Piston Forged

Scat Enterprises Important Engine Balancing Basics - Super Chevy Network

When you consider the crazy monkey motion of reciprocating internal combustion engines it is remarkable they work as well as they do. You have eight pistons and connecting rods doing a “do-si-do” around a spinning crankshaft at high speed and it’s a wonder how it all stays together. In the end, smoothness at high revs is all about dynamic balance—the art of getting the pistons, rods, and crankshaft counterweights on the same page weight wise to where they operate smoothly. As they swirl and reciprocate around each other, they must weigh exactly the same or suffer the penalty of vibration and shake.

Vibration can be annoying. It is also very destructive. Factory dynamic balancing, known as Detroit balance, operates on an average across hundreds of pistons, rods, and crankshafts, which gets balancing in the ballpark, but not perfect. When you’re building a high-performance engine, whether it’s a vintage small-block or modern LS, you want spot-on smoothness and durability. Vibration is destructive from what it does to bearings and journals. It can jar fasteners loose and even break them. It has been known to break crankshafts and throw connecting rods through the block.

Dynamic balancing an engine’s bottom end begins with an experienced balancer and the best balancing equipment. It also begins with a stroker kit from Scat Enterprises. Here, Scat is setting up the balancer with an LS 4.000-inch stroker crank, ensuring the crank is level and ready to go.

Tom Lieb of Scat Enterprises stresses the importance of dynamic balancing whether you’re building a box-stocker or a high-revving screamer. Proper dynamic balancing equates to smoothness and durability no matter what you’re building. Because Lieb has been in this industry longer than most of us have been alive, we pay very close attention to what he has to say about the importance of dynamic balancing.

Scat tells us crankshafts are a series of main and connecting rod journals flanked by large counterweights engineered to “counter” the weight of the connecting rod and piston along with keeping the momentum going around the crankshaft’s centerline. The flywheel and harmonic damper also assist the counterweights with momentum. The piston-and-rod weight combination affects the size and weight of the counterweights. When we get into strokers we’re also talking stroke combined with a heavier piston, pin, and ring package, which requires a larger counterweight (increased mass) to balance against the higher reciprocating weight. The goal with balancing is consistency and uniformity of the rotating assembly.

Most American V-8 engines use large counterweights toward the front and rear of the crankshaft, leaving the center without counterweights. This approach divides the engine into fore and aft halves. It can be safely said counterweight positioning on all 90-degree V-8 crankshafts is the same. The height of the counterweight as measured outward from the crankshaft centerline is limited by both cylinder block dimensions and by placement of the cylinder bores. A counterweight placed farther away from the crank centerline has more balance effect, but it is limited by the width of the block. Weights placed toward both ends of the crank also have a greater effect and don’t need to be as large to effectively balance the engine. This keeps crankshaft weight light.

Here’s a set of Scat 6.125-inch Chevrolet H-beam rods with important balance information written on the box. The large end of each rod weighs 452 grams. The small ends tip the scale at 191 grams each for a total weight of 643 grams per rod. Of course, Scat is going to put them on the scale to show you what they weigh exactly.

Internal vs. External Balance
Internally balanced means all of the counterweight mass is contained within the crankshaft counterweights and is independent of the harmonic damper and flywheel/flexplate.... Source: www.superchevy.com

Volvo built in the USA - Surrey & Hants News

Another offering in the varied small saloon segment is the Volvo S60 - a compact four-door from the Swedish brand, designed to take on the Mercedes C-Class and the new BMW 3 Series.

Based on Volvo’s Scalable Platform, it shares its underpinnings with the XC90 and V90. It is also the first car to be built in Volvo’s new factory at Charleston in the USA. The standout feature is the lack of a diesel option, leaving just petrol and plug-in hybrid engines.

The top-of-the-range T8 Polestar Engineered S60 uses a 2.0-litre in-line four-cylinder petrol engine, which is both supercharged and turbocharged, linked to a rear-mounted electric motor which drives the rear wheels.

Combined, they produce 399bhp and 430Nm of torque, pushing the S60 to 60mph in 4.5 seconds and a 155mph top speed. Volvo claims it will give 134mpg combined while emitting 48g/km of carbon dioxide.

There are six-piston Brembo brakes, 20-inch forged wheels and Ohlins adjustable dampers.

The looks of the S60 aren’t ground-breaking, simply because they play so close to the other cars in the range. The front ‘Thor’s Hammer’ headlights are present and correct, while the lights at the rear could have been the units taken from the larger S90, but put on a hot spin. It is a minimalistic and thoroughly Scandinavian design, and looks particularly good in the flesh.

The S60, even in standard form, is an excellent alternative to current and forthcoming German rivals. It’s well built, beautifully finished and looks good out on the road - even if its design plays rather safe. The T8 Polestar Engineered model makes a particularly strong case for itself, thanks to its combination of strong performance and good economy figures. First impressions are good - and rivals had best be worried. The price is expected to be around £55,000.

Jack Evans

Source: www.surreyandhantsnews.com

2019 Ducati Panigale V4R unveiled - Visordown.com

The R is the sub-1,000cc version of the V4, built so that the Bologna firm can go superbike racing. The rules say four-cylinder bikes must be under 1000cc, so the 1,103cc V4S from last year was no good. Instead, we get this total, total weapon of a thing. The Desmosedici Stradale R engine has been stuffed with all manner of MotoGP goodness - titanium con rods and forged pistons, with an 81mm bore and 48.4mm stroke. Ducati says that rather than the torquey flexible powerplant from the 1100 V4, this thing is much more extreme, which has scared a bit of wee out of us already. Along with the sex wee obviously.

The forged pistons have only two rings - one compression and one oil scraper, the intake valves are titanium, as are the con rods, and the crankshafts is a comedy 1.1kg lighter than the one on the V4S. Each con rod is 100g lighter than the V4S ones, the cams have much more valve lift, the alternator is 100g lighter, and the throttle bodies have 56mm bores - 4mm more than the V4S.

The other big change is the front forks - an all-new Ohlins NPX25/30 unit. This is pressurised internally, for better control of damping oil, but they don't have the gas cartridges on the outside like the FGR300 forks. Bizarrely, it has asymmetrical damping pistons - a 25mm piston for compression damping control on the left fork, and a 30mm piston for rebound damping on the right hand fork. Witchcraft! And taken straight from the Ohlins WSB development skunk works...

We're waiting to hear more - much MOAR on this bike, and will update you all as we get it.

Source: www.visordown.com


Wiseco Powersports Forged Pistons - Wiseco Piston Inc.

Wiseco engineers specialize in building custom forged pistons to your exact specifications. These pistons are made using the exact same forging process as our shelf stock parts only they are built from the ground up using specifications or example pistons given by the customer.

Motorcycle Forged Pistons & Performance Parts - Wiseco ...

Wiseco has been making forged pistons and performance parts for Street Bikes for decades and is still going strong by providing reliable race proven parts that offer better than OEM performance at a reasonable price.

DSS Racing Pistons - Stroker Kits, Racing Pistons, Main Girdle

DSS Racing Pistons offers products to fit a wide range of applications. E, SX and GSX series Forged Pistons offer a Strong, Light, High quality American Made piston for your High Horse Power engine.

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CNC Ported Dmax Heads. Dmax Billet Flex Plates. Duramax Injectors. Duramax Stroker Kits. Manley Billet Rods. Carrillo Forged Rods. Howard's Forged Rods

347 Stroker Kit Special, Chevy 350 383 Rod Forged Piston ...

Select the parts you would like to use to build your own custom stroker kit or short block only at Custom Performance CPRparts.com!. This kit does not* burn oil! Offset wrist pin to increase engine life! * when compared to other kits with the wrist pin intersecting into the oil ring.