The term ‘chromating’ is a contraction of Chromate Conversion Coating, which itself is a little misleading. They are not typical coatings in the sense we would normally define as a separate layer which is clearly distinguishable from the surface below. Chromate conversion processes chemically alter the surface to which they are applied, and the conversion coating becomes an integral part of the surface. The chromated surface is formed by a chemical reaction between the substrate...
One of the key parts of a modern engine dynamometer is the torque sensor. But how do these sensors work and what recent developments have there been in sensing technology? The vast majority of conventional systems for measuring torque operate by measuring the torsional deflection induced by the applied torque, by one of two methods: measurement of twist angle and measurement of surface strain changes. The twist angle method of torque measurement generally requires a portion of the...
Originally introduced in 1948 alongside Buick’s two-speed Dynaflow transmission, the torque converter originally helped make transmissions fully automatic, eliminating the clutch necessary for manual transmissions. Many roadcars are still fitted with torque converters, but in motorsport they survive solely in the domain of drag racing. What makes torque converters unique is the transfer of power from the engine to the transmission, with fluid being the only connecting factor, allowing...
The development of a race engine is most often concerned with maximising efficiency. An integral part of many engine development projects is improved ‘breathing’, and in addition to developing the inlet system, combustion chamber and exhaust, the optimisation of valve lift profiles to suit the engine is a common way to find performance from the top end of the engine. In a number of articles in Race Engine Technology magazine, the importance of maintaining control of the...
It is said that humble pie is never a pleasant dish to eat. However, on this occasion, eat it I must. Only last year, in an article for RET-Monitor on the subject of crankshafts, I asked the question "Why Not Titanium?". The reasons given in the article as to why titanium crankshafts are not used are certainly valid. Titanium's low elastic modulus compared to steel means that, in order to be sufficiently stiff, a titanium crankshaft must be larger in section, and this means...