Quote:
Originally Posted by 97 SL320
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Balanced assembly: The vibration damper , crank and flywheel are all bolted together and balanced. This is a must do on external balanced engines unless you allow for the missing counterweights. It is a can do on internal balanced engines. The " proper " way to do this is to balance each item by it's self then bolt together for a final check. In an production environment this added work gets expensive.
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The process can indeed get expensive if every part that is made is balanced and checked and re-checked when fitted. But I think this expensive method can be made to be a cheaper method by ensuring that parts are made to a decent standard in the first place. If you have good solid - homogeneous - lumps of metal then you are half way there!
Also as mentioned here =>
Quote:
Originally Posted by 4x4_Welder
The weights talked about here really don't sound like enough to make a difference- The weight I see thrown out there the most is 12g, but it hasn't been made clear if this is a flat total static weight or the dynamic which should be oz/in or g/cm. 12g/cm is right about 1oz/in, and the back of the hand calculations show a tolerance of about .9oz/in for that engine (if someone can give me the actual crankshaft weight I can give a more exact number). If it's 12g/in, then that is well within tolerance.
This isn't a racing engine and doesn't see high enough rpms to require such careful balancing.
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<= and where the extra weight is - is also important.
Manufacturing is a compromise.