That's my goal! Help our customers (and the customers of our peers) understand what really goes into quality machine work.

True that. My family is more like World War III...

And Marxism hates families. Transgenic risk and gender confusion reduces good family outcomes.

The world is lacking community

Thanks, will do!

Lol

I knew a guy that done this as well. Put it together and drove about a mile. Broke 2 rods and spit the block up around the cam. Also one of the rods put a nice inspection hole in the side of the block.

Bought a 77 Chevy from a friend in highschool. Had a 400 small block... they said... somehow my other friend found a 400sbc before i bought the truck. Yep you guess it they swapped a 350 in place of the 400 and never said a word to me.

@@mashidaho1298did you beat the shit out of them for that? Or at least cut them off?

@disturbedrocks1996 never bought anything from them again I was young and dumb at the time, didnt know enough to know id been dooped until i went to sell the motor as a 400 and was told otherwise by the casting number. You live and learn.

I learned how to balance on one of those SW machines. This new stuff is much easier to get job done quicker.

If they were to spin the finish balanced crank without that flywheel weight or flywheel for that matter it would be out if I remember right around 160grams, ADD weight to the counter weight. And it will mess the front up a fair amount also. Surprisingly.

You didn't miss anything at all. Well stated.

I thought the same thing. Would've took 1min to pull it off and spin it up. I've seen those cranks come in both ways. Neutral that needed counter weight and external balance that came in neutral.

That weight on the flywheel is set out quite a distance from the crank center line. The weight calculated is based on the diameter of the crank balancer diameter... in other words, it wouldnt work to remove that weight. It would make a bunch more problems.

You want to do it from the crank so if in the future you have to replace the counterweighted flex plate or flywheel with a new one the assembly will remain balanced.

100% agree, I usually take the pressure plate/cover as part of the rotating assembly when I have things balanced for my personal stuff or customer builds.

Why ‘obviously’? I also build performance engines for myself but can do everything except grind cranks in house including all machine work, head work, flowing, dynoing…. With time and care I can do a much more precise job than you could pay most people to do.

@@odl21 there is so much information on the internet these days on how to build things, that you no longer have to rely on a performance shop for some of these tasks you did when I was a young fella. But I don't think I ever put an engine together where I didn't at least do a Clayton's balance on it (heaviest piston to the lightest rod etc). Same with matching rings to bores. Sometimes you don't need fancy tools, you just need to think and have patience to do things right.

@@odl21 Well that’s just dandy for you!

The markings are to serve the machine shop whilst the parts are in a pristine condition. If the engine is later disassemebled, a competant mechanic will always mark the piston-rod assemblies before they are removed from the engine - that's standard practice that all apprentices are taught.

Absolutely correct, I never see this brought up before, especially on small block chevys.

Or just off the edge of the CW. Can't remove weight switch to add and no place to add weight. Tweener my ex boss and I called them! Lol Those SUCK! Fortunately the crank manufacturers have improved that..... mostly.

If you remove the flywheel it may improve the situation - not sure. However you then have to balance the flywheel as a 'stand-alone' item which adds cost. My preference would be to balance crank, flywheel, harmonic balancer and clutch pressure plate as seperate items so the latter three can be balanced seperately if they need to be replaced during the life of the engine.

DADDY CLEANING GUY

You calling him a tool? 😂 Just kidding

Why are you yelling???

SPEEK UP LIBRUL

love me @@arichy4201

My father was born in that year also

I thought that too. I'm sure it's there for a reason or they would have removed it. I have complete confidence that they know what they're doing.

I just had my scat crank balanced and the mCcloud flywheel came with 2 different counterweights and they put the smaller of the 2 on my flywheel, i wondered the same thing

probably already done.🔧

Should you wish to spend a bit more time, after balancing the crankshaft on "Sum" or "Total" meaning both ends combined, you could then attach the pressure plate for a separate balance of that unit; assuming you isolated each end for balance, then spun both together. If not, good luck. The type of machine you are using is close, but not accurate compared to the old Stewart-Warner 2000 series machines. These machines required a minimum of 6 months for proper technique, with today's average labor force lasting only 4-5 months at a shop anyway, hence the "hurry up/good enough type machines that spin the crank at a set RPM, programmed by the crankshaft counterweight diameter. The only means of double-checking your balance on this machine is to increase the RPMs above the programmed amount and let it come back down to see if there is any out-of-balance noted on the dial. The other fact for precision balancing is to position the bob weights vertically, instead of horizontally to achieve maximum balance. Testing in both positions will prove that this vertical position shows additional "out of balance" compared to the lesser reading when mounted horizontally. When you visit old-time professional race engine builders, you will notice one or two of the old Stewart-Warner 2000 units sitting there for their best balance results of engines of that time as Ed Pink and others, one example was ABS Balancing Service in CA. The one-mentioned suggestion for "knife edging" was excellent, and prevented oil slobber and frothing from additional holes in the crankshaft stirring liquids up. The average customer fails to understand the horse-power gain from "internally balancing" a crankshaft and sees only the large extra pricing due to the amount of Tungsten/Mallory required. Please remember, the closer you move to the center, the more weight it takes to achieve the same result as the smaller weight on the flywheel. I spent 22 years on a Stewart-Warner 2000 strobe/tube type machine, plus other modern machines such as the fixed rpm machines. Pistons & rods should be marked accordingly for the consumer's future replacement needs.

@@madewithscraps interesting and yeah I've spent a few years building and in the machine shops both experimenting and outright building. I'm old school where you couldn't just buy from a catalog or vender. I was taught that any job worth doing... So your statement of spending a lot of time falls into that refrain also. From the planning of the recipe to the blueprinting it didn't matter. You're also quite right, the individuals entering the trade today don't care about why you have to plug in the toaster, just that you push the leaver and out pops toast a few seconds later. The what or why matters not to them much less the time to learn them. Just ask them about what color the wall is. They don't care that it's colorless without light. There is no way they want to learn the hard way. I've had a young man asking for a job claim a skill is that he could "build a fast motor" in some video game. I don't remember the manufacturer or model of the first balancer I worked on but the owner of the machine shop made me do the weights and show him my math as well as documentation before the crank even got spun one time. The needles would sweep and show us where the modifications were needed and sometimes Pat would say we can't pull from here because there was no counter weight to drill so we'd have to move to the other end and figure out where to place the weight or remove some. I didn't know the indexing of the weights was a double check but do remember doing it. I also remember him slowing and speeding up the spin with the dial on the control panel. I seem to recall also taking from each balance pad or piston strut because he didn't like the total weight even though I'd gotten the weights within a gram. His father was the owner machinist before it became his so I'm sure his dad Red Adams showed him

So well stated for today's time and attitudes towards a genuine "good job". Funny statement regarding the "build a fast engine". Anybody can achieve that feat, but can you make it stay together and for how long? I was fortunate enough to graduate from a trade school, then progressed to a college majoring in "Automotive Technology", plus working at machine shops, starting at the Hot Tank, then the privilege of re-grinding camshafts on Saturday afternoons, eventually working my way into the shop, starting with knurling the thrust side of pistons for rebuilds out front. From there cut the rod & main caps for the head machinist, then sized the rod's large ends, pin fitting for oversized pins on the small end, install new rod pin bushings, and finally to the Sunnen align-hone machine. All this after college and a 50-mile round trip in the opposite direction from school. After lacking a raise from my initial shop, I was employed at the 2nd largest engine building plant on the assembly line with 6 of us one on each side stationed at a small table, and allowed only an electric nonadjustable impact wrench for assembly of the entire engine. I built the old Y-block Ford engines for the "U.D" " plane totes for Miramar Air Base, being responsible for any "yo-yo" and having to go to the field and perform repairs alone if any mistakes were made. Thank goodness all my engines got run on the Dino first before going out! Throughout my young adulthood, worked for many machine shops, also renting spaces in garages for mechanical work on vehicles to pay my way through college. I loved my shop and enjoyed producing a fine product no matter what it came in as. Each engine was balanced in "inch ounces", and priced accordingly, squared on the decks, cranks ground, blocks bored and precession honed, with cylinder heads all equipped with bronze valve guides and all new stainless valves, hard exhaust seats, multi-angle valve job, and springs, valve locks, Viton or Teflon stem seals, etc. By myself, I averaged 1-2 complete engines, plus 2-3 sets of cylinder heads per week, and was always busy. If there is a "Heaven", it will have a hot tank, boring bar, balance machine, rod machine, and cylinder head set-ups-LOL@@irench

@@madewithscraps Well we both been put through the schools of hard knocks. September marks 40 yrs as a professional technician. Alignments to machine shops. Completely agree, anyone can build a time bomb engine. Mexican built 3.0 mits from a caravan just last year put it in the customer's van against my better judgement but not another "rebuilt" or pieces to make one to be had. It leaked and made a metal grinding scream before I could get it up to check for leaks. Pan off later had gray metal in the oil. NEXT. lol. You also said some horror words to me. Had a client bring me a 55 Capri and the local machine shop said "no problem" to a rebuild of that Y block. 10 years later, custom pistons from Gregg at Jegs. Even Egge didn't have them. Machinists around here are sheit. I couldn't solve the riddles because I'm not that old and all the stuff was destroyed. I got the number of an old Dyno and machine shop owner long retired Mark from M&J was kind enough to help me through it. All while his wife was dying. I've been to Jasper in 94 when they were still east of the Old Miss as was I. I do enjoy watching Lake Speed Jr and all the others of the Engine Expo channel. Most of my career I spent doing drivability and electrical as I foolishly went against the advice of some mentors back years ago. I have owned this shop for 18 yrs as I couldn't stand to slimmy businessmen of this town after just a few years living here. I hope heaven has dogs and my widow. For me I'm not even going to sema this year. My bud was complaining, I told him I've had enough of the catalog rich bitches paying people like his cousin Troy to build million dollar cars. Oh,, I got the itch to make a sand bagged door slammer to take some youngsters down the track. Then pull the bags for me and another friend to get there in just over 10. My days of building certified chassis are no more too.

Keep up the Splendid attitude and work habits. Drivability diagnosis is underappreciated, and time-consuming, while most ignore how important it really is for a proper repair, now just throwing parts at it and charging big bucks. What will the world do when we "Dinosaurs" are gone? The shop owner in this video, regardless of his work shown is indeed fortunate to have his son with him, enjoying and learning the "lost trade" of machine shops in today's world. For the short time I had my youngest son with me at my shop, was a really productive and enjoyable time. The shame of most automotive engines being non-refurbishable today is the intent to force a person still in debt from their purchase of the car, to increase that debt and buy another. I hope the gentleman and his son enjoy enough street motor jobs to keep making a living. There is no real "Profit" in High-Performance engine work, simply that "warm & fuzzy feeling" at the end of completion. @@irench

They just showed you the balance part of balanced and blueprinted. Blueprinting a block is more or less measuring different clearances and heights to make sure the casting is to spec. There is more involved in Blueprinting but thats a general explanation.

@@mikebougher3731 thanks for the explanation!!!

Titles are meant to be interesting to bring people in 😂 KZfaq titles really have very little to do with anything in the video lol

​@@JAMSIONLINEthis one hack makes 40 billion more horsepower, engine builders hate this guy!

Depends on the crankshaft, this one is specifically made for a 383 and not a reground 400 crank.

But they make a 383 internally balanced crankshaft also

This particular crank is sold as and intended to be external rear and internal front. Yes you can get fully internal 383 rotating assemblies. For a price.

A 400 has external weights on both the flywheel and harmonic balancer. Seems odd that this engine only has it on the flywheel

The dad said the balancer was supposed to be zero balanced, in other words no offset weight. So it wouldn't matter if the balancer was on or off during balancing.