WeberRacingEquipment

iTrader: (4)

This is from a post that started in the Nitrous Section about a customers engine that we are building. We are doing a step by step follow along of all of the processes that ALL engines go threw here @ WRE. Here is what this build is going to consist of:

408 CI Iron Block
Custom Wiseco Flat Top Pistons
K1 Tech Connecting Rods
Callies Compstar Crankshaft
Solid Roller Camshaft
TEA/Trickflow 235cc CNC Ported Cylinder Heads

Now there will be a pause in production as we have custom pistons going threw for Andrew so we will have a gap in work. I will update as much as possible.

Obviouslly we have to start with a brand new GM Performance Parts 6.0L iron block:



Next the block is put in line for the CNC. A tag is put on it with the work order number. When the work order is pulled, the block is taken over and prepped to go on the CNC.



When the work order is pulled Greg, the CNC machinist picks the engine up on the overhead crane and takes it to the prep table to get it ready to mount in the CNC. Here is a picture of Greg removing sharp edges that are all over these new GM blocks. This is a very important step that we will talk about more later when the block is align honed. This is just a quick clean up.




Next Greg is removing the factory cam bearings. We will be replacing the factory cam bearing with 1 piece Durabond cam bearings later on.



Here is the engine mounted to the fixture that it rides on in the CNC machine, the block is suspended on the chain from the overhead crane:



After the block is setup in the CNC and all measurements are taken and deck height is established the block is decked to the desired heigh ( Sorry I was on the phone with a customer when the measurments were taken, Ill have to get a picture on the next block that Greg gets in the CNC ).

Here is a picture of the the head coming across the deck to make a nice flat head gasket surface on the block.



Next the tools are changed in the machine and the cylinders are bored. Andrews motor is going to be 408 CI, so the finished bore size will end up at 4.030. In the CNC the block is bored to 4.027 leaving .003 for hone stock so we can hone to size with the torque plate. Only going .030 over we complete this in 2 runs through the cylinder, one rough cut, and one finish cut.


This is a picture on the first pass through the cylinder, you can see where the material is being taken out of the cylinder.



After the cylinders are bored to 4.027 we chamfer the cylinders. This helps guide ring installation when we are assembling the motors. ALso gets rid of sharp edges in the combustion chamber :

This is a picture of the top of the cylinder before we chamfer:


Here is a picture of the tool in the process of chamfering the cylinder:

You can see the cylinder to the left has already been chamfered:


Here is the finished product after the cylinder has been chamfered:



After the cylinders are chamfered we spray off all the chips with an air hose and take one last clean up pass on the deck with an abrasive brush that gives a good surface finish and deburs surface at the same time:






Well that is all for today. Tomorrow morning the block will be honed to size with a torque plate and setup in the align hone. Stay tuned!

Shawn MacAnanny

iTrader: (12)

Very interesting!

dazman

awesome!....

Kingc8r

iTrader: (21)

I'm saving right now!

joker machine

sick! can't wait to see the rest.

Fratsit

iTrader: (1)

Dude...this is gonna be an awesome post.

WeberRacingEquipment

iTrader: (4)

Well its Friday! Thanks for the replies everyone. I was really hoping that everyone would enjoy and learn from this. We do this stuff everyday and really take it for granted. There is alot of work that goes into our engines as you will see in the rest of this post.

Well when I went back in the shop today Greg was just getting ready to take the block out of the CNC but first he stamped the in the deck height on the block. This way the customer knows where it is at. It is just something we do on every engine to take out guesswork later on.



Next the block was taken out of the CNC and out over on a bench where Shaun will debur the block. Deburring the block gets rid of all of the sharp edges that many of us have just about had to go to the hospital for when doing a head swap or something in the car. These blocks are razor sharp when they are new. There is also casting flash in the oil valley that we remove. This is a part of picking up where the production line leaves off.

Here is a picture of the casting flash in the valley that will be removed:





Here is Shaun removing the burs from the block :


Here is one of the oil passages that he finished. This process usually takes about an hour to go through the block. You can not begin to see the value in the cost of a Weber Racing Engine!



After Shaun is done with the block, it will get hooked back onto the crane and put into the align hone to have the mains check and honed. This is also where the main caps will be detailed:

The Alchemist

iTrader: (19)

Great thread. This is the kind of stuff that sets one shop or short block apart from others. Not saying that others don't do the same thing, but outlining all the steps that you take to help make a new shortblock purchase a painless and pleasant experience is definitely a huuge selling point to myself and others who don't have access to a machine shop or really know what goes on during a block prep.

I'm guessing that the steps you guys take to prep a block are what's necessary to have a reliable engine that can live for 50,000 miles making 500hp.

Thanks.

Kingc8r

iTrader: (21)

Most Impressive [ Darth Vader Voice ]

Shoulder Shaker

iTrader: (36)

Wow, this is a great post. I'm soooo impressed and happy with my 408 from WRE. It's good to see all of the prep work that when into building my shortblock. I can't say enough about the guys at WRE. Thanks for everything.

WeberRacingEquipment

iTrader: (4)

Now the block is hooked back up to the crane and lowered into the align hone where Greg fastens it down.





Here are the ARP main studs that will be used in the block to hold down the main caps.


Here is a picture of the main studs installed in the block before the main caps are put on:


Greg first torques all of the caps in sequence and to spec:


Greg than inserts a dial bore gauge into the rear main cap to check the diameter. The dial bore gauge is set to the max allowed bore size :


Now this is a perfect reason of what we do what we do and why we do it! This is a brand new block from GM. After installing the studs the main cap was measured and shows .001 over the high limit! Remember this gauge is set to the high limit. We can go as much as .001 smaller (to the right of the 0), but do not want to go bigger (to the left of the 0). There is more to this and much more precise figures, but this gives you a general idea. :


Here is the main cap after Greg takes it off the block. He is not going to take this main cap over to the Sunnen Cap and Rod grinder and will take very very small swipes off of the bottom of the main cap to bring it within tolerance. The cap is fixtured into this machine and is run back and forth to take small swipes at the surface. Inside the machine is basically a grinding wheel with a light abrasive pad on it to take precision and clean cuts at the part you are working on:

Here is a pic of the main cap when it is taken off the block before we machine it:


Greg machining the cap in the Sunnen Cap and Rod grinder:


here is a picture of the cap after it comes out. Notice the cross hatching is gone and there is a nice and smooth and shiny surface. In person you can really see the difference. Unfortunately my camera cannot pickup everything and allow you to really feel the difference on the cap.:


Greg than repeats the last step on a couple other caps. The caps are than reinstalled and the align hone is ran through the caps.:




After the hone is ran through the caps and they are taken off again to be cleaned up we come up with a measurement we are looking for:

This is a very long process of trial and error. You never want to take too much off so there is alot of test fitting and measuring that goes on. This may help some people why an align hone is such an expensive task. There is ALOT of time and materials wrapped up in this. Having a qualified machinist such as Greg does help alot on knowing just how much to take off and what procedures work.

Next the block is going to be moved over to the Sunnen CK-10 Cylinder King Cylinder Hone to hone the bores to size.


As I am typing this it is 3:15 on Friday and Greg is finishing detailing all of the caps making sure they are perfect. It is quitting time @ 5:00. We may not have enough time to get the motor in the cylinder hone today, so we may leave ya hanging until next week!

Fratsit

iTrader: (1)

Hey...what happened to Shaun?

NHRAMAN

iTrader: (1)

Very Cool...great pics....thanx...keep us posted.... Couple great vids on your site, also...

Kingc8r

iTrader: (21)

Nice to see it's a clean and tidy work area as well, some places that I've seen are a mess

The Alchemist

iTrader: (19)

I'll say it again, this is extremely valuable to us consumers when considering a new large cube motor. I'm a chemist, so I know how important critical measurements are and I can appreciate the time and effort to make something perfect. It's as much an artform as it is a science. I consider my work my art, and it looks like you and your employees feel the same.

WeberRacingEquipment

iTrader: (4)

Shaun will not be in for a week. He has twins do any minute now! By Monday night Shaun should be the proud father of twins. Good Luck Shaun!!!

WeberRacingEquipment

iTrader: (4)

Thanks I need to update the site more with more product and more of our customers cars. That should all be happening soon enough!

WeberRacingEquipment

iTrader: (4)

We take pride in having a very clean shop. We may have got more done today but every Friday the guys in the shop stop at 3 and do a full detail on there respected work areas. This way we come back every Monday to a spic and span shop. It really helps the week start to roll a little easier.

WeberRacingEquipment

iTrader: (4)

This is the reason I really wanted to start this thread. It is hard to say what sets up apart, much easier when you can actually see it. I have had a couple customers call since seeing these posts and ask if this was being done the their engine. Of course the answer is yes!

Ya know we really take this stuff for granted and it really is nice to see that all of you appreciate all the time and effort that go into these engines. It really does mean alot and helps make out job much more enjoyable!

Fratsit

iTrader: (1)

My hats off to Shaun for a job well done....at work and at home... LOL