Tooth-on-tooth gear engagement is stupid. It's considerably weaker & louder than using single or double-row chains to wrap around gears and tie them together.
WhistlinDickhole has plenty of videos breaking custom transfer cases & drop-boxes with gear-to-gear engagement.
Redpill me on gear design
Isn't there significant potential energy loss if the chain degrades? Or in general, since the energy has to go through the chain rather than gears moving each other directly?
2 years ago
Anonymous
Not him, but a properly lubricated and matched tooth-radius gear system has a theoretical efficiency of 99% (but that of course varies). Chain efficiency varies wildly depending on the type and link size, but chains are rarely more efficient and far less robust than a gear system. That guy is just a moron.
Friction loss in a gear train happens mostly through the rotational friction of the gear on its own axle shaft, and the sliding friction between gear teeth. Both of which can be mitigated with a good lube system. Spur gears also transmit force perfectly tangential to the inner radius of the circle, see gif related.
Chain are also very efficient. But you loose more energy in heat loss between constantly shifting links, and an improperly tensioned chain can lead to significant losses thanks to chain slap on the compression side. You also get tiny variations in rotational output, but not really enough to matter in a timing system. They are far weaker than gears though. Think about the force it would take to shear the tooth off a big spur gear as opposed to shearing one of the little pins that holds a chain together.
Chains are far more common in cars cause they're significantly less expensive to manufacture, but if you're building a massively high strung, perfectly timed racing engine like that Miller, gears have an objective advantage.
Louder? Yeah, and they sound badass. Considerably weaker? Not in this application, and they're rediculosuly reliable. The valvetrains in these Miller/Offies are absurdly stout. I have yet to see the gear train fail in one of these and the 220's rev up to 11k rpm (crank speed) while getting beat to absolute frick on the racetrack. A transfer case is not the same as a valvetrain.
Also, the engine was designed in 1915.
I see ads for "V6" BMW's all the time. They're inline 6's, which means these brain-dead vegetables don't even open the hood. People are moronic and the world keeps turning somehow.
>continuously variable wheelbase
That's a thing with many suspension designs that allow longitudinal wheel movement with wheel lift >overpower steering
Also a thing with cars that have too much power steering >degenerative braking
So normal braking since the brakes wear down with use? >liquid state batteries
homie are you even trying >triple-clutch transmission
Ever seen an automatic troony?
view mirrors
on big truggs
suspension
live/dead axles, usually with leafs/coils >>dead rear axle
solid axle setup that isnt powered, think old and fwd
slip differential
open diff
> Got a new powered steering belt for my 2000 Civic CX Hatch > Now my car squeaks when I turn the wheel. > Go to a local service, ask them what I did wrong. > They tell me I got the wrong type of belt because my car is a stick shift. > MFW now I have to find a manual steering belt
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>valve autumn
>invariable valve liftoff
>Single-link suspension
That's exactly what McPherson strut is though
They have a strut and a control arm, that's two linkages. A single link suspension would be a single-sided bicycle fork.
>pull block suspension
>timing gears
Actual thing
mechanical fuel pump
Also a thing
digital fuel pump
not a thing
How do you think old fuel pumps work??
>Miller blocks your path
Tooth-on-tooth gear engagement is stupid. It's considerably weaker & louder than using single or double-row chains to wrap around gears and tie them together.
WhistlinDickhole has plenty of videos breaking custom transfer cases & drop-boxes with gear-to-gear engagement.
Redpill me on gear design
Isn't there significant potential energy loss if the chain degrades? Or in general, since the energy has to go through the chain rather than gears moving each other directly?
Not him, but a properly lubricated and matched tooth-radius gear system has a theoretical efficiency of 99% (but that of course varies). Chain efficiency varies wildly depending on the type and link size, but chains are rarely more efficient and far less robust than a gear system. That guy is just a moron.
Friction loss in a gear train happens mostly through the rotational friction of the gear on its own axle shaft, and the sliding friction between gear teeth. Both of which can be mitigated with a good lube system. Spur gears also transmit force perfectly tangential to the inner radius of the circle, see gif related.
Chain are also very efficient. But you loose more energy in heat loss between constantly shifting links, and an improperly tensioned chain can lead to significant losses thanks to chain slap on the compression side. You also get tiny variations in rotational output, but not really enough to matter in a timing system. They are far weaker than gears though. Think about the force it would take to shear the tooth off a big spur gear as opposed to shearing one of the little pins that holds a chain together.
Chains are far more common in cars cause they're significantly less expensive to manufacture, but if you're building a massively high strung, perfectly timed racing engine like that Miller, gears have an objective advantage.
why is that a guy kissing a girl with big boobs?
Louder? Yeah, and they sound badass. Considerably weaker? Not in this application, and they're rediculosuly reliable. The valvetrains in these Miller/Offies are absurdly stout. I have yet to see the gear train fail in one of these and the 220's rev up to 11k rpm (crank speed) while getting beat to absolute frick on the racetrack. A transfer case is not the same as a valvetrain.
Also, the engine was designed in 1915.
>my engineering knowlege is based on a moron breaking shit
you must really be an expert
variable length driveshaft
hydraulic clutch reservoir
Also a thing. Bloody hell, man. It's like you Black folk don't know what a turbo encabulator is.
kek. i heard some c**t claim a straight 6 had the perfect V
Maybe the valves make a perfect v if the heads don't suck.
My old ford got the 306 straight V6
I see ads for "V6" BMW's all the time. They're inline 6's, which means these brain-dead vegetables don't even open the hood. People are moronic and the world keeps turning somehow.
Out-take maniunfold
>supernatural aspiration
direct ejection
V3 engine
pro-lag
gear limiter
I want an uneven number V engine so bad.
VW VR5 engine. 2.3 liters and can make decent power when turbocharged. Being a 5cyl they sound amazing.
Ah yes, the VR5. Power of a 4 cylinder, economy of a 6.
Whats cool is how the vr5 fits nicely in the b5 without fricking with the radiator or core support
The B5 has a cavernous engine bay.
Mainly because most of it is ahead of the front axle.
iirc Honda made a 5cyl V engine for their racing motorcycles
>windscreen
>360 degree inline 1
Say no more
captcha RAV2s
>horsepower converter
>panoramic sunfloor
sunfloor
This would be very cool, I think.
Closest we have would be making the bottom part of the door see-through like McLaren does on some of their cars. Or a motorcycle, I guess.
i want to SUCK on superior elise monowiener
>manual cismission
That's just body-on-frame.
>continuously variable wheelbase
>overpower steering
>degenerative braking
>liquid state batteries
>triple-clutch transmission
>negative 2 liter engine
>fuel rejectors
>melanated gasoline
>continuously variable wheelbase
That's a thing with many suspension designs that allow longitudinal wheel movement with wheel lift
>overpower steering
Also a thing with cars that have too much power steering
>degenerative braking
So normal braking since the brakes wear down with use?
>liquid state batteries
homie are you even trying
>triple-clutch transmission
Ever seen an automatic troony?
>melanated gasoline
THEY dont want you to know heating oil is just dyed deisel
steering
They just hooked up the wheel to the engine
This is a proper overpower steering
ROLLER TIPPED PUSHRODS
Filtered
CV splits
>toelights
>Frozen seats
>Dating belt
>putdown truck
>decompression ratio
>front view mirrors
>dependent suspension
>dead rear axle
>unlimited slip differential
view mirrors
on big truggs
suspension
live/dead axles, usually with leafs/coils
>>dead rear axle
solid axle setup that isnt powered, think old and fwd
slip differential
open diff
>pushrod suspension
Spatulasoft string
>GT-R Mustang with rotaries and lifters
>Anti Braking System
Erection seat
Samegay
>manual fuel pump
>Manuel fuel pump
>hydrostatic transmission
>hydrodynamic transmission
>mindsonic amplifier
>indirect gasoline injection
>inert plugs
air-cooled turbo
> Got a new powered steering belt for my 2000 Civic CX Hatch
> Now my car squeaks when I turn the wheel.
> Go to a local service, ask them what I did wrong.
> They tell me I got the wrong type of belt because my car is a stick shift.
> MFW now I have to find a manual steering belt
>pedometer
mines always bouncing off the limiter
Need more Azumanga Daioh posting on DA
>Cadillac converter
>lifted motorbike
>liquid state radio
>giftedometer
>liftoff understeer
>genuine wire wheels
>genuine wire wheels
i don't get this one
>unnaturally aspirated
>hard-close doors
Sounds like my Troopy.
>single underhead cam rods
>mechanical traction release
>multi port carburetor
>manualtronic mechanical autoclutch revolution adjuster
>invariable valve detuning
>cylinder blowjob gasket
>suggested induction
kek
>right-foot drive
>wet weather slicks
>frame on body
>gasoline-diesel non-electric hybrid
>frame on body
just a unibody car
Why are openly pedo characters allowed in anime?
>muslim commie
Congrats, you won a crucifixion
If my you got out of the show was that and not the fact he's portrayed as a mega creep for laughs, then I don't know what to tell you
>CLEAN IT UP JANNY
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>aluminium spacepainting
>timeframe chassis
>dual clutch transmission where even gears send power to the front wheels and odd gears send power to the back
>it's automatic
>changes gears while in a turn
Over/understeer
>pullrod engine