Reverse motor and flip ring gears; much to be gained?

[rngrchad]

My bomber doesn't exhibit much torque twist anymore as I've got under drive gears and a sway bar. My ring gears and motor rotate towards the driver side of the truck now.

I was wondering if there is much to be gained by taking the ring gear and locker and flippint them inside the differential then changing the direction of the motor. Doing such would send the rotation force to the opposite side of the truck right? Any of you BOMBER guys do this and see any improvement? Thanks.

 

[TEMPLE]

My bomber doesn't exhibit much torque twist anymore as I've got under drive gears and a sway bar. My ring gears and motor rotate towards the driver side of the truck now.

I was wondering if there is much to be gained by taking the ring gear and locker and flippint them inside the differential then changing the direction of the motor. Doing such would send the rotation force to the opposite side of the truck right? Any of you BOMBER guys do this and see any improvement? Thanks.

Good question. My thoughts exactly and i did the same as you.

 

[Alexander_0_1]

Which way are they stock, left or right? I changed the axles as soon as I bought mine. I didn't even disassembled the old axles, just there's them back in the box, and slid the box into the crawl space under the kitchen.

When I installed the curries the ring gears were on the right side of the axles, and I did have to reverse the direction of the HH puller pro. I'm not sure if there are any beneficial changes, or I haven't noticed any, but I'm no expert.

 

[DowntownScience]

My bomber doesn't exhibit much torque twist anymore as I've got under drive gears and a sway bar. My ring gears and motor rotate towards the driver side of the truck now.

I was wondering if there is much to be gained by taking the ring gear and locker and flippint them inside the differential then changing the direction of the motor. Doing such would send the rotation force to the opposite side of the truck right? Any of you BOMBER guys do this and see any improvement? Thanks.

This is mostly to help with torque twist. No need to do of you don't have any. What it will do is change the twist to the other side of the truck. In my opinion it is less twist this way, but that's my opinion! Another benefit is that your servo horn has a bit more clearance up front because the diff. cover is upside down afterward and the ring gear close to the driver side.

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[DowntownScience]

Which way are they stock, left or right? I changed the axles as soon as I bought mine. I didn't even disassembled the old axles, just there's them back in the box, and slid the box into the crawl space under the kitchen.

When I installed the curries the ring gears were on the right side of the axles, and I did have to reverse the direction of the HH puller pro. I'm not sure if there are any beneficial changes, or I haven't noticed any, but I'm no expert.

Stock should be on the left if looking directly at the diff cover. Motor rotates counter clockwise (if looking at pinion from rear of truck) stock.

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[bigbody]

http://www.rccrawler.com/forum/showthread.php?t=367502

Check this thread out, then decide for yourself which way you want the chassis to rotate. Keep in mind, most of the weight inside the cage is on the driver's side. The stock locker positions will twist the driver side up, the flipped position will lift the passenger side of the bomber. Stock position of the lockers:

If you're looking at the front, the front axle ring gear is on the left.

If you're looking at the rear axle, the ring gear is on the left.

Edit: DowntownScience beat me to it. But seriously, read the thread

 

[Treyk47]

Does anyone have a video that shows the difference in TT from before and after the flip? I'm thinking of doing this because I don't want a sway bar but I'm not sure if it would make much of a difference.

 

[bigbody]

I've been battling this in my own build thread for several weeks now and I've about come to the conclusion it's at least equally bad in either direction. I think weight bias is on the driver's side, but the direction of twist is your preference.

Time will be better spent on underdrive/overdrive gears and managing shock set up!!

 

[rngrchad]

I've been battling this in my own build thread for several weeks now and I've about come to the conclusion it's at least equally bad in either direction. I think weight bias is on the driver's side, but the direction of twist is your preference.

Time will be better spent on underdrive/overdrive gears and managing shock set up!!

I'm to the point that my Bomber is setup very well. It's come a long way in regards to handling and managing TT but in the never ending pursuit of making things just a little better, I am now looking into the ring gear rotation in relation to motor direction. My truck has actually become more of a slow speed crawler and I've been getting beat up lately by my brothers Lowered wraith so every little thing that will help I want to try. "thumbsup"

 

[bigbody]

I'm to the point that my Bomber is setup very well. It's come a long way in regards to handling and managing TT but in the never ending pursuit of making things just a little better, I am now looking into the ring gear rotation in relation to motor direction. My truck has actually become more of a slow speed crawler and I've been getting beat up lately by my brothers Lowered wraith so every little thing that will help I want to try. "thumbsup"

I completely understand trying to get the best performance out of the bomber. That's why I tried the swap. I highly encourage you to read that thread I linked from the beginning, some of the threads linked in it, (i know they're old, but they are still relevant) and then my build thread. It hardly has anything to do with the rotation of the motor. From my personal experience, the twist was worse after I did the swap because now the side with all the weight (driver's side) is the side that's dipping down. So the motor and trans are helping pull the driver's side down and the passenger side up. In the stock location, the weight of the motor and trans helps fight that twist. Just my opinion, try it for yourself.

 

[DowntownScience]

I completely understand trying to get the best performance out of the bomber. That's why I tried the swap. I highly encourage you to read that thread I linked from the beginning, some of the threads linked in it, (i know they're old, but they are still relevant) and then my build thread. It hardly has anything to do with the rotation of the motor. From my personal experience, the twist was worse after I did the swap because now the side with all the weight (driver's side) is the side that's dipping down. So the motor and trans are helping pull the driver's side down and the passenger side up. In the stock location, the weight of the motor and trans helps fight that twist. Just my opinion, try it for yourself.

The twist has everything to do with the motor rotation. That is the main cause. Everything else you do is solely to minimize the twist.

The left side comes up stock because the motor turns counter clockwise. Because the tires won't turn right away that torque is basically reabsorbed through the driveshaft, and back through the motor can and to the chassis in the opposite direction of the motors rotation.

Standard lifts left side. Reverse pushes left side down.

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[bigbody]

It really is amazing how many different interpretations can come from one discussion. My understanding is that the twist is caused by the resistance of the ring gear, axle shafts and wheels to force from the driveshaft and pinion. The motor does cause twist, but it's insubstantial when compared to the resistance of all four wheels planted on the ground. That's why it doesn't twist when you pick it up and gas it.

I don't mean to be argumentative, I just want to be helpful. When it comes down to it, the same force is applied in either direction. But my opinion is that in the long run, the weight bias will be helpful when considering which direction to choose.

 

[DowntownScience]

It really is amazing how many different interpretations can come from one discussion. My understanding is that the twist is caused by the resistance of the ring gear, axle shafts and wheels to force from the driveshaft and pinion. The motor does cause twist, but it's insubstantial when compared to the resistance of all four wheels planted on the ground. That's why it doesn't twist when you pick it up and gas it.

I don't mean to be argumentative, I just want to be helpful. When it comes down to it, the same force is applied in either direction. But my opinion is that in the long run, the weight bias will be helpful when considering which direction to choose.

I agree with you. The motor provides the torque and drives the twist, the running gear provides the resistance. Without the motor you have no twist problem. I would also imagine that a higher kv motor would produce a greater twist. More throttle at takeoff vs. less throttle as well.

Now whether you prefer it to twist one way or another is definitely up for debate! My Bomber is low, has a sway bar, and stiff springs with 40 wt oil in the rear. I probably wouldn't notice one way or another!

Edit: I do notice it some on the right when making right hand turns. Right side wants to come up more than the left in a left hand turn.

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