Jump to content

Black Magic

  • Content Count

  • Joined

  • Last visited

  • Days Won


Black Magic last won the day on November 1

Black Magic had the most liked content!

Community Reputation


1 Follower

Recent Profile Visitors

2,752 profile views
  1. Major PITA, but wanted to make sure you knew there was an option. They can rebuild your diff and check the relief cut for the circlips, might be why they won't release (or some knuckle dragger slammed in axles with already boogered clips.)
  2. If you get really screwed you can always.... 1) cut the axles at the stub 2) unbolt the case to split it and remove diff 3) unbolt diff to split to two halves of the quaife, and then remove the circlips and or further grind\cut the end of the subs to pull them from the side gears I have run into issues with some aftermarket axles being a press fit at the axle splines when using a quaife diff. I think quaife have a tighter tolerance than oe (smaller spline od) and if the axles are oversized from oe slightly they may fit in an oe diff but are gualling the spline
  3. Specific to high clamp load clutches with little to no rotational compliance. Not a quartermaster clutch issue. The lack of compliance during shifts and load reversals will put extra stress on the trans. Higher HP race cars typically address this issue by running a different trans, treating the gears, and using better materials in the trans. They also sometimes have fluid pumps to pressure feed the oil to give a cushion. Compared to the torque rating of most OEM trans, they are much stronger. Looking at the Subaru WRX world, the 5mt cars had a restrictor in the clutch line to slow
  4. You Chrom-Mo cage builders using TIG welders are making everyone else look bad. All that weld time and checking for HAZ, you guys need a hobby NASCAR is sort of production level....2-3 race life span for a chassis. We used to TIG weld short track cars, when we wanted absolute min weight. After looking at the labor costs it was cheaper to use the $ to save weight elsewhere. There was also solid debate over which was stronger, with tight fitting (laser cut) chassis tubes the thicker MIG weld makes a sort of "lip" that is harder to push past in a crash. TIG welded cars
  5. Those work reasonably well, and were the NASCAR norm about a decade ago.
  6. Does the 18 lbs weight reduction include any trans parts escaping through the case I haven't seen high success rates with stiff solid hub clutches attached to passenger car OE transmission in endurance racing. Almost like the springs were there for a reason..... The most spectacular was a FWD team I helped that broke the trans case in half from a clutch and trans failure. "Stage 4 solid hub" clutch. They run an OE appearing clutch now and have kept the trans cases in one piece. Don't forget the shock loading that occurs in the system from throttle lift\stab events man
  7. FWIW I own a TIG and a MIG, and they really serve 2 different purposes. For roll cage tubing, MIG is the way to go and is the preferred construction method for almost all of the cage tubes on NASCAR chassis. Takes too long to TIG, and is hard on the user to run high heat welds in odd positions for that much time. A good MIG is great for body work and chassis repairs, actually any part you can't clean well the MIG helps you "move past" those sins. Also for rust repair and floor plates for cages. It also keeps the heat buildup down which is a must for panel repair (buy a pneumatic flanger tool a
  8. For OEM applications? If the oil to water temp delta (difference) wasn't greater than desired, there wouldn't be enough justification to build oil cooler lines and the cooler for OE application. This obviously depends on the design performance envelope (grandma car or designed as a track car). The "water oil coolers" also help get the oil up to temp, again the goal being to keep the water to oil temp split lower. Oil temps that are too cold leave lots of moisture and crap in the oil, too hot and you kill the durability of the oil. Those are the main goals for OE. Sinc
  9. The 240 SX was the only car allowed in the rules last year to swap intake, at least that I ever heard of. I am not sure if that exception still exists, I know it was under review since several other cars have similar fitment issues. In the past some teams looked the other way and swapped intakes claiming it as part of the engine swap. This was in the era where each region could have their own tech guys, and you could end up with different answers depending on where you did your yearly tech. Keep in mind that on the neons you have to claim non OE intake to reuse the OE
  10. Geek time for engine coolers In racing applications engine oil coolers are used because the oil is higher temp than the water (higher delta t to the air cools better per cfm air used). They are also used if the oil temp to water temp diff is too great (oil too high, cooking the oil when the water temp is fine). You can often have higher fin density in an oil cooler, because the pump pressure is much higher. This can make the oil cooler more efficient per cfm air than a water cooler alone. Most racing rads are sized to either be very low cg, short and thick, for lower s
  11. Wait, you own a Saab and don't drive with them? How did that happen?
  12. "square" cams are a thing in the circle track world, where lift limited cams are part of the rules. I would doubt you have to go that crazy for a reasonable performance cam. Measure your actual coil bind height on your springs and compare to the max lift of the cam you are looking for. Often "aftermarket" springs are "required" for mid sized cams simply to give extra margin to accommodate for poorly setup springs. New "OE"\"OEM"\"Rebuilder" springs might further help the issue, as you can rate these and setup the head to provide more max lift via proper (low side of good) closed
  13. I was thinking the "rebuilder" network of parts from the suppliers I listed being that sort of equivalent. Issue being the big box stores generally don't offer engine rebuild parts. Autozone only shows valve springs for NC miata that I would consider "aftermarket", and are most likely just universal aftermarket spring listing (for all cars, not just miata). The machine shop supplier books being the best match to an autozone I could think of for this (what rock auto pulls from when they have stuff). Makes sense. The product lines sold to machine shops as drop in replacemen
  14. OE replacement works, right? Not OE as in buy from the dealer? I would assume rebuilder springs you get from machine shop would work (like SBI, Federal Mogal, Sealed Power, Melling, Etc). These can have small variations in coil count and height, as the blanks are meant to fit several different engines and alter the spring in the setting process to fit the applications OE performance (open and closed pressure). Compared to a real race spring, at least on springs built for radical lift, the difference should be noticeable. @turbogrill In a practical sense I replace these
  15. Message me, we should get together sometime.
  • Create New...