Thank You Phil Thomas
05-16-2010, 08:34 PM
#61
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that's the ONLY way you can say for a fact it was bad from day one.
normally i would let this lie-but you lied about what i said during our PM's and that just pisses me off.
05-16-2010, 08:43 PM
#62
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just so we are clear what was said in my pm
I do not appreciate being misquoted!!!
Quote:
Originally Posted by SSPerformance
Have you ever seen any problems with an eagle crank shaft that resulted in eating up bearings. also what is the rpm limit on a stock style ls1 oil system
Shawn @ VA Speed
higher hp,higher rpm engines will flex the eagle cranks tearing up the main bearings.We have used melling hv oil pumps with moroso pans up to 8400rpm
I do not appreciate being misquoted!!!
Quote:
Originally Posted by SSPerformance
Have you ever seen any problems with an eagle crank shaft that resulted in eating up bearings. also what is the rpm limit on a stock style ls1 oil system
Shawn @ VA Speed
higher hp,higher rpm engines will flex the eagle cranks tearing up the main bearings.We have used melling hv oil pumps with moroso pans up to 8400rpm
05-17-2010, 09:27 AM
#66
Hmm... Here's a case where you were on the flip side of the dispute. You were positive the part was as described and the buyer wanted a refund after only 5 months.
Here's the link for others that want to check the rest of the thread. https://ls1tech.com/forums/negative-...iar-theif.html
I won't add my commentary as to be unbiased here.
I guess I'm a liar and thief according to Omega. I sold him a 99 Harness in august. I'm 1000% sure because it came out of a 99 parts car i bought off of here. He wait for 5 months and now is trying to hustle me out of my money and give me a diff harness in return. I tried to make thing right with him I got a attitude from the start.
I won't add my commentary as to be unbiased here.
05-17-2010, 11:41 AM
#68
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for what its worth my "cheap" eagle crank has well over 250 passes in it from my 402 and my lsx 427 every pass was in the 8 and 9 second range and she is still in one piece.
i was spinning to 8300 to 8500 in the lsx pass after pass and im ball parking close to 1,000 hp.
just to put that in the mix, they cant be all that bad.
i was spinning to 8300 to 8500 in the lsx pass after pass and im ball parking close to 1,000 hp.
just to put that in the mix, they cant be all that bad.
05-17-2010, 04:34 PM
#69
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Damn Fireball, you defend VA Speed and Phil like it's your job. Is there something you guys aren't telling us 
? So when a crank flexs it doesn't remotely put any more stress on the journals? Since you're a mechanical engineer I would be interested in your explaination.
? So when a crank flexs it doesn't remotely put any more stress on the journals? Since you're a mechanical engineer I would be interested in your explaination. Last edited by SmurfLSX; 05-17-2010 at 05:46 PM.
05-17-2010, 05:34 PM
#70
for what its worth my "cheap" eagle crank has well over 250 passes in it from my 402 and my lsx 427 every pass was in the 8 and 9 second range and she is still in one piece.
i was spinning to 8300 to 8500 in the lsx pass after pass and im ball parking close to 1,000 hp.
just to put that in the mix, they cant be all that bad.
i was spinning to 8300 to 8500 in the lsx pass after pass and im ball parking close to 1,000 hp.
just to put that in the mix, they cant be all that bad.
We both know of a "cheap" Eagle crank that went 8.2's and survived when that block eventually split in half. Then continued on in another block running mid 8's...
They can handle 1200 hp fairly comfortable. I've seen it many times over...
Last edited by Firehawk441; 05-17-2010 at 05:41 PM.
05-17-2010, 08:29 PM
#73
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every crank flexes...even if its in the range of millionths of an inch. most they can go is the main bearing clearance (thousandths of an inch)...even then its well within elastic limit. cracks are usually from thermal insult...i.e. wiped/spun bearings. didn't he wipe out some bearings...you know that causes alot of heat on the journals
05-17-2010, 10:49 PM
#74
heres my worthless 2 cents on this
if the crank was tested like it should have been it would of been cought in pre assembley and or assembley..once it was in the motor and it was ran under load and rpm's any part to give out now is on you and your engine builder..
anyone will tell you engine dynoing and burn outs are hell on motors..
what i dont get is the engine lasted 2 dyno pulls which on the very first pull there would of been big trouble signs..but they went 2..then tore the motor apart,didnt check the crank and made 2 more pulls resulting in more problems or same problems..
as for the shop you used holding records..thats nice but i know people who where record holders for **** to and seen there motors last only 1 or 2 runs before also..
if the crank was tested like it should have been it would of been cought in pre assembley and or assembley..once it was in the motor and it was ran under load and rpm's any part to give out now is on you and your engine builder..
anyone will tell you engine dynoing and burn outs are hell on motors..
what i dont get is the engine lasted 2 dyno pulls which on the very first pull there would of been big trouble signs..but they went 2..then tore the motor apart,didnt check the crank and made 2 more pulls resulting in more problems or same problems..
as for the shop you used holding records..thats nice but i know people who where record holders for **** to and seen there motors last only 1 or 2 runs before also..
05-18-2010, 08:32 AM
#75
Im lost here.... Unless you bought the entire rotating assembly from Phil, the crank would have needed to be spin balanced - and that would have found any bend in the crank. Different rods, Pistons, wrist pins, rings etc etc all have different weights. An out of balance crank will eat bearings, it will flex and bend at high enough RPM's
Who assembled the engine the FIRST TIME?
I read Eastside did the second time... To me it seems they assumed it was an oiling issue with the lifters blocking flow. If it ate bearings after the first build, was the crank turned?
I just dont understand how it wasnt caught... Twice..... If it was bent from day 1
Who assembled the engine the FIRST TIME?
I read Eastside did the second time... To me it seems they assumed it was an oiling issue with the lifters blocking flow. If it ate bearings after the first build, was the crank turned?
I just dont understand how it wasnt caught... Twice..... If it was bent from day 1
05-18-2010, 10:14 AM
#77
Im lost here.... Unless you bought the entire rotating assembly from Phil, the crank would have needed to be spin balanced - and that would have found any bend in the crank. Different rods, Pistons, wrist pins, rings etc etc all have different weights. An out of balance crank will eat bearings, it will flex and bend at high enough RPM's
Who assembled the engine the FIRST TIME?
I read Eastside did the second time... To me it seems they assumed it was an oiling issue with the lifters blocking flow. If it ate bearings after the first build, was the crank turned?
I just dont understand how it wasnt caught... Twice..... If it was bent from day 1
Who assembled the engine the FIRST TIME?
I read Eastside did the second time... To me it seems they assumed it was an oiling issue with the lifters blocking flow. If it ate bearings after the first build, was the crank turned?
I just dont understand how it wasnt caught... Twice..... If it was bent from day 1
05-18-2010, 09:27 PM
#79
You didnt answer the obivious question...
Who built the engine the first time?
Again - I dont get it. If the crank was in unusable condition when you received it, it would have been noticed during the required balancing.
Did you buy parts, and slap them in the block yourself without balancing the crank?
05-19-2010, 06:31 AM
#80
Very unfortunate.