Well, the gearbox is now fully apart. I can’t tell if the dogs or the 3-4 slider broke first, but the result was carnage. I’ve ordered and received the replacement parts and will be putting the gearbox back together. Four new gears, one slider and one shift fork later.
The car is finally running with the rebuilt transmission, new 8.8 diff and a shiny new stainless exhaust I TIG welded up. Or rather it was running. Second lap of my third run I suddenly lost the ability to select 3rd and 4th gear. No chunky sounds so I think it is just shift fork related. Here’s a picture of the new Hoosier slicks, pre break-in
I’ve received the decals from my sponsor, Howerton Engineering. Jeff set me up with an amazing Aquamist system. Unlike most systems, Aquamist uses a PWM driver and uses the fuel injector signal to control the metering. Since HP produced has a direct relationship with fuel input, this is hands down the most logical way to keep an optimal mix going. With Jeff Howerton’s slosh control tank, the system performs flawlessly under very demanding road racing conditions. Hit Jeff up at (http://howertonengineering.com/) for a system if you want a bulletproof meth/water injection system.
Ford explorer diff+ Ronin mount. Pretty much ready to press in the Delrin bushings and test fit.
Also got in replacement rotors for my three year old set. 12.9″ x 1.25″, same as last time. Directionally vented for better cooling
Now both axles are finished and back together. Now I just need to cut up the rear cover and mount the new cradle and the diff should be ready to go in. I’ll have to build yet another driveshaft. Aluminum or Carbon Fiber? Always the question.
Got the Ford inner on the custom axle. All booted up. Now just one more axle
During the Indy I had a lot of smoke before the transmission blew up. It turns out the freeze plug-style inspection cover had popped off and was allowing some fluid to drop onto the driveshaft. I also had both dust boots on the inner CV’s develop large rips. I think the 155 mph top speed had something to do with that.
Along with replacing the CV boots I pulled the diff apart to inspect it and saw some troubling wear on the gear teeth. Since there wasn’t a lot of filings in the fluid I think the problem is heat related and I’ve decided upon an upgrade to the Ford 8.8 differential (the $200 cost for ring gear replacement in the 8.8 vs the $650 for Mazda rind gears had a lot to do with the decision, as did the wide variety of available ratios for the Ford 8.8). I’ve located a low mileage 8.8 locally and I’ve purchased an 8.8 explorer mount kit from Ronin Speedworks (http://www.roninspeedworks.com/powertrain/) and I’m trying to line up a good cooling option for both the diff and transmission to increase the longevity of both parts.
I’ve just managed to get and review the images my photographer took at the 2011 Indy. In a few of the shots you can see the smoke coming our of the car as the gearbox strats to puke fluid onto the exhaust.
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After tearing third gear to little bits at the Edmonton Indy, we pulled the transmission out of the car to assess the damage. The transmission is a T5 with a G-Force straight cut dog-engaged gearset and the damage was bad. Third gear was toast on both the mainshaft and countershaft. As well, the countershaft bearings had oblonged the case. I had to buy new gears, new bearings and seals and a new case. It is all back together now and ready to go back in the car.
Well, another Indy is over. The car was working great and the speed was impressive, but the reliability wasn’t there this year. With five minutes remaining in the race I broke the transmission. Plan is to pull it apart sometime in the near future and see what all the grinding noises are about.
-Trent
