Bearings & Balancing (2023 - Episode 46)
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- เผยแพร่เมื่อ 6 ก.พ. 2025
- CWT Industries’ Randy Neal and Mahle’s Dan Begle take a deep dive into finding peak performance with rotating assemblies.
From the evolution of engines to bearing function, torsional harmonics, and balancing dynamics, the guys walk through everything you need to know about bearings, balancing and squeezing the highest performance out of every part of your engine’s rotating assembly while avoiding the mistakes that lead to parts failure.
@cwtindustries @MAHLEAftermarketNA
Can't understand why this channel has not more subscribers, the amount of correct knowledge shared is invaluable.
Thank you Randy and Dan.
This was such a great video.
The Tech and Technology in this is so good.
Covered a wide range of subjects, all related.
My hats off to you gentlemen.
Thanks for sharing.
Take care, Ed.
Our pleasure!
Great video!
Glad you enjoyed it
Hi, thanks I think.... now I will worry about things I never knew....
I am "SMART MAN!" (now) Great video
Thanks!
Excellent.. thanks
Thanks for watching!
Another great video!
Well that was an excellent presentation. I learned and spurred a lot of thought.
Thank guys, was an absolute fantastic presentation. I found it extremely informative. Well done and keep the info flowing. From 'down under Oz'🇦🇺
Glad you enjoyed it!
This tutorial is right up my alley ... i am fascinated with crankshaft design and harmonic dampener engineering . The use of Tungsten for Rod bolts was eye opening and thought of using it for Rod caps ... hmm ... just a thought ... We are only scratching the surface here and same for main and rod bearing compositions . Thanks again fellows !!!
Phone rings,....you buy a carton of beer.
That's the rule in Australia.
hi, how much of the high rpm oil pressure reduction at the rod bearings is due to the centrifugal force placed on the crankshaft by the high rpm??
The higher the RPM, the more centrifugal force on the rod bearing more than the main bearings throwing the oil off, which is why you don't want a cross drilled crank oil holes.on an engine that revs over 7000 RPM.
Love this video. Keep up your awesome work. Thank you
thanks for doing a 2nd video, i couldn't even finish the other bearing video because that other guy is so annoying.
Great video. How is it that in a normal crank you avoid drilling balancing holes to maintain the strength and integrity of the crank but towards the end you discuss bolt on counterweights with no apparent loss in integrity. This is a bit counterintuiative.
Excellent thanks guys, what bearing clearance do you recommend on comp eliminator engine 10000rpm 1.850 journal?
.0018 to .0020
And thin oil…
hi,is any of the crank flex due to detonation?
I work in a machine shop and we balance cranks. The two major takeaways is drill no more than 1/2", and make sure the unbalances are 180* apart. I haven't seen swiss cheese like your example come to our shop, but pretty butchered.
You cannot run u-joints with zero "angularity" - i.e. that "straight" for starters and you're ridiculously overspeeding them in addition to the non-angular abuse.
That whole "race boat" is a shit show from the two engines "staggered" in a single-engine hull to the "truck parts" in the drivelines which are an "engineering" disaster on multiple levels to the Ford "race engines" with stupid "big" cams combined with "boost" and "high rpm" operation with those ridiculously close together "screws".
Any bone stock 22' American open-hull "ski boat" with ONE stock big-block 8.1-liter "Chevy" Vortec engine at 400ish HP @ 5500 rpm and a Volvo-Penta stern drive with "contrarotatìng" props will beat that pile in an "offshore race" with a top speed of "only" 50-55 mph OVER a 50ish mile "closed course" because it's a virtual "lock" to FINISH while that "race boat" will be "lucky" to finish a "practice lap".
"Race engines" do not a "race boat" make and when it comes to "race engines" blown big-block Fords are about as "rare" as "modern" American V8s get in "race cars".
And unless they're shoehorned into a Falcon or reskinned "widebody" Falcon i.e. a "first gen" MUSTANG and "racing" small-block Fords or FEs in similar "platforms" but "street cars" they're damn near never "competitive".
Unless of course they're "mountain motors" bored and stroked to 100 cubes over "stock" and are more "Chevy" than "Ford".
I absolutely don't believe him that the rod journal on a pro stock crank is less than 2.0".
1.880 journal. Dan knows because he sells them their bearings.
@@EnginePerformanceExpo ok, that's impressive. I knew they had been as small as small journal but the last time I was involved in any pro stock was two decades ago. Sounds like using Honda bearings now.