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I would just like to say hi to my new and recent followers of my Tumblr page.
Also a big thanks to the many, many followers who have been a part of my motoring world for the last 3 years.
May the journey continue for us all.
Catcha on the apex!!!
Blink-182 - First Date
Types of Gears
A good illustration of the different gear teeth cut profiles.
Basic’s of gear design and application:
Early cars used the straight cut teeth, but most gearboxes didn’t have syncro hubs to easily change from one gear to another. Modern cars now most commonly use the helical spur profile for the gearbox and the hypoid profile for diffhead assembles.
The helical design allows for much quieter sound as the gears interlock or mesh together and also, along with a modern syncro hub, allow for easy and smooth gear changes.
The planetary gear system is most often found in automatic drive gearboxes and usually consists of three gears, or three drive speeds. By locking or holding one of the three planetary gears, then one can change the ratio or speed at which the gears rotate, by way of how many teeth a gear has or its diameter size.
The ratio is worked out by 1 complete 360 degree revolution of the primary gear or driving gear which is fed power via the engine/ clutch assembly, to the gear it is then in rotation with. The ratio is worked out by how much of rotation the secondary gear rotates in comparison to the primary gear, either greater rotation or less.
If the two interlocked gears are of the same size, with the same number of teeth, then this is what you would call a 1:1 ration, as the two gears must rotate at the exact same amount of revolutions.
So in a standard 5 speed gearbox, from first to third, clearly the ratio will be at varying reduced ratio amounts. Fourth gear will be a 1:1 ratio and fifth gear is then called an over drive gear. This means that the secondary gear is rotating more than the primary gear driving it.
Worm gears were used for early steering and now the rack and pinion design is the norm for modern steering applications.
For gearboxes and diff assembles, the teeth profile or cut, depending on which is used, it can have a huge bearing on how much power(torque), can be transferred from the primary gear to the secondary gear.
Oil viscosity is alot thicker than engine oil, as the spinning motion of turning gears, wants to throw out by way of centrifugal force. The oil which is trapped in between the in contact gear teeth, it has a very tacky feel when the oil is rubbed between your fingers. The oil used in gearboxes must be able to resist this physic’s effect and be able to stay in contact with the spinning gears, because if it doesn’t, then there will be rapid teeth wear due to there being no protective film or coating between the in contact metal teeth with then high or excessive heat build up due to increased friction.
Most gearboxes are designed internally so that any oil which does spin or slip off the rotating gears, this slung oil is then directed to other parts of the gearbox like the gearshifter selector forks, generally found above the main gear assembly, which would otherwise receive no oil at all, as the gear selectors are above the oil level present within the gearbox.
Worn bearings or spacers in between gears with effect the correct interference fit between any two gears currently locked together and will effect the efficiency of how well the gears are able to transfer the torque or power from one to the other. This misalignment will also bring increased noise and friction, along with harder gear shifting and higher oil temperatures.
A good night in Tucson, Arizona. 2014
Spoiler stand and Old school GT-R badge, i’m melting, looks hot
Seems like the boys at Confederate have been busy again, unveiling the X132 Hellcat Speedster. It’s all about size, with a 2,163cc and 240 section rear tyre…
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