Aluminum Torque Tube Now On the Road
06-30-2003, 01:10 PM
#1
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Aluminum Torque Tube Now On the Road
We put the aluminum tube in Ian's car last weekend. No issues thus far. His old tube was thought to be good, but after taking it out and examining it, it has at least one bad bearing and possibly more. The new aluminum one is running smooth. Ian is going to take the car to 944Fest next weekend if anybody there wants to have a look, just ask Ian.
06-30-2003, 08:25 PM
#2
Nordschleife Master
My ears were burning, someone must have been talking about me...
Yeah, its in my car, looking good so far, will have an update after a few 1000 miles...
Yeah, its in my car, looking good so far, will have an update after a few 1000 miles...
07-23-2003, 02:03 PM
#4
Any update on this or the possible 928 Torque tube?
07-23-2003, 05:10 PM
#7
Burning Brakes
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Where are the bearings located within the torque tube? And how many are there? I'm thinking of making a tube when the time comes...
Also, does anyone know if there's any load placed on the tube?
Also, does anyone know if there's any load placed on the tube?
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10-17-2003, 05:53 PM
#8
Any update on this?
10-17-2003, 05:57 PM
#9
Drifting
Just a thought here, after pondering the reason for those damn "ears" on the t--tube that effectivly prevent you from easily changing the clutch...Did you guys leave them off? Hopefully not as they are designed to absorb the energy from an impact. I would hate to think of where that energy would go with out the "ears" on the t-tube.
10-17-2003, 06:03 PM
#10
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The tube comes with bearings installed, ready to install. It also saves about 24+ lbs. There are 4 bearings in the tube, placed to dampen the natural harmonic vibrations in the driveshaft caused by the 4 cylinder engine. I'm not sure about how they're placed in the 928 tube, but I would guess they're place similarly. There is a torsional load on the tube to a degree, not much though. It's main function is to carry the driveshaft and hold the tranny in place relative to the engine. The crash thing is secondary, not even really taken seriously by the factory on the early tubes. The early ones had bolt on "crash ears" attached with U bolts. Just how "safe" was that? At any rate, the tube ran very smoothly, with no problems, but Ian's car is up on jacks right now for major surgery in the quest for more speed on the track. There were no issues for over 1k miles in a car that makes close to 400hp at the crank.
10-17-2003, 07:10 PM
#11
Nordschleife Master
Originally posted by Dave951M
There is a torsional load on the tube to a degree, not much though. It's main function is to carry the driveshaft and hold the tranny in place relative to the engine.
There is a torsional load on the tube to a degree, not much though. It's main function is to carry the driveshaft and hold the tranny in place relative to the engine.
10-17-2003, 11:08 PM
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bingo on the ears, mine is set up that way to accomodate removal for track guys.
Peckster- To answer your question, yes there is a torsional load on the tube, but it varies, being highest at first "shock" going into any gear as the clutch is let out. After that, the torsional load is transferred through the transaxle to the wheels. The most important factor to be considered is the total amount of torque that the engine is capable of generating. In my research, I found that driveshafts on NHRA cars are made from 3" 1/8" wall 6061T6. Those cars make far more torque than any of us could hope to make in our wildest gas soaked dreams. They do eventually twist those driveshafts, but only after repeated loading with torque levels of 800+ ft/lbs. My tube is made from 3.5" tube, same alloy and temper, 1/4" thick. So not only have I reduced the "leverage" of the source of the torque by increasing the dia from the stock tube, I've also doubled the wall thickness as well.
Peckster- To answer your question, yes there is a torsional load on the tube, but it varies, being highest at first "shock" going into any gear as the clutch is let out. After that, the torsional load is transferred through the transaxle to the wheels. The most important factor to be considered is the total amount of torque that the engine is capable of generating. In my research, I found that driveshafts on NHRA cars are made from 3" 1/8" wall 6061T6. Those cars make far more torque than any of us could hope to make in our wildest gas soaked dreams. They do eventually twist those driveshafts, but only after repeated loading with torque levels of 800+ ft/lbs. My tube is made from 3.5" tube, same alloy and temper, 1/4" thick. So not only have I reduced the "leverage" of the source of the torque by increasing the dia from the stock tube, I've also doubled the wall thickness as well.