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Discussion Starter #1
Today I picked up my newly machined 4.0 crank from the machine shop after having the mains turned. Shot a couple quick pics of the bottom end going together. Ended up with .008" end play which I was happy with, and no tight spots when spinning the crank. Using mock up bearings to test fit everything then assembling with new sealed power bearings for the final bolt down. Not quite as pretty yet as Dmondeac's but I'm a few months behind his build. Needless to say I'm a happy man!





 

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sweet!!
 

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That's sweet! I'll watch this build also. Only if Mother Mopar release the engine coding.

Late!
 

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holy geez....two 4.0L storkers?!

And what Scooter said....man, if we had access to the PCM the things we could make this car do....and a good tranny that could handle all the power. lol
 

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I have a question about case depth/hardness on the journals.
My company makes Turbos. For durability purposes, on the turbine wheel shaft we harden the diameter so that after final grinding we have a specific hardness and case depth.

By removing so much material from the mains, are you concerned you may have ground off the harness band from the original manufacturing process? By chance did you have the hardness tested before or after the machine shop work ?
 

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Discussion Starter #14
I have a question about case depth/hardness on the journals.
My company makes Turbos. For durability purposes, on the turbine wheel shaft we harden the diameter so that after final grinding we have a specific hardness and case depth.

By removing so much material from the mains, are you concerned you may have ground off the harness band from the original manufacturing process? By chance did you have the hardness tested before or after the machine shop work ?
Good question. I did not. It is my understanding that forged steel cranks are not hardened on any of the journals as the original material is supportive enough. I think in the old days they did harden cast craks since the journals were more malleable, but metallurgy has kept pace with technology and some of the new alloys are far superior to what we had 20 or 30 years ago. In turbos you are dealing with much higher heat, much higher rpm's than a crankshaft sees, so I could understand hardening it. If I'm wrong, I'll be the first to post pics of spun bearings or hacked up mains.
 

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Discussion Starter #15
holy geez....two 4.0L storkers?!

And what Scooter said....man, if we had access to the PCM the things we could make this car do....and a good tranny that could handle all the power. lol
I've been talking to a guy from Vitesse Racing who is a distributor of Perfect Power products. They build a piggyback unit that I'm told will work with our PCM's to modify the inputs so that you can vary fuel and spark and other sensors. The only review of one so far is on a 3.3 equipped minivan (which they claimed worked well) but if I give it a try I'll be posting the results. The piggyback unit has only 6 wires to splice to the pcm harness and is variable/adjustable so you can set up and monitor the inputs through a laptop connection to the DRB.
 

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Discussion Starter #17
Split Second makes a unit as well.
I'll have to check them out. I'm a newbie when it comes to working on computer controlled stuff, I grew up working on 383's and 440's with points or electronic ignition. So I'm trying to self educate on the computer controls and sensor functions and the modifications.
 
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