BATSLOMAN GIVES NO FUCKS.
Seriously?? Thats ridiculous. They're giving them out like candy at any corner pharmacy here!I think it's going to be a few months still before i'll be able to get my jab. I registered and there was no available appointments for 3 months with 50kms. redic.
I wouldn't worry about the congestion and sore throat. Literally had the same thing. As did one of my kids. You're fine............right?Haven't really had time this week to work on the race car civic, super busy trying to focus on work where I can, since I've been sick for 3 days holed up in the house waiting on this stupid covid test to come back. Not sure if it is covid, but I've been vaxxed a while ago. Symptoms are sore throat and congestion, no fever or anything, and today it feels likely almost over. The wife nor the kids have any symptoms so far, so hopefully it was just a summer cold or something.
Apparently this delta variant has a 40% vaccine breakthrough rate, but the vax still helps lessen symptom severity.
Updates all around whenever progress happens!
Keyway transmitted torque is only really important for unbolted applications. I would guess (like you said) that on a crank pulley the majority (re: all) of the torque would be transmitted through the friction of the bolted faces and the keyway is there to confirm the ignition marks are in the correct location.I'm gonna call this success boys.
Fill it with 660 loctite before install, torque the bolt and send it!
View attachment 139452
Installed to the snout without the balancer key installed, to check fitment against the outside radius of the balancer:
View attachment 139453
View attachment 139454
With balancer key installed:
View attachment 139455
View attachment 139456
I find it interesting that even the stock key doesn't sit flush in the untouched key groove bottom of the crank. Makes me think this key is really just for centering and less for torque transfer, and that the bolt clamp provides the majority of the balancer holding power once torqued.
Very tight fitting keys are usually required to transfer full load, which is where the loctite 660 comes in, but I was a bit concerned still, so I did some metallurgy research on this keystock, then some math to ease my mind after this gets assembled lol:
Plug numbers into this formula:
- Keystock is 303 stainless
- Which has a typical yield force of 310,000,000N/m2
- Convert to MPa: 310
- Convert to PSI: 45,000
- Diameter of crank snout shaft: 24mm
- Length of key to replace crank metal: 10.7mm
- Channel depth of key to replace crank metal: 3.5mm
View attachment 139461
- End up with the following yield torques:
- 141.3042 Nm
- 104.20 ft/lbs
Biggest load that will be on this keyway is the alternator, so torque requirement to spin it is easy to figure out:
- Typical alternator requires 1HP/25A of output
- Our alt's are 80A peak rated typically
- So that's [email protected] 80A peak
Since we now have HP and can know the relative RPM of the crankshaft in a few states, torque requirements are easily calculated:
- 3.2HP @ 1000RPM = 16.8 ft/lbs
- 3.2HP @ 8000RPM = 2.1 ft/lbs
I'll be running at 16.2% of keystock yield strength at full alternator load, with a ton of wiggle room. I also estimated that parasitic torque loads based on the weight of the outer balancer ring during harmonic oscillations will induce about another 1-2% of torque at low RPM into the key.
So operating at 20ish% yield strength of the key dimensions and material properties should allow this solution to last a long time, and be a rather lasting repair. Until a tree falls on it again lol.
Assurance by associationKeyway transmitted torque is only really important for unbolted applications. I would guess (like you said) that on a crank pulley the majority (re: all) of the torque would be transmitted through the friction of the bolted faces and the keyway is there to confirm the ignition marks are in the correct location.
Maths looks good.