When you buy a SMX you don’t just get a Steve Morris engine, you get Steve Morris AND an engine. Setting the benchmark for customer service 👌 Love these videos Steve, keep up the awesome work!
@@BuddyLargent So you just watch a vid here and there-and present your assholism based on them? Didn't happen to catch the little NA LS earlier this week? Nothing to say about Tom Baileys work? Multitudes of others on the channel.
@@Jake_Hamlin Haven't seen him show up at events he wasn't even running in to check on his work, how it's doing? I've only been watching since Cleetus got the SMX, but I've seen him at 2-3 events checking on his engines, 3-4 checking on his builds like AT Racing. You all just selective minded, hateful, or jealous?
@Mr_Jim_Lahey Haven't seen him show up at events he wasn't even running in to check on his work, how it's doing? I've only been watching since Cleetus got the SMX, but I've seen him at 2-3 events checking on his engines, 3-4 checking on his builds like AT Racing. You all just selective minded, hateful, or jealous?
These are his babies man. He has built what is perfection to him. He maintains that level of care as this is his life. It's a beautiful thing. And educational for some of us lol.
@drivermad1 he has a warranty I am sure, those motors aren't cheap, and he and and Cleetus work together, I'm proud of him standing behind his engine to find out what is wrong
Would the SMX be a "good" platform for that? When I say good I mean is it already designed or overbuilt in ways that are specifically for boost or do the same principles apply for a big horsepower high compression NA build? I understand that the cam and compression would need to change but ya... Would be an extremely interesting build, but probably "waste" of an SMX..
@@XUncleBossX He could do the same with a lot less investment these these SMX. With the 60 boost he told Cleetus to turn it up to, that's likely 600-700psi in every cylinder-takes a lot of block and head to hold that while fluctuating 8K rpm. Ever seen an exotic Cummings torn down? Turn them up to 150 boost. The most you'd likely ever build with a NA 14 to 1 engine is 150-160psi in each cylinder
@@mypriusisfaster He could turn an SMX into a NA, and do wonders-but why? Don't need all that block and heads to do NA. At most a NA would produce 25-35% of the cylinder pressure of what this block and heads are built to withstand. Waste of build and money.
Maybe change your cleaning practices. Why is there so much lint inside that engine? Any why did you blow the screen that just had metal fragments on it toward several other engines that are being assembled? His attitude changed when he pulled the oil screen off and there was a bunch of shit on it. Oh thats just silicone and lint lol
This channel doesn’t get enough appreciation for the information given and the quality put into this work this is the best channel ever! Super happy I found it I went from watching people race to watching the heart be built thank you for everything you do Steve!! I’ve learned so much watching you
Guys like Steve are pioneers of the industry. Good enough to bring in cameras and tell you every detail for making power. Let's nickname him the professor.
I love that you never try to hide any problems that may occur with your engines. A lot of companies would in fear of backlash. However you sir are a true professional and it’s awesome to watch. Shows that it’s not just about the money, it’s about building the best engine possible.
And it shows Steves high level of understanding and respect for the investigation of why a part has let go! Far too many are quick to blame the builder or part for failure and can't see past their nose to find the real problems. An ego will never build an engine, no matter how big it is. Real builders break parts every day, cause you can't break records without having a wall of broken first!!
I understand why he’s doing it for cleetus. If he didn’t, the bad publicity would ruin him. But I wonder if he does this for everyone? Standing behind his product like that.
@ @Turbogto_guy First of all Steve was successful way before Cletus even came around, His reputation and work is solid around racers! Cleetus could never ruin his reputation! Steve has built engines that have been in customers vehicles for years, Cletus and his shop full of clowns have managed to break almost everything they get their hands on! Not to mention Cletis‘s followers are mostly Young immature children who can’t even afford to live on their own! Also I am willing to bet that the issue with the pump was caused by Cletus and clowns, I am willing to bet that they did not clean and inspect every inch of the oil system! And lastly yes Steve does do this for his other customers!
The best thing Garett has ever done is put the SMX in mullet. I’m so glad you guys are working together, love to watch engine builds, better than anything on tv
What I like about Steve is that he isn't just a business man. He's a friend, he's an innovator and he's learning every day at how to stay on the cutting edge of engine building. Everything he's doing right now for Cleeter is the same thing he does for all of his faithful cusromers. Bravo sir
This is why you always flush the lines, oil tanks, turbos, and anything else that was added to the system. Everyone always goes for the engine builder first because that’s where they spent the most money but didn’t check the cheaper stuff like the custom built oil tank and stuff. (I’m just speaking in general not about Cletus) but the way it was getting aluminum in the filter in the beginning it was probably the oil tank or a bad milled fitting or something simple.
@@RetirementFund750 I was thinking the exact same thing! Steve has a great reputation and Cletus also has a reputation but unfortunately it is because everyone knows it is only a matter of time before Cletus or his so-called mechanics break or ruin something!
My dad and I are just now getting into drag racing. He’s 48 and I’m 26 so we are new to this. Dad is a wonderful engine builder but man I love how Steve just lets us know everything he’s thinking and breaks it down for us dumber guys lol. Thanks Steve!
The easiest way to remove a stuck oil bypass spring is to lightly run a tap into it, and then pull the tap out as a handle. I learned this trick in my air-cooled VW days.
The thing about Steve’s channel that I appreciate the most is the no frills candid footage. No crazy clickbait just pure engine build/tear down information and explaining very clearly the principles of operation. Keep doing what your doing Steve we all appreciate you.
"It's made to run 70 pounds of boost, I mean 65-70 pounds" n you hear garret do the usual "oh shell take 80" lol still impressed by the smx Steve keep up the stellar work
The root cause of a stuck bypass pretty much confirms what I suspected. There was still some random bits of trash somewhere in the system from the original thrust bearing getting eaten and simply being replaced. One of those bits of trash stuck the bypass and caused the low oil pressure readings Cleetus saw in the last race video. What did make it through the pump showed up in the sight glass. That is to say the filter did exactly what its supposed to do. Filter the oil and protect the engine from trash. The shortcut (which admittedly seemed like a good option at the time) of simply replacing the bearing and cleaning out the engine as best as possible is unfortunately what led to this. There are lots of nooks and crannies on an engine and getting all loose material out of it after a bearing failure without a full tear down is pretty much impossible. Good learning experience for all, Cleetus now knows the bypass may get stuck and can check that next time pressure drops without a proportional amount of glitter in the oil. It wouldn't be shocking to find that some of the oil lines on the car still have a bit of trash caught up on fittings and such on the way to the pump or in the oil tank. the pump draws from.
I was thinking the same thing, Time for Cleatus and Jackstand to FLUSH every hose, fitting, EVERYTHING that is still in Mullet as far as oil while the engine is in transit... even if they have to create a oil pump system and just flow oil thru everything remaining, and run for a few days thru the filter and everything.. see if it fond "material" without an engine there..
@@bummrplayer legit a waste of his time not doing stuff like that anyway, as much as he needs the publicity, Cleet's still a normal customer in a business sense. absolute fuck around imo
I remember reading animal farm for the first time as a freshman in high school it was such a good story. I have always loved that quote!!! Thanks for another great video!!!
Steve is so great at what he is doing. He finds it hard to make some people that don't understand engines. Understand how he is teaching. I think he is an amazing engine guy. Would love to own one of his engines someday.
For whatever it is worth as I would not be able to justify the level of a SM engine, but videos like this and the dedication to customer satisfaction would sell me a thousand times over. I hope the views help offset, somewhat, any costs involved but I have not watched a video with such anticipation in a long time, and I hope all your viewers appreciate the effort!
We used to get the relief valve plunger made from nylon so if there were any impurities in the oil they'd sink into the plunger rather than jamming it. It was an industrial application but the pump is the same basic design
Steve, don't know if you gonna see this but my theory to what's happening is that the El Camino frame is too flexible for the amount of tension it needs to hold when Mullet launches. So the entire drivetrain needs to take the hit of the launch and that's shoving everything against each other. That's what making the engine gain more play than it should. Whatever it may be, you guys gonna figure out
After watching Cleet and crew prime the oil system and suck the reservoir dry I had been expecting problems... You are the man Steve, love your videos, I need one of these engines!
Love seeing your son give you an update on a customers rod bearings. It’s good to see how involved you are with taking care of customers. Can’t wait to keep seeing you guys progress!
Man, your engines are works of art. Really nice looking engine inside and out. I've rebuilt quite a few stock engines and I think that's pretty cool but your engines are another level. 👍👏
I had the same thing happen on my old car but it ran normal pressure going down the road at 3600 rpm or higher, but at idle it would drop to ten pounds. I was running 60 valvoline, 1.5 thousandths main clearance, 2 thousandths rod and 4 thousandth piston skirt. An O-ring came apart and wedged in the bypass valve, repaired it by having a plunger made that didn't need an O-ring to help it seal.
SMX's are jewels ! This one looks good , runs good , and no debris at all. We saw it live . I wonder about Mullet's on board oiling system (tank , lines,etc.). Thanks for all the honesty Steve, very much appreciated.
@@vehdynam I was thinking the exact same thing, I have seen it a bunch of times! A person removes a transmission from their vehicle and brings it to the shop to be rebuilt, They bring it home and install it and within 10 miles they have managed to blow it! They are always so quick to blame the shop until we remove the pan in front of them and upon seeing metal in the pan we would ask them to tell us everything that they did from start to finish for the install! They always say that they flushed the system but they never say that they replaced the transmission cooler, I don’t care how much you flush the system you are never going to remove all of the metal from a transmission cooler! Steve has a great reputation and Cletus has a reputation for breaking almost everything that they touch!
I'm 77 and always built my own engines back in the day. I was always anal about dirt and never even had anyone in the garage when I was putting one together. In this production environment it would be hard to build with total cleanliness and maybe we're picking nits. But in the whole engine the relief valve would be the most susceptible and a hard piece of something and would certainly gall the aluminum bore. I do love that filter!
Absolutely amazing that you were able to share this information with normal people you are without a doubt a absolute maestro in your ability to share with the the normal person
You are the only one who puts an engine or major component openly in anything garrrett owns knowing how he is. Not only that but you put a my shit is the best warranty and show the world the truth about racing. Proves your belief in your product as well as proving the product is superior. Great job Steve and family!
Hey Steve if you put an air tank valve on the top of the clearview you can blow the oil out of the screen and it doesn't make a mess when you clean the filter
You would need to spin the thing to 30,000+ RPM to get the air speed thru the humungus intake ports. I'm guessing 1500hp would be max without redesigning the heads.
@@cbradley4466I bet with 14:1 and just throwing a 260@.050 cam at it would do 1500 no problem since pretty sure he has done a 672cid smx. Fully optimized I would think 2000 probably doable but with the maintenance nightmare of turning a big cid engine 10k it will not be fun,
The best part of Steve Morris Engines has always been Steve giving a walk through and hands on. Doesn’t get more authentically built than this. Made in the USA 🇺🇸
This might be a dumb question, but when putting the oil pump back together after that plunger was bound up what makes you confident it won’t do the same exact thing again? And what do you think caused it to begin with? Love your work and appreciate your candidness.
Could be as simple as an oil hose fraying where the fitting goes, or a hose getting pinched during install, and the inner section damaged enough to let broken strands of braiding get in to the oil.
You could tell something went through that side of the pump. May have been a piece of that valve spring that broke. But this is the 2nd time that Garrett has had oil pump issues with this engine. First time I think there was still pieces of the mass exodus that Steve suffered from with this block.
In reality, it doesn't really matter if it hangs up again. If it does, now everyone knows what caused it and it's a relatively easy fix at that point. Likely a piece of trash in there - but let's say it has a manufacturing defect allowing the plunger to rack in the bore? Cleetus will see the low pressure at idle and will check that first - and probably time to replace it at that point.
This was a VERY informative video. If you really watch it, Steve demonstrates incredible customer service. In this day and age, customer service being provided is the barometer on if one is successful or not. I have never seen better customner service than what Steve provides his clients. Cleetus knows this, also. Steve is the most open and honest of any engine builder I have ever known. I have worked for a couple of them, one being CJ Batten. Steve is a lot like CJ. CJ would do whatever it took to get things as right as he could on his end,. and school the client on how to take care of the engine once it is in his possession. WTG Steve.
Dont let the bs from cleetus' community bring you down, we knew exactly how this story was gonna end. someone always gets the short stick every single time he breaks something, regardless of the company. Cleetus tries to calm his viewers down because he knows theyre going to start mess, and he always fails because most of his viewers are either kids who know nothing, or old guys who know everything so you cant blame him for his viewership. His channel is super cool, I really love him as a person, but his content doesnt make anyone any smarter so you get what you get with his fans. This channel is actually educational, please keep it that way and upload as much as you comfortably can.
Yep happened to my friend that's an engine builder 3 times and it was drive train problems. Like you said only things outside the engine can cause thrust bearing problems.
@@blayne369this is a new oil pump since then, the last one died a horrible death after consuming a stainless steel sieve from one of the scavenge ports in the oil pan
@@blayne369- I disagree. The engine was thoroughly cleaned by SM before it made its way to Cleetus. The more likely explanation is debris/trash in Mullets oil system. Could be as simple as the inside of an oil line fraying.
Thank you for being so particular. It's nice to know there are business models still out there that give the best products AND the best service possible, in order to be able to support what i imagine to be a very intense decision to purchase said product.
Hey Steve Give that clear view filter a lil shot of air before you take it apart and you won’t have the oil mess you have. Those filters are made to look at them without taking them apart, lil shot of air on the air valve and wa-la.
@ @deoderantguy1 I absolutely agree with the last comment, Let’s face it Cletus and clowns always manage to either break, ruin or forget something! Oh and by the way I do not have time to open a race track because I am too busy opening my business every morning, Unlike these TH-camrs who pretend to be mechanics I am actually a mechanic with over 26 years under my belt and the last 10 years as a successful owner! During normal business hours I do basic automotive repair but after hours is when I really have fun! Super chargers, turbos, nitrous, heads and cams, Just google muscle Mustangs and fast Fords magazine The title of the article is the bold and the beautiful, You will see a beautiful woman standing next to a cobra and 2 Saleens! I did all of the work on those vehicles, What qualifications do you have snowflake besides dick riding Cleetus!
Thank you Steve for sharing your experience and fun and troubles that you go through .I've rebuilt transmissions and differentials for long time and I understand those hard to find problems and digging for the reasons it went bad.its fun to see thanks man!!😮
Very impressive how you rolled up your sleeves and did the rebuild yourself to get to the bottom of the issue. You also do not appear to cut corners or have a "that is good enough" attitude you see so often now a days. You stand behind your product and your name, for that you should be applauded.
This is all just so next level for me. I understand quite a bit about combustion engines, but this is just a whole new world. I can work with what I have, but I don’t have the vision required for such greatness. Thanks for sharing such thorough information and bringing us through the process.
Nah, NA would barely be track/ strip ready. BadA on the street maybe but why not boost it for a bit more for sooo much more and easily tuned for any scenario
@@DudeStonean SMX with 12:1 compression and a bigger cam would be horrible to street drive and definitely wouldn't be pump gas friendly lmao but would be a brutal N/A strip combo on methanol.
Hey steve, are all SMX engines you make built for boost or are some strictly NA? And if some are what kind of numbers do they put down if build specifically to be NA?
Someone told with me a while back that motor wouldn't make 1000. Glad you showed this on the video. Turbos have to have a good base to make that much hp
Once again as I stated like a couple days ago and another one of his videos. Steve and his team but especially Steve look at the whole motor and drivetrain situation can start the diagnostic process what I like about what he does is he admits when he's wrong he admits when he's right he admits when he doesn't know and he admits when he says in no street terms other than straightforward that sometimes you just have to give confidence to the customer. He doesn't hide anything that he works on he doesn't try to gloss over anything if there are any major issues and at the same time like what was said in this article by someone else is he dumbs down the process so people like me can understand it. The last part I'll say is is that at first I wasn't sure about his videos but now I'm one-hundred-percent all-in thank you very much.❤😊
A fairly common modification for some other engines is to use a soft, oil resistant, piston/plunger* - if some trash does get between the plunger and the pump body the soft material will allow the debris to sink into it and so be MUCH less likely to jam. Some nylons, for example, that don't swell when immersed in oil.
Seen several attempts to fix this bad design....none that I'm aware of have been successful. I've been down this road before. The best I have seen is a screen installed between the pump rotor and the bypass piston. The only problem is it's a tough modification to pull off to keep the screen in place, and the manufacturers don't seem to want to fix this problem I still remember calling Peterson and screaming at them about it in 2005 after watching 3 different ARCA owners lose expensive engines over this stupid bypass in the same season.
@@CLCIII I guarantee that Steve knows that the issue was caused by Cletus and clowns not flushing the entire system properly! Let’s face it everything that they touch always seems to break get ruined or have some type of problem, I’ve been a mechanic for over 26 years and if I know what the issue is Steve definitely knows!
Hell yeah Steve use me and brother Charley Western PA🎉 not only on this build but all the others I've seen and the knowledge that you know is impeccable dude you are the man with all due respect hell yeah brother🎉
Just curious, has Garrett looked at the turbos on Mullet as a possible source of metal? Like you mentioned, it has to be something IN the car causing it and I believe he was having an issue with one of the turbos smoking, maybe something in the turbo is eating itself and producing the shavings? Just a thought. Love all the content you've been posting recently!
@@michaelfallen1564 If you think about it Steve has been building engines for his customers that have been in their vehicles for years, Cletus and his shop of clowns always manage to either break, ruin or destroy almost everything that they touch! I’d be willing to bet that Cletus and clowns are definitely the cause of the issue, I have been a mechanic for over 26 years and I have seen it many times where people install a new transmission in their own vehicle and they end up blowing it within 20 miles due to metal being lodged in the transmission cooler! If you blow your trains you can flush your lines but that transmission cooler definitely must be replaces!
The OCD in me would drive me crazy on your dyno room throttle hookup. I'm guessing carburetor versus throttle body is why the handle flips. Either way great channel Love all the technical stuff You're not afraid to throw out there. Keep up the great work
OK...I thought I was wrong about that. After watching EJ run it was sure she pushed the handle. Now it makes sense. Thanks for getting my brain working.
always wanted to see how an engine with an engine-driven centrifugal supercharger blowing into a turbo would perform. im thinking there would be boost from the engine-driven supercharger and as the turbo spooled up it would start sucking air through the supercharger taking the load off the crank?
Dr. Loth prescribes Neosporin Cream for that header burn, apply at least twice per day. Cleater running 100 PSI charge pressure, could be putting 200 pounds of force on your front mount rollerized thrust bearing. Force depends on the diameter of the torque converter snout. Your $5K billet crank is a 1 turn coil spring. The question is what is the spring rate of the crank in the longitudinal direction. 200 pounds of force or what ever the actual force is could eat into your 0.027" of clearance you have overall for the rear main thrust surface.
@@bobroberts2371 Still cool too see . It’s literally making 1000hp running the exact optimisation it was built too. Knowing it’s probably 4500-5000hp at peak power is fantastic to know tho.
I learn something every time I watch one of your videos. Thank you for all the education you have given me since I subbed at 55k… Your explanations are top notch. 👍🏻👍🏻👍🏻
Can Steve give us who his mentors are? Your teachers must have great people. Thanks to your parents for raising you in good manner. Thanks you for passing this knowledge to everyone !!!!!!♥️♥️♥️🍩
Wahoo!!! Thanks for getting her fixed. Can’t wait to put it back together.
Let's gooooooooo!
Bet ur happy
60lbs!!!! Let's go!!
you heard him cleet let her eat!!!!
And blow it up for views...
When you buy a SMX you don’t just get a Steve Morris engine, you get Steve Morris AND an engine.
Setting the benchmark for customer service 👌
Love these videos Steve, keep up the awesome work!
Lmfao he only showing good customer service cause it's cletus. Imagine if cleet made a video about his bad customer service it would end him.
I doubt Steve would be flying out to dynos or events for other customers, even if it was paid for him. Hes a busy man..
@@BuddyLargent So you just watch a vid here and there-and present your assholism based on them? Didn't happen to catch the little NA LS earlier this week? Nothing to say about Tom Baileys work? Multitudes of others on the channel.
@@Jake_Hamlin Haven't seen him show up at events he wasn't even running in to check on his work, how it's doing? I've only been watching since Cleetus got the SMX, but I've seen him at 2-3 events checking on his engines, 3-4 checking on his builds like AT Racing. You all just selective minded, hateful, or jealous?
@Mr_Jim_Lahey Haven't seen him show up at events he wasn't even running in to check on his work, how it's doing? I've only been watching since Cleetus got the SMX, but I've seen him at 2-3 events checking on his engines, 3-4 checking on his builds like AT Racing. You all just selective minded, hateful, or jealous?
I love seeing the owner of the company getting in there and figuring out problems, good job Steve
These are his babies man. He has built what is perfection to him. He maintains that level of care as this is his life. It's a beautiful thing. And educational for some of us lol.
Oh I’m sure it ain’t free
@drivermad1 he has a warranty I am sure, those motors aren't cheap, and he and and Cleetus work together, I'm proud of him standing behind his engine to find out what is wrong
@@BillSkidmoreoutsidehe stands behind them whether you're Cleetus or not my boss has had an SMX for years
Its research and development
So what I learned is. We need to see a high compression high revving naturally aspirated SMX build.
Would the SMX be a "good" platform for that? When I say good I mean is it already designed or overbuilt in ways that are specifically for boost or do the same principles apply for a big horsepower high compression NA build? I understand that the cam and compression would need to change but ya... Would be an extremely interesting build, but probably "waste" of an SMX..
@@XUncleBossX have to agree it would be a waste.
@@XUncleBossX He could do the same with a lot less investment these these SMX. With the 60 boost he told Cleetus to turn it up to, that's likely 600-700psi in every cylinder-takes a lot of block and head to hold that while fluctuating 8K rpm. Ever seen an exotic Cummings torn down? Turn them up to 150 boost.
The most you'd likely ever build with a NA 14 to 1 engine is 150-160psi in each cylinder
@@mypriusisfaster He could turn an SMX into a NA, and do wonders-but why? Don't need all that block and heads to do NA.
At most a NA would produce 25-35% of the cylinder pressure of what this block and heads are built to withstand. Waste of build and money.
No point of that
By far the best channel I have subscribed to.
Steve, don't change anything. You are awesome.
Maybe change your cleaning practices. Why is there so much lint inside that engine? Any why did you blow the screen that just had metal fragments on it toward several other engines that are being assembled? His attitude changed when he pulled the oil screen off and there was a bunch of shit on it. Oh thats just silicone and lint lol
I agree!
This channel doesn’t get enough appreciation for the information given and the quality put into this work this is the best channel ever! Super happy I found it I went from watching people race to watching the heart be built thank you for everything you do Steve!! I’ve learned so much watching you
Guys like Steve are pioneers of the industry. Good enough to bring in cameras and tell you every detail for making power. Let's nickname him the professor.
@@mikewest712 professor horsepower? Or should we knight him and call him Sir Steve professor of horsepower?
A pleasure to watch a master of his craft at work. I always seem to learn something when I watch your videos.
I love that you never try to hide any problems that may occur with your engines. A lot of companies would in fear of backlash. However you sir are a true professional and it’s awesome to watch. Shows that it’s not just about the money, it’s about building the best engine possible.
And it shows Steves high level of understanding and respect for the investigation of why a part has let go! Far too many are quick to blame the builder or part for failure and can't see past their nose to find the real problems.
An ego will never build an engine, no matter how big it is. Real builders break parts every day, cause you can't break records without having a wall of broken first!!
I understand why he’s doing it for cleetus. If he didn’t, the bad publicity would ruin him. But I wonder if he does this for everyone? Standing behind his product like that.
thx and nice vids
@ @Turbogto_guy First of all Steve was successful way before Cletus even came around, His reputation and work is solid around racers! Cleetus could never ruin his reputation! Steve has built engines that have been in customers vehicles for years, Cletus and his shop full of clowns have managed to break almost everything they get their hands on! Not to mention Cletis‘s followers are mostly Young immature children who can’t even afford to live on their own! Also I am willing to bet that the issue with the pump was caused by Cletus and clowns, I am willing to bet that they did not clean and inspect every inch of the oil system! And lastly yes Steve does do this for his other customers!
The best thing Garett has ever done is put the SMX in mullet. I’m so glad you guys are working together, love to watch engine builds, better than anything on tv
*Garrett
@@paulcopeland9035Who cares, we knew what he meant!
@@paulcopeland9035*Whogivesashit
Thanks you Dewey for keeping an eye on Steve and family
You gota love this content. Truly enjoy watching Steve troubleshoot.
What I like about Steve is that he isn't just a business man. He's a friend, he's an innovator and he's learning every day at how to stay on the cutting edge of engine building. Everything he's doing right now for Cleeter is the same thing he does for all of his faithful cusromers. Bravo sir
This is why you always flush the lines, oil tanks, turbos, and anything else that was added to the system. Everyone always goes for the engine builder first because that’s where they spent the most money but didn’t check the cheaper stuff like the custom built oil tank and stuff. (I’m just speaking in general not about Cletus) but the way it was getting aluminum in the filter in the beginning it was probably the oil tank or a bad milled fitting or something simple.
@@RetirementFund750 I was thinking the exact same thing! Steve has a great reputation and Cletus also has a reputation but unfortunately it is because everyone knows it is only a matter of time before Cletus or his so-called mechanics break or ruin something!
My dad and I are just now getting into drag racing. He’s 48 and I’m 26 so we are new to this. Dad is a wonderful engine builder but man I love how Steve just lets us know everything he’s thinking and breaks it down for us dumber guys lol. Thanks Steve!
The easiest way to remove a stuck oil bypass spring is to lightly run a tap into it, and then pull the tap out as a handle. I learned this trick in my air-cooled VW days.
I assume you mean a stuck plunger?
I'm surprised the oil pump relief valve isn't drilled and tapped to allow for easier removal in the future, since it was stuck this time.
@@mikehynes6632 I did mean the plunger.
Good old Cleeter with the "hammer adjusted" left header pipes.
Those are Steve's Dyno headers...
Steve, I continue to enjoy the partnership and friendship with the Cleetus crew. Great pairing. So glad he sent us over to your channel.
The thing about Steve’s channel that I appreciate the most is the no frills candid footage. No crazy clickbait just pure engine build/tear down information and explaining very clearly the principles of operation. Keep doing what your doing Steve we all appreciate you.
"It's made to run 70 pounds of boost, I mean 65-70 pounds" n you hear garret do the usual "oh shell take 80" lol still impressed by the smx Steve keep up the stellar work
He hasnt been over 40lb yet, basically half power at 2500hp.. the tyres cannot cope yet with more.
" . . . give it 60 LB boost. . . " OK no problem 155 LB it is !!!!!
@@christianbuczko1481 tires can't cope at all given he's not running big tire lol
@@christianbuczko1481cleter ran 52 pounds at the one race and it did fine then. No problem then..
And traction limited everywhere else
The root cause of a stuck bypass pretty much confirms what I suspected. There was still some random bits of trash somewhere in the system from the original thrust bearing getting eaten and simply being replaced. One of those bits of trash stuck the bypass and caused the low oil pressure readings Cleetus saw in the last race video. What did make it through the pump showed up in the sight glass. That is to say the filter did exactly what its supposed to do. Filter the oil and protect the engine from trash. The shortcut (which admittedly seemed like a good option at the time) of simply replacing the bearing and cleaning out the engine as best as possible is unfortunately what led to this. There are lots of nooks and crannies on an engine and getting all loose material out of it after a bearing failure without a full tear down is pretty much impossible. Good learning experience for all, Cleetus now knows the bypass may get stuck and can check that next time pressure drops without a proportional amount of glitter in the oil. It wouldn't be shocking to find that some of the oil lines on the car still have a bit of trash caught up on fittings and such on the way to the pump or in the oil tank. the pump draws from.
I was thinking the same thing, Time for Cleatus and Jackstand to FLUSH every hose, fitting, EVERYTHING that is still in Mullet as far as oil while the engine is in transit... even if they have to create a oil pump system and just flow oil thru everything remaining, and run for a few days thru the filter and everything.. see if it fond "material" without an engine there..
@@bummrplayer legit a waste of his time not doing stuff like that anyway, as much as he needs the publicity, Cleet's still a normal customer in a business sense. absolute fuck around imo
I remember reading animal farm for the first time as a freshman in high school it was such a good story. I have always loved that quote!!! Thanks for another great video!!!
And there you have it folks we won’t see them valves get lashed til Steve does it again.
Steve is so great at what he is doing. He finds it hard to make some people that don't understand engines. Understand how he is teaching. I think he is an amazing engine guy. Would love to own one of his engines someday.
For whatever it is worth as I would not be able to justify the level of a SM engine, but videos like this and the dedication to customer satisfaction would sell me a thousand times over. I hope the views help offset, somewhat, any costs involved but I have not watched a video with such anticipation in a long time, and I hope all your viewers appreciate the effort!
Thanks again for spending the time to make these videos, love the engine and drivetrain forensics. When’s Kyle going to run the Mustang?
Soon video update coming
@@stevemorrisracing he sevee wT
@@stevemorrisracing ia
We used to get the relief valve plunger made from nylon so if there were any impurities in the oil they'd sink into the plunger rather than jamming it. It was an industrial application but the pump is the same basic design
Steve, don't know if you gonna see this but my theory to what's happening is that the El Camino frame is too flexible for the amount of tension it needs to hold when Mullet launches. So the entire drivetrain needs to take the hit of the launch and that's shoving everything against each other. That's what making the engine gain more play than it should. Whatever it may be, you guys gonna figure out
After watching Cleet and crew prime the oil system and suck the reservoir dry I had been expecting problems... You are the man Steve, love your videos, I need one of these engines!
The SMX is a work of art Steve, such a beautiful engine. I always learn something from your videos ❤
Love seeing your son give you an update on a customers rod bearings. It’s good to see how involved you are with taking care of customers. Can’t wait to keep seeing you guys progress!
Man, your engines are works of art. Really nice looking engine inside and out. I've rebuilt quite a few stock engines and I think that's pretty cool but your engines are another level. 👍👏
I had the same thing happen on my old car but it ran normal pressure going down the road at 3600 rpm or higher, but at idle it would drop to ten pounds. I was running 60 valvoline, 1.5 thousandths main clearance, 2 thousandths rod and 4 thousandth piston skirt. An O-ring came apart and wedged in the bypass valve, repaired it by having a plunger made that didn't need an O-ring to help it seal.
SMX's are jewels ! This one looks good , runs good , and no debris at all. We saw it live . I wonder about Mullet's on board oiling system (tank , lines,etc.). Thanks for all the honesty Steve, very much appreciated.
@@vehdynam I was thinking the exact same thing, I have seen it a bunch of times! A person removes a transmission from their vehicle and brings it to the shop to be rebuilt, They bring it home and install it and within 10 miles they have managed to blow it! They are always so quick to blame the shop until we remove the pan in front of them and upon seeing metal in the pan we would ask them to tell us everything that they did from start to finish for the install! They always say that they flushed the system but they never say that they replaced the transmission cooler, I don’t care how much you flush the system you are never going to remove all of the metal from a transmission cooler! Steve has a great reputation and Cletus has a reputation for breaking almost everything that they touch!
I'm 77 and always built my own engines back in the day. I was always anal about dirt and never even had anyone in the garage when I was putting one together. In this production environment it would be hard to build with total cleanliness and maybe we're picking nits. But in the whole engine the relief valve would be the most susceptible and a hard piece of something and would certainly gall the aluminum bore. I do love that filter!
Absolutely amazing that you were able to share this information with normal people you are without a doubt a absolute maestro in your ability to share with the the normal
person
You are the only one who puts an engine or major component openly in anything garrrett owns knowing how he is. Not only that but you put a my shit is the best warranty and show the world the truth about racing. Proves your belief in your product as well as proving the product is superior. Great job Steve and family!
I freaking LOVE the Greta decal on the dyno window. She’s just staring at you saying “HOW DARE YOU!” As you rip a massive internal combustion engine.
@@spewpare you a Greta lover! Sticker is fantastic 👌
You deserve pain you're in lol
Really cool to learn more about the workings of the oil pump. Thanks for show us that Steve!
It’s always a breath of fresh air watching a true craftsman at work all business no nonsense, I enjoy your videos Steve happy Friday.
Hey Steve if you put an air tank valve on the top of the clearview you can blow the oil out of the screen and it doesn't make a mess when you clean the filter
Just out of curiosity, could you throw us a guess what an optimized N/A SMX would make at the crank?
You would need to spin the thing to 30,000+ RPM to get the air speed thru the humungus intake ports. I'm guessing 1500hp would be max without redesigning the heads.
@@cbradley4466I bet with 14:1 and just throwing a 260@.050 cam at it would do 1500 no problem since pretty sure he has done a 672cid smx. Fully optimized I would think 2000 probably doable but with the maintenance nightmare of turning a big cid engine 10k it will not be fun,
If you want N/A, just get a Pat Musi 959 lol
The best part of Steve Morris Engines has always been Steve giving a walk through and hands on. Doesn’t get more authentically built than this. Made in the USA 🇺🇸
This might be a dumb question, but when putting the oil pump back together after that plunger was bound up what makes you confident it won’t do the same exact thing again? And what do you think caused it to begin with? Love your work and appreciate your candidness.
Probably a tiny speck of trash in the oil. Don’t take much with those tolerances.
I was thinking the exact same thing. Curious about the why.
Could be as simple as an oil hose fraying where the fitting goes, or a hose getting pinched during install, and the inner section damaged enough to let broken strands of braiding get in to the oil.
You could tell something went through that side of the pump. May have been a piece of that valve spring that broke. But this is the 2nd time that Garrett has had oil pump issues with this engine. First time I think there was still pieces of the mass exodus that Steve suffered from with this block.
In reality, it doesn't really matter if it hangs up again. If it does, now everyone knows what caused it and it's a relatively easy fix at that point. Likely a piece of trash in there - but let's say it has a manufacturing defect allowing the plunger to rack in the bore? Cleetus will see the low pressure at idle and will check that first - and probably time to replace it at that point.
This was a VERY informative video. If you really watch it, Steve demonstrates incredible customer service. In this day and age, customer service being provided is the barometer on if one is successful or not. I have never seen better customner service than what Steve provides his clients. Cleetus knows this, also. Steve is the most open and honest of any engine builder I have ever known. I have worked for a couple of them, one being CJ Batten. Steve is a lot like CJ. CJ would do whatever it took to get things as right as he could on his end,. and school the client on how to take care of the engine once it is in his possession. WTG Steve.
Thank You
Dont let the bs from cleetus' community bring you down, we knew exactly how this story was gonna end. someone always gets the short stick every single time he breaks something, regardless of the company. Cleetus tries to calm his viewers down because he knows theyre going to start mess, and he always fails because most of his viewers are either kids who know nothing, or old guys who know everything so you cant blame him for his viewership. His channel is super cool, I really love him as a person, but his content doesnt make anyone any smarter so you get what you get with his fans. This channel is actually educational, please keep it that way and upload as much as you comfortably can.
Yep happened to my friend that's an engine builder 3 times and it was drive train problems. Like you said only things outside the engine can cause thrust bearing problems.
Do we know what caused it to stick, and what will prevent it from sticking again?
Most likely remnants from when the rods exploded when Steve had it in the wagon
@@blayne369this is a new oil pump since then, the last one died a horrible death after consuming a stainless steel sieve from one of the scavenge ports in the oil pan
@@blayne369- I disagree. The engine was thoroughly cleaned by SM before it made its way to Cleetus. The more likely explanation is debris/trash in Mullets oil system. Could be as simple as the inside of an oil line fraying.
That was my exact thoughts as well.
Most times easier to put new parts in then trying to clean coolers and some other parts
Thank you for being so particular. It's nice to know there are business models still out there that give the best products AND the best service possible, in order to be able to support what i imagine to be a very intense decision to purchase said product.
Those headers are bigger than exhaust pipes on most street vehicles 👍🏿
Hey Steve
Give that clear view filter a lil shot of air before you take it apart and you won’t have the oil mess you have.
Those filters are made to look at them without taking them apart, lil shot of air on the air valve and wa-la.
I think Cleetus might need to check his oil lines and cooler for foreign objects
They’re doing maintenance like the 20 something year olds they are
@@regal105 When are you opening your race track buddy?
@ @deoderantguy1 I absolutely agree with the last comment, Let’s face it Cletus and clowns always manage to either break, ruin or forget something! Oh and by the way I do not have time to open a race track because I am too busy opening my business every morning, Unlike these TH-camrs who pretend to be mechanics I am actually a mechanic with over 26 years under my belt and the last 10 years as a successful owner! During normal business hours I do basic automotive repair but after hours is when I really have fun! Super chargers, turbos, nitrous, heads and cams, Just google muscle Mustangs and fast Fords magazine The title of the article is the bold and the beautiful, You will see a beautiful woman standing next to a cobra and 2 Saleens! I did all of the work on those vehicles, What qualifications do you have snowflake besides dick riding Cleetus!
Thank you Steve for sharing your experience and fun and troubles that you go through .I've rebuilt transmissions and differentials for long time and I understand those hard to find problems and digging for the reasons it went bad.its fun to see thanks man!!😮
Very impressive how you rolled up your sleeves and did the rebuild yourself to get to the bottom of the issue. You also do not appear to cut corners or have a "that is good enough" attitude you see so often now a days. You stand behind your product and your name, for that you should be applauded.
This is all just so next level for me. I understand quite a bit about combustion engines, but this is just a whole new world. I can work with what I have, but I don’t have the vision required for such greatness. Thanks for sharing such thorough information and bringing us through the process.
..I would like to see one optimized for N/A... I love me some mountain motor type shenanigans.
Nah, NA would barely be track/ strip ready. BadA on the street maybe but why not boost it for a bit more for sooo much more and easily tuned for any scenario
@@DudeStonewhy would it not be track ready? There are plenty of n/a racing classes.
I'd like to see what one of these engines optimized for n/a operation. Pro stock only runs 500ci & they're running 6.50s.
@@DudeStonean SMX with 12:1 compression and a bigger cam would be horrible to street drive and definitely wouldn't be pump gas friendly lmao but would be a brutal N/A strip combo on methanol.
Steve, thanks for showing us the ins and outs of things... and that not everything goes perfect. You're the real deal. Thank you.
Hey steve, are all SMX engines you make built for boost or are some strictly NA? And if some are what kind of numbers do they put down if build specifically to be NA?
I believe the engine is designed around boost id guess like a solid 1300 NA but it just honestly isn't made for tthat
Love this channel, send it out to all your friends, it should be heaps bigger.
Hey Steve, past video's you breakdown the cost of components. What you did for Cletus would cost How much?
A second mortgage! 😂
Love the tear down and diagnosis videos… a lot to learn from them! I watch Cleetus too and I’m telling you, this duo is unstoppable!
I cant get over how beautiful that engine is. What a feat of engineering, you do some amazing work Steve!
Someone told with me a while back that motor wouldn't make 1000. Glad you showed this on the video. Turbos have to have a good base to make that much hp
steve is pumpimg out these vids.....hell yeah brother
Once again as I stated like a couple days ago and another one of his videos. Steve and his team but especially Steve look at the whole motor and drivetrain situation can start the diagnostic process what I like about what he does is he admits when he's wrong he admits when he's right he admits when he doesn't know and he admits when he says in no street terms other than straightforward that sometimes you just have to give confidence to the customer. He doesn't hide anything that he works on he doesn't try to gloss over anything if there are any major issues and at the same time like what was said in this article by someone else is he dumbs down the process so people like me can understand it. The last part I'll say is is that at first I wasn't sure about his videos but now I'm one-hundred-percent all-in thank you very much.❤😊
those engines are a thing of beauty
You are right some sweet engines. Steve's top notch. Some of the best videos.
A fairly common modification for some other engines is to use a soft, oil resistant, piston/plunger* - if some trash does get between the plunger and the pump body the soft material will allow the debris to sink into it and so be MUCH less likely to jam.
Some nylons, for example, that don't swell when immersed in oil.
Seen several attempts to fix this bad design....none that I'm aware of have been successful. I've been down this road before. The best I have seen is a screen installed between the pump rotor and the bypass piston. The only problem is it's a tough modification to pull off to keep the screen in place, and the manufacturers don't seem to want to fix this problem I still remember calling Peterson and screaming at them about it in 2005 after watching 3 different ARCA owners lose expensive engines over this stupid bypass in the same season.
The obvious answer is that Steve trusts the oil pump to be back 100%. If not I'm sure he wouldn't have put it back together without replacement.
@@CLCIII I guarantee that Steve knows that the issue was caused by Cletus and clowns not flushing the entire system properly! Let’s face it everything that they touch always seems to break get ruined or have some type of problem, I’ve been a mechanic for over 26 years and if I know what the issue is Steve definitely knows!
Undoubtedly the most honest guy ever. Amazing channel and content.
The meta commentary of Greta etched on the glass where engines casually make over 1000 hp is 👌👌👌
I noticed that also, let her witness all that power and fuel being consumed.
I thought that was Pete Harrel lol .
I love the George Orwell quote on the dyno cell glass. "All animals are eaual. Some are more equal than others"
Love watching your channel, Steve. One hell Of the engine Builder In my opinion 1 you are 1 of the best engine builders in Is the world!!!
Yeah Garrett, 60lbs, and let it EAT!
id love to see a smx in mc,flurry one day would be insane
Is it when the exhaust valve starts to open you would do the intake, and when the intake valve starts to close you do the exhaust?? I can't remember.
I love how Steve communinicates with Cleeter - he better have his post notifications on!
Man I love these videos. I've learned a lot about engine function since watching Steve Morris. Always informative and always a positive attitude.
HOW DARE YOU! 😆
Are we not concerned as to WHY that piston got stuck on the relief mechanism?
looks to me that Garretts dry sump tank and lines need a thorough cleaning
Hell yeah Steve use me and brother Charley Western PA🎉 not only on this build but all the others I've seen and the knowledge that you know is impeccable dude you are the man with all due respect hell yeah brother🎉
Just curious, has Garrett looked at the turbos on Mullet as a possible source of metal? Like you mentioned, it has to be something IN the car causing it and I believe he was having an issue with one of the turbos smoking, maybe something in the turbo is eating itself and producing the shavings? Just a thought.
Love all the content you've been posting recently!
@@michaelfallen1564 If you think about it Steve has been building engines for his customers that have been in their vehicles for years, Cletus and his shop of clowns always manage to either break, ruin or destroy almost everything that they touch! I’d be willing to bet that Cletus and clowns are definitely the cause of the issue, I have been a mechanic for over 26 years and I have seen it many times where people install a new transmission in their own vehicle and they end up blowing it within 20 miles due to metal being lodged in the transmission cooler! If you blow your trains you can flush your lines but that transmission cooler definitely must be replaces!
The OCD in me would drive me crazy on your dyno room throttle hookup. I'm guessing carburetor versus throttle body is why the handle flips. Either way great channel Love all the technical stuff You're not afraid to throw out there. Keep up the great work
OK...I thought I was wrong about that. After watching EJ run it was sure she pushed the handle. Now it makes sense. Thanks for getting my brain working.
I love seeing this level of engine building in detail, incredible!
Love that quote on the glass "All animals are equal, but some animals are more equal than others" 🤔🧐🤙
Love the glass etching on your dyno window. 😁 Get’em Greta…..
Love all the tech info and how you stand behind your stuff.
Looks like your arm got self clearanced somewhere there, ouch!
Just a flesh wound. Gotta love those header burns.
Maybe it’s the start of another gross tattoo
Such a cool guy and what a even cooler shop the amount of work that takes to be building pro racing engines out of billet aluminum so cool
always wanted to see how an engine with an engine-driven centrifugal supercharger blowing into a turbo would perform. im thinking there would be boost from the engine-driven supercharger and as the turbo spooled up it would start sucking air through the supercharger taking the load off the crank?
Dr. Loth prescribes Neosporin Cream for that header burn, apply at least twice per day. Cleater running 100 PSI charge pressure, could be putting 200 pounds of force on your front mount rollerized thrust bearing. Force depends on the diameter of the torque converter snout. Your $5K billet crank is a 1 turn coil spring. The question is what is the spring rate of the crank in the longitudinal direction. 200 pounds of force or what ever the actual force is could eat into your 0.027" of clearance you have overall for the rear main thrust surface.
1000hp for a non N/A configuration is so cool to see
At 572 CID, that would equal a 611 HP 350 . In the last vid a pretty mild 350 made about 589 HP
@@bobroberts2371 Still cool too see . It’s literally making 1000hp running the exact optimisation it was built too. Knowing it’s probably 4500-5000hp at peak power is fantastic to know tho.
@@bobroberts2371 keep in mind low compression
@@LVUFC True, in NA form there probably isn't much room left to make more power. Boost is what makes the motor look bigger.
I love how in depth The Boost Master gets on these SMX videos. Absolutely love it.
Is that GRETA T on the Window?
When the shop owner is the one buying the brake cleaner.....😂
all that money i would just replace the pump
Only one word Awesome Thank You Sir for the lesson
Let it EAT! Great walk through of the process. Thanks.
34:57 My favorite part 😂
I learn something every time I watch one of your videos. Thank you for all the education you have given me since I subbed at 55k…
Your explanations are top notch. 👍🏻👍🏻👍🏻
Can Steve give us who his mentors are? Your teachers must have great people. Thanks to your parents for raising you in good manner. Thanks you for passing this knowledge to everyone !!!!!!♥️♥️♥️🍩