Engine Balancing | Harmonic Balancing

Another process to consider when re conditioning an engine is once all the engineering work is completed have the engine components ‘harmonically balanced’, which I always recommend. This process includes the crankshaft, connecting rods, pistons, flywheel, new clutch assembly and front harmonic damper and v-belt pulley etc. Ask the guys at BMW Power and Engineering how they can help you and who they use for this, they do a lot of racing applications, have been around for a long time and are well known to the industry. If you really want something special, order a stroker motor, they are lighter, stronger and make more torque. The best bet would be to order a billet crank and rods made in America. Visit www.bmwpower.co.za for expert advice on motor engineering.

Reconditioning crankshafts can be made ‘as good as new’ and even better than new, if specific consideration is made to the above details. It may be quite costly to do it right, but then you don’t have to do it again as the bottom end of an engine must last a long way. Cylinder heads are enough of a problem to remove and refit, so don’t skimp on the sub assembly, it will bring tears to your eyes if the removal process is to be a ‘no way out option’ because you have a R00-95 rear main crankshaft seal leaking through the gearbox bell housing? Muster every possibility and be sure to keep the bases all covered. Most importantly, check, check and check again!

Another process to consider when re conditioning an engine is once all the engineering work is completed have the engine components ‘balanced’, which I always recommend. This process includes the crankshaft, connecting rods, pistons, flywheel, new clutch assembly and front harmonic damper and v-belt pulley etc. Ask the guys at Blue Print Engineering who they use for this. I know Fulrace is a company that can help you get all the bits and pieces balanced, they do a lot of racing applications, have been around for a long time and are well known to the industry.

Reconditioning crankshafts can be made ‘as good as new’ and even better than new, if specific consideration is made to the above details. It may be quite costly to do it right, but then you don’t have to do it again as the bottom end of an engine must last a long way. Cylinder heads are enough of a problem to remove and refit, so don’t skimp on the sub assembly, it will bring tears to your eyes if the removal process is to be a ‘no way out option’ because you have an old rear main crank seal leaking through the gearbox bell housing? Muster every possibility and be sure to keep the bases all covered.

Most importantly, check, check and check again and don't take short cuts!

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