I have been working with engines for over a decade, and this still taught me stuff. Thanks! Side note - I think it could be great for your service if you could redo your audio setup. The microphone you are using catches loads of "saliva" noise, or mouth noise. For people with certain hearing issues, it can be a bit overwhelming
🔥 Building a fast car? Get $400 OFF the all-inclusive VIP online course package deal: hpcdmy.co/vipy125 ✊50% OFF your first online engine building course. Enrol now: hpcdmy.co/offery125 0:00 - TDC: Critical, and Misunderstood 0:35 - 3 Techniques 1:17 - PRO TIP: Make and Sharpen Your Own Pointer 2:16 - Getting Started: Mount Your Pointer/Indicator 3:36 - TOOL 1: Dial Indicator - Finding TDC and Dwell 8:02 - Take Your TIME, Double-Check 8:17 - TOOL 2: Positive Stop - Commercial Style 8:47 - Positive Stop - Make Your Own 9:04 - Positive Stop - Finding TDC 13:29 - CRITICAL STEP: Remove Your Positive Stop 13:39 - TOOL 3: Deck Plate - Cylinder Heads Removed 18:13 - Now You Can Degree Your Camshaft
The way i was shown was dti down spark plug hole and zero wheel once piston reaches its highest point, then keep rotating crank until dti is about to start moving down, note reading on wheel and divide by two, this is true tdc. Sounds much simpler than your first method, does it give the same result? Thanks
Ok so if I find tdc for the piston from the block using the last method, then what? What’s the number used for? Just to start puting the head on? So get the piston to tdc then put the head on then degree the cams? I also thought it is bad to turn the crank left and right when the belt is on. I’m building a H22 right now and didn’t know any of this stuff I haft to do 😅😅😅😅 help
This is a module pulled from a course that helps market it, and some of the HPA members webinars do; however, we don't have any free TH-cam content on that topic sorry. Just so you know I'm not a pushy sales man, some of those webinars you can watch for free for a limited time, and the course is fully refundable within 60-days if you don't find value in it (otherwise you keep it for life). The link below also has the $25 off coupon from the video description applied for you, making the course just $24 too 😎 - Taz. Cam course with $25 off: www.hpacademy.com/courses/how-to-degree-a-cam//?hpa-acc=TH-cam25& Members webinar archive: www.hpacademy.com/previous-webinars/?
So why did each method give slightly different results? It should have been exactly the same before and after TDC after the first method unless the wheel and/or pointer were disturbed.
@@rompdude in reality I'd actually expect some variation because of crank offset, which causes the piston position vs crank angle relationship to be asymmetric. But this seems like a bigger difference than would be expected from reasonable crank offset. Of course, this does also mean that the indicator method is the only repeatable method (unless you re-do the other methods to always contact at particular angles), since your TDC then is a function of the difference in displacement/angle you use to find TDC. And changing conrod length or stroke would potentially mess with this relationship as well.
Yes, the bigger the easier (to a point!). Many are smaller just so you can use them in the engine bay which isn't something we have to worry about in this instance - Taz.
Right at this stage now, cheers Andre for your professional, easy to understand seminars.
I have been working with engines for over a decade, and this still taught me stuff. Thanks! Side note - I think it could be great for your service if you could redo your audio setup. The microphone you are using catches loads of "saliva" noise, or mouth noise. For people with certain hearing issues, it can be a bit overwhelming
🔥 Building a fast car? Get $400 OFF the all-inclusive VIP online course package deal: hpcdmy.co/vipy125
✊50% OFF your first online engine building course. Enrol now: hpcdmy.co/offery125
0:00 - TDC: Critical, and Misunderstood
0:35 - 3 Techniques
1:17 - PRO TIP: Make and Sharpen Your Own Pointer
2:16 - Getting Started: Mount Your Pointer/Indicator
3:36 - TOOL 1: Dial Indicator - Finding TDC and Dwell
8:02 - Take Your TIME, Double-Check
8:17 - TOOL 2: Positive Stop - Commercial Style
8:47 - Positive Stop - Make Your Own
9:04 - Positive Stop - Finding TDC
13:29 - CRITICAL STEP: Remove Your Positive Stop
13:39 - TOOL 3: Deck Plate - Cylinder Heads Removed
18:13 - Now You Can Degree Your Camshaft
love the lesson and your cadence bringing the knowledge
Love it, takes me back to power and performance 1 😆
Sounds like someone went to UTI
Great video...very,informative
Perfect. Thanks for a very informative lesson on timing.
Glad it was helpful! Steve, cheers mate - Taz.
@@hpa101 I’ve really updated my car since watching your lessons, respect to you guys.
Seems like he woke up few degrees off the wrong side of pillow with a stiff neck. haha Great info as always!
Thanks this really helps...
Very interesting. Thank you!
17:43 that was 13.5 degrees 🧐
Yeah, he missed that but we still got ideea
God damnit, he's fired - Taz.
@@hpa101 LOL
Hi, don't you have any video explaining how to make the advance in degrees for the Renault Clio RS 3's F4R830 engine? greetings
how come the different techniques resulted in different degrees on the same cylinder?
The way i was shown was dti down spark plug hole and zero wheel once piston reaches its highest point, then keep rotating crank until dti is about to start moving down, note reading on wheel and divide by two, this is true tdc.
Sounds much simpler than your first method, does it give the same result?
Thanks
Ok so if I find tdc for the piston from the block using the last method, then what? What’s the number used for? Just to start puting the head on? So get the piston to tdc then put the head on then degree the cams? I also thought it is bad to turn the crank left and right when the belt is on. I’m building a H22 right now and didn’t know any of this stuff I haft to do 😅😅😅😅 help
Did you have a next video showing how to make the adjustment with the cams?
This is a module pulled from a course that helps market it, and some of the HPA members webinars do; however, we don't have any free TH-cam content on that topic sorry.
Just so you know I'm not a pushy sales man, some of those webinars you can watch for free for a limited time, and the course is fully refundable within 60-days if you don't find value in it (otherwise you keep it for life). The link below also has the $25 off coupon from the video description applied for you, making the course just $24 too 😎 - Taz.
Cam course with $25 off: www.hpacademy.com/courses/how-to-degree-a-cam//?hpa-acc=TH-cam25&
Members webinar archive: www.hpacademy.com/previous-webinars/?
So why did each method give slightly different results? It should have been exactly the same before and after TDC after the first method unless the wheel and/or pointer were disturbed.
I did wonder this, I suspect it was deliberate.
@@rompdude in reality I'd actually expect some variation because of crank offset, which causes the piston position vs crank angle relationship to be asymmetric. But this seems like a bigger difference than would be expected from reasonable crank offset.
Of course, this does also mean that the indicator method is the only repeatable method (unless you re-do the other methods to always contact at particular angles), since your TDC then is a function of the difference in displacement/angle you use to find TDC.
And changing conrod length or stroke would potentially mess with this relationship as well.
I think the positive stop method takes up any component slack vs the dial indicator doesn't put any load pressure on the components.
That is a big degree wheel
Yes, the bigger the easier (to a point!). Many are smaller just so you can use them in the engine bay which isn't something we have to worry about in this instance - Taz.
A calculator to add 8 to 16 and then divide by 2! 😮🤪
We never put him in charge of buying beers at the pub, that's for sure 😅 - Taz.