Inliners International Forums General Discussion Hi Performance Cloyes Gearsets

AFAIK it is not quite that sinister. The EPA is pretty transparent on these regs: federal gasonline regulations and specifically generic ‘pump gas’ cannot exceed E10 without proper labeling/warning else a service station is enabling misfueling: final rule on misfueling As such E15 is not ‘regular’ gas in today’s world.

As for the ethanol content in E85 - it is by definition a 'gasoline blend' of not less than 51% and no more than 85% ethanol. In practice service stations avoid delivering more than 83% ethanol: FuelFreedom.org which is for use in vehicles that can detect and utilize so called flexible fuels. The amount of ethanol varies by season, geography and availability of product: LiveScience

For me the most interesting thing about flex fuels is the BTU effect. Gasoline packs a much greater punch then ethanol. So the higher the percentage of gasoline in the blend the further your flex fuel vehicle will travel on a tank full . . .

So... we're not forced to buy ethanol at the pump, with the price subsidized (and made semi-competitive) by the general population's generous but involuntary contribution, at the behest if ADM?
How would I go about requiring 50 million people to buy my product, to the exclusion of my competitors, by Federal mandate?

Pay careful attention to the Iowa caucuses and primaries, in which the commercial item of greatest value to the businesses and citizens of the State is never discussed: corn subsidies.

Let's not get sidetracked on politics . . . The point of my post is that E85 cannot be expected to produce consistent octane. It is designed for vehicles with octane sensors. This makes E85 an iffy choice for a vintage high compression engine.

Why not save time, and just tell me I'm wrong?

Because you're not wrong. The quality of your posts and the content of the Victory Tech Papers are in evidence.

Well, back to gear sets. Thanks to all that have contributed.

Stroker, did you think it still may be the 14.5° pressure angle instead of the 20°?

I guess I'm asking so many questions on this because this gear set has to turn a roller cam pushing valve springs at 140#'s seat pressure and 350#'s open. I don't really think there will be an issue, I just wanted to make sure.

We never could keep teeth on the gears when we ran the steel sets, so we swapped to the aluminum cam gear set and rarely have problems.

Thanks Scott. I'm figuring this is the toughest set next to the straight cut iron cam gear set.

I got my straight cut gear set a couple of weeks ago!

Scott!! Should I worry about the durability?

My crankshaft came home today. 3.650" stroke, .010 under on the mains, snout drilled and tapped for retainer bolt.

I'm still looking for a mild street roller for this build.

Looks like the 14.5 pressure angle to me.

Strength of gear teeth is calculated using the Lewis factor. https://www.engineersedge.com/gears/lewis-factor.htm Basically a cantilever beam calculation. A fatter tooth will be stronger. 20 degree pressure angle gives a fatter tooth compared to 14.5.
20 degree will also have greater force pushing the gears apart which is not an issue in this case.

I think you'll be fine. Our issues were a combination of several factors that you might only encounter in the most extreme racing conditions we subjected these engines to.

Curious about straight cut timing gears . . . how does the cam thrust into proper position without the helix? I would think that it would tend to oscillate back and forth . . .

It's movement is limited by the cam thrust plate.

The oil pump/distributor drive gears also put thrust onto the camshaft! The 4/6 cylinder GM engines have a camshaft retainer to limit movement.

With chain driven V8 camshafts we used a "button" on the front of the camshaft that held the camshaft back in close proximity to the thrust pad on the block. On some builds we even installed a thrust bearing behind the cam gear to prevent wear and prevent thrust from changing the camshaft position.