For the Love of the Sport 1
Clicks:23442015-01-07 13:02:07 Source:TaeguTec Inserts,TaeguTec Cutting tools_TaeguTec CNC cutting tools (Shandong) Co., Ltd.
新闻摘要:The Technology behind the latest generation V8 Supercars in Australia has grown in leaps and bounds since the concept took shape in the early 1960s. Consider the practical challenge of taking a road going four-door sedan and transforming it into a c
The Technology behind the latest generation V8 Supercars in Australia has grown
in leaps and bounds since the concept took shape in the early 1960s. Consider
the practical challenge of taking a road going four-door sedan and transforming
it into a car not for the faint of the heart; the end result is the V8 Supercar
one sees on the tracks today.
A quick review of the engine and drivetrain
demonstrates the stringent requirements – all cars must be front engine with a
rear-wheel drive system. Only 5.0 liter V8 engines with electronic fuel
injection producing 620-650 horsepower are considered. All engines are
electronically limited to 7500 RPM with a compression ratio of 10:1. Power to
the rear wheels is done via a six-speed sequential transaxle with an integrated
spool differential whilst the individual gears ratios and final drive ratio are
fixed with drop gears at the front of the transaxle.
This doesn’t even
include the specification for brakes, suspension, wheels and tires. Literally,
any team racing V8 Supercars is building from the ground up.
Building the Behemoth
Building a V8
Supercar is what Jeff Stewart, a TaeguTec sales engineer with much V8 motorsport
experience describes as “a full time job and a half.” Thousands of components go
into its construction from a simple part like a ferrule to something complex as
a front upright. Either way, a modern day Supercar is built from the ground up
which includes meters of chrome-moly tubes attached to a steel chassis, panels
made from composites and bonnets made from steel.
This means that the
metal and metal alloys used in the production of these power-plants must be
specific and, in that case, only the best will do because the slightest flaw
could end in a disaster for the driver, the car or both. Generally, the parts
used in the production of these monsters of the race circuit are made from a
range of materials such as 7,000/aircraft grade aluminum; 1020 (AS1442-1992
1022), 4140 (AS1444-1996 4140) and 4340 (AS1444-1996 4340) steel grades; 316
stainless steel and various composites. Because of the varying grades of alloys
and kinds of materials, a motor sport shop has to be on par with shops that have
the ability to meet ISO 9001 standards practiced in the aerospace
industry.
Nothing is wasted, if the component does not have the correct
surface finish or the right tolerance it has to be scrapped. To complicate
matters even more, time and money are always of the essence while quality
standards are stringent. Cutting tool suppliers such as TaeguTec offer
comprehensive cutting tool solutions that make the metal shaping of these
components simple and fast, which helps the motorsport machine shops meet the
tight cycle time demanded by the sport.
Mr. Stewart recounted the
impressions of a V8 Supercar machine shop that was introduced to the MillRush
range of cutters using the three cutting edge 3PKT insert. “What impressed the
shop most was the tool’s versatility and how fast the operation was when
machining aluminum components.” The 3PKT is characterized by a thick, unique
geometry and high super rake angle that generates a low cutting force. More
precisely, the shop was impressed by the low cutting force because most of their
machining was not conventional production work. “In certain applications it was
necessary to hold back the cutting by 5mm but still required a very fine finish
– this is a tricky thing to do,” Mr. Stewart explained. For difficult-to-cut
materials such as aluminum, race car shops machine their parts using a low
cutting force at high speeds. “Lastly, the insert wiper gave the proper quality
surface finish that was required for the component. In this case, the 3PKT
inserts fit the bill nicely,” he said.
in leaps and bounds since the concept took shape in the early 1960s. Consider
the practical challenge of taking a road going four-door sedan and transforming
it into a car not for the faint of the heart; the end result is the V8 Supercar
one sees on the tracks today.
A quick review of the engine and drivetrain
demonstrates the stringent requirements – all cars must be front engine with a
rear-wheel drive system. Only 5.0 liter V8 engines with electronic fuel
injection producing 620-650 horsepower are considered. All engines are
electronically limited to 7500 RPM with a compression ratio of 10:1. Power to
the rear wheels is done via a six-speed sequential transaxle with an integrated
spool differential whilst the individual gears ratios and final drive ratio are
fixed with drop gears at the front of the transaxle.
This doesn’t even
include the specification for brakes, suspension, wheels and tires. Literally,
any team racing V8 Supercars is building from the ground up.
Building the Behemoth
Building a V8
Supercar is what Jeff Stewart, a TaeguTec sales engineer with much V8 motorsport
experience describes as “a full time job and a half.” Thousands of components go
into its construction from a simple part like a ferrule to something complex as
a front upright. Either way, a modern day Supercar is built from the ground up
which includes meters of chrome-moly tubes attached to a steel chassis, panels
made from composites and bonnets made from steel.
This means that the
metal and metal alloys used in the production of these power-plants must be
specific and, in that case, only the best will do because the slightest flaw
could end in a disaster for the driver, the car or both. Generally, the parts
used in the production of these monsters of the race circuit are made from a
range of materials such as 7,000/aircraft grade aluminum; 1020 (AS1442-1992
1022), 4140 (AS1444-1996 4140) and 4340 (AS1444-1996 4340) steel grades; 316
stainless steel and various composites. Because of the varying grades of alloys
and kinds of materials, a motor sport shop has to be on par with shops that have
the ability to meet ISO 9001 standards practiced in the aerospace
industry.
Nothing is wasted, if the component does not have the correct
surface finish or the right tolerance it has to be scrapped. To complicate
matters even more, time and money are always of the essence while quality
standards are stringent. Cutting tool suppliers such as TaeguTec offer
comprehensive cutting tool solutions that make the metal shaping of these
components simple and fast, which helps the motorsport machine shops meet the
tight cycle time demanded by the sport.
Mr. Stewart recounted the
impressions of a V8 Supercar machine shop that was introduced to the MillRush
range of cutters using the three cutting edge 3PKT insert. “What impressed the
shop most was the tool’s versatility and how fast the operation was when
machining aluminum components.” The 3PKT is characterized by a thick, unique
geometry and high super rake angle that generates a low cutting force. More
precisely, the shop was impressed by the low cutting force because most of their
machining was not conventional production work. “In certain applications it was
necessary to hold back the cutting by 5mm but still required a very fine finish
– this is a tricky thing to do,” Mr. Stewart explained. For difficult-to-cut
materials such as aluminum, race car shops machine their parts using a low
cutting force at high speeds. “Lastly, the insert wiper gave the proper quality
surface finish that was required for the component. In this case, the 3PKT
inserts fit the bill nicely,” he said.
【Editor:】(Top) Return to the top