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mlpankey 
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 Posted: 26 Jan 2013 at 6:20pm |
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Where did he purchase that case engine from larry he so proud of it on the allis site you know.
Edited by mlpankey - 26 Jan 2013 at 6:22pm
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Larry W.
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Posted: 26 Jan 2013 at 4:57pm |
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Marty made more passes last summer just on the wtpa circuit then you've probably made in the last 5 years pank.
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mlpankey
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Posted: 26 Jan 2013 at 3:19pm |
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Check on forging.
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Rod B
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Posted: 26 Jan 2013 at 2:20pm |
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More pankey logic. Materials with 45,000-65,00 psi tensel strength like his rods are stronger than rods machined from the 4140-4340 group with tensel strength of 140,000-180,000 psi tensel strength.
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mlpankey
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Posted: 26 Jan 2013 at 1:38pm |
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Alumunium rods need changed every season. But in your case a pull every ten years they should last a lifetime .most aluminum rods are forged. If they arent send them back.forging makes softer materials stronger.
Edited by mlpankey - 26 Jan 2013 at 1:42pm
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Larry W.
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Posted: 26 Jan 2013 at 1:32pm |
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Make sure you use the high R value green Styrofoam the pink stuff just won't cut it!
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wi50
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Posted: 26 Jan 2013 at 1:19pm |
 mlpankey wrote:
glad you can be taught so many on here cant like rob still arguing a rod machined from stock is stronger than even lower grade steel thats forged. |
I knew there was a use for thick styrofoam.... I just knew it would come in handy to make super light connecting rods.
The point of billet rods is to get a rod stronger than the low grade forged ones..... get a rod with custom dimensions and the ability to do the job. I bet all the billet alumnium rods are junk too.....I have a set of those for the super stock. Better call GMS and return them, get the $2750 back and buy some buda rods for it......
Edited by wi50 - 26 Jan 2013 at 1:21pm
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"see what happens when you have no practical experience doing something...... you end up playing with calculators and looking stupid on the internet"
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mlpankey
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Posted: 26 Jan 2013 at 12:43pm |
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Yeah butch they help hold the bearing so in order for the bearing to move the force e is great enough to break the tabs and overcome the intefernce or crush. Not just one thing holding the bearing but two things a little insurance Mufflerbolts glad you can be taught so many on here cant like rob still arguing a rod machined from stock is stronger than even lower grade steel thats forged.
Edited by mlpankey - 26 Jan 2013 at 12:54pm
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CTuckerNWIL
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Posted: 26 Jan 2013 at 9:46am |
Yabut, yabut, yabut, MP would waste your time, my time and anybody else's time arguing because he's union and gets paid by the hour. we've seen him argue with himself on this site. The more he argues, the less work he has to do (if he ever does any work). He'd probably argue with a nuclear engineer about how the reactor failed. Just because he couldn't keep the water pump running had absolutely nothing to do with the failure 
Edited by CTuckerNWIL - 26 Jan 2013 at 9:47am
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Butch(OH)
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Posted: 26 Jan 2013 at 7:41am |
The answer as to why the tabs break of when the insert spins is as plain and simple as the nose on your face, they stick out. Why kind of super ingeniousness rocket scientist does it take to understand that??? Good grief 
Why dont you answer some questions about bushing type insert bearings for us since you know more about them than the Mfg of the bearing, their reps or anyone else. Since tabs are what keeps the rod and main inserts from spinning A- What keeps the cam bearings from spinning? B- What keeps the bushing from spinning in an idler gear, generator, distributor shaft etc?
The answer is crush, same as the rods and mains. As the rep tried to tell you, if he knew his stuff, the tabs on an split type insert bushing bearing are there for two reasons 1. They locate the inserts SIDEWAYS for assembly. 2. They locate the parting line in relationship to the parting line of the rod for assembly.
That they provide some VERY limited extra non-rotational force is nothing but a side affect. If they are there for what you claim they certainly do a pi$$ poor job of it as even you have read and looked at pictures and have seen that when the insert rotates they simply tear off. When they started using Aluminum rods in hi performance engines it wasn't long before they had to pin the inserts in place to keep them from rotating. Clevite soon had the inserts out and the hole size and location was more or less standardized. If your theory is correct explain why given same engine with only change being the rod material why was this only true for aluminum rods? The answer is your theory is wrong. The pins were needed because Aluminum expands at a much greater rate than any steel or iron. They expand so much that you loose crush and then the insert spins and those little locking tabs for ASSEMBLY sure aren't going to stop it, and didn't and still dont. The situation was compounded even further as certain "hi performance" inserts are ( or were) steel backed. Now you had a rod bore growing more than the OEM part and and insert growing less than the OEM part.
The Bamfords diesel in my shop right now has no tabs on the inserts, none zero, notta and never did. The insert is retained by crush which is specified in the manual. Come up to the shop and we will start it up and put out a lawn chair for you so you can laugh and giggle when it slings the rod out the side, Better bring a bed role and a few years worth a food along, its been running since 1941.
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mufflerboltz
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Posted: 26 Jan 2013 at 7:29am |
Rod Im just saying that i can handle being wrong, i don't have to change the subject or go pointing fingers at someone else to make myself look better. I know i haven't been on this forum that long and still have alot to learn about pulling but i cant stand one of those people that is "that guy" who just doesn't shut up and realize that nobody's listening and does not care about his soap box preaching!
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Rod B
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Posted: 26 Jan 2013 at 7:15am |
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With pank's measureing skills we've seen in being off .020" on head gaskets and his cam degreeing problems he can't measure a bearing bore accuratly enough to know if it's round like his belly or square like his head.
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mufflerboltz
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Posted: 26 Jan 2013 at 7:10am |
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well I'll do one thing that you will never do Pank, that is I'll admit I was wrong a bout bearings! But i hope that doesnt give you a bigger head (which it probably will) cuz i dont really care and can man up where i am wrong unlike you! but anyways say what you will cuz you will anyhow just to hear yourself talk! Good day
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Rod B
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Posted: 26 Jan 2013 at 7:08am |
mlpankey wrote:
With a set of forged billet rods that engine woud still be running. |
No it wouldn't. It would have still shook itself apart
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Rod B
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Posted: 26 Jan 2013 at 6:49am |
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But you claimed your builds were all-out. As in all out awesome with nothing held back.
Is your machine shop a non profit organization? Seams if you're as busy as you claim, budget constraints should not be an issue. With union pay scale even less of an issue. Just makeing $1 per hour instead of trying to proclaim your intelligence on all internet sites would have bought good parts. Murphys was makeing rods at that time for about $1000.
Panknomics. A buck saved on important engine parts is another buck to spend on booze.
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mlpankey
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Posted: 26 Jan 2013 at 6:37am |
mlpankey wrote:
With a set of forged billet rods that engine woud still be running. So yes dont compromise like i did that its a rod used in a diesel or its 4340 bar stock that they are machined from.or you will have a engine like one of mine setting scraped on a pallet |
you see about half way through finishing the goal of building a engine with the highest horsepower got clouded by budget. If it hadnt titanium would have been in the bottom end like it was in the top end.
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Rod B
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Posted: 26 Jan 2013 at 6:35am |
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It's odd that Buda rods are used in 15 hp per cylinder engines. You used them in a pulling engine and expected them to hold hopeing to make 200 hp with your airflow numbers. Yet you claim that 1cfm will make 2hp. That would mean your engines are poorly designed and that you don't know much about engines, airflow or the world in general.
By the looks of your crankshaft and balancing work that engine should have vibration hardened itself.
Explain how you work so hard to make junk when you claim to know so much and have nothing to show.
Explain why Murphys, G-Tool, R&R, and other rod manufacturers make rods from billet bar stock for the tractor pulling arena?
Edited by Rod B - 26 Jan 2013 at 6:38am
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mlpankey
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Posted: 26 Jan 2013 at 6:27am |
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With a set of forged billet rods that engine woud still be running. So yes dont compromise like i did that its a rod used in a diesel or its 4340 bar stock that they are machined from.or you will have a engine like one of mine setting scraped on a pallet
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Rod B
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Posted: 26 Jan 2013 at 5:48am |
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Can you explain why you used rods forged from 1030 steel in your engine?
Why you didn't heat treat them?
Why you used them in a soft state when heat treating would be better? Why not buy billet rods which would be stronger than the 1030 forged and 1030 forged and heat treated. Strong enough to hold up in your engine.
What material is best for billet rods 4340 or 4140 pre-hard? Both offer exponential strength charistics over your selected 1030, even if you would have heat treated. With a set of billet rods you'd still be pulling.
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mlpankey
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Posted: 25 Jan 2013 at 8:52pm |
Rod B wrote:
So crush holds the bearing shell. Just makeing sure as you argued for days that those tabs did all the work. |
the tabs do help after all they are called locking tabs . If they had no effect they wouldnt be broken off a spun bearing now would they. I have argued that with a bearing rep at the shop also . All he had to do to win the argument is explain why they break off if they have no effect on holding the bearing in place . he and you still havent attempted to answere .
maybe two things will come from this post . one is mufflerbolts will start paying more detail to bearings and designs. second is people will pay extra for the forged billet rods instead of machined rods made from billet stock.
Edited by mlpankey - 25 Jan 2013 at 9:16pm
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Rod B
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Posted: 25 Jan 2013 at 6:55pm |
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So crush holds the bearing shell. Just makeing sure as you argued for days that those tabs did all the work.
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mlpankey
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Posted: 25 Jan 2013 at 3:32pm |
Rod B wrote:
Why did you want billet rods to replace the ones you bent? Changeing your ideals again.
Nice job with the link proveing you wrong about locking tabs holding the rod bearing from spinning.
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i search the pdf for the word tab and found nothing just as a proof read. the crush will keep one from spinning but if you can answere knowledgeable why is it when one with locking tabs has spun the tabs are torn off of the spun bearing. I wanted forged billet rods not machined out of billet stock . that was the reason we used the atlas rods we had issues with machined out of billet stock rods in a diesel pulling truck just like ken in michigan posted in his post. just like i posted when you and another was who doing people with rod length fallacy. Now he is shortening h rods to get the stroke that he argued was a waste of time due to head flow and that they were a limit to cubic inches due solely to cylinder head flow. and that increasing the cubic inches would not increase power due to flow of the head. Which I would say he has reconsidered that by his attempts to make people on the site believe he can and has built some large stroke engines. As does his 240 or 300plus moline engine not pull with 500 cubic inch engines .just some of my observations.
Edited by mlpankey - 25 Jan 2013 at 3:55pm
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Rod B
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Posted: 25 Jan 2013 at 2:55pm |
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Why did you want billet rods to replace the ones you bent? Changeing your ideals again.
Nice job with the link proveing you wrong about locking tabs holding the rod bearing from spinning.
Edited by Rod B - 25 Jan 2013 at 2:57pm
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mlpankey
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Posted: 25 Jan 2013 at 1:28pm |
well they are two on here that posted a while back that rods bend because they arent long enough .material and heat treating wasnt the problem they said it was only length . those two must have never had a twig or wire rope in their hands to know the longer it is the easier it is to bend. Kens post also tells why to stay away from rods machined out of bar stock that one of the two shows in pictures and sells on how great they are. Some people just havent ever got the assembled and ran product up to the horsepower to know the limitations yet.
Edited by mlpankey - 25 Jan 2013 at 1:30pm
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wi50
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Posted: 25 Jan 2013 at 1:17pm |
Rod B wrote:
mlpankey wrote:
Wheres Rod . I though he might want to talk about large wide rod bearings and friction robing horsepower |
Sure I'll teach you a thing or two on connecting rods.
First lesson is to listen to those who know more than you. In this instance that would be spankey listening to everybody else. A few forum members said not to use buda rods in his engine but he did anyway. Guess what the outcome was? They were right and spankey was wrong.
Bent rods rob horsepower. Useing unsuited junk in the first place causes bent rods. Being an idiot causes one to use unsuited junk. Anyone care to guess what the common denominator is?
Nice job on the rods WI. spankster's jealous. Again. |
To answer your question as to what the common denominator is. It's not hard to figure out that if we reduce pank to his constitute elements we'd be left with a pool of jizz and glitter.
Edited by wi50 - 25 Jan 2013 at 1:18pm
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"see what happens when you have no practical experience doing something...... you end up playing with calculators and looking stupid on the internet"
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Ihateillinoisnazis
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Posted: 25 Jan 2013 at 1:04pm |
mlpankey wrote:
Ihateillinoisnazis wrote:
Hahah Pankey you're like herpes, always around, you never know when or where you will show up, and when you do it's painful. |
more the like the aniboitics |
"Anibiotics" is that antibiotics retarded brother? ... Also no cure for herp. Hence why you never go away.
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mlpankey
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Posted: 25 Jan 2013 at 12:52pm |
Ihateillinoisnazis wrote:
Hahah Pankey you're like herpes, always around, you never know when or where you will show up, and when you do it's painful. |
more the like the aniboitics
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Ihateillinoisnazis
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Posted: 25 Jan 2013 at 12:28pm |
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Hahah Pankey you're like herpes, always around, you never know when or where you will show up, and when you do it's painful.
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Larry W.
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Posted: 25 Jan 2013 at 12:25pm |
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I would like to see some of your pictures pank.
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injpumpEd
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Posted: 25 Jan 2013 at 12:23pm |
mlpankey wrote:
my pictures were of engines assembled not just parts laying around like yours wi . Your always around like rob though learning from every post i write from evey detail . My students read kens post as well as Dr. |
WOW! You really are an arrogant idiot!
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210 "too hot to farm" puller, part of the "insane pumpkin posse". Owner of Guenther Heritage Diesel, specializing in fuel injection systems on heritage era tractors. stock rebuilds to all out pullers!
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