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ty Greg

I don't have a degree in physics so I am looking for a more pedestrian explanation. The question is what happens to the air in and around the top piston ring gap at "high" RPMs? Does it go supersonic as compression forces it through the gap? Does it get forced through? If supersonic, what are...

I recently saw stainless steel (supposedly) wheel studs for sale. I was also under the impression that there were no suitable stainless alloys for such an application. Am I correct, or are there now stainless (or similar) alloys that can be safely used for automotive wheel studs...especially...

The column of air moving through the manifold is al lI'm concerned about. Manifold surface temps at idle or after shut down are of no interest. The research I've done suggests that spacers do nothing to the IAT from TB to back of valve. The boundry layer is a nice insulator.

OK i did a search here and did not find anythig but if there are threads about his please point me to them. Yes it's the age old question... Do phenolic (or any insulating) intake manifold spacers really work? Do they actually cool the intake change and make power? I vote 'No'. But after...

Chris (the Software's author) is very helpful. I talked with him at length at PRI and then we emailed afterwards when I had some support questions. Very helpful guy considering how busy he must be. One of the things we discussed was a forum to support LapSim users. I wonder if we could do...

OK, all good. Tis what I suspected. So it sounds as if they do nothing under full power. I'd imagine they would be fulley compressed under most conditions where power was being applied. - Bill

You guys were so helpful with my last driveline question that I thought I'd toss another one out to the collective group... WRT racing clutch disks and a single mass flywheel... This vs This Are sprung centered clutch disks primarily for the reduction of noise? (chatter) There are some...

Transmission gears, not R&P

This is where theory and practical application diverge. There are many race cars that I have helped design and/or worked with over the years that use substantially higher spring rates to work around a problem or to allow a driver to control the vehicle properly. Some of the issues that require...

Not always. We have found that there are conditions where increased pressure will also cause the tire to heat through the contact patch sliding on the surface.

I've got a guy with a big turbo on a small car that used to make 100hp. Now he's pushing 350 and breaking gears all the time (imagine!) Anyway he wont pay for proper racing straight cut gears and shafts so he wants to try heat treating. Is there anyway that a heat treatment could be this...

>> I don't think you'll hurt anything Thanks Greg, now I can proceed with a bit more confidence. I had almost convinced myself I was going to destroy the crank or valvetrain if the disparity between cyl. banks really winds up being this large. >> strong(er) first order excitation of TVs...

Wow, I came back to this thread after a few weeks and when I re-read it, boy did I come off as a pompous as$! Sorry about that. Must have got up on the wrong side that day... >> 20% variance between pistons 20%. OK I can see that on some of the old straight sixes. But with the firing order...

No. We've been building VW engines for 20 years and know what we are talking about. We've just never taken the VR6 to this extreme. I'm not talking about OE manifolds here, just the head. The head is asymmetric. Also as an FYI the newer intakes do not compensate. The compensation is done...

I did a search and didnt find anything along these lines...I'm working on developing a high output race motor based on a 3L VW VR6. If you are not familiar with the VR6 here is a link: http://en.wikipedia.org/wiki/VR6#Technial_Information_and_Engine_Specifications Basically its a V6 with 1...

Thank you for that very good explanation. Not many have managed to give me real reasons. Thanks!

BTW, after speaking with Claude Rouelle the explanation that PTWizz gave earlier is what we came up with as well.

Thanks PT that does actually clear things up a bit for me. >> excessive hub velocity What creates "excessive" hub velocity in rebound? I can't see the rebound velocity exceeding the spring's ability to uncoil from block height.

Correct, and this is accomplished through low speed rebound. Correct, and I'd think you would want no resistence until the tire reached the ground, where bump damping would regain control. I suppose HS rebound may just be another name for that release point. A number of the best race shock...