We have been using aluminum alloy flywheels on the TR-4 engines for over 25
years. Then engines we have put them on have ranged from 115 hp to 190 hp.
We have had one (1) problem in that time. I t was caused by the engine being
consistantly overreved at the Pittsburg Vintage GP. The reves used to cause
the flywheel to shear its bolts were over 7600 rpm. Using properly designed
flywheels and good ARP flywheel retaining bolts of 3/8" diameter, that was
to only problem we have had.
By the way, the high rpm stess also caused the front generator bracket
to break the same weekend the flywheel bolts failed. On a few of our high
horsepower engines, we have used 4 or 6 7/16" fasteners instead of the
standard size 3/8" pieces. Most of the engines
have used 4 3/8" retaining bolts with #8 flat washers, torqued to 60 psi
with loctite "nut lock" on the THREADS ONLY.
Greg Solow
----- Original Message -----
From: "Bill Babcock" <BillB@bnj.com>
To: "Tony Drews" <tony@tonydrews.com>; "Jim Cun" <jimcun2001@yahoo.com.au>;
"Friends of Triumph" <fot@autox.team.net>
Sent: Monday, November 19, 2007 12:44 PM
Subject: Re: [Fot] Alloy v steel
> I'm not a fan of alloy flywheels, I've had two come adrift despite a lot
> of
> modification and prep. The steel flywheels are almost as light and seem
> bulletproof. The cast ones can't be lightened enough to be worthwhile.
> Fine
> for the street.
>
>
> -----Original Message-----
> From: fot-bounces+billb=bnj.com@autox.team.net on behalf of Tony Drews
> Sent: Sun 11/18/2007 1:14 PM
> To: Jim Cun; Friends of Triumph
> Subject: Re: [Fot] Alloy v steel
>
> Alloy flywheels seem harder to keep attached to the crankshaft. With
> proper care, they work well, though. They seem to be more
> troublesome in the 6 cylinder motors, anecdotally.
>
> - Tony
>
> At 03:01 PM 11/18/2007, Jim Cun wrote:
>>Hi Guys,
>> Just wanted to ask your thoughts on an alloy flywheel vs
>>steel for a TR race car?
>>
>>Regards Jim
>>
>>
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