Destroyed Rear Diff (pix)
Thread Starter
Burning Brakes
Joined: Jul 1999
Posts: 934
Likes: 0
From: Vegas
Originally Posted by DynoTech Engineering
The DTE Differential Strut was engineered to prevent the differential from fracturing away from the transmission that would otherwise cause the transmission itself to also be damaged beyond repair in this scenario. In this instance, our product performed as designed according the owner's comments.
Furthermore, the majority of the surface area of the differential case that actually had the strut girdleing surrounding it also remained intact,
which was also an engineering feature that performed as designed, even in the face of internal catastrophic differential failure.
When a differential such as this fails internally as bad as this one has, components often shear/fracture/crack off which causes broken pieces to toss around within the internally spinning (or heavily loaded) gear-train. The tolerances in ANY of these differentials are very tight, so when a foriegn object is jammed into the other moving components, a lock-up condition occurs and something MUST give... In this situation, it was the lower portion of the unprotected case.
There are many causes for differential failure in a racing environment and most here know what they are. The differential strut is not designed to strengthen the internal components themselves, but to provide as much rigidity to the case as reasonably possible within the given package from Getrag for which it performed as designed. Internal component failure leading to explosion of the case is not related to the function of the DTE Differential Strut for its engineered purpose.
Given the extent of this type of catastophic internal differential failure, it would certainly suggest that had the DTE Differential Strut NOT been used as it was, the owner would also be replacing his transmission as well....
Furthermore, the majority of the surface area of the differential case that actually had the strut girdleing surrounding it also remained intact,
which was also an engineering feature that performed as designed, even in the face of internal catastrophic differential failure.
When a differential such as this fails internally as bad as this one has, components often shear/fracture/crack off which causes broken pieces to toss around within the internally spinning (or heavily loaded) gear-train. The tolerances in ANY of these differentials are very tight, so when a foriegn object is jammed into the other moving components, a lock-up condition occurs and something MUST give... In this situation, it was the lower portion of the unprotected case.
There are many causes for differential failure in a racing environment and most here know what they are. The differential strut is not designed to strengthen the internal components themselves, but to provide as much rigidity to the case as reasonably possible within the given package from Getrag for which it performed as designed. Internal component failure leading to explosion of the case is not related to the function of the DTE Differential Strut for its engineered purpose.
Given the extent of this type of catastophic internal differential failure, it would certainly suggest that had the DTE Differential Strut NOT been used as it was, the owner would also be replacing his transmission as well....
[shamless]So... can I get a deal on a rear-end?[/shamless]
Drifting
Joined: May 2001
Posts: 1,770
Likes: 2
From: IL
Ouch...That is not encouraging! I really hope that was due to a poorly built aftermarket rear end, and nothing else!
Drag radials are Certainly harder on the driveline than ET streets, because they have no give in the sidewall to absorb a dead hook. I am curious to Find out how hard he launched? It's been asked a bunch of times already but what's the answer?
Also What are your RWHP/RWTQ #'s?
Drag radials are Certainly harder on the driveline than ET streets, because they have no give in the sidewall to absorb a dead hook. I am curious to Find out how hard he launched? It's been asked a bunch of times already but what's the answer?
Also What are your RWHP/RWTQ #'s?
Burning Brakes
Joined: Jan 2005
Posts: 1,066
Likes: 2
From: fort worth texas
Originally Posted by 3XBlack6spd
Ouch...That is not encouraging! I really hope that was due to a poorly built aftermarket rear end, and nothing else!
Drag radials are Certainly harder on the driveline than ET streets, because they have no give in the sidewall to absorb a dead hook. I am curious to Find out how hard he launched? It's been asked a bunch of times already but what's the answer?
Also What are your RWHP/RWTQ #'s?
Drag radials are Certainly harder on the driveline than ET streets, because they have no give in the sidewall to absorb a dead hook. I am curious to Find out how hard he launched? It's been asked a bunch of times already but what's the answer?
Also What are your RWHP/RWTQ #'s?
yes, please post..highly curious minds want to know..sorry for your grief.
Race Director
Joined: May 2003
Posts: 19,105
Likes: 1
From: Paducah KY
Cruise-In VII Veteran
Originally Posted by DynoTech Engineering
Given the extent of this type of catastophic internal differential failure, it would certainly suggest that had the DTE Differential Strut NOT been used as it was, the owner would also be replacing his transmission as well....
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Safety Car
Joined: Feb 2002
Posts: 3,725
Likes: 366
From: Montoursville Pa
Fellas, most of my experience is with trucks however when you up the ratio as in 3.15 to 3.90 you actually decrease the number of teeth on the pinion gear that are in contact with the ring gear. (for a given size ring gear). this means less ability to handle large torque loads. what happens first is a tooth on the pinion breaks. then goes through the works. the answer is either a larger case & ring gear or stay with a lower ratio. in the diff and make it up with a lower trans gear. for most of us we can't use all the power available in 1st any how! and we certainly do not have the ability to use a larger ring gear. (won't fit)
