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<DIV dir=ltr align=left><FONT color=#0000ff size=2 face=Arial><SPAN
class=159555818-12082016>Bill,</SPAN></FONT></DIV>
<DIV dir=ltr align=left><FONT color=#0000ff size=2 face=Arial><SPAN
class=159555818-12082016>I didn't mean the noise when going from acceleration to
overrun and vice versa : this is caused by the clearance between pinion and
crownwheel and I agree that in a racecar this clearance should be wider than in
a road car. I did mean the noise caused by the teeth making contact and gliding
over each other : this should be quiet I believe.</SPAN></FONT></DIV>
<DIV dir=ltr align=left><FONT color=#0000ff size=2 face=Arial><SPAN
class=159555818-12082016>Marcel.</SPAN></FONT></DIV><BR>
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<FONT size=2 face=Tahoma><B>Van:</B> Bill Babcock [mailto:ponobill@gmail.com]
<BR><B>Verzonden:</B> vrijdag 12 augustus 2016 19:22<BR><B>Aan:</B> Marcel Van
Mulders<BR><B>Onderwerp:</B> Re: [Fot] IRS Diff Cover<BR></FONT><BR></DIV>
<DIV></DIV>Easy to do, the equation for crown wheel and pinion seems to be heat
is inversely proportional to noise. I get them centered as much as my patience
will permit and run twice the specified clearance. Don’t remember what that is.
But i do remember the disaster I had running at spec. the oil was smoking after
just a few warmup laps. good thing it was a test and tune day.
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<BLOCKQUOTE type="cite">
<DIV>On Aug 12, 2016, at 12:41 AM, Marcel Van Mulders <<A
href="mailto:van.mulders.marcel@telenet.be">van.mulders.marcel@telenet.be</A>>
wrote:</DIV><BR class=Apple-interchange-newline>
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<DIV dir=ltr align=left><FONT color=#0000ff size=2 face=Arial><SPAN
class=561542107-12082016>Some years ago, I tried a new 4.33 pinion and
crownwheel : after a road test, the differential housing was already
very very hot. No way to race with that. It was installed
correctly and running quiet.Returning to the original 4.1 pinion and
crownwheel in the same casing and the same LSD solved this problem. The
temperature of the diff is a result of how much heat is generated and how much
heat is transferred to the air. Probably an overheating diff can also be
caused by too much heat that is generated? LSD of course, but also the heat
generated by the pinion and crownwheel because of some fault of the parts
or the installation. </SPAN></FONT></DIV>
<DIV dir=ltr align=left><FONT color=#0000ff size=2 face=Arial><SPAN
class=561542107-12082016>Marcel</SPAN></FONT></DIV><BR>
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<FONT size=2 face=Tahoma><B>Van:</B> Fot [<A
href="mailto:fot-bounces@autox.team.net">mailto:fot-bounces@autox.team.net</A>]
<B>Namens </B><A
href="mailto:malaboge@aol.com">malaboge@aol.com</A><BR><B>Verzonden:</B>
woensdag 10 augustus 2016 05:37<BR><B>Aan:</B> pvucinic@netspace.net.au;
fot@autox.team.net<BR><B>Onderwerp:</B> Re: [Fot] IRS Diff
Cover<BR></FONT><BR></DIV>
<DIV></DIV>
<DIV style="FONT-SIZE: 14pt; FONT-FAMILY: 'comic sans ms', sans-serif">
<DIV style="FONT-SIZE: 10pt; FONT-FAMILY: arial, helvetica, sans-serif">Nope,
no chance of the exhaust...or anything else that might be hot back there. The
heat looked like it came from the diff cover out to the poly bush. The bush
was melted the most on the back edge where the cover had the biggest mass next
to the bushing.<BR>And this is with a Detroit locker, no heat building
clutches inside!<BR><BR><BR>-----Original Message-----<BR>From: Peter Vucinic
<<A
href="mailto:pvucinic@netspace.net.au">pvucinic@netspace.net.au</A>><BR>To:
malaboge <<A
href="mailto:malaboge@aol.com">malaboge@aol.com</A>><BR>Sent: Tue, Aug 9,
2016 5:45 am<BR>Subject: Re: [Fot] IRS Diff Cover<BR><BR></DIV>
<DIV id=AOLMsgPart_2_c1cd206c-8102-4239-8de1-7431b3b8f0ca>
<DIV class=aolReplacedBody>
<DIV>Wow! Melted poly mounts! Never seen that before! Sure it's not the
exhaust systems proximity to the differential casing that's adding to the
equation?<BR><BR>Regards
<DIV>Peter Vucinic</DIV></DIV>
<DIV><BR>On 9 Aug 2016, at 11:55 AM, <A href="mailto:malaboge@aol.com"
target=_blank>malaboge@aol.com</A> wrote:<BR><BR></DIV>
<BLOCKQUOTE type="cite">
<DIV>
<DIV style="FONT-SIZE: 14pt; FONT-FAMILY: 'comic sans ms', sans-serif">Oh
I'm so jealous of that finned alum diff cover!<BR>BUT, a more practical
question...do you think the most oil capacity, or directed internal oil
dispersion is more important. (Already using RedLine heavy shock proof
oil).<BR>Some history...<BR>The Duke of Oil, our 4A has melted a set of the
poly mounts (see a previous pic someone else submitted...same deal here)
in a normal sprint race. So, diggin thru the pile-o-parts I find I
have an early one piece TR6(?) diff cover that is pretty much a square
reservoir in the back (the oil reservoir area looks about like the reservoir
on the 2 piece 4A diff cover), and another later (?) one piece cover that
directs the oil flingin around in the diff toward the ring gear and has more
fins on it. However, the later more heavily finned unit holds about 8 ounces
less fluid, but it directs the oil directly onto the gear and has those
additional fins. <BR><BR>I would really like to skip the oil pump and cooler
setup in the back of the car, but may have to go that way
anyhow.<BR><BR>BUT,<BR>Has anyone had any experience with running the later,
smaller oil capacity but more finned and directed oil units? And how would
it compare to the larger open chamber cover?<BR><BR>If not, who has
installed a pump and cooler back there? What did you use for a cooler and
where did you put the outlet and inlet on the diff...and why?<BR><BR>Usually
in hot water myself...this time oil!<BR><BR>Nick in Nor
Cal<BR></DIV></DIV></BLOCKQUOTE>
<BLOCKQUOTE type="cite">
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