|
|
![]() |
#1 |
Guest
Posts: n/a
|
![]()
Where do you leave and shift at? Are you running counterweight? If I had to guess if your running to much counter weight and its locked up tight at your shift points. That is just a shot in the dark.
|
![]() |
![]() |
#2 |
VIP Member
Join Date: Jan 2002
Location: Central Massachusetts
Posts: 1,398
Likes: 713
Liked 410 Times in 94 Posts
|
![]() |
![]() |
![]() |
![]() |
#3 |
Senior Member
Join Date: Sep 2007
Location: Henderson, NV
Posts: 583
Likes: 8
Liked 54 Times in 27 Posts
|
![]()
You have too much clamp load at your shift point, whether base or counterweight induced. Peak torque is at lower rpm where counterweights are less effective. If the base is quite low and you make up for it with counterweight to get enough clamp load at peak torque, it is easy to then have too much at the higher shift rpm.
|
![]() |
![]() |
![]() |
#4 |
Live Reporter
Join Date: May 2006
Location: Dripping Springs, Tx
Posts: 2,709
Likes: 186
Liked 520 Times in 132 Posts
|
![]()
For the last time you don't need a Youngblood clutch to go fast. PM me and I will direct you to some very fast cars in ND in the records section not running that clutch.
As others have stated give your base,cw if any and rpm shift points. That will help. Good luck.
__________________
Ed Carpenter 2005 Chevy Cobalt A/SM Race Engine Development |
![]() |
![]() |
![]() |
#5 |
VIP Member
Join Date: Jun 2007
Location: from Vancouver BC Canada, now in Nova Scotia
Posts: 1,311
Likes: 316
Liked 1,103 Times in 301 Posts
|
![]()
The pressure plate has a 280 lb base, I started at 5 turns out, and backed it down until it flared on the 3-4 shift, and added 1/2 turn. I normally leave it like that until it flares again, however many runs that takes. I don`t really play with counterweight, as I can not remove the bellhousing in the car, engine has to come out. For counterweight, I have the short steel bolt and nut, I believe that is about 6 grams per lever. I launch at 6000-6200, and shift about the same.
__________________
NHRA 6390 STK M/S 85 Mustang |
![]() |
![]() |
![]() |
#6 | |
VIP Member
Join Date: Jul 2007
Location: Anthem, Arizona
Posts: 2,766
Likes: 0
Liked 3 Times in 3 Posts
|
![]() Quote:
__________________
Jeff Lee 7494 D/S '70 AMX |
|
![]() |
![]() |
![]() |
#7 | |
VIP Member
Join Date: Jul 2007
Location: Anthem, Arizona
Posts: 2,766
Likes: 0
Liked 3 Times in 3 Posts
|
![]() Quote:
Now if you have a problem with Advanced Clutches, whether you can't afford one or you think they don't work, take it elsewhere.
__________________
Jeff Lee 7494 D/S '70 AMX |
|
![]() |
![]() |
![]() |
#8 |
Senior Member
|
![]()
I would look at the counterweight as well. Good luck!
__________________
Joe Martens AA/Stock 3969 |
![]() |
![]() |
![]() |
#9 |
Senior Member
Join Date: Nov 2007
Posts: 615
Likes: 56
Liked 165 Times in 59 Posts
|
![]()
although I can only suggest what could be going on as I only have 25 passes on my combo ,the one thing I can tell you is if you get a data logger you can see what is happening during the run ,,,when you make changes to the clutch you will be able to see it on the graph and compare several runs together,,,i have a rpm data logger 10 channel with the basic engine rpm,drive shaft rpm ... it also gives you a R.A.T number witch is the slippage between the engine and input shaft ,with that system you can add other sensors,o2's, it takes the guess work out of runs that went bad(loosing traction down track,bad starting line or slipping the clutch) its not priced bad and its made in America and they always will return the phone call if you have a question, I have learned a lot and still learning gmonde
http://rpmperf.com/ Last edited by gmonde; 01-14-2013 at 08:52 PM. |
![]() |
![]() |
![]() |
#10 |
Member
Join Date: May 2004
Location: Yuba City, CA
Posts: 220
Likes: 0
Liked 0 Times in 0 Posts
|
![]()
Rory, do you need that CW? Have you ran without it?
__________________
Shawn Allsup K/S 718 |
![]() |
![]() |
![]() |
|
|