All this time that I was marveling at the fact that an engine can produce 11, 000 hp, I never once stopped to think how it gets transferred to the rear wheels. Awesome video.
@@AndyFromBeaverton it spins at engine rpm and therefore experiences less torque (maybe this is not the correct word). All the downgearing is done in the rear axle.
@@AndyFromBeaverton that's probably the cheapest and least dangerous drivetrain component to break so it might be advantageous for it to be just a bit weaker than the next weakest link
@@61rampy65 yep, same here. It reminds you how awesome Motorsport is. There's Always something new and totally different to what you think you know. Same with modified vehicles. Bloody marvelous
The TH-cam algorithm brought me here. OMG these are some incredible videos. To see a machine in detail like this is wonderful. The engineering behind it is insane and yet stunning too. Please - we need more videos like this.
Easier for non-purists to understand the terminology as well. Check out the previous 2 videos in the series where I showed our clutch. Thanks for watching!
Got my tickets to The Bend for the first Top Fuel races in Adelaide since last century in October. Been waiting so long and these vids are keeping the hype 🤘🏻
@@digigarb ; Lucky all of you i am up the top end and we never see this up here cullpe times long ago i can't even remember it was that long in the past
just stumbled across this video,i've been interested in dragsters since '62 and this is the best explanation of drive line i've ever seen!...new sub here.
excellent vidja. and to the ones wondering how these components handle 10k hp. its because the weight of the car and the power is not being made until near the end of the run. the clutch is slipping most of the time as well as the tires the tires are a major limiting factor of not going much faster. which is one of the reasons for going to 1000ft races. these damn things are just too darn fast!!! lol!!! standing near one launching is exhilarating!
The gear rule is the limiting factor. The tires are the reason they run 340, by growing in diameter & effectively reducing the gear ratio. Top fuel went 339.++ at Phoenix on a quarter mile & funny cars did the same a few years later on 1,000 feet. They're now running 300 in the 1/8 mile. NHRA cut them back to 1,000 feet to give them more shtdown are! Everybody has said "they can't go faster than xxx" for the last 60 years & every year somebody goes faster!
@@bradgriffith4231 I cant help but wonder, If they made a remote control TF car and ran the 1/4 just to see how fast they could go! Im sure theres a theoretical calculation but it would be fun to see it in action!
@@MrChevelle83 It wouldn't go much faster. They're governed by the gear ratio NHRA limits them to & the tires can only grow X tall. They're still slipping the tires at 339 when they go through the traps now. Also, I doubt an RC car would be driveable, since the driver anticipates(from seat of the pants feel) the next "move" the car will make & counter steers. I've never really asked anybody that I've personally known what it's like, but I have known several TF & FC drivers since the 70s. Jimmy Paoli, Tripp Shumake, Johnny West are a few & also knew Mark Niver who ran Top Alcohol 20 years ago.
What is the strongest part of a top fuel dragster? I think it's amazing that all that horsepower and torque is focused on only 1 or 2 teeth meshed in the differential it doesn't break, especially during the brutal shock of the launch. The strongest part is just a couple of pieces of metal about 2 inches long.
This would make a great video topic. The chassis is designed to flex as the car goes down the track, but there isn't one point that is weaker/stronger. We'll cover this one in more detail soon. Thanks for watching.
Nice to see you're still up and running, it's been a few years since I was with TA/D. i love the picture of your fathers car with the donovan 417... is that an old "frankenstein magneto" i see..?
Ripper Good Mate, I’ve been machining a 1:25 scale Top Fuel Complete Dragster & needed some close up Pic’s, as well as Pic’s taken while disassembled. All to draw up to small scale & start machining parts. Your video Hit EVERYTHING NEEDED!!! 👏👏👏👏👏Saved me so much time- THANK U!!!! Lee ☯️ZenModeling
Awesome vidjeo sir would like so many more like it recently Jack beckman called an event in Bredenten FL. i learned so much much about the fuel cars thank you for sharing Sir
Even better is that the engines are held in place with what are basically hose clamps. I will assume that you don't buy those clamps at NAPA or AutoZone.
I wish you showed the actual clutch and rear end in comparison to a bunch of bell housings and casings :( still very cool to see, thanks for posting. I'll definitely be showing this to some of my friends.
Thanks Steve. Greek Coupler. Significant bit. Amazing that the receiving collar on the pinion shaft can handle all that violence going on upstream of it.
Fascinating stuff, especially for your inclusion of the how and why, and the tie in of the various components, to make the system, in your explanations. Thanks for sharing…
Fuel cars are so ridiculous 😂. Some of those parts look like they came off a semi truck. That clutch, that bell housing, those giant wheel studs 🤣 I love nitro 😍
OK, I have a question for you...I realize there is a lot of heat from the clutch friction, but just how much heat to require RED Loctite ... (remove with a torch red) as we called it, for a sub 10 second run? Are you looking at over 800 degrees here? Thanks ... Mike
Diesel trucks use red Loctite on the flex plate bolts for the extra power required to loosen. That's probably the same reason they are using it, not for heat
Hi Mike, thanks for your question. Normally the clutch would wear between 100 to 180 thou of wear during a run depending on which track you’re at. Obviously this creates a lot of friction which creates heat - a lot of heat. Try 3700 F so that’s why we use Permatex Red to keep it in place. Sub-4 second runs these days 😎
Where the reoccurring failure in the flywheel clutch assembly area or anywhere for that matter is concerned, why not the enlargement of these mounting bolts, due to failure, these sites that can be improved such as bolts,studs sizes and their respective bores, clearance holes enlarged for greater sized bolts,better still adding more bolts or threaded holes in a bigger pitch circle diameter and bigger diameter bolts and their respective holes for the bigger loads. etc... balancing to suit afterwards and before the final checklist assembly. Easy
It’s a rare occurrence for a clutch to let go (or a flywheel). On the flange of the crank, there is only a certain size. We already have 8 x half inch bolts in there - the best aircraft quality bolts you can buy. The reason we use Permatex Red, so it’s very rare that they come loose. All crankshafts and engines are balanced to a Bob weight rod and piston assembly. Thanks for the question and very valid insights!
We use those because that’s what we had and have never had a problem, so I keep using them. We are putting this car together on a small budget and we are doing it because I love drag racing and have been doing it for over 50 years. I’ve never had the latest and greatest because over here (Aus) you don’t need it, we are not looking for 3.6 or 3.7s as that costs a lot of money. We want to consistently run low to mid 3.8s - if it wins… great…if it doesn’t, come back and try again.
No, it has an anti-rotational brace on the bottom from the chassis to the bottom of the rear end. You want the back of the car as stuff as possible. Thanks for the question.
Mils, millimeters, and mm are one and the same thing. Mils is just an abbreviation of the word MIL-limeter-S. Mil is only ever used when talking about something metric. Thou or fractions of an inch is used when talking imperial. There is 39.37 thou (thousandths of an inch) to a mm. 1/4" equals 6.35mm.
logic should take you part way to the answer. Obviously there is a disconnect between the input and the output (you need to reverse the direction of the output shaft). I imagine when it is in "forward" a collar would slip over both shafts to keep them engaged, when the collar is drawn back it allows the two shafts to separate. It would use a small idler gear to reverse the direction. Since you aren't doing anything more than idle in reverse it wouldn't need to be anywhere near as strong as the forward coupling.
The Auto man. We call it a cannon. It’s a hydraulic cylinder that retracts by controlled timing on a pass, which engages the rest of the fingers on the clutch. Thanks for the question
Hello Steve. The Chrisman rear axle looks strangely like an axle design I did with a gear company in Chicago. It was designed on one of the first Autocad systems back in the middle 80's. You said this was a 12" gear, is that correct? So basically it is a 9" beefed up. Is the pinion gun drilled? I have not seen this since the Indy nationals in 1988. Hope it works well for you.
Chrisman Eng started in 1972 with father Jack and now son Steve running the place. As far as I know everything was designed and developed in house. It’s not a beefed up 9” though - it was carved out of a solid block of aluminium to create the 12” especially for fuel cars. No, the pinion is solid 😎 Thanks for question!
Interesting you should ask. Remember that a Rockwell pinion used a 10 spline but the pinion here may be 33 spline. Not sure what bearing I.D. was but I believe that they may be close to the same. How the hypoid is cut and the offset used may be different. I know we used the same cutter heads but the machine settings were different. Remember we are talking a 3.20 ratio here. I don't think the Rockwells were that range.@@guerrillaradio9953
They usually run a 3.20:1. There's no transmission. It's direct drive from the engine to the rear end. Depends on what you drive, but most cars made recently run somewhere around 4:1 or more for a final drive, with at least one overdrive gear in the transmission.
there is no transmission in a top fuel dragster. how it works is they allow the clutch to slip initially. that is what he was talking about at 1:48 the clutch cannon is a cylinder with a rod or tube that pushes the clutch open. it then retracts over time to engage the clutch from open to full engagement. so there is only a clutch and the reverser which has a gear
If you take a look at our previous videos you will see these cars have no gears - only a forward and reverse. There is not a transmission out there that would live with the horsepower of these cars. We use a multi stage clutch with a hydraulic cannon which retracts and engages more clutch levers with counter weights on them which supplies an even application (hopefully) and if you’ve got it right - a fast run.
Technically the reverser is a kind of gearbox, I'm guessing it has some kind of planetary setup for reverse with direct drive for forward.@@stevereadTF
Nothing high tech, for sure. And with the rules as they are, not much room for invention. Look at the ignition system. Truly antiquated. Imagine driving a pum….oh never mind.
There is a giant pinion and a ring gear which is attached to a spool inside there - 3.20 to 1 ratio I don’t know what that was in the video but wanted to pass that on to you
All this time that I was marveling at the fact that an engine can produce 11, 000 hp, I never once stopped to think how it gets transferred to the rear wheels. Awesome video.
I want to know how that Greek coupler doesn't blow like a hand grenade.
@@AndyFromBeaverton I was thinking the same thing. you'd think all that power would snap it like a twig.
@@AndyFromBeaverton it spins at engine rpm and therefore experiences less torque (maybe this is not the correct word). All the downgearing is done in the rear axle.
@@karl-oskarsandstrom7673 You got it basically correct. The engine's torque is high but what is at the wheels is extreme.
@@AndyFromBeaverton that's probably the cheapest and least dangerous drivetrain component to break so it might be advantageous for it to be just a bit weaker than the next weakest link
Please make more videos like this……amazing engineering, I didn’t want it to end.
Thanks for watching! More videos to come.
Really interesting. Nice to have drag racing explained in a way that makes sense to people not normally interested in drag racing
Well said. I'm a total car guy, and all I knew is that they use timed clutch slippage. I know nothing about how it worked. I do now.
@@61rampy65 yep, same here. It reminds you how awesome Motorsport is. There's Always something new and totally different to what you think you know. Same with modified vehicles.
Bloody marvelous
The TH-cam algorithm brought me here. OMG these are some incredible videos. To see a machine in detail like this is wonderful. The engineering behind it is insane and yet stunning too.
Please - we need more videos like this.
Thanks for checking out the videos Jack. These cars are like nothing else - it's the reason I continue to race. More videos coming!
By "rearend," you didn't mean the rearend.
yeah
I’m actually glad it’s the clutch. Very cool!! Diff would be interesting too.
Easier for non-purists to understand the terminology as well. Check out the previous 2 videos in the series where I showed our clutch. Thanks for watching!
Got my tickets to The Bend for the first Top Fuel races in Adelaide since last century in October. Been waiting so long and these vids are keeping the hype 🤘🏻
lucky you! Wish they"d come back down to Calder Park!
@@digigarb ; Lucky all of you i am up the top end and we never see this up here cullpe times long ago i can't even remember it was that long in the past
just stumbled across this video,i've been interested in dragsters since '62 and this is the best explanation of drive line i've ever seen!...new sub here.
Welcome aboard! Glad you liked the video
excellent vidja. and to the ones wondering how these components handle 10k hp. its because the weight of the car and the power is not being made until near the end of the run. the clutch is slipping most of the time as well as the tires the tires are a major limiting factor of not going much faster. which is one of the reasons for going to 1000ft races. these damn things are just too darn fast!!! lol!!! standing near one launching is exhilarating!
The gear rule is the limiting factor. The tires are the reason they run 340, by growing in diameter & effectively reducing the gear ratio. Top fuel went 339.++ at Phoenix on a quarter mile & funny cars did the same a few years later on 1,000 feet. They're now running 300 in the 1/8 mile. NHRA cut them back to 1,000 feet to give them more shtdown are! Everybody has said "they can't go faster than xxx" for the last 60 years & every year somebody goes faster!
@@bradgriffith4231 I cant help but wonder, If they made a remote control TF car and ran the 1/4 just to see how fast they could go! Im sure theres a theoretical calculation but it would be fun to see it in action!
@@MrChevelle83 It wouldn't go much faster. They're governed by the gear ratio NHRA limits them to & the tires can only grow X tall. They're still slipping the tires at 339 when they go through the traps now. Also, I doubt an RC car would be driveable, since the driver anticipates(from seat of the pants feel) the next "move" the car will make & counter steers. I've never really asked anybody that I've personally known what it's like, but I have known several TF & FC drivers since the 70s. Jimmy Paoli, Tripp Shumake, Johnny West are a few & also knew Mark Niver who ran Top Alcohol 20 years ago.
6:52 good ol mag pickup.
Looks like the same ones we use on generators to read flywheel ring gear teeth for crank disconnect and governing.
So privileged to watch a true expert describe his passion
Thanks, appreciate the support - Steve
Big respect to those rear brakes.
Brilliant explanation 👏 thanks for sharing 👍
What is the strongest part of a top fuel dragster?
I think it's amazing that all that horsepower and torque is focused on only 1 or 2 teeth meshed in the differential it doesn't break, especially during the brutal shock of the launch.
The strongest part is just a couple of pieces of metal about 2 inches long.
This would make a great video topic. The chassis is designed to flex as the car goes down the track, but there isn't one point that is weaker/stronger. We'll cover this one in more detail soon. Thanks for watching.
@@stevereadTF And thank you! It would be awesome see that video. Ok I'm subbing...thanx again..
Nice to see you're still up and running, it's been a few years since I was with TA/D. i love the picture of your fathers car with the donovan 417... is that an old "frankenstein magneto" i see..?
Ripper Good Mate, I’ve been machining a 1:25 scale Top Fuel Complete Dragster & needed some close up Pic’s, as well as Pic’s taken while disassembled. All to draw up to small scale & start machining parts. Your video Hit EVERYTHING NEEDED!!! 👏👏👏👏👏Saved me so much time- THANK U!!!!
Lee
☯️ZenModeling
Very interesting , and much appreciated. Thank you.
Glad you enjoyed the video.
Awesome vidjeo sir would like so many more like it recently Jack beckman called an event in Bredenten FL. i learned so much much about the fuel cars thank you for sharing Sir
Great tutorial. Fantastic.
Another great video! Thank you Mr Read!
Thanks Freddy! We're having fun making these videos. More to come.
wow!!! engineering masterpiece.
Nice video mate. These machines are amazing. Its surprising when they hold together with 11,000 horsepower trying to rip them apart.
Even better is that the engines are held in place with what are basically hose clamps. I will assume that you don't buy those clamps at NAPA or AutoZone.
Thanks Lee. They're the 'kings of the sport' for a reason ;) Thanks for watching
Thank you Steve. Really interesting.
Great video Steve, I love drag racing, but I love learning about these amazing machines 👍...
Thanks Robert, glad you enjoyed. We're working on more videos like this leading up to race season.
I wish you showed the actual clutch and rear end in comparison to a bunch of bell housings and casings :( still very cool to see, thanks for posting. I'll definitely be showing this to some of my friends.
Check out the 2 previous videos in the series for a closer look at the clutch - thanks for watching!
@@stevereadTF Wooo thanks steve! Keep showing stuff off please this is pretty dang cool
Great video showing the internal working.
Glad you liked it - Steve
I don’t know much about drag racing but this is fascinating
Still blows my mind that all that POWER and all that TORQUE from the engine is held to the frame by simple HOSE CLAMPS!!!!!
Excellent video. Please make a video show the guts of the diff.
Great idea - we'll add it to the list.
GREAT videos...keep em coming please!
Thanks for the support - More to come!
Great video. Completely different perspective. Well done.
Glad you enjoyed it!
Thanks Steve. Greek Coupler. Significant bit. Amazing that the receiving collar on the pinion shaft can handle all that violence going on upstream of it.
Fascinating as F
It's the Great Pumpkin, Antron Brown!
"...15% wheel spin..." Sounds about right; I'd read '10%' decades ago, but for street tires. Cheers.
Great info. I never looked into the other driveline components. Very interesting.
Glad you enjoyed, Steve
Fascinating stuff, especially for your inclusion of the how and why, and the tie in of the various components, to make the system, in your explanations.
Thanks for sharing…
Glad you enjoyed it!
Steve Read yet another great informative video that makes it easier for me to explain to mates how things work. I just send them the link LOL
Thanks Peter! Glad you’re enjoying them. More videos to come
I have one of those in my Prius.
we need these madmen!
the music sounds like my moms radio i cant turn off or change because she'll disown me
Big money
Interesting, the canon looks like a htob (hydraulic throw out bearing).
More please
..
The rear end conceptually is very similar to the 1984 alfa GTV6, even the inboard brakes.
Fuel cars are so ridiculous 😂. Some of those parts look like they came off a semi truck. That clutch, that bell housing, those giant wheel studs 🤣 I love nitro 😍
OK, I have a question for you...I realize there is a lot of heat from the clutch friction, but just how much heat to require RED Loctite ... (remove with a torch red) as we called it, for a sub 10 second run? Are you looking at over 800 degrees here? Thanks ... Mike
Diesel trucks use red Loctite on the flex plate bolts for the extra power required to loosen. That's probably the same reason they are using it, not for heat
Hi Mike, thanks for your question. Normally the clutch would wear between 100 to 180 thou of wear during a run depending on which track you’re at. Obviously this creates a lot of friction which creates heat - a lot of heat. Try 3700 F so that’s why we use Permatex Red to keep it in place. Sub-4 second runs these days 😎
Damon Hill builds top fuel cars? Nice!
Hello from Florida! Great video
Thanks for watching! Florida is a great part of the world :)
Didn’t you used to do the clutch for Bill Barney back in the day?
No, but I raced against Bill Barney. At one point we both had Castrol sponsorship. I raced him in the first round at the 1992 Winston Finals
used to go to heathcote drags in australia we had steve read and pommie steve running is that you?
Pommie Steve Read 😎
5:24 I'm from Greece and I'm wondering.. Why is it called Greek Coupler?
Where the reoccurring failure in the flywheel clutch assembly area or anywhere for that matter is concerned, why not the enlargement of these mounting bolts, due to failure, these sites that can be improved such as bolts,studs sizes and their respective bores, clearance holes enlarged for greater sized bolts,better still adding more bolts or threaded holes in a bigger pitch circle diameter and bigger diameter bolts and their respective holes for the bigger loads. etc... balancing to suit afterwards and before the final checklist assembly. Easy
It’s a rare occurrence for a clutch to let go (or a flywheel). On the flange of the crank, there is only a certain size. We already have 8 x half inch bolts in there - the best aircraft quality bolts you can buy. The reason we use Permatex Red, so it’s very rare that they come loose. All crankshafts and engines are balanced to a Bob weight rod and piston assembly. Thanks for the question and very valid insights!
I thought I wuz lookin at a bigass, two wheeled bench grinder.
I notice your drive hubs are the old style without drivelugs that can drive the wheel independently from the wheel studs.
We use those because that’s what we had and have never had a problem, so I keep using them. We are putting this car together on a small budget and we are doing it because I love drag racing and have been doing it for over 50 years.
I’ve never had the latest and greatest because over here (Aus) you don’t need it, we are not looking for 3.6 or 3.7s as that costs a lot of money. We want to consistently run low to mid 3.8s - if it wins… great…if it doesn’t, come back and try again.
@@stevereadTF I was just surprised it wasn't FIA requirement. No offense meant or anything.
About the Brakes: I thought ever this Parts should have a Size from a B 737 or A320.
Real good info Steve ...is this your car ??
Yes, in partnership with Tim McCarthy and Nick Packer
Is it just the 2 aluminium plates that hold the rear end onto the chassis? Is it to allow quite alot of flex off the start?
No, it has an anti-rotational brace on the bottom from the chassis to the bottom of the rear end. You want the back of the car as stuff as possible. Thanks for the question.
Anyone know how much those 11.5” carbon fiber brake rotors cost??
Mil is confusing because there’s mils(thousands of an inch) and millimeter. Usually mil is used for imperial, but obviously 1/4 inch isn’t 7 mils
Mils, millimeters, and mm are one and the same thing. Mils is just an abbreviation of the word MIL-limeter-S. Mil is only ever used when talking about something metric. Thou or fractions of an inch is used when talking imperial. There is 39.37 thou (thousandths of an inch) to a mm. 1/4" equals 6.35mm.
Fantastic video! 👍😀👍 Subscribed!
Awesome thank you!
I had been wondering about how the reverser works and is engaged.
logic should take you part way to the answer. Obviously there is a disconnect between the input and the output (you need to reverse the direction of the output shaft). I imagine when it is in "forward" a collar would slip over both shafts to keep them engaged, when the collar is drawn back it allows the two shafts to separate. It would use a small idler gear to reverse the direction. Since you aren't doing anything more than idle in reverse it wouldn't need to be anywhere near as strong as the forward coupling.
what is the piece bolted to the can in front of the reverser?
The Auto man. We call it a cannon. It’s a hydraulic cylinder that retracts by controlled timing on a pass, which engages the rest of the fingers on the clutch. Thanks for the question
Hello Steve. The Chrisman rear axle looks strangely like an axle design I did with a gear company in Chicago. It was designed on one of the first Autocad systems back in the middle 80's. You said this was a 12" gear, is that correct? So basically it is a 9" beefed up. Is the pinion gun drilled? I have not seen this since the Indy nationals in 1988. Hope it works well for you.
Chrisman Eng started in 1972 with father Jack and now son Steve running the place. As far as I know everything was designed and developed in house.
It’s not a beefed up 9” though - it was carved out of a solid block of aluminium to create the 12” especially for fuel cars. No, the pinion is solid 😎 Thanks for question!
Would you know who is making those 12" gear sets? We made them in the late 80s and early 90s.@@stevereadTF
Yeah, I'd love to see a set next to a 12" Rockwell set out of a truck too. Wonder which is beefier?
Interesting you should ask. Remember that a Rockwell pinion used a 10 spline but the pinion here may be 33 spline. Not sure what bearing I.D. was but I believe that they may be close to the same. How the hypoid is cut and the offset used may be different. I know we used the same cutter heads but the machine settings were different. Remember we are talking a 3.20 ratio here. I don't think the Rockwells were that range.@@guerrillaradio9953
compared to a every day vehicle, what is the gear ratio?
They usually run a 3.20:1. There's no transmission. It's direct drive from the engine to the rear end. Depends on what you drive, but most cars made recently run somewhere around 4:1 or more for a final drive, with at least one overdrive gear in the transmission.
Have you been to Chrisman's rebuilding class??
No, we just make a phone call to Steve to get some instructions and then just follow them - it’s only common sense 😎 Thanks for watching!
I thought the auto industry went metric decades ago, even in USA.
that greek coupler looks like the weak link to my untrained eye...must be some serious splines in there.
Everyone has to hear nitro at least once in their life.
Agreed 😎
What we normally dont see
Where are the transmission gears located?
there is no transmission in a top fuel dragster. how it works is they allow the clutch to slip initially. that is what he was talking about at 1:48 the clutch cannon is a cylinder with a rod or tube that pushes the clutch open. it then retracts over time to engage the clutch from open to full engagement. so there is only a clutch and the reverser which has a gear
@@ronblack7870 Thank You for explaining that. I didn't understand what he was saying.
If you take a look at our previous videos you will see these cars have no gears - only a forward and reverse. There is not a transmission out there that would live with the horsepower of these cars. We use a multi stage clutch with a hydraulic cannon which retracts and engages more clutch levers with counter weights on them which supplies an even application (hopefully) and if you’ve got it right - a fast run.
Technically the reverser is a kind of gearbox, I'm guessing it has some kind of planetary setup for reverse with direct drive for forward.@@stevereadTF
some deep sockets and at least a ratchet perhaps.
Or is one of two options n this is the cheaper one
There’s a rear end discrepancy!
Sure seems to be
👉🏻💲VERY EXPENSIVE 💲👈🏻
I know now twice as much as I used to about drag racers. 2 x 0 = 0.
Keep it simple...yu call this simple???
Promo`SM
Nothing high tech, for sure. And with the rules as they are, not much room for invention. Look at the ignition system. Truly antiquated. Imagine driving a pum….oh never mind.
Good insights 👍
GREAT EXAMPLES! 🚀👏🤙🫡
Thanks! 😃
Did you say the gears in the rear end or did I miss that ❓
There is a giant pinion and a ring gear which is attached to a spool inside there - 3.20 to 1 ratio
I don’t know what that was in the video but wanted to pass that on to you
No secret with rear end gears. Everybody runs 3.2 ratio. Thanks for watching, Bill
@@stevereadTF yeah, everybody knows what they look like. (sarcasm)
i have rebuilt dozens of diff's, i have never seen inside a top fuel diff
Looks like the inside of a 9" Ford except bigger.@@jesvans
@@stevereadTF
Much appreciated 👍