PRI Magazine May 2013 : Page 46

Engineering and Manufacturing Racing Fasteners for 44 Years Manufactured in the U.S. Raced All Over the World ARP fasteners provide strength and reliability for every type of racing. All ARP fasteners are engineered and manufactured entirely in our own ISO 9001 and AS9100 registered facilities in Southern California. arp-bolts.com/pri 800.826.3045 46 download our 2013 catalog Gabriel Casella at Saenz Performance, Buenos Aires, Argentina, described some of the specific advantages of these tech-nologies in gearbox manufacture. “Some series regulations require the use of the OEM gearbox case in the racing cars,” he said, “and these processes make it pos-sible to design internal components, see that they all fit and work, and make an analysis of the case to check its integrity. In regard to gear design, it is now possi-ble to work on tooth profiles knowing how the stress is distributed, and estimate life and power consumption just from the com-puter. In the early days, we made samples and tests; now we get more accurate solu-tions, cheaper and faster.” Casella outlined some other testing and documentation procedures routinely used at Saenz. “We use only US steel from cer-tified suppliers; each bar is tested and a sample is kept as reference,” he said. “All of our gears, shafts and dog rings are made from forged blanks to guaran-tee fiber orientation. All gearbox compo-nents are heat-treated in Saenz facilities and tested. A sample of each treatment operation batch is kept for control.” “One new technology that is becoming interesting and that we’re using for prototyp-ing is the 3D printer,” said Matt Monson of Guard Transmission/Modena Engineering, Boulder, Colorado, speaking of the devices that lay down layers of material to create a three-dimensional solid object from a digital model. “It allows a huge jump in prototyping times by allowing the ability to actually print gears and assemble them in a gearbox. You couldn’t drive on them, of course, but it lets us check to see whether they will shift properly, whether they’ll fit in an existing case, since we’re frequently constrained by rules that say the internals are open, but we have to put them inside the factory case. As far as our ability to take a street transmission and rework it to motorsports specs, it is changing the gearbox industry.” Bernal at ACT told us that the most recent software and prototyping advances have centered on their growing availabil-ity to the racing industry. “Advanced code that was previously found only in forward space projects is becoming Road racers consistently ask for reliable, lightweight clutches and flywheels that also provide quick, predictable shifts and rapid engine response, reported one clutch man-ufacturer. He added that another common concern is smooth engagement, so the chas-sis is not upset on corner entry or exit. Good driver feedback is required for the best consis-tency and overall reliability, so work closely with customers and ask plenty of questions to acquire as much information as possible. more accessible to companies working with somewhat less than NASA-sized budgets,” he said. “ACT uses many of these new tools, including rapid prototyp-ing, to shorten development cycles and explore advanced development realms that were previously thought to be out of reach in terms of time and investment.” Transferring Power Advanced electronics and such inno-vations as sequential shifting, power shift-ing and paddle shifting are changing the way road racers change gears, accord-ing to Casella at Saenz. “We’ve found that some of these solutions give drivers more time to drive and allow components to last longer,” he said. “These solutions don’t change race results,” he stressed; “good drivers are always on top.” One of the latest products from Saenz is a new gearbox for TransAm called the TA 358. “It’s five speeds forward plus reverse, with quick-change gears in the back. It is available in H or sequen-tial configuration and handles over 859 ft. lb.,” said Casella. “The Saenz TT3 is actually our bestseller, as it covers a wide range of road racing applications in front-engine, rear-wheel-driven cars.” Casella also told us the company has produced synchro kits for many OEM compact European and Japanese Performance Racing Industry | May 2013

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