Torque multiplication?

[Mr. Man]

First, not talking about converter multiplication here.

I was wondering if there is some sort of mechanical multiplier device sort of on the idea of the Gear Vendors O/D, but that would increase torque. Maybe something that attached to the driveshaft or that split the driveshaft and through some sort of gearing would increase torque too the rear regardless of the horsepower coming from the front.

Seems to me the Marauder has enough power just to much bulk to get moving. I know a higher stall converter can address some of this issue just wondering if there was anything else.:)

[junior]

Here's a little article on drivetrain angles that might be interesting.
http://www.dragzine.com/tech-stories/chassis-safety/drivetrain-angles-increase-torque-and-improving-hook-2/

[Marauderjack]

Maybe a Ramjet??:eek:

[junior]

Or a Tremec TR-6070 7-speed manual transmission.

[RubberCtyRauder]

rear gear ratios are torque multipliers

[Turbov6Bryan]

Not trying to divert your thread with my response, but I think just adding a roots or screw type blower is a world of a difference in torque.

This is a mod motor that makes more torque and hp in the upper rpm range by design.

I do like the idea of what your referring to, Honda uses steep gearing to get the engine into its powerband sooner

Maybe a newer 6 speed or 10 speed automatic would effectively do the same, the 6 speed has 4.17 first gear.

Maybe a constant velocity with a gear reducer on the back of a stock trans would...... be a headache

[Mr. Man]

Here's a little article on drivetrain angles that might be interesting.
http://www.dragzine.com/tech-stories/chassis-safety/drivetrain-angles-increase-torque-and-improving-hook-2/

Interesting article. When you think about it all those components do act like springs and setting the angles to compensate seems obvious. DL angles IMO would matter more in a dedicated race car rather than one that see's multiple uses. I was surprised that the article didn't mention a before and after effect on DL vs. moving the car down the track, 60 foot time and all. Did their hypothetical 15% loss go up or down? :dunno:

Like I mentioned before probably wouldn't do much for our tanks other than perhaps creating less wear on components, but the engineering to do so would be cost prohibitive.

Wonder if Blown 3.8 has done anything with this train of thought for Sherm's or jflave's car?

[Mr. Man]

Not trying to divert your thread with my response, but I think just adding a roots or screw type blower is a world of a difference in torque.

This is a mod motor that makes more torque and hp in the upper rpm range by design.

I do like the idea of what your referring to, Honda uses steep gearing to get the engine into its powerband sooner

Maybe a newer 6 speed or 10 speed automatic would effectively do the same, the 6 speed has 4.17 first gear.

Maybe a constant velocity with a gear reducer on the back of a stock trans would...... be a headacheDid read something about Honda and it's CVT transmissions. Hate them because I keep waiting for the shift.

What got me thinking about this was replacing the belt on an old dyer. Little pulley on the motor and essentially big pulley on the drum, actually the big pulley is the drum itself.

So while waiting for the sandman that night I was thinking if the driveshaft is spinning at X rotations as it leaves the transmission is there a way to multiply that rotation before it gets to the rear end so the speed at which the rear driveshaft is spinning X times faster? Then the gearing in the differential can do it's thing.

Trans & Front DS spinning at X - Magic torque multiplier box - Rear DS spinning at X x ? - Differential.

I know it's a crude formula, but it's basically what I was thinking about.

[Blown3.8]

Magic torque multiplier box=transmission or GV drive. All you can do is change gear ratios to help leverage things. Or add torque with more power, however you want to go about accomplishing that.

This is a sweet video on why you want to keep drive line angles proper.

https://youtu.be/Idk3BVDVHq4

[Mr. Man]

Magic torque multiplier box=transmission or GV drive. All you can do is change gear ratios to help leverage things. Or add torque with more power, however you want to go about accomplishing that.

This is a sweet video on why you want to keep drive line angles proper.

https://youtu.be/Idk3BVDVHq4So running a split 2 piece DS with a box say mid way between the front DS with parallel side gears that would keep the DL = to OEM but could speed up a rear DS is ?

Not sure how to type what I'm thinking. Just some way to increase the speed of the driveshaft after the transmission before it hits the differential. Some way to gain back the parasitic loss and maybe even make some gains.

[Turbov6Bryan]

Gear vendors sell a under overdrive

It's like adding another overdrive, I don't see much talk about the under side of things, probably because a gear swap will do that and you just add this

http://www.superchevy.com/how-to/transmission/sucp-0806-chevy-gear-splitting-unit/

[sailsmen]

Nitrous..................

[PHHHHTT]

2 speed rear axle maybe?

Mercury had played with this idea for the '69 Mercury Cougar Eliminator, but it did not go into production. Steve Honnell has this unit in his '70 Torino King Cobra. I have personally seen this feature, it is operated by a shift lever mounted to the driver's side trans tunnel. This version, the vehicle must not be in motion when switching between ratios.

A product called "Hone-O-Drive" was a 2 speed aftermarket kit that was produced. If you search the web there are some people who have them and offer their opinions of them.

http://www.mercurycougar.net/forums/showthread.php?26940-Two-Speed-Rear-End&highlight=speed%20rear%20end

[justbob]

Transfer case! But 1st would be limited to like 8... [emoji16]

I know my first gear isn’t much more than stock but this difference in real life is HUGE. Gearing front and back does wonders.

2012 Ford Mustang Shelby GT500
2.97
1.78
1.30
1.00
0.74
0.50

Vs.

4R70

2.84:1
1.63:1
1.47:1
1.00:1
0.78:1


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[Joe Walsh]

rear gear ratios are torque multipliers

+1

The 'magic elixir' that you are looking for is steeper rear gears.
They make any engine's torque output greater to the rear wheels and accelerate the vehicle faster at the expense of higher RPM.*
Anything added to the driveline like an overdrive unit, can do the same thing but they also add more parasitic loss, more complexity and more weight.
IMHO: The overdrive units were useful in the days of 2 or 3 speed transmissions with 1:1 being the highest gear in the transmission.

*There is no free lunch!

BTW: I'm trying to figure out a way to decrease the parasitic loss on my beer glass!:beer:

[RubberCtyRauder]

can always put in a Fuller 18 speed..and prolly 1500 lbs..lol Look at semi trucks..depending on size of truck and type of service (local, regional, over the road owner operator spec) they have 9,10, 13, 15,18 speed trans with a splitter..maximizing torque and engine rpm where 1/2 mpg means something. A semi traveling 150,000 miles a year averaging 6.5mpg uses over 23,000 gallons and at $3.00 a gallon..that's nearly $70,000 in fuel a year..more than what most people earn

[Mr. Man]

+1

The 'magic elixir' that you are looking for is steeper rear gears.
They make any engine's torque output greater to the rear wheels and accelerate the vehicle faster at the expense of higher RPM.*
Anything added to the driveline like an overdrive unit, can do the same thing but they also add more parasitic loss, more complexity and more weight.
IMHO: The overdrive units were useful in the days of 2 or 3 speed transmissions with 1:1 being the highest gear in the transmission.

*There is no free lunch!

BTW: I'm trying to figure out a way to decrease the parasitic loss on my beer glass!:beer: Drink alone. :D

I'm not trying to lower engine RPM, so I'm not thinking of an overdrive unit. I might be thinking of an inline under drive multiplier?

I'm thinking to multiply the speed of the differentials input shaft while leaving the output shaft of the transmission at whatever the engine normal RPM is, the rear end ratio is irrelevant.

IE., if the front shaft is spinning at 1:1, the rear shaft might spin at 1:3, then the rear gear can multiply at 3 to whatever? So the rear wheels would spin at 3x the speed while the engine RPM would remain normal. Kind of like getting F1 tire rotation w/o F1 engine RPM.

I understand the rear gear is a multiplier, but is it possible to get more torque between the front and rear using drive shaft rotation in addition to transmission and differential gearing, regardless of cost, weight, etc.. Maybe there isn't :)

[Joe Walsh]

I'm not trying to lower engine RPM, so I'm not thinking of an overdrive unit. I might be thinking of an inline under drive multiplier?

I'm thinking to multiply the speed of the differentials input shaft while leaving the output shaft of the transmission at whatever the engine normal RPM is, the rear end ratio is irrelevant.

IE., if the front shaft is spinning at 1:1, the rear shaft might spin at 1:3, then the rear gear can multiply at 3 to whatever? So the rear wheels would spin at 3x the speed while the engine RPM would remain normal. Kind of like getting F1 tire rotation w/o F1 engine RPM.

I understand the rear gear is a multiplier, but is it possible to get more torque between the front and rear using drive shaft rotation in addition to transmission and differential gearing, regardless of cost, weight, etc.. Maybe there isn't :)


I do drink alone....do I have a problem?

Anyway...I think you just want a multiple overdrive transmission like the new 10 speed automatic that FORD/CHEVY co-developed.
It would work best behind a 460 HP (severely underated*...more like 500 HP) N/A Coyote.
The same engine/transmission that makes the 2018 Mustang GT run 12....OHs ...bone stock.

*Multiple dynos on bone stock 2018 5.0 Mustangs are coming up with 425 - 435 RWHP.....:eek:

[Mr. Man]

I do drink alone....do I have a problem?

Anyway...I think you just want a multiple overdrive transmission like the new 10 speed automatic that FORD/CHEVY co-developed.
It would work best behind a 460 HP (severely underated*...more like 500 HP) N/A Coyote.
The same engine/transmission that makes the 2018 Mustang GT run 12....OHs ...bone stock.

*Multiple dynos on bone stock 2018 5.0 Mustangs are coming up with 425 - 435 RWHP.....:eek:

After delving into the world of overdrive transmission explanations, of which not many are very explanatory to the novice reader. I think I understand the concept of how the overdrive works now, lowers engine RPM while at the same time "Over" spins the drive shaft through some sort of gearing.

What I was proposing was to compensate the parasitic loss that occurs by over spinning the driveshaft again within the length of itself hopefully gaining some torque to the rear wheels. If it could be done I'm not so sure at this point if there could be gains in rear end torque, might actually be less.

I'll keep thinking :rasta: