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Atomic Performance Products - XR6T High Performance Conrods

Atomic billet steel conrods were designed from scratch with one principle in mind; use aerospace quality materials and sophisticated manufacturing processes to produce an extremely strong, light and durable connecting rod for the popular inline 6 cylinder Ford SOHC/DOHC engines, at an affordable price. The Design and Evaluation Process The Atomic engineering team set out to address these parameters by designing what many performance engine builders are now calling the finest conrod on the market for the Ford DOHC 6 cylinder engine. Extensive CAD/CAM computer modelling was employed and produced a H-Beam design, which has an extremely high stiffness-to-mass ratio. The next step was to pick the correct materials, heat treatment and surface treatment processes to ensure durability under rigorous performance applications. Next came FEA modelling (Finite element analysis) to simulate stresses on the conrods. This also entailed weighing every piston, gudgeon pin and ring set on the market and loading this information, plus stroke, rotating and reciprocating conrod values into our computer modelling software to calculate the stresses. The greatest load exerted on a conrod in an engine producing 600 comes not from the force of normal combustion but from the tensile force exerted by the piston at top dead centre (TDC). At 5250 RPM the piston exerts a tensile load on the conrod of 1908 gs (-1693 kgs) at split overlap TDC reversal. If you increase maximum engine speed by only 1000 RPM to 6250 RPM, the TDC tensile load rises by 50.4% to 2870 gs. At 7500 RPM the tensile loading increases to 4132 gs, clearly demonstrating the Atomics design strength of 8000 gs means it has plenty in reserve. Excessive loads at TDC are brought about by a high reciprocating mass and/or by increasing engine RPM, so it is essential to design reciprocating engine components with the lowest mass possible to minimize premature lower bearing shell bearing failure. This is particularly relevant to our customers who are turning their engines to 7500RPM+. For more information, visit http://www.atomicperformanceproducts.com/conrods.html


 


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Cylinder Head 201 - Radius Cut Valve Job
This video covers the complete valve job process that your machinist might perform. If the 100 series videos didn't help you identify and correct a problem with your cylinder head, then this is the next step. This video is brought to you with permission from my machinist in full 1080HD, and covers cleaning up the head inside and out, preparation and setting up a radius cutter, cutting all 16 valve seats, valve grinding, and spans 3.5 hours of actual work in under 30 minutes. There's nothing like this anywhere else on YouTube. THANK YOU BALLOS PRECISION MACHINE. Thank you for the professional explanation and execution of a job excellently-done, and un-precedented access to your facilities. A valve job is done by re-grinding or replacing valves, and then having new seats cut to match the faces of the valves you're using. There are several different machines that might be utilized to achieve this result, but the process is the same no matter how it's done. There are seat cutters that utilize cutting stones. There are valve seat cutters with 3 separate angles installed 120° out-of-phase, and there are single cutters with all 3 angles (radius cutter) that cut with one blade in one pass. The machine demonstrated here is a Sunnen VGS-20 Radius Cutter. This machine (now out of production) produces a gradual curved seat that's superior to the shape of a traditional 3-angle seat. While a radius cutter does contain the 30, 45 and 60 degree angles, it does so without leaving any sharp edges between their faces. My valve selection includes Supertech 1mm oversized nitride-coated stainless steel undercut and back-cut intake valves, and 1mm oversized Inconel back-cut Exhaust valves. Inconel is a high-temperature alloy utilized in marine and forced-induction performance engines that can handle more abuse than steel can without melting. The other characteristics of the valves which are discussed typically yield bigger gains in airflow than simply using a bigger hole and a bigger valve. Why I did this to a perfectly-good cylinder head: I changed cams. Because the valves were previously recessed during another valve job 9 years ago, my valve installed height was increased and this raised the operating positions of my rocker arms. My new camshaft selection dictates using the stock valve install height. The only solutions to this valve install height problem are to either replace the valve seats, or install oversized valves. I opted for the latter.





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Atomic Performance Products - XR6T Vernier Cam Sprockets
The Ford DOHC 6 cylinder engine has hydraulically adjustable camshaft timing which is controlled by the factory ECU. The factory tuning retards cam timing (of both cams simultaneously) at light throttle above 100 KPH to aid emissions and fuel consumption and subsequently provides no advantage to the performance enthusiast. The VCT units do not allow the cam phasing to accurately follow the crankshaft/piston motion as closely as is required, which brings about tuning and fault code logging issues. Proficient tuners know that accurate cam phasing is critical to extracting maximum power from a given powerplant, so we designed and manufactured adjustable cam sprockets to allow tuners to maximise the VE of every engine combination. Another advantage of our Vernier sprockets is that it eliminates the requirement to retain the original Ford ECU and harness when transplanting the DOHC engine. Very few aftermarket ECUs can control the variable cam function, so with this requirement eliminated a whole world of possibilities of retrofitting the DOHC engine to earlier vehicles becomes available to the enthusiast. Atomic vernier sprockets are CNC machined from 4140 chrome moly steel with the outer section of the DOHC sprockets gas nitrided for maximum durability. Secured together by four hi-tensile allen head bolts, timing adjustment is quite simple due to the degreed markings on the hub. A full 36 degrees of movement is provided, allowing the professional engine builder a huge scope of adjustment. Atomic timing chains for the DOHC Ford 6 cyl are more than 80% stronger than the stock chain for use with heavier than standard valve springs. They feature roller trunnions and 1.7mm thick link plates to provide the utmost in reliability. Will fit with standard or aftermarket sprockets. For more information, visit http://www.atomicperformanceproducts.com/vernier_cam_drives_chains.html





Atomic Performance Products - XR6T High Performance Conrods Part 2
Atomic billet steel conrods were designed from scratch with one principle in mind; use aerospace quality materials and sophisticated manufacturing processes to produce an extremely strong, light and durable connecting rod for the popular inline 6 cylinder Ford SOHC/DOHC engines, at an affordable price. The Design and Evaluation Process The Atomic engineering team set out to address these parameters by designing what many performance engine builders are now calling the finest conrod on the market for the Ford DOHC 6 cylinder engine. Extensive CAD/CAM computer modelling was employed and produced a H-Beam design, which has an extremely high stiffness-to-mass ratio. The next step was to pick the correct materials, heat treatment and surface treatment processes to ensure durability under rigorous performance applications. Next came FEA modelling (Finite element analysis) to simulate stresses on the conrods. This also entailed weighing every piston, gudgeon pin and ring set on the market and loading this information, plus stroke, rotating and reciprocating conrod values into our computer modelling software to calculate the stresses. The greatest load exerted on a conrod in an engine producing 600 comes not from the force of normal combustion but from the tensile force exerted by the piston at top dead centre (TDC). At 5250 RPM the piston exerts a tensile load on the conrod of 1908 gs (-1693 kgs) at split overlap TDC reversal. If you increase maximum engine speed by only 1000 RPM to 6250 RPM, the TDC tensile load rises by 50.4% to 2870 gs. At 7500 RPM the tensile loading increases to 4132 gs, clearly demonstrating the Atomics design strength of 8000 gs means it has plenty in reserve. Excessive loads at TDC are brought about by a high reciprocating mass and/or by increasing engine RPM, so it is essential to design reciprocating engine components with the lowest mass possible to minimize premature lower bearing shell bearing failure. This is particularly relevant to our customers who are turning their engines to 7500RPM+. For more information, visit http://www.atomicperformanceproducts.com/conrods.html





Atomic Performance Products - XR6T High Performance Oil Pump
Oil Pumps and Components High performance Ford 6 cylinder DOHC engines need a high performance oil pump - and Atomic has engineered the answer. We produce high performance billet steel oil pump gears as well as complete race-prepped oil pumps for the Ford DOHC engines. Ford DOHC, 2J Toyota and various Nissan oil pumps are Gerotor design pumps which are driven directly off the snout of the crankshaft and subsequently are subjected to twisting moments that increase substantially with RPM. These torsional forces cause the oil pump drive gear to be thrust clockwise and anti clockwise, which eventually leads to the failure of the gear. The torsional moments are of a higher frequency and greater amplitude in manual gearbox equipped cars due to them being on and off the throttle more often during gear changes, downshifting etc. Ford DOHC 6 cylinder oil pumps fail for 2 reasons: The original equipment (OE) gears are made from powdered metal and lack the structural integrity to withstand the stresses created in high revving engines. Secondly, Gerotor pumps produce pressure and volume almost proportional to engine speed, so high revs equals higher volumes of oil. These larger volumes cannot be adequately managed in a standard oil pump and hydraulic oil pressure can split the pump body open. Atomic Engineers addressed both of these issues when designing an oil pump for performance Ford DOHC applications and subsequently our pumps are designed and tested to 7500 RPM and beyond. Our #306751 and #306751-RB oil pumps features precision cut billet steel gears, high flow pressure bypass circuitry, fully blueprinted and clearanced and also include a hard anodized billet end plate to provide thrust wear resistance. For more information, visit http://atomicperformanceproducts.com/oil_pumps_&_components.html





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