GMIracing, thanks for your input. Now I am confused.
I recently talked to my Torque Convertor manufacturer who never mentioned anything about a Stall Ratio and not one to the factor of x2 ! This makes a hell of a difference to my final anticipated torque output to relate to my propshaft...
Hi Guys,
thanks for all your info.
I have just been guided to the figures/fomulation I need :-
Roarks formulae for Stress and Strain, which quotes as
2 x Torque x outer radius / 3.142 ( outer rad to the fourth power - inner rad to the forth power ).
Done the calcs and I'm just inside the...
tbueina, thanks for your reply.
Yes the 600lbsft torque is at the flywheel and will be applicable when setting off in 1st gear which has a 2.48:1 gear ratio. Final drive ratio is 3.25:1.
Yes the "steel tube" is no ordinary steel and is highly resistant to twisting forces. The exact given...
Hi,
I have a car I use for Drag Racing.
Can someone tell me if the material I have used on previous occassions is suitable for this new application.
The material is T45 steel tubing. 50.8mm od x 2.9mm wall thickness.
The propshaft length is approx 30".
The drive train on start is subject to...
Hi Pat,
yes I've heard of that ( was from Holley?), but when you get to the level of tune I'm into you have to do modifications not only as decribed before but :-
Vacuum Balance between the Secondary diaphragm housings.
Discard the 3/16" check in each diaphragm housing.
Pump Nozzles changed,as...
Hi Mike,ISZ and Pat. Just not possible to swap the Carbs side by side, or inline. I did look into this but it's just not on - I'd get in all sorts of linkage/fuel line problems. BUT please read on as The End is Nigh.
I agree that I have a problem on the Primary circuit and I have given it...
I agree Patprimmer, all helical rotor Blowers push the charge to one end - usually to the front casing ( gear ) end.
All Roots type Blowers such as these only have efficiencies of 35 to 60%.
Later Superchargers such as made by Eaton and used by Jaguar, Aston Martin for example, use 3 lobe high...
Thanks guys for the replies & questions.
Firstly let me rectify my typing error re the exhaust gas temps.
I should have entered " the exhaust temp range between the 2 banks of cylinders are between 50 ( lower rpm ) to 250 ( higher rpm ) deg F ". ie the LH side ran cooler by this temp range...
to answer your question re trying various jetting - yes of course we did, but please read on re this particular subject.
Should have given more tech info initially. As a 'newby' to this site I was not sure how much info to burden you with.
The engine is a small block chevy with an 8v-92 Blower...
Hello,
my supercharged 383 cuins SBC has come off a Dyno and left me with a number of questions, one of which is why do the RH bank of cylinders ( #'s 1,3,5 & 7 ) run hotter than the LH bank ( #'s 2,4,6 & 8 ).
The temp range is between 50 to 250 degF on average.
Thanks.
Hello,
I have a Supercharged ( 9V-92 ) SBC which has just come off the Dyno. I had a problem getting my head around a number of the readings obtained. Firstly, why does my LH bank exhaust gas temps ( #2, 4, 6 & 8 )run colder than the RH ( # 1, 3, 5 & 7 ).
The temp differences varied from 80...
