Supershafts, I'm not saying you're right or wrong, but how about to prove your point(s), you or your company/business offer a sponsorship to one of the strongest pulling trucks in your area & see what results you can get??
If you're right, I hope you have ample help at work bc pullers will spend money with folks who offer even an incling of advantage over someone else therefore you'll be a busy busy fella.
If you're wrong, you'll carry on business as usual without being bothered by every puller around.
I believe we only have 2 trucks here, i wouldn't call them anywhere near strongest. I have another somewhere that we are going to do shafts for since he keeps breaking others.
That's an interesting thought. Once the housing has yielded in the initial failure, there is nothing impeding it for moving again. All of the cracks from the first stress riser still exist.
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If the break was the type that killed the carrier and caused it to split, which then would/could cause spreading of the housing beyond it's limits, a ring failure where the ring ran off the heel and pulled teeth isn't going to hurt the housing.
The same way you use a spreader to build the diff, you can also over spread it and hurt it also
Sorry dude, but if that were true, we would be seeing waaaaay more heavy truck rear end work than we do.
We don't have many trucks in the northeast that will shred ring and pinions. Its like the dark ages up here, so most folks who talk about ring and pinion setup on a diesel puller like they are going to change the market and figure something out no one else has are pretty much not in touch with what's really going on.
No actually you will see it. as i do in the winter, the large 30/40k plus rears put into a situation where they are being used wrong do break seemingly much easier cold, mostly with drivers thinking that bigger can take all the abuse in the world. However the truck that just pulled out of their yard gets into a issue with slipping up the hill from snow, keep their foot in the gas, diff hits and loses and bingo it's broke, whereas the same situation and the truck has been run a bit and it's warm it doesn't have the same issue.
"A D-80 is designed to see 30k lbs"
Case closed.
Yeah and because something is stated doesn't mean it can't.
When using something beyond it's parameters you should not set it up wrong thinking that it'll last longer
Thats all fine and well when going with the same brand of gears, BUT if replacing OEs with Any other brand, the pinion may not be exact. Having been taught to do exactly as you say, I burned myself a few times not checking pinion depths.
I also very much disagree with Supershafts opinion of USA standard gears, for most applications they are lapped just fine, set up nice and are quiet as can be. Unless its an application where the box comes through labeled, "gear set may be noisy", they will most likely be fine.
I can not count the times i have changed gears using the oe and even ordering that exact number and still the pattern wasn't perfect attempting to use the same depth.
In fact i am constantly having to make shims to get the patterns right as the shims now are far and few between what is needed but, thats another post....
As for usa standard.... for most things they are a ok gear missing a process and for the money other better gears can be used. For something that is going to be abusing and beyond normal use they aren't what you want. .They are a randys brand, the better gears coming closer to to being good are then branded yukon, the stuff that doesn't meet their way of standard are usa standard boxed... I haven't seen a set of those pos yet that have had lapping done to them.
In fact the set some kid brought in last week from yukon no less and not usa standard in 5.13 didn't have a hint of lapping either, and thats the better brand name... The lapping is what i look for, and when my pattern matches the lapping pattern from quality gear companies then i adjust for load and make the changes necessary.
Building a Dana i would always stay with Dana gears unless the ratio wasn't avail.
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