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| Blooze Own: An F355 Six Speed N* Build Thread (Page 107/126) |
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fieroguru
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MAY 10, 08:42 AM
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| quote | Originally posted by aeffertz:
Are you going to rivet that gear ring to the aluminum or something? |
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The prototype flywheel only used a press fit as well and has been in service for over a year with 12K miles put on it and lots of 7K RPM upshifts. So far there has been zero movement of the ring gear, and in the LS4/F40 combo, the starter could actually push the ring gear off the ring gear support shelf (transmission mounted starter).
When these F40 flywheels go into production, there will be 3 tabs welded to the ring gear that will be bolted to the flywheel so there will be a mechanical means (besides the press fit) of retaining the ring gear to the flywheel. Almost all the SFI certified aluminum flywheels have the ring gear locked into place with some tabs, so mine will have the same. Eventually, I want this flywheel to be SFI certified for 7K RPM, so it will have to sustain 10,500 rpm for 24 continuous hours.
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ericjon262
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MAY 10, 10:36 AM
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Bloozberry
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MAY 10, 07:23 PM
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| quote | Originally posted by fieroguru:
What size socket did you use to torque the nuts (been so long I can't remember)? |
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I'll send you a PM with the details.
| quote | Originally posted by fieroguru:
The LS4/F40 prototype flywheel tipped the scales at 11.2 lbs. Larger crankshaft pilot, larger (but fewer) crankshaft bolt holes, larger counter bores for the wear strip bolts, spring dowels vs. solid, scale calibration differences, etc. all would help account for the lighter weight. |
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If you're referring to the reason why mine is heavier, then the reason is probably because you weighed yours either without the ring gear or the wear plate, or both. When I tally up the complete weight of mine including the pressure plate and clutch disk, the assembly weight is nearly identical to yours, as you'll see in my next post. 
Thanks! A + for you too.
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fieroguru
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MAY 10, 08:08 PM
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| quote | Originally posted by Bloozberry:
If you're referring to the reason why mine is heavier, then the reason is probably because you weighed yours either without the ring gear or the wear plate, or both. When I tally up the complete weight of mine including the pressure plate and clutch disk, the assembly weight is nearly identical to yours, as you'll see in my next post.
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That is entirely possible. I did weigh it a each step of the process and could have grabbed the wrong #... it has been 3 years since I made the prototype...
Just for reference, the Spec Fiero Getrag Stage 3+ clutch (SC883F) and pressure plate weight in at 14.7 lbs. I just opened a new one today and put it on the scale as well.
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Will
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MAY 11, 07:16 PM
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| quote | Originally posted by fieroguru:
Eventually, I want this flywheel to be SFI certified for 7K RPM, so it will have to sustain 10,500 rpm for 24 continuous hours.
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Is that really part of the certification? One spin up, 24 hours later one spin down? That's only one stress cycle. That doesn't say anything of value about the fatigue resistance of the part.
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fieroguru
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MAY 11, 07:59 PM
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| quote | Originally posted by Will:
Is that really part of the certification? One spin up, 24 hours later one spin down? That's only one stress cycle. That doesn't say anything of value about the fatigue resistance of the part. |
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I was wrong, its only a single pull for 1 hr of duration. Fatigue resistance isn't part of the testing. Here are the certification requirements for 1.1 (Replacement Flywheels and clutches)
http://www.sfifoundation.co.../Spec_1.1_110901.pdf
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5.2.3 PROCEDURE
A. Mount the component(s) to the spindle and attach the tachometer.
B. The component(s) shall be driven to a minimum rotational speed of 150 percent of the maximum engine speed as provided by the submitting manufacturer and maintained at that level for one hour.
5.2.4 INSPECTION
Upon completion of the test, the component(s) shall be examined for signs of failure, such as cracks, by either Fluorescent Dye Penetrant Inspection or Magnetic Particle Inspection.
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[This message has been edited by fieroguru (edited 05-11-2014).]
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Bloozberry
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MAY 12, 10:27 PM
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Fieroguru's flywheel was designed specifically for use with the Spec's '93 - '97 Ford Ranger 4.0L clutch and pressure plate. After debating with Fieroguru the pros and cons of using the 3+ sprung hub clutch disk versus the 4+ solid hub clutch disk, I decided to opt for the 4+ after Paul reassured me that its street manners were quite acceptable. He's got about 12K miles on his LS4 with this combination and said he could easily feather it to inch forward in traffic, or drop it hard for max acceleration without slippage. The troubles experienced by several PFF members losing hub springs with Spec's sprung hub disks were enough to make me avoid them.
I ordered up a Spec Stage 4+ (part number SF964F) from Canadian distributor "Steeda" in Ontario, which sells performance Ford parts. The part number isn't listed on Spec's website but it is available. It was especially painful for the pocketbook coming in at $778 after taxes and shipping. 
Here's the business side of the pressure plate:
It's the biggest diameter clutch you can physically fit inside the F40 bellhousing. The clamping surface measures just shy of 10" at 9-15/16".
The pressure plate alone weighs in at 11.57 lbs which is within a half pound of the stock Fiero pressure plate for comparison's sake:
Here's the solid hub clutch disk... note that it's a full faced friction surface which helps driveability significantly over the various multi-puck designs of the Stage 4 disks:
It measures 9-27/32" in diameter so it's 13/32" smaller than the wear plate on the flywheel and 3/32" smaller than the pressure plate clamping surface:
The other unique feature of this clutch disk is that the splined hub is entirely offset towards the transmission side. It's deep too giving 15/16" spline engagement:
The clutch disk weighs 4.92 lbs so in all, the flywheel, pressure plate, and disk weigh 29.19 lbs total. Compared to the stock Fiero assembly weighing 30.6 lbs, I'd say the design is pretty darned good. As Fieroguru mentioned earlier, the same assembly off an LS1 engine weighs a whopping 56 lbs!
For fun, I took a couple photos of the disk mocked up on the flywheel to show the relationship between the edges of the two parts:
And again, here are all three parts just stacked on top of each other. These will only get installed once I get around to removing the cradle again, but that will only happen once I take a few measurements for such things as engine torque strut locations and clearances for some exhaust plans.
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Zac88GT
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MAY 13, 12:15 PM
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You won't be disappointed with the solid hub. Our flywheel weights are very close and I thought the driveability was excellent.
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Will
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MAY 13, 12:20 PM
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Sprung hub and engine mounts both contribute to clutch chatter.
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motoracer838
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MAY 24, 09:30 AM
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