Bulletproof Your Rear End!

To prevent this in the future, only new ring gear bolts will be used.  To prevent loosening, the bolt heads are drilled for safety wire and they will be secured with both safety wire and loctite red.  For a further margin of failure proofing, the bolts were vibratory polished to remove potential stress risers and cryo treated with a final WPC treatment to improve fatigue life.

Another point of failure is the axle CV bolts.  Even though the axles runs super strong 930 type CV’s, the bolts have failed several times.  Oddly our Formula Drift car has the exact same brand and construction of axles and have not had a problem even with more than 1000 hp, super abusive drifting conditions and large tires.  Our theory is that the sequential box with no lift to shift, aero and the big rear slicks puts an even higher load on the axles than the mega powerful drift car!

Like the ring gear bolts, only new CV bolts will be used to reduce failure.  Like the ring gear bolts, we found that the CV bolt often come loose so to prevent loosening, the bolt heads are drilled for safety wire and they will be secured with both safety wire and loctite red.  Also like the ring gear bolts, the bolts are vibratory polished to remove potential stress risers and cryo treated with a final WPC treatment to improve fatigue life.

We are confident that our prep work will allow us to reliably make it to the top of the mountain and hopefully allow us to break the RWD Unlimited lap record at Superlap Battle this year. The car is currently getting more engine development with a New Garrett G Series turbo, improved tires and aero refinements for this year.  Stay tuned for news on the cars development!

Sources

CTP Cryogenics

WPC Treatment

Evasive Motorsports

AFCO

8 comments

  1. I have treated Internal Combustion engine and gear-train assemblies with Cryogenics for some 20 years now. Why? Because through decades of serious race testing and flogging…it WORKS!
    All treatments are beneficial. However, surface treatments are exactly that, surface treatments. Cryogenics probes down into the metal beyond a components surface to realign the parts internal grain structure.
    In 2000 I modified a Honda CR-500 (491.4 cc’s or 29.9 CID) . We increased its stock Torque output of 53.3 Lbs Feet to 100 Lbs Feet of torque at the rear wheel. The stock 5 speed gear box was not happy and soon exploded, gears, bent gear shafts and destroyed the engines left side case.
    I had the gears, gear-shafts, shift forks and engine cases, cylinder and cylinder head all Cryogenically treated. We never had another problem. The engine is still together and operational today.

    Don Redmon
    Replika Maschinen, Inc
    Instagram.com/replikad/

  2. So staring down the barrel of doing stuff with a small quick change that needs a new ring and pinion… where would you slot ISF treatment in, in order of operation?

      1. From what I’m seeing it looks like you went cryo, shotpeening, WPC – I was wondering if ISF finishing had a place in things since I’m more concerned with friction losses than strength.

        1. One thing I noticed about ISF finishing is that it does change clearances a few thou even though they say it doesn’t. WPC is pretty good for friction reduction and helps by increasing fatigue strength as well.

          1. I’ll reach out to the vendors you brought up for a quote once I have my replacement R&P in. Every little bit helps.

            Definitely not drifting power capability, but I’m doing design work on fitting a Miata/S2k size LSD into the quick change I’m going to be running. Prototyping it with stock RX-7 LSD, but if that works no reason I can’t perform similar mods to an OS Giken diff.

          2. Speedway Mini Stock – SCCA GT3 class car so limited horsepower and I’ve got a really aggressive weight target. There’s the ICP Variloc that’s off the shelf if I can’t modify something to work, but I think the OS has some tuning options.

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