nice work billa!!! almost exactly the same build-up we just did down at HBRK4x4 on the new razor buggy...sure was a strange feeling to fire up the big grinder to clearance the knuckles to fit the smaller brakes . for some reason the crane logo on the cover is upside down .
I've been reading your articles in anticipation of bringing home a D60 front and 14B rear. I finally got them this week. Now I've got some more reading to do
Superior is making some big claims saying they are the only aftermarket manufacturer though, things are changing on the inside and we will see one more major axle manufacturer in the next year or so. But DAMN they make some great stuff
you didnt have to carve the arm to 5/8" thick to get it parrallel for bolt thickness
you could have gained a 'blonde one' by starting the cut closer to the hole rather then the edge of the arm
you don't like the heat and twist method?
Bill,
Page 1a has a photocopied chart of RC hardness that conflicts with page 1b chart where Warns are compared to Superior shafts.
1b has Superior shafts through hardened to RC35 and then induction hardened to RC52. While I do agree that through hardening followed by induction hardening is superior, no pun intended, I am confused with the RC 52. According to the 1a photocopied chart, anything over RC 44 begins to make 4340 too brittle. Please clarify. Thanks for the great article. It was very LARGE and informative.
Travis
Anything 4340 THROUGH hardened to greater than RC44 or so (the numbers are a bit debatable, but not a whole lot) makes it brittle. Having just the surface induction hardened to above RC44 is great for fatigue resistance without having to embrittle the whole part, hence the beauty of the dual stage treatment.
What is the pressure angle of the Superior 35 spline D60 shafts
Thanks Bill,
Any chance that aftermarket does/would support 45* pressure angle for the D60? I see the Mark Williams spools/axles, but was wondering about automatic/selectable lockers.
Thanks,
Travis
P.S. Spill the beans on the 14 bolt extra credit. I keep coming up with 20.6667 splines per inch diameter, which I found it easier to think of in whole numbers, so 62 splines per 3 inches. Those numbers don't mean a whole lot so I went metric but crunching the numbers doesn't work to anything that would make sense. Everything in the metric system is related to something else, hence the beauty of it.
On the 45* 60, nothing other than a spool and nothing other than flanged rear axles, prob. only semi-float to boot (FF hubs are usualy too much weight for the race crowd)
I doubt there'd ever be the market for it in front axles, at least mass prodcuced. You could always maybe have side gears from whatever carrier you chose custom shaped for 45*? Maybe even have a 30 spline 60 unit broached to 35 spline 45*???? I doubt there'd be meat enough to broach a 30* 35 spline to 45* 35 spline.
As for 45* front axles - that would be strictly custom stuff - I think you;d have to call up Racing Ron there or Sandy Cone or Axle Jack of CTM.
on the 14b - I get the same number - I don't know really if it makes sense, or if there is some other factor but I put te question there as an example of the one case where you can;t just compare shafts by splin numbers, and why. It's because the pitch is different that the 14b is such an odd duck and comes in at at least 35 spline strength even if it is only 30 spline.
Further examples include all the old coarse splined stuff from D70 to Rockwell to old skinny 19 spline Jeep axles.
Again, because they don't use what I believe is now an SAE standard 24 pitch.
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