Oil pressure issue motor with 30 hrs
05-07-2012, 10:57 PM
#42
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I guess without knowing what components were used, or if the entire assembly was purchased as a balanced assembly, we don't know. If they used their own components with the crank, and balanced it themselves, It could be internal or external... But if they used a weighted balancer and flywheel on an internally balanced assembly, I'd think we'd have heard something about where his nasty vibration was coming from... 
05-07-2012, 11:02 PM
#43
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fixx
yes,,6.135 + .250 = 6.385..
it would cost way too much in mercury to ballance the flywheel and harmonic..plus throwing all that weight around will put a twist in the crank at the higher rpm's and may brake under hard conditions..better to keep the weight next to a solid source then throwing it around off the end of the cranks ends..
the longer rod legnth is to keep the sides of the pistons from putting more pressure on the side of the cylindes walls and the upper rod bearings..
it would cost way too much in mercury to ballance the flywheel and harmonic..plus throwing all that weight around will put a twist in the crank at the higher rpm's and may brake under hard conditions..better to keep the weight next to a solid source then throwing it around off the end of the cranks ends..
the longer rod legnth is to keep the sides of the pistons from putting more pressure on the side of the cylindes walls and the upper rod bearings..
05-07-2012, 11:14 PM
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yes,,6.135 + .250 = 6.385..
it would cost way too much in mercury to ballance the flywheel and harmonic..plus throwing all that weight around will put a twist in the crank at the higher rpm's and may brake under hard conditions..better to keep the weight next to a solid source then throwing it around off the end of the cranks ends..
the longer rod legnth is to keep the sides of the pistons from putting more pressure on the side of the cylindes walls and the upper rod bearings..
it would cost way too much in mercury to ballance the flywheel and harmonic..plus throwing all that weight around will put a twist in the crank at the higher rpm's and may brake under hard conditions..better to keep the weight next to a solid source then throwing it around off the end of the cranks ends..
the longer rod legnth is to keep the sides of the pistons from putting more pressure on the side of the cylindes walls and the upper rod bearings..
05-08-2012, 04:11 AM
#46
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its not like there is a choice whether it comes apart or not... it's coming apart either the easy way or the hard way... and while the alleged statements by the builder don't inspire confidence, that is second hand , self serving info.
i simply suggest basing conclusions on the hardware as it actually exists.. not how it is guessed to exit.
05-08-2012, 04:12 AM
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05-08-2012, 07:08 AM
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He knew to use a 427 flywheel. I remember having to go to my local classic corvette shop to source a 427 flywheel. Its a forged Eagle crank...Everything is forged in there.
Question. Was thinking of trying one last thing before I pull the motor. What if I pull the remote filter assm and oil cooler lines just screw an oil filter direct to the block. Could be some restriction in the cooler, lines, or is there a bypass plug in the remote housing mount that could be hung up?
Question. Was thinking of trying one last thing before I pull the motor. What if I pull the remote filter assm and oil cooler lines just screw an oil filter direct to the block. Could be some restriction in the cooler, lines, or is there a bypass plug in the remote housing mount that could be hung up?
Last edited by redstinger; 05-08-2012 at 08:15 AM.
05-08-2012, 09:57 AM
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Do you remember anything being said about the dampner? If the flywheel was changed to nuetral for internal balance the dampner should have been changed also. Just out of curiosity what filters have you been using?
