Future of KOH 4400 chassis/car development?

SLOWPOKE693 said:
Would those angled gears have more of a tooth contact patch than straight cut?
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They look to me like it. And I bet they are engineered for max strength and minimum power loss.

Talking to Quinn with 74weld there’s a lot more goes into gear selection/making than I realized. It’s pretty cool what the industry is capable of these days. Not that the gears themselves weren’t always possible. It’s how much more affordable anything you could dream up is now.
 
SLOWPOKE693 said:
Would those angled gears have more of a tooth contact patch than straight cut?
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A straight cut bevel gear is weaker than a straight cut spur gear. But that is why this mason setup and any high speed bevel gears are helical cut so that contact area is increased and shared across more than one tooth at any given time. So yes I would say this helical bevel gear setup is stronger than a straight cut spur gear with equal gear pitch and tooth width. And the helical bevel is going to be smoother and quiter.

This is what I was talking about with engineering in this being so impressive. A lot goes into designing a custom helical gear on a specific angle like this. And being confident it will be up to the task. Then not to mention figuring out how to make it with the equipment you have.
 
How many gears does that thing have in it?

Interesting to see a torque converter sitting in front of it. I assume that's the new hotness.
 
gt1guy said:
I thought TT's were big on using BBC's. A 10 speed, even if it has a super low first and 2 overdrives, still leaves 7 gears. That's a lot of shifting for a engine with a huge power band.

Or am I missing something?
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Im assuming the engine never leaves the power band (very narrow) of the cam and they just keep shifting to gain speed. Thats pretty much why all these new 8-10 speed transmissions make new vehicles with small displacement engines rip.
 
gt1guy said:
I thought TT's were big on using BBC's. A 10 speed, even if it has a super low first and 2 overdrives, still leaves 7 gears. That's a lot of shifting for a engine with a huge power band.

Or am I missing something?
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I feel like they said it was a 7 speed. Maybe they are running an ecoboost :lmao:
 
SLOWPOKE693 said:
Im assuming the engine never leaves the power band (very narrow) of the cam and they just keep shifting to gain speed. Thats pretty much why all these new 8-10 speed transmissions make new vehicles with small displacement engines rip.
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Ai says big inch big block. Those aren't known to have very narrow power bands. If they're idling they're putting out big numbers. :flipoff2:
 
JR4X said:
They look to me like it. And I bet they are engineered for max strength and minimum power loss.

Talking to Quinn with 74weld there’s a lot more goes into gear selection/making than I realized. It’s pretty cool what the industry is capable of these days. Not that the gears themselves weren’t always possible. It’s how much more affordable anything you could dream up is now.
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And thats only mostly due to newer machining centers, specifically the price point has dropped enough that they are not un common any more
 
gt1guy said:
How many gears does that thing have in it?

Interesting to see a torque converter sitting in front of it. I assume that's the new hotness.
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My guess is 5 speed with reverse. Looks like it has 6 gear sets and clutches. Their previous trans was also 5 speed.

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bdkw1 said:
I thought the last ones were 6 speeds?

With 6 gearsets you get 7 gears. 1 being direct drive.
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They are a 5 speed. With their setup I think a clutch has to be applied even for direct drive. Like I said before, its essentially a spur gear trans with clutches in place of dog rings or syncros. Said by the man himself. So if no clutches are applied, its in neutral.

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You can see the clutch actuators in this pic. There are only 5 but I don't think the final stage is bolted on yet if you compare with that section view pic above.

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gt1guy said:
Ai says big inch big block. Those aren't known to have very narrow power bands. If they're idling they're putting out big numbers. :flipoff2:
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Have you watched any TT videos lately? Those big blocks are not lugging around and are spinning some stupid high RPM all the time.

 
Treefrog said:
Now I'm curious if the engine and trans are off center or are the driveshafts different lengths.
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Looks like the engine is centered, transmission output shaft is offset. But since the V drive input is offset the drive shafts should be equal length I would think. All these pics ive posted are from their instagram. Ive just been posting screen shots because I figured everyone may not have instagram on here.

Also notice there is gear reduction in the V drive so it is acting as an underdrive as well.

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93blackxj said:
Looks like the engine is centered, transmission output shaft is offset. But since the V drive input is offset the drive shafts should be equal length I would think. All these pics ive posted are from their instagram. Ive just been posting screen shots because I figured not everyone has instagram on here.

Also notice there is gear reduction in the V drive so it is acting as an underdrive as well.
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I didn't see the centered input shaft. Do the use a reverser in the front? I would think you could center the ring gear for travel reasons.
 
Treefrog said:
I didn't see the centered input shaft. Do the use a reverser in the front? I would think you could center the ring gear for travel reasons.
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Green line is input to trans from torque converter (centered) red is output from trans to V drive (Offset). At first I assumed they were still using a reverser but they also posted the new front diff on instagram and there is no reverser. So it looks like the reversing is done in the V drive. And since the rear is counter rotating, you only have to reverse one side of the V drive. Front drive shaft must just be at an angle.

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93blackxj said:
Looks like the engine is centered, transmission output shaft is offset. But since the V drive input is offset the drive shafts should be equal length I would think. All these pics ive posted are from their instagram. Ive just been posting screen shots because I figured everyone may not have instagram on here.

Also notice there is gear reduction in the V drive so it is acting as an underdrive as well.

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This whole time I was thinking this was a front engine truck. The layout of the transmission makes WAY more sense now. :homer:
 
CarterKraft said:
75 lb complete wheel end, brakes included.
6.25:1 max reduction ratio might be a problem but with it already having a planetary that should be solvable.
Continuous 400kw rating, peak 1200w.
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1000 peak horsepower, and already lighter than a portal upright. That being our future seems inevitable

Granted that one is optimized for supercar stuff so we would need more reduction as you noted. They say the motor itself peaks around 14,000 RPMs, which means with the 6.25:1 reduction the top speed of the wheel here is ~2,200 RPM where we only need about half that with our big tires. And may still need a small dedicated brake rotor just in case. The braking they talk about seems purely regenerative which is cool, but can't work if the battery is full (unless you also have a massive resistor bank to dissipate the braking energy without recharging the battery).

But still though, so much potential. And not having CV angles to worry about opens up some suspension freedoms we haven't even been able to consider in the past.
 
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