Just some cross over tech from my thread, back when I used to actually do tech….
Clutches, torque pulse…
Engines, combustion that is, have variance in how power/torque is delivered. That’s due to combustion intake/exhaust stroke on a 4 stroke gas/diesel engine. The power stroke or pulse happens on fuel detonation and moving the piston down. Since it’s not firing all the time you have a variance in the force (thanks yoda) while other pistons are firing. That variance or pulse is know as a torque pulse or impulse. How does is feel? Smoother delivery or less depending on engine/cylinders.
Here’s some charts explaining some.
This is the power/torque pulses from 3 different engines. I4, V6, V8 for 1 rotation of the crankshaft. This is just high level to understand the lumpy/variance/vibrations that occur between the engine types.
So we see that 4cyl has the biggest variance and vibrational issues inherently. (Not counting vibration dampers, counterweights between engines) Looking at you 4BT.
Let’s look at a clutch disk. Has friction material on the outside, a splined hub and springs. The hub is free to slightly rotate to handle and get rid of noise vibrations and harshness (nvh) that come from you guessed it, the engine, specifically the crank and all those lovely torque pulses.
You can imagine there is a lot of different clutch’s to handle all the different torque pulses and NVH from each engine. Some overlap, some might work, some definitely won’t work even though the power specs and size is the same.
All that hub rotation, springs, damping has been figured out by smart physics people on what should hold up taking into account this whole meaningless post of NVH, torque pulse etc. there is a lot of cool stuff they are doing with regards to this that I just didn’t want to go down that big rabbit hole.
Clutches, torque pulse…
Engines, combustion that is, have variance in how power/torque is delivered. That’s due to combustion intake/exhaust stroke on a 4 stroke gas/diesel engine. The power stroke or pulse happens on fuel detonation and moving the piston down. Since it’s not firing all the time you have a variance in the force (thanks yoda) while other pistons are firing. That variance or pulse is know as a torque pulse or impulse. How does is feel? Smoother delivery or less depending on engine/cylinders.
Here’s some charts explaining some.
This is the power/torque pulses from 3 different engines. I4, V6, V8 for 1 rotation of the crankshaft. This is just high level to understand the lumpy/variance/vibrations that occur between the engine types.
So we see that 4cyl has the biggest variance and vibrational issues inherently. (Not counting vibration dampers, counterweights between engines) Looking at you 4BT.
Let’s look at a clutch disk. Has friction material on the outside, a splined hub and springs. The hub is free to slightly rotate to handle and get rid of noise vibrations and harshness (nvh) that come from you guessed it, the engine, specifically the crank and all those lovely torque pulses.
You can imagine there is a lot of different clutch’s to handle all the different torque pulses and NVH from each engine. Some overlap, some might work, some definitely won’t work even though the power specs and size is the same.
All that hub rotation, springs, damping has been figured out by smart physics people on what should hold up taking into account this whole meaningless post of NVH, torque pulse etc. there is a lot of cool stuff they are doing with regards to this that I just didn’t want to go down that big rabbit hole.
The joys of using a normal floor jack instead of a transmission jack. if anyone has a spare 4WD light transfercase sensor they aren't using, let me know I'll purchase it from you for the right price. Mine got a little buggered.
especially when I'm used to running 7018 uphill. Decided to weld this flange onto my exhuast with a stick welder for some better penetration compared to my itty bitty flux core welder. Came out decent.
I sure would have thought it could be used. Is it concave or something?
