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March 2016 – Page 2 – Moore Good Ink
Tips to Tune a Clutch for Competition

Tips to Tune a Clutch for Competition

Sometime last century, engine builder Jon Kaase declared that for every 1/10th change in barometric pressure, engine output is affected by around 10 hp. The adage changed the approach to clutch adjustments, and adept crew chiefs have since followed the rule. Read the full story on Fine Tuning: Tips to Tune a Clutch for Competition, courtesy of Drag Racing...
New clutch concept for modern Muscle cars, dual- and triple-disc

New clutch concept for modern Muscle cars, dual- and triple-disc

For some time, Ram Clutches had been seeking lighter pedal effort on high performance clutch systems while maintaining adequate clamping loads but couldn’t devise a diaphragm pivot arrangement within the traditional steel cover assembly to achieve it. Though their current designs perform well, in this crusade they offered little potential for improvement, prestige or reward. So, to develop their new series of clutches for contemporary Muscle cars, they set about constructing their own billet aluminum cover assembly that resolved this problem and two others. › Revised mechanical ratio brings light pedal › Direct replacements for new Corvettes, Mustangs and Hellcats › Higher diaphragm fingers prevent over-center shifting issues › Straight retaining straps improve durability   Columbia, SC: Ram is announcing new Pro Street clutch systems. They contain their best-operating geometry yet. To date they are available for six contemporary Muscle cars (listed below). For a long time the mechanical ratio in most high-performance street-vehicle clutches has remained fixed. The clamping pressure within the familiar steel clutch cover assemblies has been adapted to adequate standards but the pedal effort is not always so. In addition, the conventional straps that secure the pressure ring to the cover assembly, though capable, have been susceptible when exposed to abuse—usually from violent downshifts or by missing a gear—and the height of clutch fingers was rarely optimum. Last year Ram embarked on developing new aluminum billet cover assemblies. Their principal purpose was to gain control over the positioning of the pivot points—the diaphragm spring fulcrum—and thereby attain the elusive lighter pedal. They also improved the layout of the pressure-ring retaining straps, which now adopt a...
Under Pressure: why hot rod oiling systems fail

Under Pressure: why hot rod oiling systems fail

By Ray T. Bohacz: If a fluid is considered incompressible how does any hydraulic system create pressure? An engine’s oiling system bows to many laws of hydraulics even though the oil is not considered a working fluid. An example of a working fluid is brake fluid, which is used to perform the task of forcing brake pistons against brake discs to retard the motion of a vehicle. Pressure is created in a hydraulic system by limiting or restricting flow. The simple garden hose is the best teacher of this theory. A hose without a nozzle has a high rate of volume pass through it but with negligible pressure. When the nozzle is attached the discharge pressure increases but the rate of flow decreases. The nozzle is a restrictor that varies in orifice size. Thus, a restriction is needed to increase pressure. In a hydraulic system the pressure and flow are inversely connected. System pressure in an engine is used for a number of things: it pushes the oil through the intricate passages so all of the parts can be lubricated. It also creates an oil film between the crankshaft journal and the bearing that prevents the two parts from touching. The oil allows an engine to keep running, avoiding the catastrophe of seizure. Reading the engine oil pressure on a gauge is the cumulative effect of the bearing clearances (both rod and main), the viscosity (thickness of the oil), the length, diameter and surface finish of the oil passages referred to as galleries, along with the output of the pump and the speed of the engine. Most engines employ...
How Kaase created a cylinder head for modern street-strip use

How Kaase created a cylinder head for modern street-strip use

Written by Moore Good Ink. If you were engaged in a conversation with a barmaid and she asked you to illustrate differing valve angles and to explain their relevance in simple terms, you might be challenged. So here’s how it’s done. In addition we depict the cylinder head’s short-turn radius and describe its merits, identify the deck thicknesses and indicate its benefits, and characterize the difference between a standard port and a raised port. Free beers all round please!   Valve angles:  These cutaways provide an invaluable insight into the evolution of Ford Windsor cylinder heads, particularly the induction tracts. At the top a high performance Ford cast-iron GT 40 cross-section is depicted; in the middle the induction section of a high quality 225cc aftermarket cylinder head; and at the bottom Kaase’s innovative P-38. The intake (and exhaust) valve angles of the top and middle examples are inclined to 20 degrees from the deck face whereas the intake valve of the P-38, in contrast, adopts a much reduced angle of 8.5 degrees. Its exhaust valve is set at 10 degrees. Thus all valve tips are inclined inward toward the induction system. However, unlike the top two, the P-38 additionally adopts a cant angle: intake 4.5 degrees and exhaust 4 degrees. This means the tip of the valves also leans either fore or aft (frontward or rearward). Induction shapes It’s odd isn’t it, for you’d think the induction tracts of the top two cutaways offer the fastest route for induction gases traveling to the cylinders? In fact, they probably do just that as eight percent of the gases moving toward...
Deck wave: What is it and how is it checked?

Deck wave: What is it and how is it checked?

By Titus Bloom: Research of racing parts invariably includes discussions with race engine builders and manufacturers. During their course, jewels of information can emerge, as was the case when we were developing a story following JE’s announcement of their advanced Pro Series head gaskets. Sometimes the gems are universally known sometimes not – still, these recent comments on surface flatness by Dick Boyer, designer of the latest engine blocks from World Products, seem noteworthy. “The profilometer is useful,” says Boyer, “but measuring the scratch depth in a deck surface is usually of less consequence than wave finish. What would be the point of having a beautifully smooth surface with a potentially threatening wave depth of 0.002in or 0.003in? Some builders probably put too much emphasis on profilometer readings and maybe not enough on surface flatness.” How do you check wave finish? “We lay a granite plate with 300-grit sandpaper on the deck of the block and stroke it five times front to rear—you’ll see the high spots, you’ll see the wave, which we measure with an indicator. We aim to limit variations in wave depth to 0.001in. It’s easy to control the prolifometer readings; it’s less easy to control the wave. I’ve seen waves measuring 0.002in which introduce sealing problems.” Boyer on torque-to-yield fasteners “When installed, torque-to-yield fasteners, which are common on road-going vehicles, are stretched to their maximum limit and discarded after use. If the bolts are not stretched to their full extent when the engine reaches normal operating temperature, they stretch a little more and the gasket gets loose. Torque-to-yield fasteners are not common in racing engines.”...