Nissan 200SX Club - South Africa

hey phinx,

i did forget to mention that i havent knife-edged the crank, nor teardropped it.

and my engineer said to take off more than 3kg's from the flywheel is dangerous cos its made from cast iron or something!

**** Update ****

I will be using the Aries pistons,

I might be handing the motor over to the engineering guys this weekend.

Thanks for the advice guys
But I am going against the grain here.

I have spoken in depth with the engineering guys and other sources and I’m sticking to my guns

The Crank will be Knife-Edged and Tear-dropped
The Flywheel will just be cleaned up
The whole subassembly will be balanced with the pulley and clutch assembly

Phinx wrote:The Crank will be Knife-Edged and Tear-dropped
The Flywheel will just be cleaned up
The whole subassembly will be balanced with the pulley and clutch assembly

cool mate,

i dunno about the other stuff, but the balancing is a good thing, and blueprinting should be implied and included in the cost!
a flywheel cleanup is the way to go - too much off that and my engineer assured me i would lose my legs!!!

Phinx dont mean to be the puss out of everyone but when I called you that day about the Toyota pistons you said the Honda piston would work but would never make any power because of the valve angles or something?? Did you since find out something to change your mind or just sticking with it because you got them??

What will the CR be now??

Also what is that something you and Hennie were secretly doing??

Gary57 wrote:Also what is that something you and Hennie were secretly doing??

damn dude - you dont give up do you?

I still don’t think the Valve angels to the pockets are right.
But the engineer will check for me when He fits the head and Stuff.

As for the rest, I mean even the piston ring placement, Deck to pin measurements are the same as the stock piston
But the Oil squinter grove will need to be machined

damn dude - you dont give up do you?

Nope, it drives me nuts not knowing whats happening...

I still don’t think the Valve angels to the pockets are right.
But the engineer will check for me when He fits the head and Stuff.

Not for the clearance but for making power, will it be ideal?? Also what CR are you running??

**** Update ****

The block / head and other goodies are in.
Now I must finish up the turbo mods and cleaning...


Plus the poli bushings...
Hold thumbs that this is the last

**** Reading Info ****

The very anal retentive can take crank prep a step further by grinding off all forging parting lines and bullnosing (rounding) counterweights. This reduces stress risers by eliminating sharp edges where stress and cracks can concentrate. All-out drag racing naturally aspirated engines, where every ounce of power is critical, can benefit from knife-edging and lightening the crank. This is where the counterweights are given an aerodynamic profile with a sharp leading edge to reduce windage losses when the crank spins through the oil-filled mist created in the crankcase by bearing sling-off at high rpm. Lightening the crank reduces the power required to spin the engine to speed, freeing power to drive the wheels. Removing large amounts of material from the crank counterweights can create an under-balanced situation, where the counterweights do not cancel the weight of the rod and piston. This can create vibratory stress on the engine. Because of this, excess lightening should be avoided on road racing and street engines where long-term durability is important.

Url: http://www.sportcompactcarweb.com/tech/ ... index.html

All cranks have counterweights which are generally very slab sided. this causes a slowing effect when they are forced through all the oil and gases in the sump at high engine revs. To alleviate this restriction we sharpen the edges of the counterweights to a virtual knife-edge. which allows a much easier passage through the sump at high revs. This makes the engine much smoother and dynamic increasing rev-ability and engine longevity. The front pulley and clutch cover are also part of the rotating assembly with the crank. when these are balanced they spin much more truly giving a smoother engine. An out of balance engine shortens life expectancy and gives a harsh feeling when revving hard

http://www.norrisdesigns.com/proddetail ... 3%2D014004


This is a Nice CA19 rebuild site...

http://www.teamdmon.com/vbb/showthread.php?t=828

...

Rezlo, I understand where you coming from.
Thank you for the help and the honest opinion

But the piston weights will be compared to the new forged units the difference will be calculated and only a little will be taken off the crank to match.

The whole assembly will be balanced, True if they remove to much the shit will go and the cant completely compensate for drivetrain and so on...

But have complete trust in the company and the engineer, Yesterday I saw his work on 4g63, B18 , Sr20 ,EGI hell even a Ga16 and allot of golfs.

Rezlo, You have allot of experience and I value your input.
Not looking for shit, honestly .

If it dies then it dies , I will assemble the spare motor and sell the car to my friends.

The project Golf1 2.0i T begins ....


only joking

Am I the only one that see's that this will end in tears?

Yeeh, you so good man. You are not a leader! You are not a coach!

I am counting to ten again.

Now don't get me wrong....

I want Rezlo's input through this whole build and the forums topics.
He built his ride to be a complete beast and I respect that .

So please give your input , but with regards to the crank my mind has been made

want Rezlo's input through this whole build and the forums topics.
He built his ride to be a complete beast and I respect that .

That is fine, just need to tell him how to do it properley.

...