#grinding journals and crank pins

[rebabbitting]

We provide onsite grinding journals and crank pins services for high capacity engine installed on vessel or land base. We gave comprehensive services for crankshaft grinding to metal stitching of broken engine components . If you want to know more about grinding crankshafts and journals here you connect with us at info@rapowersolutions.com, 0124-4251615, or +91-9582647131.

[crankshaftgrindingrepair]

RA Power has forty years of experience in extending onsite crankshaft repair services and crank pin grinding services all around the globe. We are based in New Delhi, India having a team of skilled and experienced technicians. For any emergency breakdown to the crankshaft, crankpin, and main journal, we can inspect it and repair it within minimum time. With the use of our portable onsite crankshaft grinding equipment, we can grind and polish Crankshaft or Cylindrical shaft to a standard undersize maintaining manufacturer’s specifications and tolerance. For more detail on crankshaft grinding repair contact us at info@rapowersolutions.com or call us at +91-9582647131 or +919810012383.

[rapowersolutions234]

Onsite Grinding Of Compressor Crankshafts | Compressor Crankshaft Repair

RA Power Solutions specializes in repairing compressor crankshafts that have been seriously damaged in accidents. Compressors can be installed on oil rigs on the high seas, vessels, oil refineries, and in any industry. We can undertake the repair of compressor crankshafts that get seriously damaged due to the failure of bearings, accidents, or any other reasons. We successfully solved this type of problem because we have experience of over four decades in this field. It was our pleasure to be approached by a company in Saudi Arabia that owned various oil rigs to repair their compressor crankshafts whose standard crank pin diameter was 290 mm and the main journal diameter was 320 mm. For inspection of compressor crankshaft repair and on-site repair of compressor crankshaft, please feel free to email us at rajshahani@rapowersolutions.com, or info@rapowersolutions.com, or call us at +91 9582647131 or +91 9810012383. For repairs with a guarantee. Save your Compressor Crankshaft Repair from rejection.

[vaishalirapower]

https://www.marineengine.in/blog/2019/06/12/hand-polishing-of-crankshaft-journals-consequences-of-hand-polishing-crankshaft-grinding-equipment-ra-power-solutions/

Made Polishing of the Crankpin and Main Journal Simple

RA Power Solutions while working on the marine engines' crankshafts In order to get engines back in working order, unconventional methods for crankshaft polishing and polishing the main journal and the crank pin journal are used, as has been noticed over the years. The crankshaft repair procedure has been simplified by RA Power Solutions with the least amount of engine downtime possible thanks to the introduction of lightweight, compact onsite crankshaft polishing equipment. To know more about Babbitt white metal, used connecting rod repair, and crankshaft straightening, contact us at  info@rapowersolutions.com, 0124-425-1615, or +91-9810012383.

[rapowersolutionsposts]

RA Power is one of the leading manufacturers of onsite crankshaft grinding and crankshaft polishing machine for any shaft. We include the other services like auxiliary engine installed on vessels, Crankshaft of Forging press, Crankshaft of Pump, Motor crankshaft, Crankshaft of the Steam engine, etc. If you need any of the services, you can contact us with the given information!!

[rapowerposts]

Crankshaft repair is undertaken by grinding of crank pin, grinding of main journal, straightening of crankshaft and all the problems related to crankshaft are successfully repaired.

Visit us:http://www.rapowersolutions.com/BlogDetails.aspx?blogname=Crankshaft-Grinding-and-Crankshaft-Polishing-Machine-Onsite-Crankshaft-Grinder-RA-Power-Solutions

[crankshaftgrindingmachine]

The onsite crankshaft grinding machine designed and manufactured by us can easily repair the main journals and crank pin of the crankshaft onsite without removing it from the engine.

[rapower01]

Crankshaft journal and crankshaft crank pin diameter should be ground and polished to attain a surface finish of 15 microinches or better. Again the maintenance of taper and ovality of crankpin and crankshaft main journal has to be within the limit recommended by the manufacturer.

[itsworn]

Dyno Tested: A 440ci AMC 390 Designed & Built for the Street

“The only race American Motors cares about…is the human race.” That’s what AMC President George H. Romney told the world during a 1962 press conference. Flipping “the bird” at Detroit’s revived horsepower race was a cocky move, but Romney (father of 2012 presidential candidate Mitt Romney) believed the industry’s growing emphasis on horsepower and speed was irresponsible and a menace to public safety.

Romney’s self-righteous message worked very well—for a while. In 1960, and again in 1962, AMC generated over $1 billion in profits. That’s billion with a “B.” But America was changing.

With the first of the post-WWII “baby boom” generation turning 18 in 1964, the massive youth market started reshaping America, and buying their first new cars. So while Tri-Power Pontiac GTOs, Olds 4-4-2s, 289 Mustangs, Chevy 409s, Super Stock Dodges, and other muscle machines stole the spot light, AMC’s hottest bait came in the form of the Ambassador 990-H. The what? Exactly.

Launched on April 1, 1966, the 200 horsepower AMC Typhoon 290 V8 was no joke. Only the log-style exhaust manifolds, conservative cam timing, 2-barrel carburetor, and modest port and valve dimensions kept the AMC 290 from equaling the hottest versions of the Chevy 283, Ford 289, and Mopar 273.

By 1964, AMC’s domestic market share had plummeted from fourth to eighth place and losses were mounting. Something had to be done to bring AMC up to date. A major part of that something was the Typhoon V8.

Launched in April of 1966, the 290-cube, 540-pound Typhoon V8 had many roles to fill. Unlike the Big Three, little AMC couldn’t afford to develop multiple, overlapping small-block and big-block engine families. Instead, cash-strapped AMC made due with one basic engine package to cover all the bases, small, medium, and large.

But they did it. Thanks to its 4.75-inch bore spacing (a full 0.350 inch larger than the Chevy small-block), the 290 was able to grow cubic inches as needed. Through its mid-1966 through 1991 production run aboard AMC passenger cars and Jeeps, the same basic OHV V8 (with 0.16-inch additional deck height added in 1970) was produced with displacements of 290, 304, 343, 360, 390, and even 401 cubic inches.

Better yet, with its compact external dimensions (31 x 24 x 22 inches), the AMC compares well with the classic Chevy 350 (28 x 25 x 22 inches). The AMC’s greater length stems from its multi-tasking front cover, which contains the water, oil, and fuel pumps, and ignition distributor drive. Otherwise, the 290-401 is a gem of efficient space and weight use.

Working with the K1 Technologies 4.00-inch stroker crank (0.426 inches greater than the stock 390’s 3.574-inch stroke), R.A.D.’s Rottler HP6A boring station grew the 390’s 4.165 inch bores 0.020 inch to 4.185. Then the Rottler F79A CNC mill trimmed the deck heights 0.015 to deliver a 9.175-inch deck height. Thus, the 390 grows to 440 cubic inches!

In this story, we hooked up with Donnie Wood and the team at R.A.D. Auto Machine to transform a 1969 AMX 390 into a 440-cube stump puller. With help from a K1 Technologies stroker crank, lightly ported Edelbrock cylinder heads, a COMP hydraulic roller cam, 10.5:1 compression, Hooker headers, and a Holley 750, displacement blossomed by 50 inches. Best of all, on R.A.D.’s Land & Sea dyno, the “big little AMC” cranked out 517 horsepower at 5,400 rpm and a “typhoon” of torque: 589 lb-ft at 3,500 rpm. Let’s watch it unfold!

Jumping from the stock 3.574-inch stroke to an even 4.00 inches increases the swing arc of the big ends inside the crankcase. To make room, the bases of each cylinder were notched (pen point). The coolant passages are not affected.

ARP big-block Chevy ½ inch studs fit the stock AMC holes. Meant for the inboard position of a typical 4-bolt Rat, they’re 4.450 inches long and increase the clamping load on the stock AMC main caps. The beefy AMC 2.748-inch mains are comparable in diameter to big-block Chevy (2.749), Mopar 426 Hemi (2.750), and Ford FE (2.748) dimensions and handle plenty of strain without needing too much oil.

In 1970, AMC added a helpful raised flex plate / flywheel register flange to all V8s (left). Our 1969 vintage 390 unit (center) and the K1 Technologies 4.00 inch stroker (right) retain the first-design 1967-1969 flat face flange. Our alignment is achieved through the bolt shanks and a dowel pin.

At 60.6 pounds, the K1 Technologies 4340 billet steel crank (part No. BS-045B-4000-6125) is exactly five pounds lighter than the 65.6-pound SAE 1046 forged steel 390 unit it replaces. Lesser AMC 290, 343, and 360 cranks are cast nodular iron and typically weigh about 56 pounds. Box-stock Clevite main bearings (part No. MS1041P) clear the K1’s full-radius journals.

The 390’s 5.858-inch long, SAE 1042 forged steel rods are replaced by longer 6.00-inch Eagle Chevy small-block H-beams (part No. CRS-6000-BS). At 2.100 inches, the new rod journal diameter is 0.148 inch smaller than the AMC spec (2.248) for tighter crankcase packaging. Rod bearing clearance is set at 0.0025, mains are at 0.0022 inch.

Custom J&E forged pistons (job number 1055349) put the 0.927-inch diameter floating pins up against the oil ring lands. Skinny 0.43- / 0.43mm metric rings and 3mm oil scrapers avoid the need for oil ring groove spacers and reduce drag. J&E Pro Seal rings are gapped at 0.018 / 0.020. Spiro-Locks keep the 2.750-inch, straight wall pins secured.

The rod bolts tighten to 65 ft-lbs and the ARP main cap nuts go to 100 ft-lbs. Note the “390” displacement designation cast onto on the block. This simplifies identification. Junkyard hint: AM General 1-ton U.S. Post Office vans often contain AMC 401 engines. Always take a look; the raised numbers make it easy.

The zero-deck height and 30.3cc inverted dome pistons deliver a 10.5:1 compression ratio. Each forged aluminum piston weighs 436 grams.

Thanks to smaller 2.100-inch rod journals and block clearance grinding, the rod and fastener pass the block with plenty of room.

To make full use of the added displacement and improved Edelbrock heads, a Comp hydraulic roller cam (part No. A8 XE291HR-10) was chosen. Specs are 0.516- / 0.534-inch lift, 291 / 297 degrees advertised duration, 236 / 242 degrees duration at 0.050 lift, and a 110 degree LSA.

Proform offers a reproduction front cover (part No. 69500) that accepts a Melling oil pump kit (part No. -85). The stock pressure relief spring and 0.007-inch thick gasket deliver 55 psi, perfectly safe with our 6,000 rpm limit and easy flowing 5W20 mineral-based oil.

With the cam installed on a 106-degree intake centerline, and Liberty seamless double roller timing set (part No. LT98118) in place, test fitting the MSD Pro Billet distributor (part No. 8519) into the Proform front cover revealed a problem. The distributor mounting bore pressed the drive gear (not shown) into the inside of the cover, fracturing it. Reverting to a spare front cover from a 1970 AMC 304 donor engine solved the problem.

The Canton road race pan’s (part No. 15-554) spring-loaded baffles and horizontal side bustles provide plenty of ground clearance while holding nine quarts of oil. The tip of one upper main cap stud (far side, third from front of engine) reveals machining. During mock-up, excess length prevented full insertion of the Canton extended oil pickup tube. After a height reduction, the pickup was able to be threaded all the way into the proper position.

Aluminum Edelbrock Performer RPM cylinder heads (part No. 60119) embrace the added displacement and cam timing. R.A.D. left the swirl polished 2.02- / 1.60-inch valves and fast-burn chambers alone, but had Dylan Berthiaume touch up the port bowls and runners as seen below the seat inserts. The non-RPM version of these Edelbrock heads (part No. 60139) include exhaust heat crossover passages.

Box stock, the Performers have raised CNC terrace marks in the floors of the exhaust port outlets. The pen points where these surfaces were ground flat. The intake ports were also massaged to a smooth finish.

In 1970, AMC increased the head bolt diameter from 7/16 to ½ inch. All Edelbrock AMC heads are machined to accept the larger bolts. When installed on earlier 7/16-inch AMC blocks (like our 1969 unit), Edelbrock hardened bushing washers (part No. 9693) must be used to center the bolts. Edelbrock 7/16-inch head bolts (part No. 8531) torque to 70 ft-lbs.

The Edelbrock-supplied single-with-damper valve springs are safe to 0.580-inch lift. Our 0.516- / 0.534-inch lifts are within range, but since our hydraulic roller lifters add heft, R.A.D. switched to dual-with-damper springs from Comp (part No. 977-16) and Manley retainers (part No. 23645-16) to keep up. Pressure increases from 125 / 280 to 165 / 390 pounds (closed at 0.580-inch lift). Installed height is 1.770 inch.

Edelbrock ships the AMC heads with 3/8-inch screw-in rocker arm studs (in hand). They’re too small to work with our Scorpion roller rocker arms. A set of ARP 7/16-inch studs (part No. 134-7103) solved the matter. The Edelbrock guide plates are okay for reuse.

At 30 pounds (each) fully assembled, the aluminum Edelbrock heads (and intake) slash engine mass from 540 to 480 pounds. Head gaskets are FelPro (part No. 8266PT1) with 0.042-inch compressed thickness. The AMC design surrounds each bore with five fasteners for better gasket reliability than many competing Detroit V8 engine designs with only four bolts. Head bolts torque to 70 ft-lbs.

Morel hydraulic roller lifters (part No. 6076) follow radical lobe contours and allow far more aggressive grinds than many flat-tappet design. With no break-in process and minimal friction, roller lifters and cams eliminate the requirement for zinc-rich oil, though there’s no harm in using it.

R.A.D.’s Donnie Wood says a classic AMC oiling flaw is starvation of flow to the lifters on cylinders 6 and 8. A patch is made by adding a -8 supplemental transfer tube from the main oil galley (front) to an -AN fitting tapped into the afflicted area. Failure to supplement oil flow can lead to noisy lifters and premature wear.

With its 4.00-inch long stroke limiting peak rpm to 6,500 rpm, the Edelbrock Air Gap RPM dual-plane intake manifold (part No. 7531) combines efficient cylinder filling with long, streamlined runners.

The Edelbrock AMC heads take most Ford small-block—style aftermarket roller rockers. We used Scorpion 1.6:1 ratio rockers (part No. 10009571). Their 7/16-inch diameter stud holes forced the aforementioned switch to the larger studs.

The stock damper was replaced by a Romac unit (part No. 0289) from Australia. The rotating assembly is internally balanced which helps transmission selection. In this case, the host 1969 AMX was originally built with a Borg-Warner—sourced Torque Command automatic transmission. An outdated cast-iron lump, a late-1970s Jeep Wagoneer Turbo 400 (from GM) and passenger-car tailshaft will replace it for far superior performance.

With the stock AMX exhaust manifolds in storage, ceramic-coated Hooker 1 5/8-inch headers (part No. 7901-1HKR) fit the dyno and engine bay equally well. The ceramic coating protects their 5/16 inch thick flanges and 16-gauge tubes from corrosion.

The MSD Pro Billet distributor delivers spark at 35 degrees BTDC. The AMC V8’s front-mounted ignition eases firewall hassles during Brand-X engine swaps and eases tuning access. The Edelbrock short-style water pump (part No. 8831) is turned by the dyno’s electric motor, but will reduce parasitic loss when in the AMX later.

Box stock, the mechanical-secondary double-pumper Holley Street HP 750 (part No. 0-82751) was a little rich. R.A.D.’s Steve Chmura swapped the 75 primary jets with 70s and the A/F ratio dropped from 12.3 to 13.8:1 at WOT. The 80 secondary jets were unchanged.

Jaws dropped when the 440-inch AMC cranked out 517 horsepower and 589 lb-ft of torque. With peak power coming in at 5,400 rpm, there’s absolutely no need to twist it over six grand. Moderate crank speeds are a key ingredient to long engine life.

The nice, flat torque curve delivers well over 520 lb-ft all the way to 5,000 rpm. This AMX will need slicks or soft D.O.T. gumballs, and a set of “290” emblems for the rear quarter panels.

Fast Facts 440 AMC V8 Bore:                                  4.185-inch Stroke:                               4.00-inch Displacement                      440 cubic inches Compression ratio:              10.5:1 Camshaft:                           Comp Cams hydraulic roller Valve lift:                            0.516 / 0.534 inches Duration:                             236/242-degrees at 0.050-inch lift Lobe separation angle:        110 degrees Cam installed centerline:      107 degrees Rocker and ratio:                 Scorpion 1.52 roller Lifters:                                Morel hydraulic roller Pushrods:                           Comp Cams Piston rings:                       JE; .43-, .43-, 3mm Pistons:                              JE; custom-forged flat-top with inverted dome Block:                                 stock iron Crankshaft:                         K1 Technologies 4340 billet steel, 4.00-inch stroke Rods:                                 Eagle 6.00 inch H-beam Main journal diameter:          2.748 inch Rod journal diameter:          2.100 inch Bearings:                            Clevite H-series Cylinder Head:                    Edelbrock Performer RPM with light porting Intake port flow:                  260 cfm at 0.600-inch lift (before porting) Exhaust port flow:               190 cfm at 0.600-inch lift (before porting) Chamber volume:                54cc Intake valve diameter:          2.02-inch Exhaust valve diameter:       1.60-inch Valvesprings:                      Comp Cams, 1.770-inch (165 lbs. seat, 390 lbs, open) Spring retainers:                  Manley chrome moly Head gaskets:                     Fel-Pro 0.042 compressed height Intake manifold:                  Edelbrock Air Gap RPM Carburetor:                          Holley Street HP 750, mechanical secondary Headers:                             Hooker 1 5/8-inch, ceramic-coated Ignition:                              MSD Pro Billet distributor, Moroso 8mm wires Damper:                             Romac Water pump:                       Edelbrock aluminum Oil pan:                               Canton 9-quart Oil pump:                            Melling Fuel:                                   premium unleaded, 92 octane Timing advance:                  35 degrees

Rambler Gets Hip To High Performance We don’t build them the way we used to.”  What a difference five years made. By the arrival of this 1967 magazine ad touting the availability of the 280-horsepower Typhoon 343 aboard Rambler’s miniscule American compact car, George Romney had left the AMC presidency to become the governor of Michigan. In his place stepped Roy Abernethy, who squashed the humble “human race” act, and began building AMC’s performance image as the “Now Cars.” This ad for the 1967 Rogue 343 says it all. With basic cam, induction, and exhaust perks, the 343 Rambler American Rogue was as potent as any L79 Nova…but 120 pounds lighter and with 16 more cubes. In this staged garage scene, dig the guys messing with a Carter AFB carburetor and installing cheater slicks while the gal offers moral support. Note the Michigan “manufacturer” license plate. This car was probably a Proving Grounds test mule, though the plates also gave it license (literally) to roam Detroit’s communal proving ground—Woodward Avenue.

By 1969, Abernathy unleashed the AMX 390 engine option for the American when the SC/Rambler was introduced. These micro muscle cars have been overlooked for too long. Today, they’re coming on strong among serious collectors. A true 343 Rogue must show engine code Q (1967) or T (1968) in the seventh spot of the VIN. The 1969 SC/Rambler must show code X in this spot. – Steve Magnante

The post Dyno Tested: A 440ci AMC 390 Designed & Built for the Street appeared first on Hot Rod Network.

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[rapowersolutions234]

We design and manufacture insitu crankshaft grinding machine. The insitu crankshaft machine is of advanced technology which is designed to maintain the crank pin and main journal tolerances in terms of taper, ovality, and surface finish strictly as per the manufacturer’s specifications. There is no need of disassembly /removal of the crankshaft from the entablature. The onsite crankshaft grinding and polishing machine manufactured by RA Power Solutions is available in the range of 35 mm to 700 mm in terms of diameter.

For more information on crankshaft grinding for marine equipment, and crankshaft grinding machine for engine repair please email us at rajshahani@rapowersolutions.com, or info@rapowersolutions.com, or call us at +91 9582647131 or +91 9810012383.

[rapowersolutions234]

With years of experience, we specialize in restoring damaged or worn crankshafts to OEM specifications, enhancing engine performance and longevity. Whether it's a stationary generator, ship engine, industrial compressor, or any other machinery, our on site crankshaft grinding services are tailored to your specific requirements. Our highly skilled technicians bring state-of-the-art equipment to your location, ensuring minimal downtime and cost-efficiency. For more information on onsite crankshaft repair, and crankshaft grinding email us at info@rapowersolutions.com.

[rapowersolutions234]

[vaishalirapower]

Repair of the Crankshaft or Polishing and Grinding 

RA Power observed during crankshaft polishing on vessel the formation of bearing line marks and pitting marks as a result of bearing failure or bearing top layer loss. It is apparent that the crankshaft experiences the following issues as a result of extended use of diesel engines and reciprocating machinery: Expansion of ovality and taper past the boundaries due to the fact that, depending on the limitations stated in the engine care handbook, the hardness may increase or decrease. Cracks in the main journals and crank pin are removed by grinding and polishing.For more information about crankshaft machining and polishing, contact us at info@rapowersolutions.com, 0124-425-1615, or +91-9810012383.

[rebabbitting]

Grinding Journals And Crank Pins With Quality Assistance

Start receiving the quality assistance for crankshaft repair and grinding journals and crank pins that you've deserved. When it comes to taper and ovality, crankpin journals have very tight tolerances. With the newest generation of in situ crankshaft repair and main journal grinding equipment, we are able to maintain the closed tolerance precisely in accordance with the manufacturer's standard listed in the handbook. Begin to take our services by email at info@rapowersolutions.com or through phone at +91-9582647131 or 0124-4251615.

[rebabbitting]

Diesel crankshaft grinding and remanufacturing are our specialties. Although the entire 25-step crankshaft remanufacturing is labor-intensive, it is necessary for a successful engine repair. For additional information on engine crankshaft grinding machine. contact us at raj.shahani@rapowersolutions.com or info@rapowersolutions.com or call us at +91-9582647131.

[rebabbitting]

Crankshaft, rotor shaft, turbine shaft, alternator shaft, and pump shafts are all repaired and ground on-site by RA Power Solutions. We have the most recent generation of crankshaft grinding machines. The portable worksite In situ crankshaft grinding machine is convenient to carry to the construction site. Crankshaft grinding, rotor shaft grinding, turbine shaft grinding, pump shaft grinding, and alternator shaft grinding are all available on-site with diameters ranging from 40mm to 700mm. For any queries about grinding of crankshaft, crankshaft grinding services, contact us at raj.shahani@rapowersolutions.com or info@rapowersolutions.com or call us at +91-9582647131.