Hi Steve, I'm really enjoying your videos and have viewed many of them. Going back to the past to the early to mid 1980s we had in Australia a car from the 1960s called a "Morris 1100 S" which surprisingly wasn't just a Morris 1100 with twin carbs but in fact, had a 1275 engine with a single carb. Just going through my old notes the cars had a choice of two blocks, a 12G1279 which had a cast hole above the center main and was fitted with sleeves in the bores(useless) or a 12G949 block which had neither. Both blocks had forged cranks and Cooper 'S' rods. The 12G949 blocks were very well made and if it weren't for the cast in tappet covers you would swear they were 'S' blocks they even had steel main bearing caps. I built one of these to 1330, an MD296 Kent cam (290/300), a Mk 1 Cooper 'S' head (modified by moi) and a Mk 2 Cooper 'S' gearbox. All the moving bits were lightened and it had a long 3 into 1 exhaust feeding a straight through muffler and twin 1-3/4 inch Su carbies taken from an Austin Kimberly (2200) which bolted straight onto a Cooper 'S' manifold. This engine would easily rev to 8000 RPM. The engine was built by me for my girlfriend's black Mini Clubman which got t boned by a bigger car, after which it ended up in my 13-inch wheel Moke which I believe were an Australian oddity. It had a few quirks like blowing a head gasket once a year and break a driveshaft once a year, but it was worth it. It had a 45DCOE for a while but they are too noisy for my liking hence the SUs which gave the same performance without the noise. I used to love building engines and I was the one my fellow Mini enthusiasts would call on for this task. One engine oddity was a 1030cc Morris minor 1000 which used +60 998 pistons and rods and a 998 Cooper head, 12G295 from memory. We were very lucky because we had an English Motor Wreckers 10 min drive away, ten minutes drive in the other direction we had an excellent Machine shop called RPM Engines who would machine anything we wanted including custom camshafts built up and ground to any profile we wanted and Settlement Exhausts who would also do custom jobs for us (Street legal or not). We were such regular customers that we were on first name terms. I hope you find this blast from the past interesting. Cheers, Baz Daly
And two years later I have just read an article where people have begun 3D printing conrod using carbonfibre composite, straight onto the Bronze or equivalent bushings at both ends, now that is what I would call light weight, but they can withstand HP forces around the 3000 mark. You wouldn't believe it would you. Nice rods by the way.
hey please i have a question on bloc engine its marked the bore cylinder class , for example "abac" can i use piston classe "B 71.98" if the cylinder classe "a 72.00" is worn but still in the limit of classe b lets say 72.02" ? the mix is possible ? cause the workshop says that if classe "a" exced the limit , rebore the cylinder 0.1 and use oversize 0.1 piston Cylinder "A" 72,00-72.01 /// Piston "A" 71,965-71,97 Cylinder "B" 72.01-72.02 /// Piston "B" 71,97-71,98 Cylinder "C" 72.02-72.03 /// Piston "C" 71,98-71,99 over size cylinder "A" 72.10-72.11 /// over size piston "A" 72,065-72,07 over size cylinder "B" 72.11-72.12 /// over size piston "B" 72,07-72,08 over size cylinder "C" 72.12-72.13 /// over size piston "C" 72,08-72,09
@@MEDEngineeringTechVideos What I meant was, those parts you machined to represent the weight of the different big end sizes are solid but in reality those big ends are partially hollow, I think?
![How To Balance Your Pistons And Connecting Rods [#TECHTALK]](http://i.ytimg.com/vi/1Bqa3v5AfoA/mqdefault.jpg)
Thanks Steve my 3 month old son loves watching your videos with me, has quite the conversation with you
Hi Steve, I'm really enjoying your videos and have viewed many of them. Going back to the past to the early to mid 1980s we had in Australia a car from the 1960s called a "Morris 1100 S" which surprisingly wasn't just a Morris 1100 with twin carbs but in fact, had a 1275 engine with a single carb. Just going through my old notes the cars had a choice of two blocks, a 12G1279 which had a cast hole above the center main and was fitted with sleeves in the bores(useless) or a 12G949 block which had neither. Both blocks had forged cranks and Cooper 'S' rods. The 12G949 blocks were very well made and if it weren't for the cast in tappet covers you would swear they were 'S' blocks they even had steel main bearing caps. I built one of these to 1330, an MD296 Kent cam (290/300), a Mk 1 Cooper 'S' head (modified by moi) and a Mk 2 Cooper 'S' gearbox. All the moving bits were lightened and it had a long 3 into 1 exhaust feeding a straight through muffler and twin 1-3/4 inch Su carbies taken from an Austin Kimberly (2200) which bolted straight onto a Cooper 'S' manifold. This engine would easily rev to 8000 RPM. The engine was built by me for my girlfriend's black Mini Clubman which got t boned by a bigger car, after which it ended up in my 13-inch wheel Moke which I believe were an Australian oddity. It had a few quirks like blowing a head gasket once a year and break a driveshaft once a year, but it was worth it. It had a 45DCOE for a while but they are too noisy for my liking hence the SUs which gave the same performance without the noise. I used to love building engines and I was the one my fellow Mini enthusiasts would call on for this task. One engine oddity was a 1030cc Morris minor 1000 which used +60 998 pistons and rods and a 998 Cooper head, 12G295 from memory. We were very lucky because we had an English Motor Wreckers 10 min drive away, ten minutes drive in the other direction we had an excellent Machine shop called RPM Engines who would machine anything we wanted including custom camshafts built up and ground to any profile we wanted and Settlement Exhausts who would also do custom jobs for us (Street legal or not). We were such regular customers that we were on first name terms. I hope you find this blast from the past interesting.
Cheers,
Baz Daly
And two years later I have just read an article where people have begun 3D printing conrod using carbonfibre composite, straight onto the Bronze or equivalent bushings at both ends, now that is what I would call light weight, but they can withstand HP forces around the 3000 mark. You wouldn't believe it would you. Nice rods by the way.
those are highly reliable conrods, the quality is A1
hey please i have a question on bloc engine its marked the bore cylinder class , for example "abac" can i use piston classe "B 71.98" if the cylinder classe "a 72.00" is worn but still in the limit of classe b lets say 72.02" ? the mix is possible ? cause the workshop says that if classe "a" exced the limit , rebore the cylinder 0.1 and use oversize 0.1 piston
Cylinder "A" 72,00-72.01 /// Piston "A" 71,965-71,97
Cylinder "B" 72.01-72.02 /// Piston "B" 71,97-71,98
Cylinder "C" 72.02-72.03 /// Piston "C" 71,98-71,99
over size cylinder "A" 72.10-72.11 /// over size piston "A" 72,065-72,07
over size cylinder "B" 72.11-72.12 /// over size piston "B" 72,07-72,08
over size cylinder "C" 72.12-72.13 /// over size piston "C" 72,08-72,09
😎👍
Doesn’t the big end have some passages in it for oil?
It goes the other way around on the big ends - as in, the crankshaft feeds the journals with oil.
@@MEDEngineeringTechVideos What I meant was, those parts you machined to represent the weight of the different big end sizes are solid but in reality those big ends are partially hollow, I think?
@@brianbob7514 Yes, they are drilled, but it gives a very good idea of the weight difference between the three sizes.
@@MEDEngineeringTechVideos thanks for the reply and thank you for your great videos.
The conrods you threw away are not arrow conrods!!! Why are you needlessly falsifying what you say.Sooo disappointing!!!
Pretty obvious they're A+ used rods. Why on earth would we throw a set of Arrow rods in the bin to illustrate someone throwing something in the bin?