Drag Race Clutch Science
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- čas přidán 9. 06. 2024
- Understanding clutches applied to drag racing: friction coefficient, static and centrifugal clamping forces, adjustable spring force and lever counterweight. "Slipper" and "Soft Lok" clutches.
Music: "Ceremonial Prelude" by Sir Cubworth - Auta a dopravní prostředky
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The "pondering variables" montage is pure gold.
Great video. I only have one small issue. I’ve been running sintered iron/soft lock clutches on the street for years. It is by far the best set up going. I encourage anyone running a street/strip stick car to use a soft lock clutch. Again, GREAT VIDEO. And I subscribed.
Thanks
If Z is Zed, D must be Ded, B must be Bed, and so on. Sorry, couldn't resist. Excellent video. I learned a ton.
Your videos and entertaining and informational. And the humour off beat - love it all.
That little red light changes everything... Brain disengagement! Excellent content! Thx.
From my experience with slipper clutches I think three things should be stated: First, sintered iron is high maintenance with the deglazing process and constant adjustments and tuning. I think many racers would find the effort involved intolerable. Second, they chatter, which makes staging the car more difficult, deglazing helps but returns rather quickly. Third, sintered iron disks don't work well with conventional syncros.
Great info. Love the pondering montage. Hope things work out. Weather looks pretty nice out there in Manitoba. Be safe and stay well.
Love your videos Ed! Keep creating content! 👍
LOVE these videos. So glad I found your Channel. Here for the Fox content. Was going to try my hand at Factory Stock 10 or so years ago, but partner backed out...
Keep 'em comin'!
-Ontario, Canada
That was really good Ed.
Interesting tutorial. I'll admit, tho, I'm looking for Goat material. Glad to see the tri-power on your eng. stand in your previews. :)
'SCIENCE!!' nice Thomas Dolby reference, but seriously last time I raced a clutch car we used a 3700lbs clutch a 50lbs flywheel and left at 8800 with a 427 chev with 14x32 tires..oh and a 557 gear. I have to forget all that now with the 55 and relearn all this. I may need your cell number Ed..lol great vid
Nice video, and yes "Zed" is the proper way.
Thank you for the video, it's very educational. Can you please tell me which clutch brand / model was used in the video? Can you please make a video going over the calculus portion?
Are you available for consultation on clutch related subjects in the future, and if yes, what's the best method to reach out?
Pressure plate was a McLeod Soft Lok. Disc was Ram 4135. I'm not a clutch consultant, maybe contact Rob Youngblood at Advanced Clutches or talk to the manufacturers. The calculus is shown on the board at 16:45, if I made a detailed video about that I'd probably lose subscribers ;)
Love the video just wish you would show how to lock up the clutch at RPM's 👍
It wasn't possible when I shot this video in the winter, but my plan was to follow it up with another video on clutch tuning (and data logging) at the track, but for various reasons, it hasn't happened yet.
I would like to see the derivative for your chart....I race a 7.25 dual disk sintered iron clutch. I race a 406 camaro. I didn't see car weight, tire coefficient,or gear ratio in your formula. Also base pressure test fixture would be helpful in setup. I made one if your interested. The question I have for you is: how long do you slip the clutch at the hit? McLeod says a couple of tire rotations on the start line. Love to see other gear bangers. I have years of notes with data recordings also. Thanks for the video!
There was no derivative in the calculus, only integrals. And you're confusing tractive torque and clutch torque capacity. Ideal amount of slip results in the quickest ET and will be different for specific combinations and track conditions. Thanks for watching.
Great video!! How does disk Rockwell or harness effect grip? Slick track soft or harder Rockwell? Thank you
Good question. I'm not sure if the hardness correlates to the friction coefficient.
I have an 87 LX stock motor t5 4.10 gears best 60' so far is a 1.69 mid 13's @ high 90's. Currently has a stockish clutch and a clutch tamer. I have been pleased so far. I am adding a turbo and I am concerned it will slip too much with the additional power. Any recommendations for where shop for a clutch? Street/strip / drag week car.
I have no recommendations other than talking to the clutch companies directly. With the turbo, you'd probably want a sintered iron disk as a minimum, and possibly a dual disk to cope with the slip/wear better.
So the counterweight is going to be a curve and not linear due to the engine speed? And the more the counterweight the the quicker the clamping force increases? so could you, or would you want to decrease the static force?
Correct, counterweight force is not linear with RPM. More or less counterweight, combined with static force, is a tuning variable. Too much and the clutch might lock up too aggressively at the launch, too little and you might still have clutch slip in high gear.
Have the billet 10 inch long style ram, 690 base and 60 gram on levers it will not do a burnout and doesnt lock up only gets worse as vehicle gains mph or shifts higher and slips too much
Power/gearing/weight? If you've driven through the clutch excessively, everything will need resurfacing before it holds properly again.
Can we get Exel page to calculate about: Diameter where pivot are located. Weight and lenght of arms? I don’t use static spring and pedal but I use springs to keep clutch open.
If I understand your question correctly, I can't provide a spreadsheet to calculate centrifugal clamping forces, as you need to know all the geometry of the levers, including where their center of mass is, and the static lever angles (which change with disc wear), as I don't have that information.
@@The_Performance_Laboratory if I give you that information do you think we can create one ?
@@yvesgia Yes, the math isn't that complex, it's getting the geometry measurements that is the challenge. However, I will warn you I've done this for my clutch, and bought commercially available clutch software, and none of that helped my program. It still fundamentally came down to trial and error to get the clutch setup right.
Well all righty then
link to spring tester ??
Bought that before the internet existed, so sorry, no link.
x=9... or maybe 42. I would have paid more attention in math class if the teacher used a 302 foxbody as the example..
I knew it, i knew it i can't race in a normal car with stock clutch.