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  Topic Review (Newest First)
12-04-2019 09:34 AM
NCA
Quote:
Originally Posted by justin time View Post
My plan (at least in my head) was to reverse engineer and have a cad file using faro technologies.
Wouldn't a multi axis cnc machine be able to make that happen?
Reverse engineering is easy (to make a matched set). Most information is published if you look hard enough. The problem is making sure everything will work together. The bearings for example. Changing the helix angle of any gear will change the thrust load on the bearings. The input thrust load is forward into the case the output shaft thrusts backwards and the counter shaft essential floats. The pocket bearing takes radial load from the gears trying to push apart. As the counter shaft has small bearings but all torque goes through it in all gears except direct. If one optimizes any gear for strength and makes a change to the helix angle and exceeds load rating on the counter shaft bearings now there’s a new problem. I don’t want to end up spending 20-30k getting my 5600 all built building multiple sets of gears and upgrading to bigger bearings, output shaft, input and everything else in between by the time it’s all said and done. I want to make sure it will all work together. As for the part about one piece with a multi axis cnc. Yes you could probably mill it out with the plate on but it won’t be of good finish quality. Most gears are cut, carburized (depending on material) or heat treated then finish ground to exact size and surface finish. This is where you get the problem of being able to get the grinder head accords the surface of the tooth and the cutter for that matter, the end mill would stick out so far it would probably chatter horribly. High hp towing is the hardest on the tranny for long life with high torque at low RPM for extended periods of time it stresses the small components beyond what they can handle. Remember a inline 6 produces an explosion hammering force every 120 degrees of rotation and the slower it is turning the harsher it is on everything that’s hooked to it. The heavier clutches don’t help either as they amplify this force. The higher the rpm the engine is ran the easier it is on the tranny it can take more power higher up because the torque drops off. Obviously you can get to a point where nothing was rated for the rpm and then there’s another set of problems but most cummins can’t turn that fast.
12-03-2019 05:18 PM
justin time My plan (at least in my head) was to reverse engineer and have a cad file using faro technologies.
Wouldn't a multi axis cnc machine be able to make that happen?
12-01-2019 08:47 PM
NCA Yes a high quality material would last longer. However given the way the gear is shaped it couldn’t be billet. It would have to be two pieces. There just isn’t room to cut the teeth and have the plate part of the gear through the machining process. As to a spiral gear I don’t know what your talking about.
11-29-2019 05:41 PM
justin time Do you or the engineer your working with think just a plane billet gear would hold up better than stock? The reason I'm asking because I've heard it wouldn't.
Can you explain this spiral gear a little more your talking about?
11-27-2019 10:21 PM
NCA I broke tranny #7 (I think lost count by now) twisted the plate right of the gear about 2800 miles, 4-5% grade, 22k gross about 50ish lbs boost @ 78 mph. Second or third time this has happened. Running for now without OD.

I sat down with the engineer last week. To see where things were at. The plate is a weak link he calculated at best may hold 1100-1500 Ftlbs torque with a marginal safety factor (hardly any). By splining the plate on it would drastically increase strength. So hopefully he’s not too far off from getting it engineered. I guess that why the factory design was for 400ftlbs of input torque on this gear. (550x.73= 401.5).
Other things that must be considered by making this gear stronger

1 will the pocket bearing be able to handle the increased radial load from the shafts trying to push apart?
2. Is the end of the main shaft (where the pocket bearing goes) going to hold up to the increased power?
3. If the answer is no on either of these the inside pocket on the main shaft must be made larger. To do this requires a larger input gear and smaller countershaft drive gear. This would make every gear a higher drive ratio (except 5th that’s direct).
4. Do I want to spend 3-4K just for two gears (6th mainshaft and 6th countershaft) when I am not sure the rest of the components will hold up? Not really

5 Why does a 48 overdrive seem to hold up? It is a 6 pinion planetary. The helix angle is 15 degrees, just guessing that’s about 1.5 tooth contact per pinion times 6 pinions makes 9 teeth in constant mesh. The ring gear contains everything so it is all balanced and not side loading any shafts. The nv5600 helix angle is much steeper and is 1.8 teeth in constant mesh. Also the reason the heavy truck transmissions have 2 countershafts. The the main shaft is in a neutral plane not forced to either side.

With that said I will be making a decision on what I am going to do depending on cost of high quality gearing.
11-22-2019 06:14 PM
justin time All of the info that I've researched says no, have to buy new gears.
11-19-2019 04:45 PM
Rx7man Is there any source for early NV5600 synchros and parts yet?
11-19-2019 04:09 PM
Broaner I don't know where to get the good stuff but I do know AT is absolute dog feces. Don't touch it with somebody elses 10' pole
11-16-2019 01:48 AM
Wombat Ranger Manufacturer's ID stamps
11-14-2019 02:00 PM
justin time
Quote:
Originally Posted by Wombat Ranger View Post
I read through this thread again.

Transtar sells "AT" stamped parts. I asked if they had anything else and they said no. Might have been mistaken, I can't say.

Blumenthals and Superstick are both using the "Circle K" stamped stuff, which has Mopar part numbers stamped in as well. NCA above has gone through and explained why these are not as good as original NV parts. They seem to be the best of what is currently available though, and I am using them for the input/drive gear pair in my broken transmission, putting it back in the truck and turning the power down for the time being.


SyncroTech is a company that makes aftermarket carbon fiber lined syncros. They are suspiciously cheap, but I bought a set and they are going in my rebuild.

Lastly, in my non-existent spare time I have been calling around to see if anyone is interested in making some gearing for us. I have an NOS NV5600 that I guess I am going to tear down in order to use the parts for patterning.
Can somebody explain what AT and CIRCLE K parts are? What's the difference?
11-09-2019 01:39 AM
Wombat Ranger I read through this thread again.

Transtar sells "AT" stamped parts. I asked if they had anything else and they said no. Might have been mistaken, I can't say.

Blumenthals and Superstick are both using the "Circle K" stamped stuff, which has Mopar part numbers stamped in as well. NCA above has gone through and explained why these are not as good as original NV parts. They seem to be the best of what is currently available though, and I am using them for the input/drive gear pair in my broken transmission, putting it back in the truck and turning the power down for the time being.


SyncroTech is a company that makes aftermarket carbon fiber lined syncros. They are suspiciously cheap, but I bought a set and they are going in my rebuild.

Lastly, in my non-existent spare time I have been calling around to see if anyone is interested in making some gearing for us. I have an NOS NV5600 that I guess I am going to tear down in order to use the parts for patterning.
11-07-2019 12:07 PM
Broaner
Quote:
Originally Posted by justin time View Post
Did he ever try it what is the results?
His racetrack is on the back burner as far as I can tell.
This thread has more than 12 replies. Click here to review the whole thread.

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