SS3 Race Team
Winter Report….January,
2010
2009
Problems: Early in the year the car just would not run fast and it took us
2 races to find the magneto had gone bad. That is fixed. The other nagging
problem was the 3 torque converter bolts to the flywheel would need
retightening every 2 passes. We went thru 2 flywheels because the holes
would get damaged. The rear end housing cracked and was temporarily
welded. The third member pinion nut came loose. After 1 ˝ years of
running. So I have some issues to fix.
Repairs to
housing: The rear housing is chrome moly fabricated steel. I split a
weld seam, from tire shake, at the bottom of the 3rd member
mount. Now I removed the housing from the chassis for a permanent repair.
When I removed the 3rd member I noticed the bottom section of
the mounting flange was distorted. So I removed the studs, straightened
the flange and welded a support inside. Now it is all together with a new
3rd member and back in the chassis.
Transmission:
The transmission has been in the car since I switched to the
supercharged BBC engine. (3 years). The case and bell have built in safety
shields and are SFI approved. The SFI approval is good for 3 years so ours
is due. The trans. has to be disassembled to send the case and bell back
to the manufacturer for re-inspection and re-certification. I was worried
the bell wouldn’t pass re-certification because of three cracks (next part
of report). So the trans went to Lyndon Rutland Transmissions in Houston
Texas for rebuilding and he sends the parts out for re-certification and I
was right the bell failed…..time for a new one. The trans. Is now back.
Torque converter and flywheel: All year we had trouble
keeping the 3 torque
converter bolts tight for more than 2 runs. The last race of the year I
broke one bolt and it damaged the bell housing. Cracking it in 3 places.
To solve that issue we are going to a 6 bolt/pad converter and a billet
steel flywheel. The pads are threaded so the bolts now go thru the
flywheel into the threaded pads on the converter, loctited & tightened,
and a nut is threaded on the bolt as a jam nut to keep everything tight.
Chassis: The
chassis will get checked front to back, top to bottom. Every weld, tube,
bracket and bolt looked at. It is also due for SFI re-cert.
Engine: Now
for the big change! I’m a racer and can’t leave anything alone. The
540 cu.in. has 119 runs on the aluminum rods. The rods are good for
120-130 runs, so it is time to stop running them. The engine will get new
rods and then be the back up to the new 572 cu.in. Keith Black Aluminum
engine. It has new Venolia rods and pistons. I’m degreeing the cam now and
then checking piston to valve clearance with the cam “straight up” and at
8 degrees advanced and 8 degrees retarded. That data will allow me to make
cam timing changes, if needed, after testing. Cam timing changes where the
engine makes power during the run.
When that is
done the focus will be on getting the 540 out and the 572 in. Then the
trans and drive. Then the plumbing, wiring and hardware…..then fuel and
FIRE !!!!