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The piston rod geometry dictates that a piston will travel at a higher velocity when on the top half of its travel compared to the lower half. Using counterweights eliminates the vibrations of the first order.Ī flat plane V8, however, has vibrations of the second order. The large counterweights used on a crossplane V8 engine counteract the forces shown above. The downside to the heavier counterweights is that it causes more rotation inertia compared to a flat plane crankshaft, making a flat plane more advantageous in high RPM engines. This eliminates the vibrations of the first order. By using heavy counterweights on the crankshaft that oppose the pistons inertia force as they move up and down, the net force will be zero. So as the crankshaft rotates it generates seesaw effect, vibrating each end of the crankshaft up and down. Of course, when the crankshaft rotated 180 degrees these forces reverse. This creates a force that attempts to rotate one end of the crankshaft around the center of the engine, much like sitting on one end of an unoccupied seesaw. So, one end of the crankshaft has net force upwards, and the other a net force downwards. As the first crank journal travels down from the top of the cylinder, so does the second crank journal, but the third journal is travelling up from the bottom along with the fourth journal. The journals at each end of the crossplane crankshaft do not move together, which causes vibrations in the first order. These forces create vibrations of the first order that cause the crankshaft to vibrate in a seesaw action as it rotates. When the crankshaft rotates 180 degrees, this diagram reverses. These forces create a moment around the center axis of the crankshaft. This diagram shows that the first two pistons are moving down after passing top dead center, while the second two are moving upwards after passing bottom dead center. So the crankshaft has journals every 90 degrees, forming a cross shape from the front. The two inside crankshaft journals are also 180 degrees apart. The front and rear journals are set at 90 degrees to the two center journals. A crossplane crankshaft has the front and rear crankshaft journals oriented in opposite positions, 180 degrees apart. In search of a smoother V8, Cadillac and Peerless developed the crossplane crankshaft, first introduced by Cadillac in 1923 and Peerless in 1924. Also like a 4-cylinder engine, the flat plane V8s are prone to vibration.
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The front and rear journals are completely opposite in position to the two center journals, forming a flat plane. Like a 4-cylinder engine, there are four crankshaft journals set 180 degrees apart. This looks like two four cylinder engines that have been joined together at the crankshaft. The earliest V8 engines used flat plane crankshafts. In the early 1920s, Cadillac and Peerless pioneered the smoother crossplane crankshaft, a design that revolutionized the American V8. While V8 engines have been around since the beginning of the 20th century, the earliest iterations used a flat plane crankshaft, making them fundamentally different and rougher running than most of today’s V8s. The V8 has long been a symbol of power, performance and smoothness, but this wasn’t always the case. It was the engine that dominated the North American automotive landscape from the 1950s to the end of the 1970s.