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International Waters Gallery

hydraulic dynamometer details


35 files, last one added on Nov 09, 2005
Album viewed 787 times

torque cradle dynamometer details


28 files, last one added on Mar 15, 2006
Album viewed 510 times

bell valve type induction


10 files, last one added on Jul 16, 2005
Album viewed 424 times

fuel metering carburetor


12 files, last one added on Jul 17, 2005
Album viewed 463 times

30,000 rpm machined steel tuned pipe


8 files, last one added on Jul 17, 2005
Album viewed 336 times

propeller details

propellers 006.jpg

13 files, last one added on Jul 25, 2005
Album viewed 1119 times

chrome tank details

chrome tank 001.jpg

9 files, last one added on Jul 22, 2005
Album viewed 368 times

liner machining & grinding fixture

chrome tank 015.jpg

4 files, last one added on Jul 22, 2005
Album viewed 290 times

exhaust radii cutting fixture

chrome tank 012.jpg

3 files, last one added on Jul 22, 2005
Album viewed 308 times

how to make a reliable 32,000 rpm+ .90 roller rod

connecting rod 025.jpg

23 files, last one added on Jul 28, 2005
Album viewed 585 times

Non-reversed geared twins

Deep-Groove Ball Bearing 050.jpg

8 files, last one added on Sep 07, 2005
Album viewed 305 times

A .90 or 1.0 cu. in., completly custom built, completly reliable, 7+ HP motor


46 files, last one added on Nov 21, 2005
Album viewed 771 times

26 albums on 3 page(s) 1

Random files - Jim Allen's Gallery
bell valve assembly1338 viewsThis induction system gives a large increase in hp; removes excess drag from the bottom end; stuffs the cranklcase to the maxuim & allowes the connecting rod to be guided in the upper end. The total clearance between the ID of the bell valve & the OD of the back end it rotates around is .0001. Notice there is no rubbing between the valve and the back end in any of the photo's. These valves have been used for hundereds of hours of engine testing. The only part to be replaced was the ball bearing which has been replaced with a ceramic hybrid.Jim Allen
Deep-Groove Ball Bearing 008.jpg
425 viewsThe final indicator reading of .001, with the red mark at the nine o'clock position, tells me this bearing is out of round. The bearing turns smoothly & appears to be good but is really defective. On good bearings the indicator readings taken at the four points will not vary more than .0002.Jim Allen
dynamometer 014.jpg
torque arm resting on an Omega load cell731 viewsThe load cell base is mounted to ensure rigidity & squareness with the dyno housing. The cost is about $550.00.Jim Allen
dynamometer 004.jpg
dyno load control knob885 viewsThis knob rotates a very precisely machined stainless steel barrel type valve that is centered on the center line of the rotor contained inside. It has an o ring seal & a teflon based locking screw to prevent rotation during dyno pulls.Jim Allen
connecting rod 006.jpg
Lucifer heat treating oven594 viewsA heat treating oven with a digital control capable of holding temperatures of +-5 deg. up to 2200 deg F will be necessary to heat treat parts properly. A tempering oven is very usefull but not necessary.Jim Allen
torque cradle1318 viewsThis torque cradle uses a Dynamax fan for the load. The unit is very easy to use for engine testing. A laser non-contact thermometer & a laser digital tachometer are used during dyno pulls. Both are shown at the bottom of the photograph. An aluminum loading device is being machined to replace the Dynamax fan. It will allow safe operation at 40,000 rpm. A load cell will also be added to complete this unit.Jim Allen
Deep-Groove Ball Bearing 013.jpg
742 viewsSteel front ends are machined from AISI O-1 tool steel; hardened to Rc 63; then ground inside & outside in the same setup to give the concentricity required for a twin engine geared setup. Notice the machined relief at the bottom of the bearing bores which allows for inside corner grinding. These hardened steel front ends use custom made HIGH CLEARANCE ceramic bearings. The interference fit of the #6000 front bearing is .0005 to .0006 & the interference fit of the #6002 rear main is .0008 to .0009. No Loctite of any type is used & assembly requires good alingment tools. Front ends made this way never lose their fits & will last forever!Jim Allen
liners & pistons 013.jpg
Piston OD is the same as the liner ID752 viewsNotice in this photo the piston goes to the very top of the liner. Its OD is the same as the ID of the liner at the top. A motor fitted like this will run, but will not make any serious HP. Either one of the two pistons in the middle will be good to use in this liner. To determine the correct size of a piston for any tapered liner; first, measure the liner top & bottom carefully; second, check for roundness at these points; third, check at different points above the exhaust for roundness & taper to the top of the stroke. Out of roundness at the bottom has no effect. Liners with insufficient taper CANNOT be fitted properly with the correct crunch point! Four, add .0005 to the liners dimension at the top & cut this dimension on the piston's OD. Last, cut the top taper to achieve the correct crunch point. The total length of the top taper should be about .100 to .110 in long, measured from the piston crown. If the piston's top taper becomes to long, very small amounts (.000025) should be taken from the piston's OD. Engine manufacturers machine large numbers of pistons & liners, then select parts that will give the correct fit.Jim Allen
Engine building 006.jpg
machined & hardened retainers708 viewsThese examples of failed retainers, except the piece on the far right, are typical when engine rpm's exceed 32,000 for extended periods of time. Materials used & tested include beryllium copper (full hard # 172), A-2 tool steel (Rc-60), & C-350 maraging steel (RC-62). The piece on the right made of (C-350) maraging steel, has been tested many times at 32,000+ rpm's without wear or failure using oil contents of 6 to 8%. The retainer's OD is guided in the connecting rod's ID with .001 clearance. Also notice the wide window in this retainer which accepts two side by side rollers. This increased the load carrying ability & the wear resistance of the assembly greatly. There is no problem with the two rollers rubbing against each other as thought by some engine builders! The retainer is necessary at high rpm to prevent the rollers from developing a "helix angle" common with all uncaged assemblies. This problem with uncaged assemblies in high speed applications causes high friction, high heat & eventual failure.Jim Allen
connecting rod 017.jpg
1246 viewsThe "I"-beam part of a completed connecting rod is .282 wide X .156 thick. The radius at the junction of the I-beam & the upper or lower holes is .8125 (1.625 dia. end mill). This end mill profiles the entire outside of the rod. A .1875 ball nosed mill forms the center section of the I-beam which is .031 thick in the center. The wrist pin hole is .250 ID X .360 OD. The crank pin hole is .4538 ID X .625 OD. The undercut on the outside of the big end is .031 deep X .156 wide & it also has a radius on the inside corner. The center distance of the two holes is 1.741. After hardening (1760 deg f; quench in oil) the S-7 rods are double tempered at 400 deg f., giving a tensile strength of 315,000 lbs/square in, a yield strength of 210,000 lbs/square in, at 58 Rc & a 1 in Charpy V test of over 224 ft lb.Jim Allen

Last additions - Jim Allen's Gallery
834 viewsCompleted pieces are all interchangeable & after mounting to the flywheel are within +-.0002 concentricity 1.000 in from the split collets face. The same type of a flanged piece with six mounting holes is made when I set up ball and pin universals for solid shaft applications. When using the solid shaft method the thrust is driven up the entire shaft into the engine by using hardened thrust washers between the ball ends & there sloted ends. Jim AllenSep 27, 2007
695 viewsThese spring steel washers will prevent any galling of the clamping nut, even when it is tightened with great force.Jim AllenSep 27, 2007
710 viewsMachine an arbor; fasten pieces securely; machine the OD with carbide. Finished washers have no burs on the OD or ID & are very precise.Jim AllenSep 27, 2007
503 viewsJim AllenSep 27, 2007
616 viewsAfter clamping .010 thick spring steel pieces between two aluminum pieces, they are machined square to a convienent size. Boring with carbide gives a clean hole without burs. Jim AllenSep 27, 2007
628 viewsThis photo shows the locking nut being singled pointed internally. This piece does not have to be hardened because it will ride against the spring steel washer when tightening the split collet. It is made of #316 stainless steel.Jim AllenSep 27, 2007
582 viewsThe collet holding fixture is made of #316 stainless steel & is not hardened. Jim AllenSep 27, 2007
558 viewsThe split collets are ground internally while being held in the fixture directly above them. External grinding was proved to be un-necessary.Jim AllenSep 27, 2007
669 viewsThis photo shows the back ends of the split collets being ground square to their ID's. This is done in a Suburban Tool Master-Grind. (+-.00005 spindle runout) The split collets are wrung onto a hardened indicated gage pin for this operation.Jim AllenSep 27, 2007
974 viewsTwo 6-32 SHCS, a precisely machined steel hub on the flywheel face (.5002 OD) & a flange on the tapered sleeve which has a 1.125 in OD (.5000 ID), ensures positive location of the tapered sleeve each time it is mounted. The hub is #316 stainless steel & is shrunk into the flywheel before final machining. Notice the six bolt hole pattern used on the tapered sleeve's flange. This feature allows automatic positioning of the propeller to a horizontal position if the engine should stop suddenly at wide open throttle & prevents the hull from diving! It is used on solid drive shaft setups.Jim AllenSep 27, 2007