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!
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.
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.
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
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.
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! 🙏
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 😩😂😂😂
Wow that cnc machine is awesome.
Simply counterbore the bolt which catches it won’t weaken the casing in any way.
As always, impressive work Peter and Total Innovation
I really do like this kind of content thanks for sharing it with us 👍
Takk for den beste underholdningen på youtube, Peter!
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!
Maybe drill a hole in the bronze screw and press a round steel ball in it to prevent bronze shaving in the diff oil.
Very nice to be able to see the entire process. Cheers
Love this show
This is artwork! Beautiful.
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.
Hi PeterBjork. you can Drill two opposite Release Screws to the Flange or just Threaded Holes, to the Diff. Cover.
Well done!! Absolutely love watching your videos keep up the great work much love from Canada
Engineering skills +
Good one. even Pretty. Keep it warm. Thanks for the Study.
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.
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
Tack för den bästaunderhållningen på youtube💯, Peter!
very cool that laser painting 3d modeling.
Grym video som alltid!
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 👍
Very interesting, thanks Mr Bjorck
Super intresting!!! Total innovation guy was really professional !
Wow so interesting, thank you for sharing this modern technology.
First time I caught a fresh video!
Realy cool machine👌
you can get short head capscrews to clear the exhaust.
On competition land rovers they weld a block on the diff housing to bolt a large bronze slipper to support the crownwheel.
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
Takk, interessant å se 👍
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
Good work, I thought you would have use larger bearings in the new design, definitely going to be stronger either way
Great to see you moving ahead with the project should be a lot stronger next season 😀
These guys must have a huge cnc machine.
They swedish vikings.. If they dont have they build😂
Nice. Thanks
Think haw much fun you could have with cnc.
Great work
That's a conical group of gears (ring & pinion) providing axle ratio... not a diff.
That wavetrack is the differential
Love it👍😎
Nice!
Them machine marks are like carbon fibre to me, i love looking at it until you lose focus 😂
Nice,, 👍🌟👍
Cheers,, ☕🥰🍰
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
Jösses vilket maskineri👌Man blir tagen av vilken utveckling 😳😂👍Tack för film.
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
Hoppas allt är väl, Peter!
Superb. 6 second car next year?
👌👍👍👍👍👍👍👍
Nu vet jag att jag blivit gubbe 😂😂👍
Ser ut att vara dyra grejer 😀
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! 🙏
❤️🔥🫂❤️🔥
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
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
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.
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 😩😂😂😂