I happen to be an engineer at the plant where we actually make engine bearings. We make them for OEM manufacturers. It's actually called a crush relief. We cut them into every bearing we make. I have always understood that is why they are cut like that to take into account the bearing installed diameter. One of the checks we run is the actual bearing crush size. The height of the bearing is measured at an installed pressure to account for the crush on the bearing. That being said I am the controls guy not the finished bearing guy. I do plan to ask some questions at work tomorrow though. I have absolutely no reason to doubt Steve so take it for what it's worth.
Yes, as a 36 year employee of Clevite/ Mahle the tabs do not hold the half shells in place. It is the uninstalled bearing height that is generally .0008-.0012" taller than the bore size. There is also some extra clearance added down toward the parting line to accommodate the distortion from the crush of the bearing called the relief area.
Steve , i am a Master Harley Davidson Tech. I would like to thank you because i never was taught or learned that , about the reason why bearings were out of round. And we build pro stock harley bikes we race. We always just measured vertical clearance and assumed the extra clearance on the horizontal was for oil .. so thank you for the knowledge 👍
I guessed cap and rod stretch but didn’t consider the closing of the cap and rod ears but this makes complete sense after hearing your explanation, thank you for sharing this knowledge!
@@Shade_Tree_TV only older ones . They called them Timkin engines because the crank from 99 to 2002 had timkin bearing on the crankshaft. Along with EVO”s shovels , pans , and knuckles.. 2003 to present they use bushings no longer rollers/ ball bearings.
@PhatboyHD88 dude you got exposed and you're not making it any better. for a master Harley tech You should know they strictly use roller bearings In the engines. There are no journal style bearings in any of the harley engines unless you consider the wrist pin or rocker bushings lol
I'm only 10 minutes in. This is WHY you need to keep on making videos!!! You are a great teacher, Steve. I enjoy watching and learning. Pro Auto Shop for us former high school auto shop degenerates and others who just want to learn. Got to meet you at Norwalk, I was the dude scoping out Kyle's ride with my buddy Tom---also a veteran of the race engine building industry. We watch and discuss your channel and what we learn all the time. Thank you!
Love the detailed content. Never stop learning! No one ever knows it all. Steve and the guys are the perfect example. They’re Extremely knowledgeable, but even they say, well, we’ll ask the specialists in every detailed area. Absolutely love it!
Assembly aide. In many cases it also prevents the bearings from being installed in wrong position because the tang only fits one way. Tangs are a location device for the bearing as Steve said, friction from crush is what keeps it from rotating, well, until the other side makes more grip lol. Which brings up a good point Steve should cover, proper surface finish of the journal, clean, dry..not lubricated. Also handling of the bearings, maybe wipe the back with a dry cloth, and don't handle them more than needed. With today's coatings, sometimes people try to 'clean' them due to their appearance and damage the surface. On big engines we had a fixture that was machined to verify the bearing was proud out of the rod the correct amount on both sides. We also had thumb screws with a tab that held the bearing in position while it was being stuffed in the cylinder. Big parts use big bearings that are affected by gravity. You can bolt up a big end, have all the correct Clearances, pre lube oil pressure, it will turn over from the compression. Fire it up and it runs for 20 minutes. Just making contact with the crank journal bumped the bearing a few thousands (rotated) Yeah the tang ended up in the narrow part of the groove so the running clearance disappeared as soon as the oil got warm. So yes, tangs don't prevent the bearing from spinning 😂 Always make sure the friction on the outside is higher than the friction on the inside. < Tip 4
Steve! I think you and Gale Banks together would make a damn good engine teaching/sharing video or Podcast. You both are My favorite! Thank you for your passion!
I knew not to file the ends of the bearings, but now I know why. I did know the bearings were different sized from the middle to the ends, but again, I did not know why. Thanks Steve, I feel smarter now knowing why I did the things I did.
Steve, the bearing episode was too cool. When you or anyone else talks about clearances, a lot of people don’t understand that when they hear . 002 thousands clearance or any other number, they don’t realize how much it really is. When I was working on my screw machines, +-.002 was the norm. When I would teach a newbie about machining, I would ask them if they knew what .002 meant. I would tell them that a human hair is about .003. If they split it 3 times, each piece would be .001, split one of them 10 times, that would be .0001, that’s how close that crank was ground to.
Oil films are generally in the range of tenths as well. I've been a machinist in every aspect of the trade for 20 years. Automotive to medical to aerospace. It's awesome to be able to talk to people with my same passion and an understanding of how tight some of these tolerances can get.
I think one thing people don’t understand is the machinists jargon. They call this measurement a tenth, it’s one tenth of one thousandth’s, (.001 to .0001) and your explanation is perfect for explaining it. Split a hair three times for one thousandth’s, .001, split that ten times for a tenth or ten thousandth’s of an inch, .0001. Just for grins for those in the know, a cigarette rolling paper is one thousandth’s of an inch, .001, split that rolling paper ten times for a tenth, .0001.
@@inertiaMSto people who doesnt use metric graduations on machines or would have to completely relearn measurements based off imperial to understand it is not as easy as “moving to metric”. Thats equivalent to you being sent to another country and be expected to fluently speak a new language when you step on the ground
Hey Steve, Tim here, BOY i LOVED this vid!!!....it always bugged me that the bearings will stick out a few thou.....but NEVER filed them, NEVER had a massive failure, i just really didnt know why, NOW, i have my answer!!.....THANK GOD, i never tried to "fix" a brand new bearing.......i am ESTATIC, as i learned somethin new this morn.....TY sir!!.....boy, just KILLER info!!...TY again!!😊
Ahhh, the old days at GM... I never have forgotten … " Copper, Tin, Lead, and Antimony... plus the 7 other inert ingredients in the formulaic recipe for OUR specifications ". ( God rest his soul ) I always enjoyed the cartoons on the dry erase boards, but they convey their intended purpose! Appreciate this video and your attention to detail for us all! Have a nice day young man. Respectfully, Seth
Thanks Steve bearing Tech is so interesting. Glad you got the thread out of the Wagon that would have given you a whole lot of grief at a later time minimal damage and the Wagon lives to fight another day. We are blessed with the information you give us. Thanks to you and your team for all you share.
Enjoyed watching the screw retrieval. In the medical field they use a retrieval basket which allows retrieval of fine parts from airways and vessels. Effectively you could have used one of these to remove the screw without removing the head. Thought you might like to know.
It's always amazed me the tensile and co oressive loads a connecting rod endures and how far materials have come in 20 years. We used to have to set bearing crush on exotic material connecting rods. We'd get +.004 crush and have to fixture and sand them down until they had the right crush for the rod materials... it was so much **fun**
Makes pefect sense, every time you tear down an engine and inspect bearings, they are worn on the up and down side but never at the split of the bearing.
Has to do with: A compression B firing stroke. Both give more pressure on the bearing and thats in the centre line of the rod. C changing movement from up to down (i have to translate my words from my own language to yours, so dont alway know the proper words). Think an inline engine here. Your piston is continiously changing speeds while going up and down. At the moment something ( piston, rod, bearings and bolts=x weight) of x weight changes direction opposit from where it came from, that weight wants to proceed its travel. So the bearing needs to apply force to the x weight. That happens in tdc and bdc. Hence the spots in the bearings.
The bearing out of roundness is terms is called Eccentricity. And is necessary for connecting rods to alow for the elongation that happens making power and high rpm and as Steve said the sides of the rod bore moves closer to the journal. Maintain the oil wedge for lubrication without the bearing getting to tight. Have a great day everyone. 👍🇺🇸👍
We modified a high volume oil pump years ago. It made 96psi at idle. We thought we would never hurt a bearing. A week later we found glitter in the oil. Tore it down and the crank was not hurt but the babbit was flaking off of the shells! 🎉
Using the oil as a hydraulic medium is fascinating to me. I have three pistons out of a Mack truck that I welded for my mailbox post. I watch you and KSR on TH-cam. I'm about two hours north of KSR and if I was a younger man I would be putting applications in at your shop and KSR. I used to build regular motors back in the eighties but I've learned more watching you on your channel than I have in my almost sixty years on this ball. Val's Camaro is looking fabulous and can't wait for the runs on the track. I wish you would sell some of your old rods because I would definitely find something to make with a couple. Stay safe and good luck on the track. I'll be waiting for your next video.
In my Caterpillar diesel, we used a product similar in absorbed into metal surfaces and high heat protection. Motorkote was added into the oil as well and added protection.
FYI. Vandervel was the major bearing producer back in the early days. Racers were encountering lots of spun bearings so they would tighten the crush but still had problems. Until Smokey Unick sorted it by putting chamfer on it because it would scrape the oil off.
Back in the day when machines were more manually operated they would put writing paper between the rod cap and rod before honing the bearing bore so when you remover the paper the bearing housing was oval like you say.
It's actually really interesting that it's possible to know around what power an engine was making from the dimensional change in bearing width. It makes sense the way you explained it, it just fascinates me that someone realized that it was possible in the first place. I guess when you have as many passes and tear downs as the Top Fuel guys eventually you're going to notice patterns, but it's still mind blowing.
It would be super to watch a time laps of you putting the apart and back together! Set it n forget it while you work on the car or engine. Thank you for the videos. Hope to see you at PRI this December
This is one of the most educational channels on all of TH-cam! Done in a way even morons, like myself, that don't build engines can completely understand and most importantly, Enjoy!!❤😊
It’s cool to see the color on the exhaust and intake valves when you took them out. You can visualize how it’s injecting air/fuel and burning in the cylinder.
Super interesting, thank you for this type of content. On a side note, the oil in your SMX should be called Predator blood, that's what it looks like to me!
Definitely learned a lot in this episode. And I really do appreciate that you need to take apart your engines often enough to recognize the various benefits of Rev X. It shows me how beneficial it is to use their oil treatment. I started using it this year after seeing you talk about it and show the benefits. I’m sold on the stuff.
This is some great tech . I always thought that the extra side clearance on the bearings was for a extra pumping effect that was created with the rotational weight slinging around . Great Stuff and thanks for sharing
Was at my machine shop last week resizing some rods ,and he was talking about everything you mentioned. We was even talking about watching your videos.
Great episode Steve! Thank you sharing your incredible wealth of knowledge with us. BTS, I think what you were trying to say about oil crushing the bearings is that fluid (oil)is incompressible.
About 30 years ago I was building performance and race marine turbocharged and blown engines for a friend's shop. He chose to use "P" bearings and had fixtures for the lathe so that we could cut a champher to clear the large radius stroker cranks that the P bearing would rub. The "H" bearings at the time were made with a similar champher, but later they went ahead and just made the narrow version.
The oil film when under pressure has a hydraulic effect. When can’t compress a liquid, so when the rod is forced down, it generates pressure against the bearing, and squeezes it in return. That’s probably the best way to describe what happens to the “V” series bearings. Most people don’t realize that the bearing inserts themselves are just there as basically a buffer, and it doesn’t ride on them, it rides on the oil film. When it gets through that oil film and into the bearing, you have problems. That’s why I always try to drill it into my students heads the importance of quality oil, the correct oil and also oil change intervals.
Back in the day some of the race shops would put a C clamp on the parting line of the rods to intentionally hone them slightly out of round (when relaxed) so that additional housing size would provide the clearance necessary in race conditions to stop the bearing from spinning.
Another great video with lots of good tech info!! I'm also glad to see you pulled that head on the Boost Master. Better to pull it in the shop where you're comfortable than to have it work loose on Drag Week and pull it in the pits. I'm looking forward to hearing what Oil Nerd has to say. Good luck to you and the team on Drag Week. I'll be rooting for you.
Great episode! Love these tech heavy sessions! Revex is most likely attracted to metal surfaces(surface acting compound) through an ionic bond type action, and not absorbing into "metal pores", as the sales guy explained. Most metals do not actually have "pores", but even finely machined surfaces do have microscopic asperities(peak and valleys).
Man, you have no idea how many times I get flamed on my channel for reusing some slightly damaged parts.😂😂 so nice to see a shop like yourself use common sense that the piston and head do not have to be completely replaced when something minor happens in that scenario. Love it.
Absolutely, also if the bearings dont have enough squeeze or outward pressure at the split area it can wipe oil. Reinstalling used bearings can lead to the split edge wiping oil also. Clocking the oil feed holes in cam bearings so the oil feeds ahead of the loaded portion can help to.
I happen to be an engineer at the plant where we actually make engine bearings. We make them for OEM manufacturers. It's actually called a crush relief. We cut them into every bearing we make. I have always understood that is why they are cut like that to take into account the bearing installed diameter. One of the checks we run is the actual bearing crush size. The height of the bearing is measured at an installed pressure to account for the crush on the bearing.
That being said I am the controls guy not the finished bearing guy. I do plan to ask some questions at work tomorrow though. I have absolutely no reason to doubt Steve so take it for what it's worth.
Cool
invite steve at your plant! it would be a cool video!
Yes, as a 36 year employee of Clevite/ Mahle the tabs do not hold the half shells in place. It is the uninstalled bearing height that is generally .0008-.0012" taller than the bore size. There is also some extra clearance added down toward the parting line to accommodate the distortion from the crush of the bearing called the relief area.
Man some of y'all guys have the best job imaginable I respect that and wish I was there with yall
Federal Mogul?
Steve , i am a Master Harley Davidson Tech. I would like to thank you because i never was taught or learned that , about the reason why bearings were out of round. And we build pro stock harley bikes we race. We always just measured vertical clearance and assumed the extra clearance on the horizontal was for oil .. so thank you for the knowledge 👍
No problem
I guessed cap and rod stretch but didn’t consider the closing of the cap and rod ears but this makes complete sense after hearing your explanation, thank you for sharing this knowledge!
That's because harley has roller bearings😂
@@Shade_Tree_TV only older ones . They called them Timkin engines because the crank from 99 to 2002 had timkin bearing on the crankshaft. Along with EVO”s shovels , pans , and knuckles.. 2003 to present they use bushings no longer rollers/ ball bearings.
@PhatboyHD88 dude you got exposed and you're not making it any better. for a master Harley tech You should know they strictly use roller bearings In the engines. There are no journal style bearings in any of the harley engines unless you consider the wrist pin or rocker bushings lol
Thank you Steve & Joe, I always learn from smart people. You guys are very smart!
Glad you think so!
I'm only 10 minutes in. This is WHY you need to keep on making videos!!! You are a great teacher, Steve. I enjoy watching and learning. Pro Auto Shop for us former high school auto shop degenerates and others who just want to learn. Got to meet you at Norwalk, I was the dude scoping out Kyle's ride with my buddy Tom---also a veteran of the race engine building industry. We watch and discuss your channel and what we learn all the time. Thank you!
You are one intelligent person. Wish I was 40 years younger. I could learn so much from you.
Joe is a natural in front of the camera. He did a really nice job of explaining everything.
That light he has is a great idea too.
The taming of the screw, another visual masterpiece!
Love the detailed content.
Never stop learning!
No one ever knows it all.
Steve and the guys are the perfect example. They’re Extremely knowledgeable, but even they say, well, we’ll ask the specialists in every detailed area.
Absolutely love it!
Thanks for discussing the "tang". I've had many heated "discussions " about it. Thanks for the video. You guys rock!
Any time!
Many new factory engines, have no tang, whatsoever! You probably know that already!
Assembly aide. In many cases it also prevents the bearings from being installed in wrong position because the tang only fits one way. Tangs are a location device for the bearing as Steve said, friction from crush is what keeps it from rotating, well, until the other side makes more grip lol. Which brings up a good point Steve should cover, proper surface finish of the journal, clean, dry..not lubricated. Also handling of the bearings, maybe wipe the back with a dry cloth, and don't handle them more than needed. With today's coatings, sometimes people try to 'clean' them due to their appearance and damage the surface.
On big engines we had a fixture that was machined to verify the bearing was proud out of the rod the correct amount on both sides. We also had thumb screws with a tab that held the bearing in position while it was being stuffed in the cylinder. Big parts use big bearings that are affected by gravity. You can bolt up a big end, have all the correct Clearances, pre lube oil pressure, it will turn over from the compression. Fire it up and it runs for 20 minutes. Just making contact with the crank journal bumped the bearing a few thousands (rotated) Yeah the tang ended up in the narrow part of the groove so the running clearance disappeared as soon as the oil got warm. So yes, tangs don't prevent the bearing from spinning 😂 Always make sure the friction on the outside is higher than the friction on the inside. < Tip 4
That has to be one of the best Videos I have ever seen. Awesome explanation Steve. Thank You.
Wow, thanks!
When your eyesight degrades you realize how important lighting is to seeing something clearly.
@@stuwest3653 oh shit that’s what that means
Steve!
I think you and Gale Banks together would make a damn good engine teaching/sharing video or
Podcast. You both are
My favorite! Thank you for your passion!
Gale Banks is a damn EPA shill. Dude kinda sucks.
David Vizard is also an master engine builder and an excellent teacher. A collaboration with Steve would make an excellent educational video.
I knew not to file the ends of the bearings, but now I know why. I did know the bearings were different sized from the middle to the ends, but again, I did not know why. Thanks Steve, I feel smarter now knowing why I did the things I did.
Can’t wait to see the oil nerds input. Always learn something new. Thanks Steve.
Great great video!! Sooo much information in real time!!! Period!!! 👍🏼👀
Steve, the bearing episode was too cool. When you or anyone else talks about clearances, a lot of people don’t understand that when they hear . 002 thousands clearance or any other number, they don’t realize how much it really is. When I was working on my screw machines, +-.002 was the norm. When I would teach a newbie about machining, I would ask them if they knew what .002 meant. I would tell them that a human hair is about .003. If they split it 3 times, each piece would be .001, split one of them 10 times, that would be .0001, that’s how close that crank was ground to.
Oil films are generally in the range of tenths as well. I've been a machinist in every aspect of the trade for 20 years. Automotive to medical to aerospace. It's awesome to be able to talk to people with my same passion and an understanding of how tight some of these tolerances can get.
I think one thing people don’t understand is the machinists jargon. They call this measurement a tenth, it’s one tenth of one thousandth’s, (.001 to .0001) and your explanation is perfect for explaining it. Split a hair three times for one thousandth’s, .001, split that ten times for a tenth or ten thousandth’s of an inch, .0001.
Just for grins for those in the know, a cigarette rolling paper is one thousandth’s of an inch, .001, split that rolling paper ten times for a tenth, .0001.
There's always moving to a rational measuring system like metric I guess
@@inertiaMSto people who doesnt use metric graduations on machines or would have to completely relearn measurements based off imperial to understand it is not as easy as “moving to metric”. Thats equivalent to you being sent to another country and be expected to fluently speak a new language when you step on the ground
@@young11984No silly fractions though
Hey Steve,
Tim here, BOY i LOVED this vid!!!....it always bugged me that the bearings will stick out a few thou.....but NEVER filed them, NEVER had a massive failure, i just really didnt know why, NOW, i have my answer!!.....THANK GOD, i never tried to "fix" a brand new bearing.......i am ESTATIC, as i learned somethin new this morn.....TY sir!!.....boy, just KILLER info!!...TY again!!😊
Ahhh, the old days at GM... I never have forgotten … " Copper, Tin, Lead, and Antimony... plus the 7 other inert ingredients in the formulaic recipe for OUR specifications ". ( God rest his soul ) I always enjoyed the cartoons on the dry erase boards, but they convey their intended purpose! Appreciate this video and your attention to detail for us all! Have a nice day young man.
Respectfully, Seth
Thanks Steve bearing Tech is so interesting. Glad you got the thread out of the Wagon that would have given you a whole lot of grief at a later time minimal damage and the Wagon lives to fight another day. We are blessed with the information you give us. Thanks to you and your team for all you share.
Enjoyed watching the screw retrieval. In the medical field they use a retrieval basket which allows retrieval of fine parts from airways and vessels. Effectively you could have used one of these to remove the screw without removing the head. Thought you might like to know.
Love the technical info. Thanks for taking the time to explain it....former machinist/ CNC programmer who got out of the trade 20 years ago.
Glad it was helpful!
I'd love to watch Steve put together an old SBC with all his knowledge
What's your thoughts on the sbc let's say Bracket race application 7500rpm and all out 10,000rpm+NA. Never to old to learn. Thank You.
The rogue threads update we've all been craving!
It's always amazed me the tensile and co oressive loads a connecting rod endures and how far materials have come in 20 years. We used to have to set bearing crush on exotic material connecting rods. We'd get +.004 crush and have to fixture and sand them down until they had the right crush for the rod materials... it was so much **fun**
The tech that keeps your motors alive is exciting and riveting. I can't wait to assemble my next motor using what I see here.
Your videos are excellent! I always learn something, please dont ever change.
Thanks, will do!
Makes pefect sense, every time you tear down an engine and inspect bearings, they are worn on the up and down side but never at the split of the bearing.
Has to do with: A compression B firing stroke. Both give more pressure on the bearing and thats in the centre line of the rod. C changing movement from up to down (i have to translate my words from my own language to yours, so dont alway know the proper words). Think an inline engine here. Your piston is continiously changing speeds while going up and down. At the moment something ( piston, rod, bearings and bolts=x weight) of x weight changes direction opposit from where it came from, that weight wants to proceed its travel. So the bearing needs to apply force to the x weight. That happens in tdc and bdc. Hence the spots in the bearings.
@@henkoosterhof5947Good info. 👍
I have learned more from Steve’s channel than all the others combined
Good thing you found all of the pieces Steve!
Thanks Steve for the bearing need to know talk.. this makes perfect sense and is very much appreciated 🏁
The bearing out of roundness is terms is called Eccentricity.
And is necessary for connecting rods to alow for the elongation that happens making power and high rpm and as Steve said the sides of the rod bore moves closer to the journal.
Maintain the oil wedge for lubrication without the bearing getting to tight.
Have a great day everyone. 👍🇺🇸👍
Glad I wasn't late for class today !!
Thank you 40 years in the car business and you taught me something
Thank you for all the info!!!!!
Thank You. Learn something every day. 💓 love your valve tool.
Great insider info. I had never heard about the extra clearance to allow for elongation, or whatever term is correct. Greatness
This channel has come so far. Educational, entertaining, and sometimes comical. Well balanced good ole fashion motor head talk in a modern era. 👍
I aim to please !
And you forgot Humble. 🤟
Interesting video and i learned some new things about bearings i never new about! Thanks Steve!
Look forward to see the oil and oil clearence video coming up. Thanks again Steve for the great videos.🇸🇪
Retired bracket racer and tool and die maker. Love your videos!
We modified a high volume oil pump years ago. It made 96psi at idle. We thought we would never hurt a bearing. A week later we found glitter in the oil. Tore it down and the crank was not hurt but the babbit was flaking off of the shells! 🎉
Using the oil as a hydraulic medium is fascinating to me. I have three pistons out of a Mack truck that I welded for my mailbox post. I watch you and KSR on TH-cam. I'm about two hours north of KSR and if I was a younger man I would be putting applications in at your shop and KSR. I used to build regular motors back in the eighties but I've learned more watching you on your channel than I have in my almost sixty years on this ball. Val's Camaro is looking fabulous and can't wait for the runs on the track. I wish you would sell some of your old rods because I would definitely find something to make with a couple. Stay safe and good luck on the track. I'll be waiting for your next video.
Steve Morris, Engine builder extraordinaire!
Steve Morris, Artist, not so much.😂
Always educational watching your videos Steve.I learn something new each time.Thanks for the info.
Reasons I watch 1. Dewey 2. I love learning 3. All the pretty parts 🤤🤤 thanks for all the info.
Steve, Thank you. I did not know about the bearing halves being thinner at the ends than in the center. Good to know.
Keep educating us!!
In my Caterpillar diesel, we used a product similar in absorbed into metal surfaces and high heat protection. Motorkote was added into the oil as well and added protection.
FYI. Vandervel was the major bearing producer back in the early days.
Racers were encountering lots of spun bearings so they would tighten the crush but still had problems.
Until Smokey Unick sorted it by putting chamfer on it because it would scrape the oil off.
Back in the day when machines were more manually operated they would put writing paper between the rod cap and rod before honing the bearing bore so when you remover the paper the bearing housing was oval like you say.
I use paper for checking piston clearance following centrepunching of the skirts. It's a time-consuming method, but it works.
That still happens today in certain applications. Kip Martin (RIP my freind) taught me that trick many moons ago. Common in NHRA stockers.
This was the most I learned about bearings...even. liquid is noncompressable.
It's actually really interesting that it's possible to know around what power an engine was making from the dimensional change in bearing width. It makes sense the way you explained it, it just fascinates me that someone realized that it was possible in the first place. I guess when you have as many passes and tear downs as the Top Fuel guys eventually you're going to notice patterns, but it's still mind blowing.
I learned something today. Thanks!
It would be super to watch a time laps of you putting the apart and back together! Set it n forget it while you work on the car or engine. Thank you for the videos. Hope to see you at PRI this December
This is one of the most educational channels on all of TH-cam! Done in a way even morons, like myself, that don't build engines can completely understand and most importantly, Enjoy!!❤😊
It’s cool to see the color on the exhaust and intake valves when you took them out. You can visualize how it’s injecting air/fuel and burning in the cylinder.
Super interesting, thank you for this type of content. On a side note, the oil in your SMX should be called Predator blood, that's what it looks like to me!
Definitely learned a lot in this episode. And I really do appreciate that you need to take apart your engines often enough to recognize the various benefits of Rev X. It shows me how beneficial it is to use their oil treatment. I started using it this year after seeing you talk about it and show the benefits. I’m sold on the stuff.
This is some great tech . I always thought that the extra side clearance on the bearings was for a extra pumping effect that was created with the rotational weight slinging around . Great Stuff and thanks for sharing
Lots of stuff I learnt at trade school in my apprenticeship 40 years ago, I guess I need to thanks the old guys
great vid
Thank you Steve for your divine truth and insight 💯🤗🤍🌞💫🙏😇
Was at my machine shop last week resizing some rods ,and he was talking about everything you mentioned. We was even talking about watching your videos.
Perfect!
Great episode Steve! Thank you sharing your incredible wealth of knowledge with us. BTS, I think what you were trying to say about oil crushing the bearings is that fluid (oil)is incompressible.
i started a new drinking game! I take a shot every time Steve says "alright"
Allrighty
Might mis the end😂😂.
Just buy his *Steve-isms T-Shirt* and you can play Drinking Bingo on every video! 😂😂😂
I'm hammered already...😂
About 30 years ago I was building performance and race marine turbocharged and blown engines for a friend's shop. He chose to use "P" bearings and had fixtures for the lathe so that we could cut a champher to clear the large radius stroker cranks that the P bearing would rub. The "H" bearings at the time were made with a similar champher, but later they went ahead and just made the narrow version.
Excellent info. Thank you.
Like how he stood up for his dad buying the light for him.
The oil film when under pressure has a hydraulic effect. When can’t compress a liquid, so when the rod is forced down, it generates pressure against the bearing, and squeezes it in return. That’s probably the best way to describe what happens to the “V” series bearings. Most people don’t realize that the bearing inserts themselves are just there as basically a buffer, and it doesn’t ride on them, it rides on the oil film. When it gets through that oil film and into the bearing, you have problems. That’s why I always try to drill it into my students heads the importance of quality oil, the correct oil and also oil change intervals.
lol
All back together, no clankitty clank!
Awesome stuff Steve.
Bearings out of round so they run round.
@26:08. I want this "Three Quad Truple Metal". That's even better than UnObtanium. We love you Steve! That could be the next T-Shirt.
Great information again. Keep up the professionalism.
Excellent content. Always learning from your channel !
Nice tech talk ! Nice Rumble coming out of the Wagon ! No tick , tick , tick ! LOL
Love this episode...love the info on the bearings ☝️☝️☝️💪💪💪&really good to see the wagon back up an running looking forward to the next episode 😊😊😊
Wow nice teaching there Steve.
Back in the day some of the race shops would put a C clamp on the parting line of the rods to intentionally hone them slightly out of round (when relaxed) so that additional housing size would provide the clearance necessary in race conditions to stop the bearing from spinning.
Another great video with lots of good tech info!! I'm also glad to see you pulled that head on the Boost Master. Better to pull it in the shop where you're comfortable than to have it work loose on Drag Week and pull it in the pits. I'm looking forward to hearing what Oil Nerd has to say.
Good luck to you and the team on Drag Week. I'll be rooting for you.
Damn, Steve's videos are so good, even OnlyFans bots are watching 🤣🤣
That side and oil clearance is there so during work the rod is banging top and bottom on the crank. Making that bearing round twice a stroke.
Nice, thanks for sharing Steve!
😃great video 💯
Very informative and thank you for a novice like me it’s so good to hear and see about all this great stuff 😃👍
We use CamGuard in airplanes and they make an automotive product so you might want to look into that.
Good work 👍 Have a great day 😊
When the oil film gets compressed to the point it becomes harder than the substrate, is call an "elastohydrodynamic" state.
This is why we need professional engine builders.
Great episode! Love these tech heavy sessions!
Revex is most likely attracted to metal surfaces(surface acting compound) through an ionic bond type action, and not absorbing into "metal pores", as the sales guy explained. Most metals do not actually have "pores", but even finely machined surfaces do have microscopic asperities(peak and valleys).
Great video Steve. Everyday you learn something new.
Steve ,
I didnt know that about clearance on bearings thats why I enjoy watching your channel( I learn something ).
God Bless
Kyle
Loved the last 2 videos. Simple stuff but so informative.
Thanks for the insight!
You should make some shirts with the caution tape saying caution! I may have learned some things from watching Steve Morris!
Gonna do it
You're the man!
Mold that screw in epoxy make a story board. And keep it on your desk
I really like this tech tips/ engeneering features
Man, you have no idea how many times I get flamed on my channel for reusing some slightly damaged parts.😂😂 so nice to see a shop like yourself use common sense that the piston and head do not have to be completely replaced when something minor happens in that scenario. Love it.
😂😂
So Much stuff just does not matter.
Wanted to say Thankx for the video. Awesome info. More people should probably know.
I feel like Joe will be the Success behind Kyle in 20+ years. Such a humble, willing employee. Keep it up Joe 👍
Great information thank you
Absolutely, also if the bearings dont have enough squeeze or outward pressure at the split area it can wipe oil. Reinstalling used bearings can lead to the split edge wiping oil also. Clocking the oil feed holes in cam bearings so the oil feeds ahead of the loaded portion can help to.
Love videos like this, Really wish we could get a good plug read video from you.
I commented on the previous video this exact situation, the piston pressed the screw into the head and it was stuck there. 👍