Brian_Heil

I have put a good word in for Larry with Santa based on the nice clutch discs he sent me. Now to pull the axle and trans. Ugh.

1918 to 1925 Clutch

Yabadabadoo!

Let’s see what Larry sends me. I think I’m set. Thanks though. Pressure’s on Larry! Ha!

My short uneducated answer would be no. McLaughlin tooled and produced their own bodies. Ask Dean Tryon. He may know for certain.

Check your date codes on anything Coker sells you. They sold me two ‘new’ tires that were in fact 7 years old based on the date code. After I complained, they sent me out two new ones that were less than a year old. They paid for the shipping both ways too. Squeaky tire, gets the new rubber. Or something like that.

And those crank counterweights get involved in bending stress and design of the strength of the crank too. Sometimes you can balance the crank fine only to next determine those 'fine' counterweights at those positions are not optimal for reducing bending and stress in the crank. So you get the stress where you need it by moving or changing counterweight shape and see how bad that messed up your balance. But did that last change you just made remove casting material where you need to drill an oil passage? And the list goes on. It's all done by computer now but someone who knows what they are doing has to write the program and load the crank model.

Think of the external unbalance of the balancer and flywheel as just an extension of the crank counter weights, an additional counterweight on each end of the crank if you will. They just couldn't fit that mass on the crank, not enough room so they hung it outside. The counterweights on the crank can only balance so much bobweight. When the required bobweight (due to the lower mass of the rod) exceeds what the counterweights of the crank can balance, then the balance has to be made up by the external weight on each end. People get hung up on wanting to put all the counterweighting internal to the engine. This is actually less efficient. That distance end to end along the centerline axis of the crank is key. Without getting into physics, you are balancing a dynamic couple so the longer this distance, end to end you hang the weight, the less weight required. In the pic in the link below, the distance d is what I am referring to. As d gets longer, F, the forces generated by the counterweights, can get smaller since they are multiplied by each other in the equation. Simplified lets say F x d needs to equal 48 to balance the engine. An F of 8 times a d of 6 would work. But if I can make d longer, say 12, then F only needs to be 4. And, you can go too far with too much external balance when someone says great, I will hang all the mass externally, then you get issues of crank bending and stress and fatigue at high erpm's when you do that and knock out front main bearings or snap the nose off the crank. https://www.google.com/search?q=rotating+couple+physics&tbm=isch&ved=2ahUKEwjBh_6cm8r0AhURT6wKHfcECuYQ2-cCegQIABAA&oq=rotating+couple+physics&gs_lcp=CgNpbWcQAzoICAAQCBAHEB46BAgAEEM6BQgAEIAEOgYIABAIEB5Q9wdY8UFgo0loAHAAeACAAWSIAYkNkgEEMTcuMZgBAKABAaoBC2d3cy13aXotaW1nwAEB&sclient=img&ei=_2erYYGME5GesQX3iaiwDg&bih=697&biw=1366&rlz=1CAXGER_enUS915#imgrc=SnuJK2r0Xrr2HM Class dismissed

Correct.

When balancing the crank forget about the reciprocating mass, you are only balancing the rotating mass. And if the person who designed the crankshaft did it properly, the bob weights when affixed should bring the crank in close. Now, there are a number of engines where you can’t get enough counterweight size/mass on the crank to balance with the correct bob weight. There are packaging issues that limit how big a radius counterweight can be swung within the crankcase or to the piston skirt when it comes to the bottom of the bore and hangs out. Or the width of the counterweight is limited because of narrow cylinder bore spacing that dictates narrower counterweights etc. When this happens a counterweight is added external to the engine on the front balancer and on the rear flywheel. When this happens you have to adjust the bob weights to compensate for this external counterweighting or include the balancer and flywheel with their counterweights on the balance machine fixture. Remember, the reciprocating masses on a V8 cancel themselves out. If they are equal, you don’t worry about them That’s why a V8 is 90 degrees in the V and there are 8 cylinders and one piston from each bank share a common crank pin. In that configuration they (the second order balance forces) cancel out.

Thx Larry!

1). What is the engine layout. V8? 2). Does the crank have counterweights as part of the casting? 3). Pics?

Ditto Jolly John’s comments. My wife runs an online business. Ships every day. The USPS will only ship via the expensive Priority service overseas. Arm and a Leg. And, they ‘temporary’ raised those rates for the Holidays.

Looking for a couple ‘good’ driven clutch discs with good ears, not warped or grooved or pitted. Seems I’ve cornered the market on those. PM me. Thx!

And…there’s always an and. Some lube suppliers will say they ‘meet’ API requirements but unless they show the API trademark of certification, you are taking the suppliers word for it. If the trademark is shown then you have the assurance that the product meets the rigorous API testing and is continually monitored to meet it. API also monitors who uses their trademark and using it falsely will get a big lawsuit.

Look for the API accreditation and rating. A very rigorous set of tests and regular monitoring goes into keeping that accreditation. Here’s a response from a lubricant supplier when I asked why they were not accredited.

I’ve still got all my files from when I designed the crankshaft, flywheel, dampolator and balance shaft for the 1988 3800.

Engine balance. There is reciprocating mass which is the piston, rings, wrist pin, any pin retention devices and the small end of the rod. And there is rotating mass which is the the large end of the rod, bearing shells (if so equipped) and the fasteners along with the counter weights on the crankshaft and the whole crankshaft. The way the two rod masses are determined is by placing a rod on two precision scales with the bores of each end supported on each scale. Reciprocation mass is second order (twice per rev), rotating mass is first order (once per rev). The layout of an engine is done for a number if reasons. One of those is to cancel secondary vibration or in other words the piston masses going up and down. This is why V8s are 90 degrees for the V and 8 cylinders not 7 or 6. If you change all the reciprocating masses with say lighter aluminum pistons, and make them all still weigh equal, they will all still cancel. Now back to primary balance. The position and shape and mass of the crankshaft counter weights (is a complex design issue and not just there to look nice), they are there to offset or balance the large end mass of the rod assembly and the offset journal and throw of the journal of the crank and since this is rotating at engine speed it is primary balance. To balance the crankshaft, a ring weight is fabricated to match the large end rod mass and these are affixed to each rod journal. In the case of a V8, eight ring weights would need to be fabricated and attached and then the crankshaft is spun on a crankshaft balance machine and weight is added or removed from the counterweight(s) to bring it in to balance. In production, the end counterweights are made just a little bit too big so a hole is drill in them as required to bring the assembly into balance. Adding mass gets a bit difficult to keep it attached a 5000 ERPM. But I have seen it done.

I had to look up who RepairSmith is. Never heard of them. They are a franchise that comes to your home or business to work on your car. What their expertise is on engine oil life I will leave up to you.

80 Million Years…..

Both radiators now sold. Many other parts still available.

Is there a need or desire for a PWD meeting space at the Subject event in Chicago? The host committee is asking and needs to make arrangements if so. Previous national meets have had us meet up for dinner etc in a local pub or restaurant. So, for those planning to attend, what are your thoughts/desires? Thx!

1923 is a bit of a bastardized year. The new 1924 larger journal crankshaft that would be cross drilled in 1924 was used in 1923 less the cross drilling. 1923 has bimetallic push rods. Half the length is aluminum the other half steel. Holds lash clearance better across a wider temperature range. Morgan can post the year to year change summary he has shared before here. Of the cars from this era I have worked on that were poor performers, everyone of them suffered from the ignition timing being way off. Use a timing light and with today’s fuel octane set the timing 14 degrees advanced from the stock setting. Check distributor advance weights for function by reving engine with timing light still attached. Better yet, pull the distributor and clean out the old grease that has turned to tar and has the weights more than likely frozen. W89D plugs that don’t foul are a must have.

Just had another happy customer pick up some parts today. Lots left. What do you need?

Just had a happy customer pick up some parts today. Lots left. What do you need?