Quote:
Originally Posted by Jack Gifford
Good to see you researching the subject. After designing the timing belt drive for DOHC conversion of my hemi-four, I'm well aware of the frustration involved. Back-and-forth with a half-dozen belt/sprocket suppliers and with another half-dozen racers using cam belt drives, I was still left with some missing answers. One thing is for sure- none of the manufacturers/suppliers will provide any assurance of suitability for racing applications.
I'm hoping Langer will share more details on his belt incident- as you said, we need to know how this happens.
If you look at Gates info of the last couple of years, you'll see that GT-3 is now recommended for severe applications. It's a very small change to tooth profile compared with GT-2, but improves belt/tooth contact under high load.
Bottom line for me- I'll be nervous as hell when my engine goes on the dyno Wednesday......  |
It said it right in the article, the valves hit the pistons which made the belt jump.