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glass and sheet metal are heavy.
I'm not talking about D300 gears. I'm talking about the gears in the Metal Works D300. Click link in first post. Look at the pictures. The gears are clearly of the same size.
I'm aware about the gear size being similar but doesn't the style of gear cut in a 300 case allow for the gears to want to separate. I feel like I read that somewhere. Unless you're saying that the jb gears do not have that cut on them and do not have that problem. I could be wrong here but I swear I read the design of the gears wanting to separate under load is what causes the case splitting.
Separating under load is the nature of all gears. That's why gear driven cases need beefy cases; to keep from exploding. Chain-drive cases don't have this problem because the chain is in tension which holds the case together.
Not what I took away from the pictures and video. Yes, you can buy a bare case and swap stock D300 internals. (Which seems stupid). But the Rockbox they are hyping now comes with the Lomax gears via partnership with JB Conversions.
Yes, I understand that. Have plenty of friends running Lomax gears in D300 . . . at least until they got tired of breaking and upgraded to an Atlas.
JFC. How dense are you? Nobody said anything about swapping Atlas and D300 gears. Click the link in the first post. Look at the fawking pictures.Who mentioned anything about swapping atlas and d300 gears
OMG. You clearly have not looked at the fawking pictures. Click the link. Look at the fawking pictures. This discussion has NOTHING to do with stock D300 gears. NOTHING. Metal Works has a D300 replacement case that will accept stock D300 internals. They are also selling the "Rock Box" which is based on the same D300 replacement case but with upgraded Lomax gears. The Lomax gears are the same size as Atlas gears. Its clear from the pictures. Why else would they be comparing Lomax gears and Atlas gears in the same fawking picture.
the question then becomes what ratio is that atlas gear in the pic?OMG. You clearly have not looked at the fawking pictures. Click the link. Look at the fawking pictures. This discussion has NOTHING to do with stock D300 gears. NOTHING. Metal Works has a D300 replacement case that will accept stock D300 internals. They are also selling the "Rock Box" which is based on the same D300 replacement case but with upgraded Lomax gears. The Lomax gears are the same size as Atlas gears. Its clear from the pictures. Why else would they be comparing Lomax gears and Atlas gears in the same fawking picture.
EDIT. Here's on of the the pictures. Clear?
Exactly. Even then you would often need a doubler. I don't understand why they are trying to position this as an alternative to an Atlas.
Because it could be passenger drop or driver drop without taking it apart
. Awesome, sure, as long as 4:1 works around every setup you have.Soooo, basically the same as an atlas…
Since you already answered your own question I'll move on to save you even more money, don't put 44's under something with an LS. Even on 35's I'd be weary depending on how heavy your foot could get.
Well sort of, you get one 4:1 ratio to chose from
Exactly, give me back my 30lbs in aluminum back onto the case and I'll save that 30 pounds by only bring 1 six pack instead of a case if need be.There is nothing magic about "billet". In this application stiffness is just as important, if not more important, than strength. Remember, "strength" = how much load before the material physically fails and "stiffness" = how much the part deforms under load. When dealing with gear boxes, the tolerances are generally tight and thus stiffness is important. Once the housing deforms enough to cause binding of internal components then its game over. Sure, billet (and forged) may have a higher yield strength than cast but all have about the same elastic modulus (~10^6 psi for aluminum). This means that for a given geometry all will have the same stiffness, and will deform the same amount, up until the material reaches its yield stress. If the elastic deformation is enough to cause binding inside a cast housing then switching to a billet housing will change nothing. The only variable available to increase stiffness is geometry, i.e. thickness, etc. The Atlas is big and bulky in order to make it stiff and its made from cast because its cheaper to manufacture. I'd say the primary benefit of billet in this application is the bling effect.
except the cast Atlas trail case have split before, the newer 'Pro' cases don't seem to have this issue. The stiffness is the same but the yield strength diff does affect how much a material will move for a given load. Otherwise thickness wouldn't matter either. That's why you can use cast and go thicker but lower yield. Or Billet and higher yield but less thickness and get the same strength.There is nothing magic about "billet". In this application stiffness is just as important, if not more important, than strength. Remember, "strength" = how much load before the material physically fails and "stiffness" = how much the part deforms under load. When dealing with gear boxes, the tolerances are generally tight and thus stiffness is important. Once the housing deforms enough to cause binding of internal components then its game over. Sure, billet (and forged) may have a higher yield strength than cast but all have about the same elastic modulus (~10^6 psi for aluminum). This means that for a given geometry all will have the same stiffness, and will deform the same amount, up until the material reaches its yield stress. If the elastic deformation is enough to cause binding inside a cast housing then switching to a billet housing will change nothing. The only variable available to increase stiffness is geometry, i.e. thickness, etc. The Atlas is big and bulky in order to make it stiff and its made from cast because its cheaper to manufacture. I'd say the primary benefit of billet in this application is the bling effect.