and team owners have done to continue the family tradition and name. I wish him the best going forward.
Great video!! Showing what can happen when pulling the handle on a high performance engine. I have spent endless hours at Drake Engineering, builders of the Offy Indy engines and at Van Dyne Engineering, builders of sprint car and midget engines,observing and assisting dyno pulls. You have to be ready for almost anything and knowledge and experience is required to get you through it all. Your fix of the crank pulley was a classic, cutting the key way with a file and knowing it will work was great! I may have used a little green loctite on the key only because the load is not really a constant smooth load and it can cause a poor fitting key to work and ruin the keyway. I might have gone to a "Dutch" key opposite the original keyway. Drill a 1/4 inch hole on one end of the shaft and sprocket, parallel to the shaft, half of the hole in the sprocket and the other in shaft, then drive a 1/4 inch split pin in the hole and you have a tight and strong connection. The pulled thread is another thing that can come up as a big surprise and your fix is just another example of your experience and knowledge and your "get it done" attitude. I assume that you used Loctite 262 which is the high strength stuff. That failure tells me that the owner should be looking for a new set of heads as these are just starting to be a pain in the a$$ and will only continue to have failures. Heads do wear out, especially aluminum and when used for racing. Regarding the oil pressure thinking, rod bearings use the "hydro dynamic" form of lubrication in which the oil pump provides oil to the clearance between the crank throw and the rod bearing the actual pressure to keep them apart is from the thin film that is drawn into the clearance and pressurized by the movement of the shaft in the bearing. Increasing oil pressure can help increase the initial clearance between the bearing and the crank. Hydrostatic bearings operate at a higher pressure and the oil between the sliding surfaces is supplied by pump pressure. Hydrostatic bearings typically require more oil and higher pressures. Keep them coming!!! Rex
Thank you Steve and Kyle. Love how you take the good with bad and its all in a days work. Voice over is good. Your so blessed to have Kyle. He is a great young man and so smart.I wish i would have had a great mentor like you...your patience is such a plus. Keep up the great work. I hope to be able to get one of your LS engine to replace my LS3 6.2 in my 2014 Chevy SS....grandpa hot rod.
100% love the voice over Steve. I know it takes time you probably don't really have, but it's good to hear you explain things that may get overlooked during editing. Keep up the great work mate.
Honestly... Any video you put out I feel lucky to see. The amount of knowledge you put out is amazing. I like that you walk us through your thinking processes too. Whatever you do in the future, just keep being you. Thank you for the great content.
I freaking love your content, found you through Cletus, and am so grateful for all the wisdom, just another day for you, but inspiring me to get back in the garage!
Loved the hand filing! My dad was a machinest and tought me to work metal with a hand file. Made a double set trigger for a flintlock that way when i wan 19 in 1989
Voice over while you're still busy is good, like it. That overhead view on NA is a helpful tool. Reviewing it before you did anything would of shown @ 28:05 the fuel pile up on that cylinder carb venturi when the push rod jumped the cap.
Pully in Vise on Bridgeport. Grind High Speed Tool Bit in Boring Bar. Lock in back gear. Feed into bore as you work the Quill up and Down. = Quick Easy Key Way.
The voice over & time lapse is awesome, keeps the video current - I am no chemist but I have done research with respect to oils - look into oil properties - thixotropic, non neutonian, and rheopectic - the stability and or purposeful change of molecular shear with heat & pressure makes me lose sleep trying to find the balance !
I went out and checked the system on my Nesbitt 632 nitrous engine with a Moroso 4 stage pump.; the crank drive pulley had 18 teeth and the driven was 28. Hot idle with 20w50 is 76ish , 8200 is 100ish. Peterson states not to turn the pump over 6000 rpm . Just some misc. info for ya. Love the voice over. Instead of us watching you just walk around in circles, you can give us a idea of what is going on in your head .💪💪💪 I also heard , from where i dont remember , that a safe rule is 10 psi for every 1000 rpm you are spinning the engine.
Another great video Professor. Voice over is great . It gives you time to think about the subject matter and keeps the video fluid. You and team Morris are doing a fantastic job with your content presentation and the look down cam is a nice addition....
Really dig the content. I’m sure you all already know about it but if not you may want to do some research into Caterpillar Loctite. I’m sure you have a Cat dealer around your area somewhere, if not you can come up with it online. It’s the green Loctite that Cat sells for use on diesel cylinder sleeves originally but works really well on parts that either see a lot of heat cycles or for locking parts that end up having looser tolerances. It doesn’t seem to break down as quickly as red Loctite in areas where heat is involved. Originally used it on heavy equipment applications but found out on old Harleys that it’s much more resistant to vibration than the red stuff. Just thought it was worth passing along since you’re dealing with some high spring pressures and knowing that the high rpm stuff also sees weird frequencies from vibration. I can only imagine what those pushrods look like at 9k, which makes a guy wish there were more Spintron videos on TH-cam. Again, great content, always dig seeing new stuff here. 👍
Awesome content and really liking the voice over. Really appreciate you taking the time for priceless info that most engineers tuners wouldn’t share. Thank you for sharing and doing what you do.
Definitely like the voice over, as well as the tunes the editor added In to the video as well. The dyno struggle is real, and definitely part of the job tuning dealing with anything mechanical, whether your own, or someone else's. Particularly someone else's, because you're not as familiar with the nuances of every engine, and are the components they use in their builds. Like the new style of format, but the old was equally as good.
This is some GREAT content, Steve. I’m amazed at how hard and expensive it used to be to make 800-900 horsepower. Almost hard to believe that there are some still doing it with that platform!
Talking over is fine as it lets you work more and later consider what you learned and present your rational once it gels. I think we all learn more watching you come across issues, we most likely will not see in our shops. My favorite way of learning mechanical and machine work is to which tools are used for a task and you or others handle them.
Just here to learn ..i think air craft engines with 2 mags have shielding on the plug wires to prevent noise . . I always enjoy your videos . When i was a kid my friends dad took me for a ride in his 67 Camaro . I think it was 302 and a 4 speed . He managed to get it out of town and he stopped on a country road . I think he left at 9500 or so and it pulled up the front of Camaro and then shifted at 9200 or so ect ..Never forget the experience. I know it nothing compared to todays engines na or boosted but it was a rush for me back when ..To be honest i plan on having something to experience the rush again as long as it pull to the rev limiter and not lay over ..
The Engine Analyzer plots are interesting compared to actual dyno pulls. It seems on the lower dollar builds the torque is too high, but the HP is pretty accurate, IF you don’t mess up any of the inputs. I am typically within 1% on HP though. It depends on the dyno. Yesterday we didn’t hit either one, but were equally low on both numbers. The operator said we were right with the other class engines that they had dynoed. In the end, we made15 pulls and never found anything that increased power. It’s interesting to come off the engine stand 100% of what’s available. Good video. We did get a little bump late in the day as oil temperature increased and pressure decreased. It was about 1% difference in output. I race small block Mopar in circle track. I feel your pain as there aren’t ANY parts just down the road to get. I am my own warehouse and parts manufacturer. You do what you need to.
I approve the ole man garage. My grandfather on mum’s side raised me with grandma included of course and he was a mechanic and engine builder and he taught me everything I know he passed several years ago and I miss him everyday my mum is also gone she was murdered. Been a rough time and watching your videos makes me remember the good times instead the bad. Can’t wait to see the wagons removable quarters that’s gone be awesome. Really should throw some hyper shift pearl top coat paint on her it’d be sick on top the white
I believe the pressure is required to overcome some amount of surface pressure in the bearing to replace the oil continuously - but oil wedges can be 100k psi so the oil is replenishing on on loaded side
Awesome video Steve! I’ve been watching for a long time now the more I watch, the more I desire to be even come close to obtaining the knowledge you have. The mechanical challenges you face and the ways you overcome and solve them in my eyes just line up….. this is what I want to do some day.
Steve a OMG SRC drag and drive build would be a sick build for Billy's 55 and old man's Monte would look MINT with some black smx manifolds under the hood!! Get er done fellas that's a power team there your knowledge and bobs combined 👌 oooo
Hi Just a idea Take cheap stainless covers for hoses, put wires in covers and ground the beginnings to the dyno. We take a bit but I think it would kill the rf noise. Thank you for your videos and tips. Maybe one I will get to ride in a vehicle with one of your engine.
Pressure is just resistance against flow. As far as I know more pressure does not give you more strength on the film as you say. We commonly on small block stuff would run as little pressure as we safely could. If we had 45 psi at full noise it was fine by us. Was common once the oil was hot to see as low as 20 psi at idle. Never hurt a bearing. Talking sprintcar motors here. Love all the stuff you do Steve!
Ive been running tunnel rams for 35 yrs or better love this stuff keep em coming and yes love the info the more the better, and we always have 7psi per 1000 rpm minimum here in my area depending on application cheers from idaho.
Love this style of video. Love the information on everyone and having it broke down. I love learning new stuff. Like the into syas CAUTION YOU MIGHT LEARN SOMETHING. Well I do. Almost every video. Even if I already know how to do something, it's never a bad idea to learn how to do it other ways
Your commenting as you go along helps me process what your doing and thinking. I watch you and I'm doing the same thing in my mind. Thanks for sharing your thoughts.
Always love the videos. Makes me want to work in a machine shop. Solving problems and getting the best performance out of equipment is cool. +1 for voiceover gang
Oil film strength is in the tens of thousands of psi. Oil pump pressure has no effect on that. More pressure does push more oil through and keeps the bearings cooler. Plus getting oil to the rods is difficult so more pressure helps that also.
Like so many others, I’ve learned a lot from your channel Steve. Thank you for the shout out and kind words. Next time I’m in Michigan, lunch on me. You pick the place.
Deal!
My 2 favorite TH-cam channels! Thanks for the great content and always look forward to watching your next videos
Imagine If Billy had a SMX or something like that in his new car.
@@stevemorrisracing Build question…
Other than Mercury Racing, why hasn’t any engine builder designed a Twin Cam 4-Valve Big block? Are there rules in NHRA or other series preventing the build from being the effort? Cost and complexity?
Considering Cosworth built the DFV for Formula 1 and its redline was 11,000 and it could survive a race weekend in the 70’s.
It’s not a big block but the precedent was set that long ago.
Awesome Channel, thanks for your time.
@@jbuckshot01i kind of think its going to head that way.. 😅
I like the voice over. I love watching all 3 of their families channels. Old Man’s Garage, Street Racing Channel and Gen 2 Garage. They put out some great content. Of course I love your channel too Steve❤
More! Give me more!!!
Yes, voiceover is good, more learning is always good!
Yep it's a hit
Me as well, they're a great family, and they voice overs are a good move.
I like the voice over. I really like the camera looking down the ventures. Not to many people do that. Very interesting
Get an old AM radio, preferably with an antenna and ear phones. Tune between channels and walk it around the motor at 1500-2500rpm..radio will whine and lead you right into the issue.
Worked in my dyno rm troubleshooting.
Top Advice…
Mates Car required special leads to suppress the frequency issue created when under low loads.
Standard driving in traffic your own body was Affected by a Nausea sensation for many passengers. Driven as like it was stolen, not a frigg’n thing. “Cars”..!
An AM radio down below 530 off channel is best in our area and will help bark out the noisy often bulbous devices at home too... bothering our dynos.
God damn. Where else do you get tidbits like this but from old time experience. Im often in awe of the body of unwritten knowledge out there for every trade. Could you imagine a machinists, a mechanics, a carpenters, a welders etc bible with all the little hacks or tricks in it. Would be hard to put a price on it.
Great videos love the window stickers. Keep the great videos coming
There is no easy formula for oil pressure versus oil film strength. The three main variables to film strength are oil pressure, bearing clearance, and oil viscosity. Oil pumps do not create pressure, they flow volume. When the volume meets resistance, pressure is made. When the 2 teeth on the drive sprocket did not increase pressure, I know the bearing clearance is too large for the oil viscosity. I know you did not build these engines, but did you freshen them? I'll bet engine#2 is looser, could be the lack of priority main oiling. A heavier oil will increase oil pressure all across the rev range. It does not matter where the pressure is measured, Pascal tells us it will be the same everywhere in a closed system.
I like the voice over and being able to see you'all do the whole job, instead of cutting out the tedious stuff. Great stuff, keep it coming!
Is it a closed system with all the "leaks"? As out the rods, mains and around the lifters. Not to mention the valve train. A closed system, i would say not.
regards.
Great reply . I agree.
Yes agree, depends on oil viscosity, bearing clearance, how the pump flows/ volume and spring rates and also outside temps. If you got 50 plus psi at revs the motor should live.
With hydraulic pressure, as with any fluid, you're basically right as it's an 'open" system - same thing with engine 'boost" on forced induction engines, pressure = resistance to flow.
That is why it's IMPORTANT to measure the pressure at the point furthest from the oil pump - especially with high viscosity oils there can be so much drop that the xxx PSI at the pump can drop so far that the rear main/big ends are being starved - it's why bearing problems are almost always at the back of the engine.
You have a minor error, though, because it's an open system there HAS to be a pressure drop through the system in order to have flow.
@@I_Am_Blondie
Uh, is this a serious question?
I'll assume you're a beginner so to repeat what the OP said - pumps creat flow, period!
What I suspect you're confused by is the pressure relief spring/relief valve/etc? Because the oil flow is approximately proportional to rpm, but the internal leakage is roughly constant, or increases at a much lower rate. This means that when the oil pump provided enough flow to have an aceptable idle pressure, as the rpm rises it would otherwise increase the pressure well beyond what is required, or even safe.
The relief spring/valve is set to open when a minimum pressure exerts a force on the valve and forces it to start opening, providing 'an internal leak" to bleed off the excess flow.
By changing the spring, the pressure required to produce the force, and thus open the valve, can be changed as required.
I have been around engines all of my life, yes I like it. At 61, I still like to learn things. It is why I am still loving life.
I’m liking the narration. Omg is one of my favorite channels. He certainly has a knack for what he’s doing! Keep the voice overs, I think it makes the time lapse more interesting, plus we’re all just learning more!
The voice over is awesome, Steve. The reason a lot of us at-home guys watch you is the how's and why's of what makes your engines and operation so good! Information is everything!!!
Love voice over
The gear being wrong filing the key way, the oil path, the pulled threads makes me feel right at home. Old school hot rodding. Know how to "get 'er done". With what ya got. Course you got a little more than most of us. But still luvin it.
The overlay with the voice on video keeps the rambling of trying to figure out what to say next a lot more down to earth and simple. I understand a good bit about what ur saying and I think everyone else on here that watches the channel is also up to snuff with 90% of the stuff going on
Love the voiceover Steve. I know it’s frustrating fixing the worn-out threads, but I can’t help but think about how much real-world problem solving experience that you’re providing Kyle. He’s got to be so much farther ahead than others his age.
Old man’s garage and SRC are top notch in their video style/development. I love the style, it makes it more interesting to watch. It’s hard to pay attention during time lapses/etc when they go forever without some sort of voice over or something else.
Tommy doesn’t get the credit he deserves. He works hard and does great on the editing/ production of the videos. 👏
@@Thomasspraker-ob8mo 100%
Love the SRC crew. And am lucky enough to live close enough to see them at my local track a few times a year. They’re great people and probably my favorite TH-cam people.
I like the voiceover. Steve, your face when you saw the work that needed to be done, said it all. Go, Morris team!!
Definitely like that you get more info across but also get to see more video. You not having to stopping your own work to explain what’s going on will also increase productivity leading to more content in the long run.
True it makes filming easier but takes more time in the editing process to do the voice overs,so not really a time saver.
Even though this is 90’s small block pro stock it’s still cool. I love the pro stock stuff, small block or the 80’s big block, nothing screams like those high rpm N/A engines, they accelerate so fast.
I do like listening to the thought process you go through while you are working. The detail seems to be greater when you narrate. I like it all and learn a lot. Thanks for the inspiration.
Talk over is a plus!!
Cool, I had the opportunity to sit in on a dyno session with David Nickens when he was doing small inch comp eliminator stuff. If my foggy memory is correct, it was about 290 CI and he took it well past 10,000. I thought the engine was going to bust out of the dyno and leave the building. Fun stuff.
Voice over when ever you wish to give more details is perfect!
More info is always better.. The Old Man's Garage does a great job with his voice-over work. It makes his channel so good! It's good that you are trying the technique.. we all want Uncle Bob to start his dyno and building knowledge... Hopefully, we will have both of you passing along cool stuff.
Thank you!
Radio noise RFI
Shielded data cables should be grounded on ONE side only, the other side needs to be electrically floating. If both ends are grounded, a ground current loop will occur and introduce noise into the system.
Also, are you using an inverter / variable speed drive for any AC motors near by? This will introduce noise into shop power unless there is a filter on power going into the drive. And, TIG welding will produce tons of electrical noise as well.
I really like the voice overs, you don’t need to catch your thought and makes your info more clear.
I’m sure it takes more time, but your massive amount of understanding more easy to grasp.
Great video as always. 👍
72 and remember Julie Brown and her charming accent.
I enjoy hearing the thought processes behind what you’re doing and thinking as you’re working through issues.
LAKE SPEED JR
IS
The MOTER Oil
GEEK 👑
TBF, he's technically 'The Motor Oil Geek'
Not to mention an insufferable mic hog.
The voice over is awesome. It adds so much more to what’s going on. Feels like I’m back in shop class soaking up knowledge. Thanks!
I like you talking over the video. It gets more of your thoughts across. I wouldn't be surprised if the oil people, Chevy people, carb people, efi people, and the file police all show up in the comments. I know you will keep being your self even with all that and that is why we keep coming back
I used to be a pro stock truck crew member. I did the valvetrain between rounds as well as the gear changes in the diff and the liberty trans as needed. We ran Bob Panella engines. Some of the best times of my life! Something about a 10K RPM small block screaming as it rows through the gears that gets the blood flowing! I'm still pissed at NHRA for eliminating the class and all the B.S. politics behind it.
The crankshaft crossdrilling acts like an oil pump in reverse trying to pump oil backwards through the engine. There is a point where the oil pump can't overcome this. A rule of thumb I learned was 10 psi per thousand rpm.
I don't think oil pressure causes the separation of the crank from the bearings in a way that it 'lifts' the crank, rather the crank simply hydroplanes on the oil layer. Pressure and volume just make sure the oil gets there in sufficient quantity to keep the fluid layer intact and remove latent heat.
Same principle as air bearings used in high speed cooling turbines. The spinning shaft creates a wedge of air between the bearing leaves and the shaft. This wedge lifts the leaves away from the shaft and absorbs the heat of friction/shear of the air. Cooling of the bearing air is accomplished through moderate pressure replacement air to the bearing/shaft interface supplied by the compressor side of the turbine.
Lord bless Kyle, your blessed with an awesome son. Kyle is earning taking over so you can get some needed rest 👍👍👍
I loved this episode. Just a perfect look at life as an engine builder/dyno operator.
Love the voice over stuff. Unique insight into what you are thinking and doing while on time lapse. Seems like we get to see more stuff in less time.
Great video, always learning from your knowledge.
Be able to throw my knowledge your way. Drilling holes or taping around areas not to be contaminated is to grease the bit. When it gets files on it, break kleen into a pail, wipe and repeat.
Worked on single cylinder motors dirtbikes/quads, and done it at work. Makes for ease of mind for particles.
Thank you for the video!!
Like the voice over and getting a small bit of the wealth of knowledge you have in all these videos from the engine tuning to the difference in the tires on the wagon by going to the beadlocks.
Voice over is cool. Daniel Powell taught me something that I can pass along: Galleys are on ships where the food is made and served. Engine blocks have Oil "Galleries" - For 40 years, I called them Oil Galleys too, until I heard Daniel say Gallery over and over on his YT channel. Learn something every day!
BTW, that sure looks like a BIG block Chebbie. Not a Small Block like the title says - LoL. Just jabbin' ya, Steve. Thanks for an interesting video.
Love the overhead shot when you are working on top of the engine, great angle.
I like the voice over.. leaves me less in the dark…thanks steve
I like both! Voiceover is great because you already know what’s happened and can give better insight in your thoughts process. To not stop after just one lifter cap and check them all showed amazing craftsmanship. You prevented a major on track issue by checking those bolts.
When your pulling stuff apart and showing us details (like the rear end of the wagon video), its great to have you talking as you show us the parts.
If your just setting up stuff like the dyno room or doing dyno testing, stuff like that the voice over works good.
So its not just one or the other, its a place for each. Nice work Steve.
Yes, love and the tech you can give us.
I'm running a 9,600 rpm 360 cubic inches SBC my self so this is great for me !
Love your show to no ends! You are so amazing with your content! Spot on with the old man’s garage! The live commentary through the videos are so good!
Great talk over vid. More in depth than a Fun Fac Ep. The bodyshop channel is cool as well. The combo of engine builders , chassis guys body mold etc. Brings the different outlook that's needed to bring it all together.
Old Man Garage is some quality content.
Voice over sessions are great. So much more useful information showing the process and nuances involved in obtaining the numbers. Thanks professor Morris.
Love the manual broach! Old school skills for the win particularly the one off inserts. Done quite a few on pre-war Rolls engines, tough to salvage some unavailable pieces.
I also want to add that I think it's super great that you have involved your son in your business and profession. We need more young men like him with good parents like you to have our children carry forward our legacy. He will make you proud, certainly he has already I'm sure but he will be the next leader much as so many other top name racers and team owners have done to continue the family tradition and name. I wish him the best going forward.
I like the voiceover. It gives context to what we are watching.
I like the voice over!! Don't stop!!
Great video!! Showing what can happen when pulling the handle on a high performance engine. I have spent endless hours at Drake Engineering, builders of the Offy Indy engines and at Van Dyne Engineering, builders of sprint car and midget engines,observing and assisting dyno pulls. You have to be ready for almost anything and knowledge and experience is required to get you through it all.
Your fix of the crank pulley was a classic, cutting the key way with a file and knowing it will work was great! I may have used a little green loctite on the key only because the load is not really a constant smooth load and it can cause a poor fitting key to work and ruin the keyway. I might have gone to a "Dutch" key opposite the original keyway. Drill a 1/4 inch hole on one end of the shaft and sprocket, parallel to the shaft, half of the hole in the sprocket and the other in shaft, then drive a 1/4 inch split pin in the hole and you have a tight and strong connection. The pulled thread is another thing that can come up as a big surprise and your fix is just another example of your experience and knowledge and your "get it done" attitude. I assume that you used Loctite 262 which is the high strength stuff. That failure tells me that the owner should be looking for a new set of heads as these are just starting to be a pain in the a$$ and will only continue to have failures. Heads do wear out, especially aluminum and when used for racing.
Regarding the oil pressure thinking, rod bearings use the "hydro dynamic" form of lubrication in which the oil pump provides oil to the clearance between the crank throw and the rod bearing the actual pressure to keep them apart is from the thin film that is drawn into the clearance and pressurized by the movement of the shaft in the bearing. Increasing oil pressure can help increase the initial clearance between the bearing and the crank.
Hydrostatic bearings operate at a higher pressure and the oil between the sliding surfaces is supplied by pump pressure. Hydrostatic bearings typically require more oil and higher pressures.
Keep them coming!!!
Rex
Thank you Steve and Kyle. Love how you take the good with bad and its all in a days work. Voice over is good. Your so blessed to have Kyle. He is a great young man and so smart.I wish i would have had a great mentor like you...your patience is such a plus. Keep up the great work. I hope to be able to get one of your LS engine to replace my LS3 6.2 in my 2014 Chevy SS....grandpa hot rod.
100% love the voice over Steve. I know it takes time you probably don't really have, but it's good to hear you explain things that may get overlooked during editing. Keep up the great work mate.
WOW. I love the way that small block sounds when you rev it at the end of the pull
Honestly... Any video you put out I feel lucky to see. The amount of knowledge you put out is amazing. I like that you walk us through your thinking processes too. Whatever you do in the future, just keep being you. Thank you for the great content.
I enjoy the pulley modification. Hands on getting it done. More please
I freaking love your content, found you through Cletus, and am so grateful for all the wisdom, just another day for you, but inspiring me to get back in the garage!
Loved the hand filing! My dad was a machinest and tought me to work metal with a hand file. Made a double set trigger for a flintlock that way when i wan 19 in 1989
Voice over while you're still busy is good, like it.
That overhead view on NA is a helpful tool. Reviewing it before you did anything would of shown @ 28:05 the fuel pile up on that cylinder carb venturi when the push rod jumped the cap.
What's even better that a high rpm small block is a high rpm big block
Pully in Vise on Bridgeport. Grind High Speed Tool Bit in Boring Bar. Lock in back gear. Feed into bore as you work the Quill up and Down. = Quick Easy Key Way.
Love your comments while explaining a dynamic pull
The voice over & time lapse is awesome, keeps the video current - I am no chemist but I have done research with respect to oils - look into oil properties - thixotropic, non neutonian, and rheopectic - the stability and or purposeful change of molecular shear with heat & pressure makes me lose sleep trying to find the balance !
Definitely enjoyed the voice over style. I find that you can get straight to the point on issues you are having.
I went out and checked the system on my Nesbitt 632 nitrous engine with a Moroso 4 stage pump.; the crank drive pulley had 18 teeth and the driven was 28. Hot idle with 20w50 is 76ish , 8200 is 100ish. Peterson states not to turn the pump over 6000 rpm . Just some misc. info for ya. Love the voice over. Instead of us watching you just walk around in circles, you can give us a idea of what is going on in your head .💪💪💪 I also heard , from where i dont remember , that a safe rule is 10 psi for every 1000 rpm you are spinning the engine.
Showing my age when mtv actually showed music video's she was a host or vj:video jockey. The voice over's are good.
Yea voice over is awesome! i like the tech talks and info sessions but while work is being done i love the voice overs!!
Another great video Professor. Voice over is great . It gives you time to think about the subject matter and keeps the video fluid. You and team Morris are doing a fantastic job with your content presentation and the look down cam is a nice addition....
Really dig the content. I’m sure you all already know about it but if not you may want to do some research into Caterpillar Loctite. I’m sure you have a Cat dealer around your area somewhere, if not you can come up with it online. It’s the green Loctite that Cat sells for use on diesel cylinder sleeves originally but works really well on parts that either see a lot of heat cycles or for locking parts that end up having looser tolerances. It doesn’t seem to break down as quickly as red Loctite in areas where heat is involved.
Originally used it on heavy equipment applications but found out on old Harleys that it’s much more resistant to vibration than the red stuff. Just thought it was worth passing along since you’re dealing with some high spring pressures and knowing that the high rpm stuff also sees weird frequencies from vibration. I can only imagine what those pushrods look like at 9k, which makes a guy wish there were more Spintron videos on TH-cam. Again, great content, always dig seeing new stuff here. 👍
Voice over fills in a lot of info and corrections, as well as after thoughts. This really makes it a good learning lesson, and enjoyable.
Liking the layout with you talking over videos educating us. Keep it up Steve!
Awesome content and really liking the voice over. Really appreciate you taking the time for priceless info that most engineers tuners wouldn’t share. Thank you for sharing and doing what you do.
Definitely like the voice over, as well as the tunes the editor added In to the video as well.
The dyno struggle is real, and definitely part of the job tuning dealing with anything mechanical, whether your own, or someone else's.
Particularly someone else's, because you're not as familiar with the nuances of every engine, and are the components they use in their builds.
Like the new style of format, but the old was equally as good.
I love the voice over it really helps me since I really don't know what I'm doing ❤❤❤
This is some GREAT content, Steve. I’m amazed at how hard and expensive it used to be to make 800-900 horsepower. Almost hard to believe that there are some still doing it with that platform!
Awesome as Always .. Always enjoy watching and learning. Have to say the Voice over, adding more info is Awesome Thankyou
I, too, like the voice over. I really appreciate the technical detail you present.
I like the @theoldmansgarage style video with the voice over with detailed info. I have learned a lot from both of ya’ll keep it up. Thanks
In the Late 70's early 80' small block Chevy I did oval track engine with my dad there was no soft ware then. Just one guy trying to get it better.
Yes I like the voice over it adds more information which is why I watch you to learn something!
I enjoy the voice over and you explaining everything as you go along.
Talking over is fine as it lets you work more and later consider what you learned and present your rational once it gels. I think we all learn more watching you come across issues, we most likely will not see in our shops. My favorite way of learning mechanical and machine work is to which tools are used for a task and you or others handle them.
Just here to learn ..i think air craft engines with 2 mags have shielding on the plug wires to prevent noise . . I always enjoy your videos . When i was a kid my friends dad took me for a ride in his 67 Camaro . I think it was 302 and a 4 speed . He managed to get it out of town and he stopped on a country road . I think he left at 9500 or so and it pulled up the front of Camaro and then shifted at 9200 or so ect ..Never forget the experience. I know it nothing compared to todays engines na or boosted but it was a rush for me back when ..To be honest i plan on having something to experience the rush again as long as it pull to the rev limiter and not lay over ..
The Engine Analyzer plots are interesting compared to actual dyno pulls. It seems on the lower dollar builds the torque is too high, but the HP is pretty accurate, IF you don’t mess up any of the inputs. I am typically within 1% on HP though. It depends on the dyno. Yesterday we didn’t hit either one, but were equally low on both numbers. The operator said we were right with the other class engines that they had dynoed. In the end, we made15 pulls and never found anything that increased power. It’s interesting to come off the engine stand 100% of what’s available. Good video. We did get a little bump late in the day as oil temperature increased and pressure decreased. It was about 1% difference in output.
I race small block Mopar in circle track. I feel your pain as there aren’t ANY parts just down the road to get. I am my own warehouse and parts manufacturer. You do what you need to.
hi, Steve, I like the narration. It is educational, tells the viewer the steps. Cool, different approach.
I approve the ole man garage. My grandfather on mum’s side raised me with grandma included of course and he was a mechanic and engine builder and he taught me everything I know he passed several years ago and I miss him everyday my mum is also gone she was murdered. Been a rough time and watching your videos makes me remember the good times instead the bad. Can’t wait to see the wagons removable quarters that’s gone be awesome. Really should throw some hyper shift pearl top coat paint on her it’d be sick on top the white
I believe the pressure is required to overcome some amount of surface pressure in the bearing to replace the oil continuously - but oil wedges can be 100k psi so the oil is replenishing on on loaded side
Awesome video Steve! I’ve been watching for a long time now the more I watch, the more I desire to be even come close to obtaining the knowledge you have. The mechanical challenges you face and the ways you overcome and solve them in my eyes just line up….. this is what I want to do some day.
Steve a OMG SRC drag and drive build would be a sick build for Billy's 55 and old man's Monte would look MINT with some black smx manifolds under the hood!! Get er done fellas that's a power team there your knowledge and bobs combined 👌 oooo
Hi
Just a idea
Take cheap stainless covers for hoses, put wires in covers and ground the beginnings to the dyno. We take a bit but I think it would kill the rf noise.
Thank you for your videos and tips.
Maybe one I will get to ride in a vehicle with one of your engine.
Pressure is just resistance against flow. As far as I know more pressure does not give you more strength on the film as you say. We commonly on small block stuff would run as little pressure as we safely could. If we had 45 psi at full noise it was fine by us. Was common once the oil was hot to see as low as 20 psi at idle. Never hurt a bearing. Talking sprintcar motors here. Love all the stuff you do Steve!
Liking the voice over and the guitar in the background just sounds awesome
Ive been running tunnel rams for 35 yrs or better love this stuff keep em coming and yes love the info the more the better, and we always have 7psi per 1000 rpm minimum here in my area depending on application cheers from idaho.
Liking this style a lot. Informative and relaxed. It works.
Love this style of video. Love the information on everyone and having it broke down. I love learning new stuff. Like the into syas CAUTION YOU MIGHT LEARN SOMETHING. Well I do. Almost every video. Even if I already know how to do something, it's never a bad idea to learn how to do it other ways
Your commenting as you go along helps me process what your doing and thinking. I watch you and I'm doing the same thing in my mind. Thanks for sharing your thoughts.
I like the voice over I also like the music that starts playing near the removal of valve covers .
Yeah....always good to hear the musings of the builder...and hindsights good to stuff in....
I like the voice over, more information is always appreciated!
Always love the videos. Makes me want to work in a machine shop. Solving problems and getting the best performance out of equipment is cool. +1 for voiceover gang
Oil film strength is in the tens of thousands of psi. Oil pump pressure has no effect on that. More pressure does push more oil through and keeps the bearings cooler. Plus getting oil to the rods is difficult so more pressure helps that also.