Many years ago, as a young and somewhat naive apprentice, I was told by my training supervisor to go to the engineering stores and ask for ‘a long wait.’ Thinking that this was some form of specialised turning tool, I dutifully did as requested only to be told after 10 minutes at the counter “You’ve had your long wait, now clear off!” Engineers and former apprentices of a certain age might recognise my continuing embarrassment. So when the idea of the ‘long bolt’ was first suggested it took some time to dispel thoughts of a possible prank Read more…
Archive for August, 2009
The Long Bolt
Friday, August 14th, 2009METHANOL – FUEL OF THE FUTURE?
Friday, August 14th, 2009
There is increasing evidence to suggest that the real fuel of the future, especially for motor sports, is methanol. Forget all this business about electric vehicles, these, in my opinion have no real place in mainstream motorsport. Alright, electric motors can pack a mean punch and I’m sure one could derive some kind of capricious pleasure out of racing these types of machines but for raw driving experience, not forgetting spectator appeal you simply cannot beat the sound and spectacle of the internal combustion engine. And if fossil fuels are on their way out then bio-fuels are the only option left. Read more…
FASTENERS – BACK TO BASICS: PART 3
Friday, August 14th, 2009
Last month, we looked at some basic calculations regarding cyclic loading of fasteners. Engine design engineers need a good understanding of the subject in order to correctly design the optimised fasteners required, but also those whose business is in improving the performance of engines need to be able to calculate when the standard equipment just isn’t going to be good enough.
We examined the concept of load coefficients and looked at a very simple example of how the load coefficient Read more…
NON-CIRCULAR EXHAUST SECTIONS
Friday, August 14th, 2009
In one of the previous articles, the discussion points were on the traditional methods of manufacture, and this month we shall look in more depth at non-circular sections in exhausts.
In the article dated June 14, we mentioned pressed mends as a means of being able to produce very tight radii where space constraints require this. Of course, there are other applications of pressed parts in exhausts, especially where the space envelope is tight. Read more…
Cold start / coolant temperature control
Friday, August 14th, 2009
This may mark me as some kind of ancient relic but at one time the height of engine sophistication was the part-throttle weakening device. Designed to improve fuel economy by running the engine lean when the carburettor throttle plate was away from wide-open throttle, this ingenious instrument was perhaps the pinnacle of engine management technology in its time. Injection systems were around but were predominantly mechanical in nature, very temperamental and gave very poor air fuel ratio control. Little wonder that when emission legislation was starting to gather momentum, the search Read more…
WINNING WITH DYNOS
Friday, August 14th, 2009
Leading race engine manufacturer Engine Developments, of Rugby, Warwickshire, commissioned a new dynamometer data acquisition system earlier this year.
The system incorporates the latest hardware and software technology in order to improve the dynamometer data acquisition capability to the benefit of the company internally and to its customers.
The company, which manufactures Judd racing engines, has three dynamometer cells, all of which contain Read more…
HEAT-TREATMENT OF CRANKSHAFTS
Friday, August 14th, 2009
In the previous article, we looked at the first stages of heat-treatment in the manufacture of crankshafts. Certainly in Formula One, the most popular heat treatment that will be mentioned will be nitriding. Nitriding, as most of you will know, is a surface treatment which, if specified correctly, should have no effect on the bulk of the material, often referred to as the core.
When we specify the material for the crankshaft, we need to be careful not only to specify the composition of the material, but also the level of mechanical properties Read more…
MATERIAL CHOICES
Friday, August 14th, 2009
There are several types of materials which are currently used for con rods – some for reasons of manufacturing, some for reasons of quality, but most have been specifically chosen owing to their particular combination of mechanical properties. This month we shall begin to look at con rod materials and, in those cases where they are chosen for reasons of properties alone, what makes each suitable for the particular application.
In terms of circuit racing, the main types of materials used are steel and titanium but in drag racing Read more…
Nikasil coating
Friday, August 14th, 2009
Historically, the relatively soft grey cast iron cylinder liner with its inclusions of graphite, correctly prepared, has made an excellent material when running against much harder chromium plated rings. However, the differences in thermal expansion between the liner and that of the aluminium alloy piston make it necessary to introduce a greater than desirable radial clearance to prevent piston scuffing and eventual seizure.
As the specific performance increases along with larger diameter pistons, the pressure to move to bore materials
DLC Coatings in Racing Engines
Thursday, August 13th, 2009
There are a very wide range of coatings which are employed in motorsport engines nowadays, and Formula One has been at the forefront of this development for many years. The moot point of excessive budgets is the reason that Formula One has been able in many cases to be a guinea-pig for these exciting technologies and, owing to this development coatings such as DLC are now finding widespread use on series production cars. The aim in these production car applications is to decrease friction and thereby increase efficiency and economy - these coatings are proving a useful tool in the drive to meet ever more stringent emissions regulations. Read more…
