Engine peak/stab torque

[Dunk Mckay]

Been asked by disso superviser to take a look at engine stab torque over mean torque, and how that's likely to affect designs. At the crank shaft this is significantly higher than the mean average(up to 500% for examples I've found).
Main concern is for designing drivetrain, and how much damping effect the gearbox, flywheela nd final drive have.

Has anyone ever done anything or got any documentation on this?

[Dunk Mckay]

Been asked by disso superviser to take a look at engine stab torque over mean torque, and how that's likely to affect designs. At the crank shaft this is significantly higher than the mean average(up to 500% for examples I've found).
Main concern is for designing drivetrain, and how much damping effect the gearbox, flywheela nd final drive have.

Has anyone ever done anything or got any documentation on this?

[VFR750R]

The type of torsional dynamics you're referring to are generally above FSAE level in terms of designing drive-train parts with those loads in consideration. Inline 4's are notorious for inertia torque (search for forum topics on fsae for Yamaha R1 with 90 deg crank).

[Simon Dingle]

Hey VFR750R,

Do you have a link for that thread? I know it'll take a while to appear but I can't seem to find it. All I keep getting is this thread, or no result.

Cheers,

[nowhere fast]

I believe the thread VFR750R is reffering to is "4 Cyl Cross Plane vs Flat Plane Crankshaft".
I found it through doing a google search of this site but could not find it using the forum search feature no matter what search terms I used.

[Dunk Mckay]

For anyone interested. The final design (which worked great btw) just applied a safety factor of 2 to the measured mean torque.

Having said that, going by some other DT components I reckon in future we could get away with slightly less than that.