The Martin-Ford engine was not exactly a "production car engine" or
application.
Greg Solow
----- Original Message -----
From: Brian Evans <brian@uunet.ca>
To: Greg Solow <gregmogdoc@surfnetusa.com>; <JWoesvra@aol.com>;
<ericsmgs@prodigy.net>; <lwdent@fwi.com>; <mgvrmark@hotmail.com>
Cc: <grand_wazoo@flinet.com>; <malcox@sonic.net>;
<vintage-race@autox.team.net>
Sent: Friday, October 13, 2000 6:26 AM
Subject: Re: clutch rebuilding
> The Martin/Ford engine that was in my Merlyn had a 7.25 inch clutch in
> 1966. To be sure, it was described in the invoice (which I also have,
> believe it or not) as a Porche clutch of some type, but it is (I still
have
> the original clutch as well, the PO's for this car kept everything!) a
bolt
> in match for the Quartermaster clutch of essentially identical design now
> on that engine. Bolt circle is the same, it has a "thick slotted ring"
> (quote from the invoice) to space the pressure plate off the flywheel,
> etc. The only significant difference is that it used an organic type
disc,
> so that I had to machine a .100" step in the flywheel to accommodate the
> thin metallic disc that the Quartermaster clutch uses and I think it has a
> pressure disc to actuate the spring fingers, while the Quartermaster has
> the throw-out bearing act directly on the spring fingers.
>
> Now, this was a single plate clutch, to be sure, but I found this all very
> interesting...
>
> Brian
>
>
> At 02:07 AM 10/13/00 -0400, Greg Solow wrote:
> >Gee, I always thought that a small diameter multiplate clutch only became
> >available in the last 15 years or so . To my way of thinking that makes
it
> >fit the perfect description of a "non-vintage" modification akin to
roller
> >rocker arms or a belt drive conversion on a BMC "A' series engine. If I
> >remember correctly, the SCCA rules thoughout the 60s and 70s required the
> >use of a clutch of standard diameter and type of construction in all
> >production cars.
> >
Regards,
> >Greg Solow
> >
> >The Engine Room
> >
> >Santa Cruz, Ca.
> >----- Original Message -----
> >From: <JWoesvra@aol.com>
> >To: <ericsmgs@prodigy.net>; <lwdent@fwi.com>; <mgvrmark@hotmail.com>
> >Cc: <grand_wazoo@flinet.com>; <malcox@sonic.net>;
> ><vintage-race@autox.team.net>
> >Sent: Friday, October 06, 2000 4:33 AM
> >Subject: Re: clutch rebuilding
> >
> >
> > > In a message dated 10/5/00 6:35:08 PM Pacific Daylight Time,
> > > ericsmgs@prodigy.net writes:
> > >
> > > << Joint and Clutch in Charlotte, NC >>
> > >
> > >
> > > I use Joint and Clutch in Columbia, SC. They built new half-shafts for
my
> >GT6
> > > when I converted to Datsun outer hubs. Triumph flange on inboard end,
> >Datsun
> > > flange on the outer. Work great. They can make any drive-line
component
> >you
> > > need. Of course they reline brakes and clutches too.
> > >
> > > However, I'm sure that every big city has a similar service. Many have
> >been
> > > in business for a long time and may still have real asbestos lining
> >material
> > > such as Grey Rock hidden in the back. They are not supposed to use it
any
> > > more, but there is nothing better for drum brakes if you can find it.
> > >
> > > A final thought for racers; it is really better to go to a Tilton
style
> > > clutch. This eliminates the deficiencies of the Borg & Beck type which
is
> > > prone to high rpm failure. They also work well in oily conditions.
> > >
> > > Jack Woehrle
> > >
>
> Brian Evans
> Director, Strategic Accounts
> UUNET, A WorldCom Company
>
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