This topic is 572 B1 org Part 3 - Machine Shop Report

Here is my plan for posting progress:

572 B1 org Part 1-Buying Parts
572 B1 org Part 2-Component Observations
572 B1 org Part 3-Machine Shop Report
572 B1 org Part 4-Mock-ups
572 B1 org Part 5-Build Notes
572 B1 org Part 6-Dyno Results
572 B1 org Part 7-Track Testing
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Part 3-572 B1 org - Machine Shop Report
Based on Parts 1,2, and 3; along with other racer’s input; I gave the block to the machine shop for the following:
1) Bore/hone to final size for the pistons
2) Finish size the lifter bores for Comp Cams roller lifters (892-series, FWIW).
3) Check the deck for equal heights and square to the block centerline (for equal piston to deck each cylinder).
4) Install cam bearings
I also gave them the crank, rods, pistons, etc to balance the reciprocating assembly.

I dropped it all off on Monday Aug 9th.
I called 2 weeks ago, when they said it would be done; but they said another week or two.
I called this morning (Sep 9th) just before lunch; and they said I can pick it up this afternoon.
So, follow this post as I check out the machine work.

it's good you got your parts back in a [somewhat] reasonable time period, instead of being locked in "machine shop prison".
looking forward to the report on the work done.

Here is the balance sheet. 2328 grams bobweight.
The shop said they turned the crankshaft counterweights a lot, so they only have small drill holes for final balance. I will get a picture and measure the counterweights tomorrow.

I like the way they balanced the crankshaft.
They didn’t have to touch the 4 inner counterweights (3.795” radius). They reduced the diameter of the front and rear counterweights about 1/4”; and then only needed one drill hole in the rear counterweight to achieve final balance. About 0.93” dia x 0.66” deep to the tip. They used a drill with a large radius, almost a ball end. They must have gone between the lathe and the balancer a few times to do this. IMO, this leaves more counterweight toward the center of the crank; reducing stress. From my estimates, the Callies crank was over 2500 grams before balancing.

I would NOT use these dimensions for any other brand crankshaft (or bobweight).

Part 3-Main Bearing Alignment – Machine Shop Report

The shop said the main bearing bore was a little “tight”, so they align honed it.
This was a disappointment. I had previously put this crankshaft in the block with used main bearings (1 race season) and it turned freely.
Link to Part 4 - Crank Bearing Alignment - Mock-ups

Aluminum Block , your going to find the mains move around. Dont be surprised it needs a light line hone every rebuild.....and the clearances might be different

Part 3-ATI Super Damper – Machine Shop Report

The ATI Super Damper from the factory is very tight on the crankshaft. So I asked the machine shop to hone it to size.
They told me it was 0.0025” interference fit, and they honed it to 0.001”

Part 3-Piston Wrist Pin fit – Machine Shop Report

The machine shop checked the piston wrist pins supplied with the pistons and they were the proper fit in the connecting rods.
This tells me both the Trend wrist pins and the Molnar rods are precision machined.

Part 3-Lifter Bores – Machine Shop Report

As delivered from Bill Mitchell Products (BMP), I couldn’t get a lifter in the bushings. Too tight, unfinished.
Now, the lifter bores feel good sliding one of my lifters in with oil.

This is a pretty interesting build Jim...Thanks for sharing!

Part 3-Block Decks – Machine Shop Report

Based on my preliminary calculations; I asked them to check the decks and only remove the minimum to get the desired finish and equal deck heights.
When I do the short block assembly, I will measure the piston to deck clearance. I expect 0.005” to 0.010” below the deck.

Jim, my block needed exactly the same prep work as yours. What was the delivered bore size? Mine came at 4.485. Crank slightly tight using assembly lube. I am not accustomed to a crank being that tight. I am uncomfortable with that.

I didn't write down the as delivered bore diameter since I was going to have it bored anyway. The machine shop itemized charges said, "Bore 0.010 to 4.500"

Looking good from here Jim! Thanks for sharing. I personally wouldn't use that lifter with those loads however. I've seen them fork a few times.

Part 3-Cam Bearings – Machine Shop Report

Since these blocks come without cam bearings; I had the machine shop install a set.
My cam turns in the new cam bearings nicely. Good work!
He said the factory Mopar blocks have cam bearing alignment issues, but the aftermarket blocks seem fine.

This series is one of, if not the best engine build up series I have followed here. Thank you for putting in the time and effort to post it up.

All of the little details often get lost because of the myriad of minor modifications these aftermaket parts require to fit and fuction correctly. It's a great contrast to all of those BS tv shows I hear people rambling on about.