off-set rear end question ???

[8Link___PBR]

when a mid engine configuration is used in say, the porter built TTs, or RGs TT, and an off-set rear end is needed, that means one axle is extreemly longer then the other. how do they keep from breaking the longer axle, since the shorter is probably less likely to twist than the longer one. i know the axles are huge in diameter, but are they big and strong enough that they dont twist at all? also, what is the effect on torque to each wheel if the longer axle does twist more than the shorter one? just curious......thanks

[AaronDixon]

Actually, you would be worried about the shorter axle breaking because it would not be able to twist enough...

[KitRacer]

I don't know anything about solid axles or stress or twisting, but I can say that I have seen a TT axle, and that thing is so big around you can almost fit your fist through the center. And no I am not talking about the driveshaft or the axle houseing

[ntsqd]

If you want each axle to be torsionally the same you make the short one smaller in diameter. With some relatively simple calcs you make them have the same torsional spring rate. What Aaron points out is still true though, the short one will not twist as far as the long one.
ARP does a similar thing with their head stud kits. The short studs have a reduced shank diameter to make them stretch equally with the long studs. This so that equally torqued nuts equal the same tension in all studs.

[Josh_K]

I think those axel are so monsterish that it doesn't matter. Especially if they are made for 300m. If they were made form c300 you could most like use them as a drive shaft for a prop on nuclear aircraft carrier and it wouldn't hurt them.

I have heard for some one "in the know" that he has personally seen a picture of a 1.5" c300 shaft tied in a knot and it will spring out straight as an arrow. Totally UFO stuff.

Josh

[8Link___PBR]

ive heard and read about 300m material , but what is c300?

[Josh_K]

I really dont know. I have been told by the guys that make things out of the stuff that 300m is poor boy incomperision to c300 and it is now the stuff to use. 300m still has its place but there is almost no comparision in the materials. Its also like 10 times more expensive too.

[Kritter]

"c300 and it is now the stuff to use"

Its just a maraging steel that is hard as fook...expenisve to machine. 300m is an excellent material.

[shrek]

fook me!!!!!!!!!!!

[hoeker]

while we're on the c300 topic. i think c350 is the next step better yet. i think both are called Vasco?? does anyone know where to buy it? i need to make a couple shafts less than 1" dia and about 10" long.

www.rosshoek.com (http://www.rosshoek.com)

[ntsqd]

Drag racers have used valve springs made from "Vasco Jet" steel for years. Well, those that can't afford the titainium springs that are $1500 a set and are only good for a couple paasses b4 becoming trash. Sounds like a new application for an alloy that has been around for years.

[Dave_G]

Thom,
Vasco Max is a trade name for maraging steel made by Pacific Vanadium Steel Co. I buy thousands of pounds of it every year and make a lot of different race parts with it. It machines like crap, is extremely hard on tooling and is difficult to work with at best. Not to mention it is REALLY expensive. Most machinist who work with it for the first time almost give up in total frustration. The real key to working with maraging is knowing what grades to use in certain applications and how you process it after machining. It's not as cut and dry as most people think it is. We've worked closely over the years with a metalurgist and heat treater that have developed some very experimental and off the wall processes that have proven to be very beneficial. In certain applications I do still prefer to use 300m over maraging but that is becoming more rare these days.

Dave