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“open diff when unlocked”?I did a little research and it appears it's just an open diff when unlocked. Similar to the Jeep 242, but without a 2wd option and much heavier duty. I was a little surprised it's only an open diff and not some type of limited slip, because of how capable it is unlocked. Just like in low, a little application of the brakes when a tire is in the air works great to maintain progress.
“open diff when unlocked”?
The hmmwv diff is always the same. It does not care where the shifter is. Power will take the path of least resistance.
Not likely, as that would require a redesign of the diffs in order to fit the gears.Crazy question but does anyone know if there's a ring and pinion setup that 1:1 or close to it? (For the diffs)
BTW you will never see a even gear ratio differential, as in 1:1 or 2:1, etc, the reason is with an odd ratio say 2.56:1 every tooth on the ring gear comes in contact with every tooth on the pinion as it makes multiple turns, if for say the ratio was 1:1 then the teeth on the ring gear would come only in contact with the same teeth on the pinion every revolution which would lead to uneven gear wear and a noisy differential.btw, the differentials are AMC 20. If you do a search for replacement gears, you likely won't find anything that's geared as high as the HMMWV already is. Because of the portal hubs, the end gear ratio is pretty low, but the differential is only about half of the gearing.
Looking around, the highest gears I see readily available are 3.31:1, and lowest are 4.88:1
Depending on series, the HMMWV should be 2.56:1, 2.73:1, or 3.08:1
You'd have to find a completely different diff to do higher.
I'm still considering options, but there's basically Tesla motors and Danfoss motors at this point. Tesla motors can't replace the transfer case bc of the gearing, and they can't replace the diffs, ie direct drive, because of the disk brake locations on the humvee. Cost becomes prohibitive with two motors rather than one too.Still not seeing the reason to go to a 1:1 rear end gearing.
If it's supposed to be a direct drive motor for the wheels, then just eliminate the differential completely and do independent motors for each wheel.
If it's supposed to directly replace the engine, but still be hooked up through the transmission and transfer case (or even eliminate the transmission and go straight to transfer case) it should be really easy to find a motor with higher RPM ratings than the original diesel motor.
So which motor/drivetrain is it that you are considering as a power plant?
There does appear to be someone that's done disc brake relocation to the spindle.I'm still considering options, but there's basically Tesla motors and Danfoss motors at this point. Tesla motors can't replace the transfer case bc of the gearing, and they can't replace the diffs, ie direct drive, because of the disk brake locations on the humvee. Cost becomes prohibitive with two motors rather than one too.
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