This was awesome content Peter. Thanks to Total Innovation for letting you see behind the scenes as it's always a pleasure to see craftsman at work and their cool tools!
Just a random idea: You could make threads in two of the bolt holes on the cover so they would accept a slightly larger bolt for pushing it out. Before inserting the bolts, you would screw in two lock screws with a long hex tool to prevent any damage to the bolt threads on the housing.
Ford tractors have a block behind that bigger wheel to prevent it to bend away from litle wheel in thigt torques Intresanta videon du har, hälsningar från Finland
This deepdive into what it takes to produce some of these one off parts are so interesting. How many doors that has been opened because of this technology must be too many to count. 3D printing and so forth has made you and I being able to make new parts for 1/100th of the prices just 20-30years ago. You had to be Jay Leno rich to restore certain cars. Wonder where this industry will be in 10-15 years?. God bless from your neighbor to the east Peter. Lots of love.
Jävlar vad snyggt det blev. Och j vad duktig du är. Så roligt att titta på dina videos, jag är lite dålig på engelska så lite svårt att hänga med i alla fackuttryck. Men jag lär mej.😊 Lycka till med allt och att det håller nu.
Pretty cool. I'm guessing back in the old days they would have just made the the cover thicker? It would be fun to see how a greybeard would manually pick up the critical dimensions and produce a part on a Bridgeport.
The bronze bushing isn't a bad idea but maybe find something ball-tipped instead to reduce the possibility of shavings? The only other way I can see to reduce deflection is to have a "roller" pinion 180° from the input shaft - requiring a complete gearbox redesign.
Use a finer pitch brass for next gen- easier to adjust, might introduce one more and get them spaced around the pinion engagement point, if it flexes it would still flex "vertically".
Volkswagen käfer has the same problem on the standard transaxle. For racing ive used sort of the same billet covers. Some guys used metal cages around the pinion covers. 😊
Hi Peter. Do you have any suggestions for an affordable 3D scanner to be able to 3D print various items? Also, did you add the runout measurement on the pinion? That would help you visualize the more exact location of input stress location.
Sehr interessant aber die ki stimme dann noch so viele verschiedene sitmmen auf einmal Frauen stimmen 😅 mega cooles Projekt auto krasser volvo 💪💪💪 die abstützung wahr eine gute idee für dein umbau .zum ab drücken vom deckel kannst auch ein gewinde ins 2 der deckel löcker gegenüber schneiden .dann kannst den deckel entdpannt raus dücken selbst wenn er ver klebt ist
Hey peter this is beautiful work from your friend Christian with the addition of your bronze flex button of course, how long did it take for the part to be made start to finish
Das Scannen des Originals führte aufgrund der seismischen und akustischen Aktivitäten der Umgebung zu zahlreichen Interferenzkorrelationsdaten, die zwar nicht zum ruhenden Werkstück gehören, jedoch bei der Nutzung des Werkstücks im Fahrzeug relevant sind. Die Umrechnung von Interferenzdaten der Werkstücklage während des Scannens in die Werkstücklage im Betrieb ist allerdings sehr komplex. Der Hard-Software-Interferenzwandlungsprozess würde erheblich erleichtert, wenn um den Werkstückträger, die Aluminiumsäule, symmetrisch drei Beschleunigungsaufnehmer mit einer Auflösung von 32 Bit positioniert würden. Um die Scan-Kamera optimal an die seismische Neutralisierung anzupassen, ist es notwendig, die Messsäule zuvor mit Planckmasse quantisert von, einer Werkstoff-Referenzmasse des zu scannenden Objekts zu belasten, um damit die Kamera zu kalibrieren. Eine longitudinal neutralisierte Kamera, die mit drei Lasermikrofonen von mindestens Sennheiser-Qualität ausgestattet ist, um das aktuelle Umgebungs-Schallfeld zu neutralisieren, kann durch die Erfassung des UV-Licht-Wärmeeintrages in den Werkstoff über den Infrarotmesskanal des Scanners die maximal mögliche optische Goldionen-Grün-Abbildungs-Präzision erzielen. Das Werkstück wurde mit einer großen, bearbeitungsbedingten Oberfläche hergestellt. Da der Werkstoff dazu neigt, elementaren Wasserstoff H1 einzulagern, was die Festigkeit stark reduziert, wäre eine Hochdruck-Tieftemperatur-adiabatisch entmagnetisierte Wasserstoffextraktionshärtung in einer flüssigen, werkstoffisotopalen Edelgasmischung vermutlich die beste Methode. Anschließend lässt sich das Material in DOD 20 Wasser mit einer superperfekten Eloxalschicht versehen, um es erneut vor dem Eindringen von elementarem Wasserstoff zu schützen. Das präzise einstellbare Notgleitlager am Lastzentralpunkt des Tellerrades wies keine ungewöhnlichen Belastungsspuren auf. ¥€$ Gute Arbeit Herr Bjorck, Gruß Reiner Markenfreund £équi$€¥ Michael Frithjof Müller
quite interesting! did you run a finite element analysis to find out how much the original would flex under a given amount of torque so how much reinforcement was needed for your target torque, or did you just guess ?
@@julias-shed more to the point, the scale that would indicate the quoted 5/100 mm diaphragm displacement for the original part would show 3/100 on "one of the modified " versions : is that for the same load (corresponding to what torque)? is that significant enough to durably fix the issue or is it possible that the issue may have occured from a combined deformation (diaphragm + axial, the latter inducing more of a gear disengagement under load)?
Without all data like gear profile, housing stiffness matrix, load cycle and so forth it would still be a guessing game. Just by using engineering experience and adding material thickness and reinforcement where possible it will be better, also choosing a tougher material also adds rigidity
Nice work done and off course you can make it stiffer if you want, but the question will be if it's not too much? Otherwise you can always think of shortening the whole machining process off all the nice ribs and throw in the big lump, saves some time and money 😁 Bit first try to break it again, than you know you're on the right path! Edit: I wish one day I will have the balls and funds to do this kind of car engineering, very professional hats of to you sir! 🙏
@@n1352-m1imy vote is combined deformation. while not impossible, it is highly unlikely a single point of failure occurred. that said, without knowing material specifics nor machine tolerances; any assessment is speculation and therefore has no value.
Finns det rakskurna diffrentialer? pinjong och kronhjul? Jag kommer aldrig stoppa rakskuret i något som körs på gatan. Sedan blir ju drev i sig klenare som rakskurna jämfört med snedskurna(helical), men med snedskurna i en vanlig växellåda så blir det axiella krafter som gör att det påfrestar huset/lagren. Men med en diffrential som denna kan jag inte se någon fördel med rakskuret. Enbart nackdelar. För man får ju ändå sidokrafterna. Men du får gärna förklara :)
@@PeterBjorckGoogle translate didn't do so good, anyway never heard of straight cut in a diff bevels are fine but like you found they need to mesh perfectly
Straight cut in the differential? What people are changing to that and in what cars/differentials? Also i will never put something straight cut in a car driven on the street. Straight cut gears in a gearbox is weaker than helical gears. But helical put axial loads as you say so it could be needed to have stronger casings.
@ in FWD transmissions the casings be cracking. So i was told that’s why they switch to straight cut gears from helical to stop the casings from basically splitting.
@@PeterBjorck that’s what i was trying to explain but couldn’t figure out how to say it lol sorry. So yes the straight cut gears are weaker but it stops the axial forces. In Hondas fwd since the diff it’s all in one casings atleast swapping the gears reduces the chances. I’ve cracked a few housings and it’s funny that it’s always the bottom of the diff that’s popping out of the trans 😩😂😂😂
Takk for den beste underholdningen på youtube, Peter!
Wow that cnc machine is awesome.
This was awesome content Peter. Thanks to Total Innovation for letting you see behind the scenes as it's always a pleasure to see craftsman at work and their cool tools!
Very nice to be able to see the entire process. Cheers
I really do like this kind of content thanks for sharing it with us 👍
As always, impressive work Peter and Total Innovation
This is artwork! Beautiful.
Simply counterbore the bolt which catches it won’t weaken the casing in any way.
Love this show
Awesome idea and execution from TI. Thanks for sharing 👍
Always something to learn with you, Peter. Thank you, fascinating process and very clever machines and people to make them sing.
Tack för den bästaunderhållningen på youtube💯, Peter!
Grym video som alltid!
Amazing work of Total Innovation & you Peter =)
Very well innovated Peter. Lovely too see how you make use of hightech to improve your car! 😊
Super interesting video. For someone that has no clue how any of this is done it’s nice to watch.
Just a random idea: You could make threads in two of the bolt holes on the cover so they would accept a slightly larger bolt for pushing it out. Before inserting the bolts, you would screw in two lock screws with a long hex tool to prevent any damage to the bolt threads on the housing.
I thought the same thing. Jack bolts would be nice instead of slots for caveman style prying on such a beautiful and functional work of art.
Maybe drill a hole in the bronze screw and press a round steel ball in it to prevent bronze shaving in the diff oil.
Ford tractors have a block behind that bigger wheel to prevent it to bend away from litle wheel in thigt torques
Intresanta videon du har, hälsningar från Finland
Good one. even Pretty. Keep it warm. Thanks for the Study.
Super intresting!!! Total innovation guy was really professional !
Well done!! Absolutely love watching your videos keep up the great work much love from Canada
Loved this, thanks!
Very interesting, thanks Mr Bjorck
This deepdive into what it takes to produce some of these one off parts are so interesting. How many doors that has been opened because of this technology must be too many to count. 3D printing and so forth has made you and I being able to make new parts for 1/100th of the prices just 20-30years ago. You had to be Jay Leno rich to restore certain cars. Wonder where this industry will be in 10-15 years?.
God bless from your neighbor to the east Peter. Lots of love.
First time I caught a fresh video!
Great to see you moving ahead with the project should be a lot stronger next season 😀
On competition land rovers they weld a block on the diff housing to bolt a large bronze slipper to support the crownwheel.
the power skill hand and mind...good job bro...coming to drag thailand 1 day bro...
Hi PeterBjork. you can Drill two opposite Release Screws to the Flange or just Threaded Holes, to the Diff. Cover.
Realy cool machine👌
Engineering skills +
Jävlar vad snyggt det blev. Och j vad duktig du är. Så roligt att titta på dina videos, jag är lite dålig på engelska så lite svårt att hänga med i alla fackuttryck. Men jag lär mej.😊 Lycka till med allt och att det håller nu.
Really nice video! I enjoyed it very much 😻
Pretty cool. I'm guessing back in the old days they would have just made the the cover thicker? It would be fun to see how a greybeard would manually pick up the critical dimensions and produce a part on a Bridgeport.
Probably drill a hole in centre first and then work from there, all those measurements are on the original to copy apart from the added thickness
Wow so interesting, thank you for sharing this modern technology.
The bronze bushing isn't a bad idea but maybe find something ball-tipped instead to reduce the possibility of shavings? The only other way I can see to reduce deflection is to have a "roller" pinion 180° from the input shaft - requiring a complete gearbox redesign.
Bra jobbat
Takk, interessant å se 👍
Speed nerds. Love it
Jösses vilket maskineri👌Man blir tagen av vilken utveckling 😳😂👍Tack för film.
Use a finer pitch brass for next gen- easier to adjust, might introduce one more and get them spaced around the pinion engagement point, if it flexes it would still flex "vertically".
Volkswagen käfer has the same problem on the standard transaxle. For racing ive used sort of the same billet covers. Some guys used metal cages around the pinion covers. 😊
Hexagon, Leica Geosystems is a Hexagon company. They have always innovated before their time. It's good see they're still going.
Put 2 or 3 equally spaced m8 threaded bolt holes between the diff cover fixture bolts, you can then wind in some bolts to jack the cover off 👍
Thank you for insightful content! ;D
That crown wheel is SPECTACULARLY broken!
Nice design! Hopefully now the gearbox casing doesn't become the weakest link.
i look out for the next video 😎
Great work
Wow, wow, WoW. Call it the WoW signal LOL.
What a fascinating vid. Like Project Binky but without the 3 year wait between episodes.
very cool that laser painting 3d modeling.
you can get short head capscrews to clear the exhaust.
These guys must have a huge cnc machine.
They swedish vikings.. If they dont have they build😂
You might want to speak to Dobson, or Rick @reperformance about that diff cover-up looks like the sort of thing they're interested in.
Good call vogs
Love it👍😎
Good work, I thought you would have use larger bearings in the new design, definitely going to be stronger either way
Nice. Thanks
Nice!
That's a conical group of gears (ring & pinion) providing axle ratio... not a diff.
That wavetrack is the differential
Think haw much fun you could have with cnc.
Hi Peter. Do you have any suggestions for an affordable 3D scanner to be able to 3D print various items? Also, did you add the runout measurement on the pinion? That would help you visualize the more exact location of input stress location.
Peter - are you going to do any more desert racing hill climbs?
Sehr interessant aber die ki stimme dann noch so viele verschiedene sitmmen auf einmal Frauen stimmen 😅 mega cooles Projekt auto krasser volvo 💪💪💪 die abstützung wahr eine gute idee für dein umbau .zum ab drücken vom deckel kannst auch ein gewinde ins 2 der deckel löcker gegenüber schneiden .dann kannst den deckel entdpannt raus dücken selbst wenn er ver klebt ist
Hey peter this is beautiful work from your friend Christian with the addition of your bronze flex button of course, how long did it take for the part to be made start to finish
Das Scannen des Originals führte aufgrund der seismischen und akustischen Aktivitäten der Umgebung zu zahlreichen Interferenzkorrelationsdaten, die zwar nicht zum ruhenden Werkstück gehören, jedoch bei der Nutzung des Werkstücks im Fahrzeug relevant sind.
Die Umrechnung von Interferenzdaten der Werkstücklage während des Scannens in die Werkstücklage im Betrieb ist allerdings sehr komplex. Der Hard-Software-Interferenzwandlungsprozess würde erheblich erleichtert, wenn um den Werkstückträger, die Aluminiumsäule, symmetrisch drei Beschleunigungsaufnehmer mit einer Auflösung von 32 Bit positioniert würden.
Um die Scan-Kamera optimal an die seismische Neutralisierung anzupassen, ist es notwendig, die Messsäule zuvor mit Planckmasse quantisert von, einer Werkstoff-Referenzmasse des zu scannenden Objekts zu belasten, um damit die Kamera zu kalibrieren.
Eine longitudinal neutralisierte Kamera, die mit drei Lasermikrofonen von mindestens Sennheiser-Qualität ausgestattet ist, um das aktuelle Umgebungs-Schallfeld zu neutralisieren, kann durch die Erfassung des UV-Licht-Wärmeeintrages in den Werkstoff über den Infrarotmesskanal des Scanners die maximal mögliche optische Goldionen-Grün-Abbildungs-Präzision erzielen.
Das Werkstück wurde mit einer großen, bearbeitungsbedingten Oberfläche hergestellt. Da der Werkstoff dazu neigt, elementaren Wasserstoff H1 einzulagern, was die Festigkeit stark reduziert, wäre eine Hochdruck-Tieftemperatur-adiabatisch entmagnetisierte Wasserstoffextraktionshärtung in einer flüssigen, werkstoffisotopalen Edelgasmischung vermutlich die beste Methode. Anschließend lässt sich das Material in DOD 20 Wasser mit einer superperfekten Eloxalschicht versehen, um es erneut vor dem Eindringen von elementarem Wasserstoff zu schützen.
Das präzise einstellbare Notgleitlager am Lastzentralpunkt des Tellerrades wies keine ungewöhnlichen Belastungsspuren auf.
¥€$ Gute Arbeit Herr Bjorck,
Gruß Reiner Markenfreund
£équi$€¥ Michael Frithjof Müller
What was the % increase in stiffness with the new design. My apologies if I missed it in the video.
Them machine marks are like carbon fibre to me, i love looking at it until you lose focus 😂
Nice,, 👍🌟👍
Cheers,, ☕🥰🍰
Hoppas allt är väl, Peter!
Superb. 6 second car next year?
is that original casting full of voids or inclusions because it looks like it?
quite interesting! did you run a finite element analysis to find out how much the original would flex under a given amount of torque so how much reinforcement was needed for your target torque, or did you just guess ?
Interesting? You obviously didn’t bother to watch the video. They are running an analysis at 6:34 on both old and new design.
@@julias-shed more to the point, the scale that would indicate the quoted 5/100 mm diaphragm displacement for the original part would show 3/100 on "one of the modified " versions : is that for the same load (corresponding to what torque)? is that significant enough to durably fix the issue or is it possible that the issue may have occured from a combined deformation (diaphragm + axial, the latter inducing more of a gear disengagement under load)?
Without all data like gear profile, housing stiffness matrix, load cycle and so forth it would still be a guessing game.
Just by using engineering experience and adding material thickness and reinforcement where possible it will be better, also choosing a tougher material also adds rigidity
Nice work done and off course you can make it stiffer if you want, but the question will be if it's not too much?
Otherwise you can always think of shortening the whole machining process off all the nice ribs and throw in the big lump, saves some time and money 😁
Bit first try to break it again, than you know you're on the right path!
Edit: I wish one day I will have the balls and funds to do this kind of car engineering, very professional hats of to you sir! 🙏
@@n1352-m1imy vote is combined deformation. while not impossible, it is highly unlikely a single point of failure occurred.
that said, without knowing material specifics nor machine tolerances; any assessment is speculation and therefore has no value.
👌👍👍👍👍👍👍👍
😍
Nu vet jag att jag blivit gubbe 😂😂👍
Crazy how everyone is English fluent in Sweden
Ser ut att vara dyra grejer 😀
Excited @ 18:21? 😂
The bolt that you grind down for the exhaust why not cunter sink that hole so the heead of the bolt have clearance fkr the exhaust
Försänk bulthålen 10-12mm. Du har mer än nog med material för det. Då har du inga problem med avgasröret och alla hål ser lika fina ut.
Är inte problemet det inte är rakskuret? 😁
Ne, såklart behöver ett vekt lock en förstärkning :)
Finns det rakskurna diffrentialer? pinjong och kronhjul?
Jag kommer aldrig stoppa rakskuret i något som körs på gatan.
Sedan blir ju drev i sig klenare som rakskurna jämfört med snedskurna(helical), men med snedskurna i en vanlig växellåda så blir det axiella krafter som gör att det påfrestar huset/lagren.
Men med en diffrential som denna kan jag inte se någon fördel med rakskuret. Enbart nackdelar. För man får ju ändå sidokrafterna. Men du får gärna förklara :)
@@PeterBjorckGoogle translate didn't do so good, anyway never heard of straight cut in a diff bevels are fine but like you found they need to mesh perfectly
Outward due to the helical gear thats why people go to straight cut gears to get that outward force that breaks casings?
Exactly, to my understanding straight cut gears can hold alot more force than helical gears
Straight cut in the differential? What people are changing to that and in what cars/differentials?
Also i will never put something straight cut in a car driven on the street.
Straight cut gears in a gearbox is weaker than helical gears. But helical put axial loads as you say so it could be needed to have stronger casings.
@ in FWD transmissions the casings be cracking. So i was told that’s why they switch to straight cut gears from helical to stop the casings from basically splitting.
@@PeterBjorck that’s what i was trying to explain but couldn’t figure out how to say it lol sorry. So yes the straight cut gears are weaker but it stops the axial forces. In Hondas fwd since the diff it’s all in one casings atleast swapping the gears reduces the chances. I’ve cracked a few housings and it’s funny that it’s always the bottom of the diff that’s popping out of the trans 😩😂😂😂
❤️🔥🫂❤️🔥
Minnes i skolan när man cimsade pinjongen med annliggning färg 😂
Det är gjort på denna med för att se att den hamnat rätt efter shimsning.