I prefer to be helpful and positive myself.

 

Really? So constantly bashing me and virtually everything I do is positive? Hmmm interesting.

 

I would call it constructive criticism, bashing is such a harsh word. I'm here to help.

 

Help who? You? And it’s bashing, not constructive criticism.

 

Wouldn't this discussion be better held through PMs?

 

Don’t worry, done here too.

 

I have heard that before !

 

That's some funny **** right there.

 

If I'm in the learning stages lol which I am how can this help me beat you guys in the future? I love the competitiveness that comes with competition, but we can remain RESPECTFUL even being COMPETITIVE cant we?

 

Respect is earned

 

I again disagree, RESPECT IS LOST respect should always be given. Where you learn your morals from? Surely it wasn't from God with a mindset like that.

 

" If I'm in the learning stages "

What are you trying to learn?

 

I've been a machinist for 20 years I've always wanted to build performance engines. I have one Im about to start on, so I read everything posted I take in everything. All you guys have info that can be beneficial, being a machinist I'm very precise so even though this my first engine it'll be done right because of my work ethics. Just know I'm new to this I come here to gain knowledge from all you guys preferably the ones best at it. So to me all of you are valuable with tons of knowledge, some I'll consider, some I may not but the answer to your question in hear to learn all I can from you guys that build great power.

 

How would you replace the valve guides, what guides would you use, how would they be sized, in a production Old 455 head.

 

lol you're questioning my expertise, you'd drill them out then ream it then press new ones in. Put it like this I machine parts for the people that protect this very land we live on. I take it extremely serious I try make sure my parts dnt fail them. I just haven't built a engine before, but with specs I can machine anything.

 

AGREED 100%. When I meet new people there dead-smack in the middle, not respected or disrespected. From THERE one EARNS there respect on which side they get.

 

like say the rotating assembly I don't think I'll have any issues doing that but I'll have to be extremely careful with valve train I'm still gaining more knowledge on that like what cam I should use. Setting the timing I think that would be a stumbling block for me. If I get stuck to where I'm not sure I'm going to stop seek the answer then move forward accordingly it'll be done right trust me. Because I'm not a assuming guy I'm precise I dnt have to know I just need to know who does.

 

NICE, me too. I got my first Lic in 1987 for Millwright. Well back and got Mold maker in the mid '90's. Even though I'm from Canada, I too worked on parts for the US Military. Parts where I had to be interviewed in Pittsburgh PA, and both Canadian and US lawyer there for me to sign my contract. It stated that if I falsified any info with the job, I WILL BE charged in US court. I was machine turbine wheels, housing and other related parts for the US nuclear sub program.

 

exactly

 

I'm not questioning your expertise, just trying to see if I agree with your process. So you are a machinist just not an automotive machinist, thats a good thing. Do you have a big enough lathe to get a crank in? I always ask about valve guide procedures because I guess you could call me stickler when it comes to valve guides.

 

Hey brother I have tough skin I love the challenge it strengthens my skills if I don't know I'll end up knowing. But I'll use my employer machines on my off time. But I bought a brand new crank.

 

I like to follow the same code a base level of respect is always given. But respect is also earned by ones conduct.

 

Tederra This is a good starting point you can then decided if you want to go in this direction or in an other. Bearing clearance is always a hot topic discussion.
There are other good Oldsmobile engine builders this one just chose to share his knowledge in a book.

 

FYI - I was able to digitally checkout the Trovato book on Hoopla. My local library card gives me free access to Hoopla. https://www.hoopladigital.com/title/11855626

Oldsmobile V-8 Engines

 

Thanks, I've read it have it on my kindle. I know some builders don't agree with his recommended tolerances I'm not skilled enough to comment on that. I do know better material and precision machining are more stable. I worked in batch heat treatment years before machining. Oldsmobile is a small base community with very few skillful builders. They're all good at what they do methods will vary but that's racing that's the beauty of competition. As a rookie that I am lol I watch and learn from them all my final decision will be a personal one based on the knowledge of all the great builders I know of, picking what method to use along the build I'm comfortable with that'll better serve the purpose of my build. Again to me all you guys are very valuable. And thanks for your passion and knowledge in the oldsmobile community.

 

Is it possible for you to hardness test Oldsmobile connecting rods on the Rockwell "B" or Rockwell "C" scale ?

 

depends on material b scale is used for softer material c scale harder material. When the material is bought from a supplier it should come with material makeup and specs. So with connecting rods the manufacturer should know these specs before production. Me personally wouldn't be grinding my connecting rods to see the hardness of them. A true test would not only testing the outside of material but also the middle which again should be done when bought from supplier.

 

This is why I think it's best to buy from companies that put pride in materials they use highlighting they performed quality checks making sure the material is what it suppose to be. Then applying that same passion in the procedures manufacturing a product. This is where you'll see a significant price change. It's very cost effective to check check again check again before it leaves a facility. I've worked with some companies quality control was poor and with others lack of that control could cost you your job.

 

Generally believed is that if its hardness is R"C" 30 and above, use the "C" scale. Hardnesses measured below R"C" 30 would require switching to R"B" for a more accurate hardness reading. I was referring to hardness checking stock OEM (from the factory) connecting rods. Since we can not get new replacements, I am curious what the hardness for a typical used 350 and 455 connecting rod is.

 

Then you have a good base knowledge to build on. What engine do you plan on building?

 

oh I understand I know it's not 30 they'll definitely have to be harder than that. I've never treated connecting rods before but I'm sure they'll have to be around 40-45 something in that range.

 

if you have a rockwell you can check it or know someone with one. It's a diamond tip that punches a tiny indention

 

So you want specs from guys on here so you can machine it precisely?

I don’t think you need help in that department…you need to read some engine theory books . A good one to start with is called the Horsepower Chain. There isn’t a single thing in it about machining …it’s all about how to make horsepower.

 

I first bought a 425 but ended up finding a brand new crate 350DX long block. Ima do the Dx I have a 84 hurst olds ima put it in. My goal is 600hp or more on 93 octane street motor, so far I have a 4" stroke crank I purchase from Mark. I have the new edelbrock heads I'll get worked and I have the new LUNATI lightweight X BEAM RODS. I have the canton oil pan don't know what cam to get yet and I'm going to bore the lifters out to .937 and use a shaft mounted setup. I know some will say for that level it's not needed. But I know how addicted speed is so I want to build the bottom end stronger than my current goals as well as valve train, just incase I wanted to step it up a notch in the future. Again I'm new to this so I'm going off what I've researched hoping I'm going in the right direction. I like to do things right the first time take my time not be in such a rush ive been there done that before.

 

I am not sure what the actual hardness of a connecting rods is. I'm sure they must be well over R"C" 30. But no one can quote a hardness number. If I recall correctly they are 1170 steel. I am thinking the connecting rods are about R"C" 45.
Trust me, I know R"C". Many years ago I machined punches and die pots that were R"C" 58-60. AISI A-2, A-9, O-1, D-2, D-5, M-2, T-15.
I am no longer working, so I don't have access to a Wilson Hardness tester.

 

Agreed you can't quote it why when you can test it, but based off what the part will be used for you can give a educational guess what range they may be between. I can bet you they're no where near 58-60 that's pretty hard I'd think for a rod under that amount of heat and stress. Again I only have a educational guess but 1170 material also has a higher carbon percentage that's 70% carbon. Last company I worked for used inconell for their dies. But they had 4500 and 6500 ton presses.

 

Dale has given you good advice if you want to be an educated engine builder.

 

0.7% carbon.
Inconel is some tough stuff to machine. Annealed is not bad, but heat treated is way different. I've machined Inconel 718, 750, and 901. What kind of dies were they using it for ? Forming dies ? Bending dies ?

 

Are you going to 4 bolt main cap the block?
BTR turbo DX Build

 

A two bolt main DX will handle a good amount of power especially if you have a good crank in it.