Yep

Thanks mate, comments like this are good for my mental health

There's some good gear here.

Most other brands make in china to the same standard's anyway.

Yeah nah, a lot of rubbish coming out of china. Ive seen rebar being snapped with minimal effort lol.@@Low760

99% of crankshafts and conrods come out of China

Good to see I'm not the only old fart here

It's a thrust bearing that uses needle rollers instead of a plain bearing.

That's the plan.

Those were the days

I know...

Found it Sealing in the Boost with Hoops Steve Morris Engines

I know what I meant but probably didn't explain it well. The point I was trying to make was big ports on boosted engines aren't going to hurt you like a big port might on the wrong size NA engine would.

Yep, should do it easy, and yeah it's a good point regarding breathers on the covers. I'll probably change the covers completely. On the trans thing, I'd rather have the insurance than wait for a "will it or won't it" moment.

We'll probably do some low budget stuff again, let's get this stuff going first

We're looking for something reliable. The Auto Perfection K24 is quick and powerful but not really reliable. They didn't finish Drag Challenge this year

If it's so easy to build and run a 1000hp car these days, why don't you have a garage full of them?

Totally different

You are correct, but they're still a tight fit. I'd hate to seal the heads and find out my tie bar lifters are the only ones that don't fit

@@STREETMACHINETV for reference I have Johnson tie bar lifters and managed to slide them in after the heads were on :)

@@STREETMACHINETV but yes it’s abit of a juggling act to get them in haha

@Locky619 thanks for the info, that's probably what we're using

Yeah, it's interesting isn't it

@@STREETMACHINETV they're probably from Drouin, be careful.

It was rebalanced

Yep, it was machined down to suit

Except for some truck engines, most LS engines run alloy heads, not cast iron. But at a guess, they would be significantly lighter.

I'm slowly trying to get it tidy while still doing what I need to. But yeah, it's been a bit messy lately

It was more of a time thing. We didn't have anyone available to film it when they could do it, plus we paid for the job so it's not like they were doing it for nothing for exposure.

@@STREETMACHINETV fair call. There’s always a next time.

LOL, not this time, but I do have conversations with the cars sometimes. So it's not just you

We did say it would be running right next time you see it

@STREETMACHINETV sweet, good stuff Scotty

It's easy to drop alot of money on them. We also didn't get this for free

Shame that there's not one single full-stop (or period for the Yanks) in your entire comment.

@@ChristopherHallett sorry but you have mastaking me for someone who gives a fuck, so if you don't like it you can put that in your stiff shit book

Sure did, I've talked a bit about that in other engine builds

@STREETMACHINETV awesome, as far as the turbo manifolds go,I think you're right that they won't fit,unless you remove the radiator 😁,i was looking at similar for my vz ,but aeroflow have some good looking manifolds which should

Unfortunately, we don't have Dry Sump money

@@STREETMACHINETVWhat a shame, what about getting the piston tops done in Gold Ceramic coating. 👌👍

@7071t6 you literally just watched me put the pistons in the engine. I get the desire, but Adam reckons he's never done it and never had an issue.

@@STREETMACHINETV ok scotty, its just that so many people get it done, thats all i assumed streetmachinetv would have got coated pistons, but hey its all about the budget right.👌✌👍 Also thank you for your reply as well. 👌👍😎

It's going to be very big. Kian wanted to work on the magazine full time, so he's doing that

@@STREETMACHINETV cheers for the reply. keep up the great conten🤙🤙

No, they are reusable. They are not Torque to Yield like many OEM bolts

There will be other Drag Challenge events

Not really a fair comparison

I'm guessing the block prep was filmed over a longer time and then cut into one engine episode

@@timsminigarage correct

@timsminigarage I thought so. The timeline looked wrong as I took note of the cars in the background and Scotty had a hair cut at the end

@johnwalters6025 engine machining operations all take time unfortunately, and we have to keep moving

@STREETMACHINETV Yes, definitely quality work takes time

That's their right, of course, but I'm not sure it makes any sense. We have examples of both intakes in our workshop and they are not even close to being the same in size, shape or design.

They who?

It'll be on a 275

Haha

Trying to start a new trend 😂

Turbo remember

Oh yeah, it's filthy. I need a week to clean it

I guess we'll see how it goes. If it snaps at that point, you can say "I told you so"

@@STREETMACHINETV I hope to hell I am wrong. I never want to see anyone's engine fail, but you have to call out shit work when you see it. I have a bit of experience with blown engines making in excess of 1000hp. I would be checking it for micro cracks whenever you have it pulled apart. I'd be doing that regardless... You're talking a horsepower level where that becomes an issue on boosted applications.

The needle thrust bearing has a hardened washer on each side of the needles. These washers contact the cam and crank. Given this is a turbo motor, there is very little bending moment on the snout of the crank. If this was a blower / supercharger driven from the crank Via a belt, the crank groove might be a problem.

@DodgyBrothersEngineering I understand the concern

​@@bobroberts2371 I agree to a point. While the blower does produce additional load, and therefore additional resistance to twist, I don't think it is the greatest influence on the problem. The lack of a harmonic balancer is likely to be a greater area of concern. The blower load is constant i.e. the toothed belt is the same all the way around, the rotors have a uniform angle of twist, and air / fuel is a constant (well it's not but close enough for this example). So once the slack is taken out of the belt the load while varying is fairly constant. The irregular cylinder firing dictated by the firing order is the greatest source of irregular load on the crank journals, as it has the greatest leverage on the crank courtesy of the stroke, which is a twist multiplier. The more boost / power the greater that shock load is going to be. I just hope that it being the front journal and close to the harmonic balancer that it can do it's job effectively. Clearly Scotty won't be using some cheap shit Chinese balancer on an engine like this, but I sometimes think that these kinds of machine jobs should be handled by a proper machine shop instead of a performance shop where the person doing the job may not necessarily have the required engineering skill. From what you can see on the video even using a 17" laptop screen I can see ripple marks where they have attempted to not undercut the journal size. How hard would it have been to have switched the diamond shape cutter to one with more radius towards the final passes. That is not quality machine work. You can also see that they have tried to linish the journal afterwards to make it look smoother. This is evident by the dull look on the journal face, the quality of which is also poor, they should have finished with a much higher grit count. And yes I have linished crankshafts myself, back when I worked at Superformance in the late 80's/ 90's, so I know what it should look like.