The First ALL Billet Titanium Converter? Why Is It Better?
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- Опубликовано: 7 сен 2024
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What’s just as amazing as the converter is the dog standing there like “oh that’s just another 4500hp motor running”
He looked disturbed, like he was trying to take a nice nap until somebody decided to make noise.
Yeah,Dewey has seen them all.
The Professor just made the most honest advertisement on RUclips. It’s obvious he believes in what he just promoted.
Dug into it, seems to be potassium borate which has a lot of history and literature backing as an extreme pressure oil additive.
Seems to be some active research in that area too. I am considering tossing it into my daily driver for kicks.
Rotating mass is the key, static weight within the wheelbase, down low makes the chassis more stable. If you add weight, use tungsten on the frame rails within the wheel base. It will make the chassis more stable and minimize a cantilever effect on the chassis. Use this to keep the front wheels down, so you can steer at max boost. Just trying to keep you safe and fast. Love your content, Always learn stuff. thank you
Usually to keep the front wheels down, the logic is to add it in front of the front tires not within the wheelbase. Maximize the effect of the weight you're adding to use less. If you're adding enough weight to keep the front wheels down that it's affecting the chassis or suspension enough to make the car unstable, you need to go back to the drawing board because you have big problems. 100 or even 50lbs can do a lot to tame a wheelie and that might not even be enough to warrant changing shock settings or even affecting et at Steve's level. Any other time you'd be adding weight to a drag car would be to meet class specs. Even then it would go wherever is most optimal to maintain weight balance and optimize traction and stability. Using tungsten though! 👌It's stupid heavy and it's not lead. Lead is bad for you. Tungsten is pretty pricey though. Especially compared to steel.
Spun mass effects Torque. = Weight of the line
Horse power reliant on Forced Induction. = Engine Speed (RPM) whilst moving
You Win some......You Lose some 👍
the day I don't learn something will be a bad day, I have seen what I would consider large weights added outside the confines and they look a bit upset. Obviously this is what a well engineered chassis does. Thanks lots for a lesson.@@adamtheninjasmith2985
I don’t drag race but in my racing we build little boxes on the front of our quads and put lead in them. Depends on if the person wants the extra weigh up front or not. I dont do that but I know a lot that do
Using tin powder in lead weights would help this I think
That's pretty cool, makes perfect sense that the lighter converter would make a huge difference but not something that ever occurred to me. Informative as ever, thanks Steve!
Excited to see where this takes the Wagon once the front end is tamed.
Back when, I was a clutch car racer, in every type of racing I did. We were always trying to come up with the lightest flywheel and clutch assembly as possible-that would still safely do the job-just for the same reason Steve has with this converter. We had an advantage Steve doesn't. We could change weight differences in our assembly between rounds-to a point.
Man I love your wagon.. can't wait to see you going down the track.. you keep me watching I learn so much
I saw this video today and ordered the oil treatment. Thanks for the discount.
Thank you!
Thanks again Professor 😊 another awesome lesson and explanation can't wait to see more on track !!!!
Loving Steve’s knowledge… put some RevX in my explorer st’s oil today when I changed the oil…
on Toms 1.0 oil pressure loss during parachute deployment why not install one of those pressurized remote oil reservoirs . Its common on the blown monster truck motors they put those trucks in all kind of angles wheelies and such so they must help . Thank you for all these great videos !
Dry sump?
I am not a drag racer but the moment of inertia depends on where the weight is distributed, the mass further out from the axis of the crank has more effect than the mass closer in. Love your videos, always so much to think about.
It'd be interesting if the manufacturer had told Steve what the moment of inertia difference between the stainless and the titanium converters is, and he'd included the figures in the video. They'll be able to read it straight from the CAD model if they have the material densities entered correctly. The difference in what matters - the moment of inertia, will be far bigger then the difference in weight.
These details may still be secret squirrel stuff if this is a development TC. Might not be made public at all.@@richardjones38
@@richardjones38 Since high performance Torque Converter and Transmission builders are fairly tight lipped about the “voodoo magic” they do to their products I seriously doubt Marty is going to come off those numbers. I not saying the information could not be reversed engineered by someone if they wanted to. That said there is more going on with that torque converter than its Titanium housing
@@gullreefclubyeah, there has to be some other internal differences to eliminate the heat build up. I think it’s just looser in general at lower rpm and then clutches harder and faster as it comes up in rpm.
Yeah, I don't know what the weight of fluid inside is, but it won't change much, the lost mass is outside that for a good chunk of the converter. So probably better improvement on inertia than even the weight shows.
Steve, I hope you see this. Rev X is amazing. We ran a shop for awhile where we worked on a lot of Diesel engines. Many of these are HEUI engines. These engines use up to 4000 psi of oil pressure to fire the fuel injectors, and they use the engine oil to do this. The pintles will eventually get a varnish on them, and there is an actual measureable amount of friction between that varnish and the engine oil and it’s called stiction. Many of these engines required a 3000 dollar set of injectors to repair. Rev x oil stablizer came out and said they almost eliminate stiction. We started adding 2 bottles to an oil change and literally within 100 miles the trucks would start running like brand new. The trucks never needed injector replacement. Not only that but customers started telling us their trucks started easier, ran smoother and got better gas mileage. I am not usually a believer in bandaids in a bottle, but RevX is the real deal and they told us 10 years ago, it was a must in race engines. We never got to use it specifically for that, but I can easily see how the friction modifying agents in rev X would be significant in the engines. Steve, if you’ve never heard of HEUI engines take a quick google lesson, careful you might learn something, and hear a new real testament to revX’s abilities.
Sweet
If you are referring to international its not a "pintle" sticking. Its the spool valve.
@@Jeff7477 right. Sorry for imperfect injector part identification. It’s the spool valves. Its not just international engines though, but they are probably the most common. The whole point is how well rev X works.
Steve at 8:53 reving engine I saw a few sparks down behind the right side. Did the flywheel ding the bendix on the starter maybe? And good to see Dewey is training for the shipping and receiving department. I love it when the kids apply themselves. 😅
I saw that too. Wanted to make sure I also commented on it.
Hi Steve! I'm lucky enough to be local to Marty, it's pretty cool to see products made in a little Kansas town at the peak of motorsports. As far as rotating weight, it matters where the weight is taken off. If it's lighter close to the axis of rotation, then there's not much of an impact at all. If it's lighter far away from the axis of rotation, like at the fasteners, then there is a huge difference! Given the dependence on radius, it's not possible to equate it to pounds of non-rotating weight.
Rotational Inertia, I = m * r^2.
Torque, t = I * α , where α (alpha) is the rotational acceleration. So for each part of the engine that is accelerating, it is using up part of the torque (or power) that could otherwise be making it to the rear wheels.
Taking 2 pounds off of the input shaft at a 1" radius could be a change in I of I = 2*(1^2) = 2 lbf·ft·s2
Taking 2 pounds off of the OD flange at an 8" radius could be a change in I of I = 2*(8^2) = 128 lbf·ft·s2
Dewey on the scale had us rolling. Reserved comment on the convertor to avoid any public purse swinging. Hopefully it doesn't grow to the point where tolerances become an issue. Noticed some orange sparking under the right side of the wagon during the throttle stabs and that snowstorm barely grazed us here in IL. We got lucky compared to you guys up in MI and yeah, winters are no joy for sure. Keep up the great work and we're looking forward to some more Dewey merch coming available! Cheers!
Evidently Dewey is Fed from a Converter 😂😂
Those"sparks" are from the turbo dump
Wasn't nothing to worry about if you know turbos, and Steve would of seen the sparks on vid, and mentioned it if it was a problem. Did YOU notice during the throttle action when the sparks happened, maybe the split second the system didn't want boost pressure? Swing purses much?
@@Ray56z Your Kohl's purse is slow, ma'am. Go back to making sammiches.
@@strykerentllcYou want one, or do you prefer your usual plate of turds?
REV X in my 200k excursion 6.0 has really helped my injectors. Very noticeable at idle.
I love the fact that that harbor freight transmission jack is not only used to hold gas tanks up into rusty old Jeep wranglers in my shop and to hold up high end racing transmissions in Steve’s shop. That may be the only thing that our shops have in common. 😂
Nothing wrong with HF tools when they are used in the right application.
Oh buddy, I was at HF today. I needed a thing, they had that thing.
@@benjaminshaw80I usually need a thing and find three more I didn’t need.
I’ve never seen a trans jack like that before i must look for one here in Australia.
Just knew it was a matter of time before $20,000+ converters were a thing.
Been using Tri Pak for years, same principal and it works incredibly well. Turbos, superchargers, engine bearings love it. They also make it for using in the fuel system to lubricate and treat pumps and injectors. Won’t work on alcohol cars “Aaabviously” 😉 but works great in gas cars.
Side note- if rev x doesn’t offer grease, buy some from tri pak and tell rev x to start making it. Ball joints, tie rods, anything you’d grease will thank you 1000 times over.
We do not offer a grease at this time. But there is always new products coming!
When the engine builder gives you an additive to put in said engine that's the stuff to use. I have a 67 327 that has less than four thousand miles on it and getting AFR eliminator ported heads and a few other parts put on. Always run K&N oil filter and will be putting this in the oil from now on.
Rev X on order for my bracket 540 NA. Thanks for the info! Your the best.
Cool
Glad to see the boss, aka Dewey checking out the convertor on the scales, and photo bombing 🤣🤣🤣 Thanks Steve for sharing and educating! 🙂😎😎🤓🤓
A comparison of g-meter readings from the old converter to the titanium converter would be interesting to see! A g-meter reading that is consistently higher on the whole pass would certainly have to mean lower e.t.'s! Even if the g-meter spikes on the initial hit to get the weight of the car moving quicker should make for lower e.t.'s!
Not necessarily.
Less weight = Greater Engine RPM
Proof is in the 2step Time = Faster Step less Torque (Spun Mass removed) Engine Capacity remains the same = Less weight more Tyre psi & Wheelie bar lengthening
Reliant on Forced Induction for HP (Speed)
Converter is Balanced part (centrifuge RPM control)
I recall Buddy Morrison would always discuss Surface Conditioning Before Assembly + Lubrication😊
That's when R & M were in a portable building behind a Parts Store.
Hole in floor, below his Hand Honing wooden box stand.
Lee Shepherd was doing heads next door.
Old Skool Days😊
Wow Professor Steve’s class is out! Children it’s recess, time to go out and play with your converters!
@Steve Morris Engines - Lol, thought I was the only one that like to fire off my hotrod with only the Flexplate on the motor - quick RPM rev is so awesome to hear.
I remember my old shop teacher.
The trick to racing is to "Simplicate and add lightness."
That's definitely adding lightness.
I love that Steve uses some Harbor freight tools on his car. Just like the every man
First thing I noticed 😅
I have one of those trans jacks too,,,
Rob Wendland builds top fuel cars with HF and other odds and ends of tools.
Seems like an oil accumulator is in order. Just needs to supply like 3 seconds of oil when the pan goes dry at shutoff/parachute deploy
I'm a retired aircraft mechanic, I remember using oil accumulators to supply oil to the turbo bearings at shut down. The bearings got very hot without oil flow.
The oil would carbonize ( Coking ) and damaged the bearings without the accumulator.
@@chilkat_river that's what "turbo timers" came from, the idea was you could turn your street car off and it would idle for a minute or 2 and automatically shut off to cool down the turbo bearings before allowing the oil to sit on it. In reality for most street cars you were rarely thrashing the engine that hard til your destination and at the track you would have enough time returning to your pits to cool it down enough. So they were mostly a gimmick
@@inertiaMS A proper accumulator for a turbo needs to provide full oil pressure after the engine stops running. I don't remember the bleed down time was on the accumulator but it was almost one minute of oil flow.
Out of every SMX owner out there, Cleetus definitely needs to use RevX lol! That guy always seems to forget oil changes and checking the levels.
He will get it
Oh Boy!
Steve that converter is just super cool! Thank you for explaining how it's such a game changer. Also you sold me on the RevX I'm going to give it a try in my SBC and my motorcycle.
Cool
Yeah, I am wondering if it is worth tossing in my civic.
It is pretty cheap, doesn't seem to be any downside.
Be careful in the motorcycle because the clutch is in oil and not all friction modifiers or even oils are okay to use with wet clutches. It's definitely worth looking into.
Thanks Steve I’ve been using hot shots oil additives in my diesel truck for years and it really works I’m a true believer in oil and fuel additives
Finally another wagon! I had a ‘74 chevelle wagon with a ‘70 LT1 from a totaled vette. Loved that ripper of a car!
Respect for the wagon for sure! 🙏❤️😎🤙
YUP! Love the wagons. I just have to finish my 65 Chevelle wagon. Steve, we'll talk!
We have been using it in our diesel busses for about 10 years
Cool
Sounds exacrly like what mullet needs to get going off the hit as well. Super cool stuff.
RevX oil additive flat out works been using it for quite a few years if you know how heui injection works on 7.3 6.0 diesel and have one that runs ruff or poor cold starts you add it in and with in 30min of run time you can feel the truck smooth out and power come back i have also ran it in my duramax and you could feel the turbo spool faster than with just only oil. most ppl would not pick up on this but after 20 years in the trade and paying attention to detail you start to notice the little things... one other alternative i have found is from Oilextreme seems to work just as well and is a little bit less expensive. as always another great video
Wow! It’s like when you change to an aluminum flywheel in a stick shift car. I noticed it spin up my faster.
The car was so much better with this converter. I didn’t guess it. Amazing!
Great info on the converter weight (can’t afford one of those) but the Rev X oil treatment I can!
You sir are the BEST there is! In the restaurant business we had a saying, "the better the chef, the less the secrets."
😌
Steve, thank you for sharing this!!!!! Holy cow! Now that you have the proven convertor to take you to a lower earth orbit, please tell us how you are going to change all of your suspension to get your wagon to SAFELY get you to the finish line! LOVE IT!!
8:52 Dewey's reaction caught my attention, so i rewound and watched him back in the reflection of the wood grain and it appeared he does it every time the car is revved and it doesn't seem to scare him or bother him. Which leads me to the question of how does Dewey typically react to the cars / noises of the shop?
All I know is the new converter is on time and definitely made a big difference in the 60ft a 109! 60ft My goodness that is awesome one thing is for sure the wagon is driving right out of your life when you line up beside Mr Steve morris 🇺🇸💪💪
That's a big chunk of Ti ! We use a lot if it at work. Hard on machining tools ! Its a great material for many things!
Torque is how fast your car can accelerate. HP is how fast your car can go top end.
Torque is king on the street. HP good on the track
Rotating mass is good for low power engines. It is a a killer for a racer!
The general thought is for every 1 lbs. rotational weight you lower its basically the equivelent of losing anywhere from 5-10 lbs. of static weight.
8:52 i spotted some sparks near the headers cool video steve
I remember my dad years ago putting ProMa oil additives in a mate race car it picked up 8 mph in to speed down the main straight of our local track
All the guys that grab one of these from Marty will be way ahead of the curve !
Steve,
Just here to say love your channel and Mullet just ran a 6.35 at 233 with your SMX, blowing away its personal best. Keep dropping knowledge brother!
It's the where the titanium is too - remember angular inertia scales with distance from pivot SQUARED, and converters have bunch of mass way out there at the edge!
That's why circuit racing clutches are maximum disc count minimum width, it's the quickest way to minimise that!
Oh crap, I didn't realize you guys got 10inches of snow up there. Stay warm!
A Matsuura 5 axis mill and good tooling, titanium really isn't that difficult to machine. Could be an industry breakthrough for sure.
Titanium is amazing stuff..I fell in love with it back in '01 when my bike's exhaust system dropped from 35lbs of aluminum/stainless to 7lbs of ti..prefer not to remember the price, tho...
😁
We use hot shot secret FR3 in our engines, back to back pulls on a chassis dyno we saw gains from 8hp-10hp on engines from 500hp all the way to 1000hp. We have tried this on atleast 10 different diesel trucks. Maybe look into them as well to compare addictives
I was always under the assumption that super fast guys like you had power on tap all the way through the traps. Nice to know even someone like you can still benefit from more power.
Polar moment of inertia can be measured on a trifilar swing. Static weight means little.
We use rev-x in 6.0, 7.3 Powerstroke trucks for injector issues, the varnish buildup inside the injector spool valves is terrible.
When I was a kid, which was before you were born. I had a aluminum flywheel. When I got it. It weighed 15 lbs. I took it and machined it to 8lbs. Stick in the clutch wrap on the throttle and it would jump to 10,000 RPM IN A SECOND or TWO
Running a 327 back in those days. Bored Stroked, fuelie heads & Hill-Born injection.
4 speed trans. And 411 Or 456 gears. 456 gears if I was running stop light to stop light. 411’s if I needed it to run longer in each gear through the 1/4 mile. No one ran an 1/8 mile back then.
I’m old so the machining an a bunch of smart people can do things much smarter than we even thought possible back then….
When you develop something like your engine conventional oils are the go. They can't hide an issue. Once your confident you have a sound engineered product that when the extra margin an additive can give you may be valuable. Best to know about a problem and engineer a solution than find out later. I do hope the additive does not affect the heat transfer properties of your oil because valve springs need very good cooling and oil is only medium to do that your an engine.😊
The nice thing about Rev X Racing additive is the fact that it doesn't hinder any ability of the oil to transfer heat away from the component.
That converter probably cost more than my car!
His stainless converters cost $7k each.......I have no idea how much more titanium would cost. That is a big chunk of titanium.
I use rev-x in my 6.0 power stroke helps lube injectors
Neal Chance Racing Converters. Amazing piece!!
You need to send Cleetus a case of Rev X or maybe two.
He would never use it because blowing stuff on purpose is what gets clicks.
@@bobroberts2371 If they're blowing stuff up on purpose for clicks, they aren't doing a very good job of it
Speaking of, guess who just broke 2 motors? ( and probably did it to get clicks )
@@RyTrapp0 According to the recent thumbnails, he just broke 2 motors.
@@bobroberts2371 You're free to read what you want into it I guess🤷
Assuming that converter is 12" in diameter, spinning at a redline rpm of 9000, 11lbs static weight = 151845 lb/ft of centrifugal force...
Thats a heck of a lot of rotational weight to remove from your rotating assembly!
Well I'll try some rev X in out heavy haul truck axles. We see 300 degrees almost daily on those axles. I've fought now stop to get these axles to not see such high temps. Lucas does ok, we have even tried 140 weight oils that cost $800 for 10 gallons
Get some of our 80W-90 gear oil and your diff problems are over. NOTHING even comes close!
8:52 when u revved it sparks came from starter area looks like might want to look into that.
Yep
I didn't know yall were from the Mitten . That's AWESOME ! Should have known . Go Lions !!
We need The First Annual SMX/SMS Invitational Race. The Wagon vs. Mullet
i think the wagon would crush mullet as they are now based on parts alone.
Mullet better squeeze some big tires. 😂
Guess who broke 2 motors ( probably on purpose ) to get clicks ? . . . . .
Heck yea! That would be a great race to watch. Steve can host the race on his channel kinda like Tom Bailey does the Sick Week on his channel.
@@bobroberts2371 who and when?
RevX already has the wagon on their homepage 🤙🏻😎
Great information Steve...
I used RevX in my diesel trucks. Worked great 👌🏻
Awesome
After break-in.. I use Teflon Motor Treatment (TMT) in every motor I have ever owned for the past 30 years.. not one failure due to bearing wear or valve train wear... 1 Pint every other oil change. cheap 15.00 a bottle,,
Now add LU and dump valve to charge the converter. We build some badass bolt together lockup and non lock up TH400 in 10.5 and 12.5 combos with custom stators and different clutch configurations (3 and 5 disc, with different style friction plates). We are in world record holding vehicles. :-)
Super cool, I’m surprised that titanium hasn’t been put into converters before. But I know you already mentioned the cost, either way I’m sure the top of the top in racing will see the value in it 100%.
Hard to work
I do have a concern. Titanium has some weird fatigue issues especially in twisting loads. Just from looking at this design, I think it will be fine but it could be an issue.
@@wingracer1614 I have no idea when it comes to metallurgy. But does any of your concerns change when it’s billet titanium?
@@jordantrujillo293 No, pretty much everything titanium is billet. It's not really castable and while there is some forged stuff around, it's pretty rare and expensive. So unless you have a titanium hip, everything you have ever seen titanium was billet.
He best hope they are familiar with titanium as its a nightmare to work on and you can fatigue it doing it wrong. It is barbarian levels of strength though so often that gets you away with bad machining or welding on it. Theres a good vid on here somewhere it goes through it, its mostly about motorbike exhausts but it showed you the testing between perfect and what looked like normally good welds on it, they had to be pefect for it to work or the ones right at the flange on the exhaust ports of the manifold would get brittle real fast and just snap off under vibration. The perfectly welded ones took a beating at any temp they were uneffected. The hard bit was the fact that even a good weld failed quite quick so they needed done perfect every time or it just didnt work. Its a nightmare to drill correctly too
I got to see at least 2 SMX in action may have been more but I'm not sure. Was at World cup this past week got to see cleetus and Ned Dunphy run both awesome cars.
Any time Steve Morris uses the word "astronomically" take a shot! Lol just poking fun at it, I astronomically love your content bro and I mean that. Please keep posting because I learn alot from this channel. Be safe and stay dangerous!
Make sure you guys order the Rear end lube,very important.
It is in it
Pretty cool hearing about your experience with rev x. Sounds like some good stuff. I’d be afraid to put it in an engine with some miles. Had a buddy put good oil with detergent in a used ecoboost he bought and it cleaned the engine so well the pickup clogged
Wow that thing sounds crazy now!!! So awesome
Steve!!!! You must see Paul's bearing tests on oil additives. They make prolube.
That flexplate sounds like a sword being drawn.
A screw blown SMX might have to happen some day. PSI C-rotor or something like that with a big plate at the front of the engine to support the end of the crankshaft.
It would be cool to see you and Jason from Engineering Explained go through the math and physics in a collaboration video.
thats the crossover i didnt know we need
This would be really cool. Although I'm not sure RUclips is ready for the wealth of knowledge in one video if Steve and Jason collaborated 😅
No thanks. I like that Jason guy as a person but he gets ao much wrong its ridiculous. As a Rotary guy the vids he done on Rotary were terrible full of bad info. His vid on Mazdas Skyactive was completely wrong and i think he was the one done a vid on Cross Plane cranks and used the Yam R1 as an example of how a cross plane V8 works or vice versa. Totally missed the part that Yamaha R1 engine is an inline 4 and a completely different cross plane crank from any other as its on in inline engine not a V or L or opposing piston lump. Im sure he deleted that one out of embarrassment as the entire commemt section pointed out Yamahas Big Bang engines were nothing like a V8 cross plane they have 4 pistons at different heights.
For Jason to ruin a video he knows nothing about? Oh sign me up to that lunacy 😂 when is that clown ever right, legit the dumbest so-called “engineer” ever! he’s the peak definition of a narcissist who thinks he knows it all, when in reality that’s not the case! He’d so far out of his own depth in Steve’s shop he’d make himself look even more stupid
Keep up the good work Steve Morris
Steve I live in Mid Michigan sure you heard of CMU I was shocked when you said you guys got 10 inches of snow already this year
You have 3 different loads on the 2-step:
1: the mass of the converter
2: the viscous drag of the oil
3: the resistance of the trans oil pump.
Awesome video as usual. Thanks for the great information. So stoked to see the Wagon hit the dragstrip in competition now, it's gonna blow the doors off of all comers.
In the first few seconds we see the TOP SECRET INVISIBLE CONVERTER. Approved this message.
Can't wait to see the old wagon rip down into the 5s , 5.89 is my prediction when it does. Thanks for the updates and content Steve and Kyle 😎👍 by the way that converter is pretty bad azz👍
5.93 is my guess
The Wagon hanging the drivers front tire for 200 ft. like an NPK car. Next season is gonna be fun watching the wagon get dialed in
It would be good to run the car on same tune on the dyno with both converters and see how much horsepower difference there is!!! Interesting to know. Hummm
Steve just have to ask why you don't work on the wagon with a lift at the shop? We are getting too old to do it on our back. Thanks for the great content. keep it coming.
Vice grip garage uses Wildfire Lift drive on lifts, I bought one for myself, love it!
I love the fact this is a bad ass race car... and harbor freight tools are still used. 😂
Similar to the rotary guys having rotors and counterweights lightened for increased throttle response I guess?
I would like to hear your thoughts on using Rev X in airplane engines. Specifically small four cylinder continental air cooled 65,75 and 85 hp engines used in antique aircraft. We commonly use a product called CamGuard.
Don't ever get an av engine built at Western Skyways. It'll be less safe when you get it back.
We have done application testing in some of the Lycoming's and Continentals with very satisfactory results. However, the astronomical testing costs for FAA approval and the small amount of sales that would come from it do not allow a brake even point for decades. Camguard has been recommended in many overhaul manuals since........how old are those engines again? You get my point. @@causeimbatmaaan
Honestly we would have to know the moment of inertia etc. then the faster it spins the more it affects
Flywheel weight
In a previous vid the engine dyno was tearing up the spring isolator. If the test engine is directly coupled to the drive shaft without a flywheel / to the spring isolator / to the absorber, the isolator will be hammered.
Ill say it again THATS FU___ING IMPRESSIVE someone did that ! its exactly like when we as round y rounders were introduced to the Quarter Master 5.5 aluminum clutch
The aluminum ones are still lighter than the titanium. The new “Power Pump” design is where the gain is. Ti handles extreme heat better.
Your flex plate, ring gear and torque converter could be one piece. Got to be some more savings. Would require some clever thinking but more output to wheels without more hp from engine.
Makes sense to me... more mass = slower acceleration. Doesn't matter if it's rotating mass, or propelling it in a straight line down the track.
An endorsement from you for RevX goes a long way.
I never jumped at all the hype for Slick 50 back in the day, it was one of those things that seemed too good to be true.
I didn't know anyone that used it & swore by it, I only had the advertisements to go by.
That storm was something else, wasn't it? I'm close enough to have gotten the same snowfall, but far enough to have been outside the power outage area.
I did lose internet for 2-3 hours though. I sure had it rough. 🙄
Thanks
I watched a demo from a synthetic oil company in the late '70's... Conklin Oil. Had a friend who ran it in his ¼ mile circle track car.
He spun a bearing in the last race of the season; if he finished, he won the points championship, so he drove. Not hard, but it was ~⅓ of the race.
He brought the parts to my shop after he disassembled it, to use my mic's. The rod was damaged, but not destroyed. If you hadn't told me about the spun bearing, wouldn't have known it.
That got to have the Conklin rep come by the shop. He did the demo, explained the science, then showed us how the scammers did their tricks.
Used Conklin for years, until they went under; 1st all, real synthetic oil & under-capitalized.
I kept my eye on synthetics & additives, (same concept, different delivery), Slick 50 was the only one, at the time, not pulling the con the Conklin guy showed us.
I've used it on every new car I owned since the late '80's, 90% Dodge Minivans, work/everyday home use. I drive my vans hard, load up til they're on the bumper stops & don't change the oil much. Air & fuel fltrs, plugs, oil changes, 20-30k.
Never had an rotating assy failure, put 150-175k on all of them. All of them were 1-3 yr old when bought.
Power to weight ratio determines your acceleration.
Something was shooting sparks under the left front of the car when you were revving the motor
Flywheel touching pinion
Horse power gets it there, torque keeps it there.. Steve is going to a smaller cooking wok… you just learned how to make great stir fry with your old converter.. now you have to start all over