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hey folks we're back again on the GMC
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302 inline six project anyway so I've
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already pulled the pulled the crank out
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of the block obviously and the first
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step of the process if you remember
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there were a couple things on those
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other videos one I'm concerned about the
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nose of the crank but it appears what
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had happened that at some point this hub
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the keyway that's in the hub had had
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stretched open so there was quite a bit
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of play in this and in this hub and and
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of course in the in the lower belt
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pulley but what it appears that someone
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had done at some point they drilled a
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hole through this hub through the end of
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the crank and put a pin in it to try to
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stabilize it and keep it from rocking
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around I'm not real sure why they did
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that
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the damage on the inside of this is
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pretty bad think I have an idea of how
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we're going to address that but I don't
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want to start that process until I
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determine that the cranks in pretty good
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shape
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now the other thing I mentioned in the
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video that the serial number on the
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engine had an e designation at the end
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of it now that a designation does in
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fact mean that the bearing journals are
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ten thousandths undersized we don't know
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if it's been under sized even further so
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I'm gonna use a dial caliper the correct
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way to do this of course is with a
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micrometer I'm gonna tell you how we do
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the first one and then I'll just show
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you show you the rest of them each one
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does have a different measurement so
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here you basically have the what they
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would refer to as the rear main then you
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have what they call the rear center then
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you have the front Center then you have
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the front each one again is a different
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measurement so on the first one
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according to factory specifications
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anyway unmodified we should have a
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measurement of two point seven seven six
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five two two point seven seven seven
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five so they give you a one thousand
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tolerance there let's see where we're at
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I'm at two point seven six five so
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that's pretty interesting so it's
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looking like we probably have this start
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unmodified current stock bearings
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because that is that is basically
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exactly ten thousandth you know ten
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thousands undersized which follows along
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with that e designation so let's keep
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going
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all right we ran the numbers
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unfortunately it looks like the crank
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itself yes each one of those journals
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our tenth I undersold ercell this in and
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this is accurate to a tenth so you you
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dial this into your desired measurement
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and then you have standards that go in
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that take up the inches and from there
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you dial in your post until your
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indicator reads zero once it does you
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lock it down and that zero on this dial
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equals the measurement that you put into
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the setting fixture
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well I don't think that could have
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worked out better I'm actually very
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pleased with how this turned out and we
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were able to save the crank which is
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awesome
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so you'll notice when I slid that thing
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on there it's it stopped just a little
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bit I put a very small amount of taper
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into the hub because I wanted it to be
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about a mm interference fit once I slide
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it up on there and I haven't cut the
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keyway yet I'll do that off camera it's
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really nothing too exciting about
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cutting the keyway so I'll cut the key
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for that and then this hub and that
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crank will be saved
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awesome awesome the other thing I ended
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up I did check out the rod bearings as
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well and really on the mains and the
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rods I'm within about a 1/2 within about
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a half of a thousandth of the maximum
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allowable tolerance for journal 2
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bearing clearance and while that would
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run and it would probably be perfectly
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fine actually back in the day the old
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race car drivers what they do they build
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the end as a little loose still kind of
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do that to this day but they build a
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little loose and build in in extra
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thousands of main and rod clearance but
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you know I don't want to do that I want
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this engine to live a very very long
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time and be very reliable so I did make
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the decision to go ahead and go another
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ten thousandth undersized on the main
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and the rod bearings so I'm gonna get
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the crankshaft ground and and polished
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so that'll be good to go for the next
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episode I'm gonna dive into the cylinder
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head we're gonna cut the valve seats out
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size up some new valves but hardened
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seats in it you know upgrade everything
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in that head because we want this thing
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to be able to twist quite a bit more
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than only thirty to thirty three hundred
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rpm plus we want it to be a hot rod so
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that's the direction we're heading guys
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if you enjoy this I'd do me a favor hit
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like subscribe it's a reminder bail and
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and stay along you know we've got a long
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way to go on this engine but don't
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forget also coming up on Tuesday morning
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at 9:00 p.m. or excuse me 9:00 a.m.
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Tuesday morning 9:00 a.m. we're gonna
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have the representative from Dunlop
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motorcycle tires here who's going to go
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over some very basics with motorcycle
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tires get to the nitty gritty on the
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tires features benefits
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things like that but we're also going to
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talk about crossing over to the dark
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side the dark side yes people do run
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automotive tires on motorcycles so we
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want to stick with the facts on that and
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find out if that's a safe thing to do so
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be sure to join us Tuesday morning 9:00
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a.m. live broadcast on YouTube thanks a
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lot for watching guys hope you're taking
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care of yourselves and each other
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have a go
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