Oct 212014
 

After a long hiatus, Motive | Richmond Gear has just re-released performance gear sets designed specifically designed for the M215 differential found in the Dodge Challenger, Dodge Magnum, Dodge Charger, Chrysler 300 SRT 6.1 Hemi cars and several Mercedes-Benz differentials. The ring and pinion sets are available in a 3.23 and 3.55 ratio.

M215

M215 Gear Set

Call UNITRAX at 800.622.4327 for more information.

Jan 162014
 

The popular 4.29 (03-487429LC/LX) ratio ring and pinion set for the Getrag H226 differential found in many Dodge Challenger SRT 8s is now shipping again. The 4.29 ratio gear set is manufactured from 4320 steel which is 3x stronger than an 8620 gear set. The 4.29 ratio gear set had been on backorder for over six months.

US_Gear_Logo_color_shadow_sm2011 Dodge Challenger SRT8 392 Inaugural Edition

Call UNITRAX at 800.622.4327 or email info@gounitrax.com with any questions about ratio changing or upgrading your Getrag H226 differential.

 

Feb 182012
 

US Gear has released several new American made performance gear sets for the Camaro V8 AAM 218mm differential and the Dodge SRT 8 Getrag H226 differential.

The ring and pinion sets are manufactured of 4320 steel which contains 3 times the nickel content of an 8620 gear set. This enables the ring and pinion set to provide more flexibility for drag racing and better longevity for the daily driver.

 

U.S. Gear Camaro V8 218mm 3.23 Gear Set

Camaro V8 American Made Gear Set

The Camaro V8 AAM 218mm gear sets are available in ratios of 3.08, 3.23, 3.73, and 4.10.

The Dodge SRT 8 Getrag H226 gear sets are available ins ratios of 3.23 and 3.55. With 4.10 and 4.30 ratios soon to follow.

Contact UNITRAX for more Camaro V8 and Dodge SRT 8 ratio change information.

U.S. Gear Getrag H226 Gear Set

Made In The U.S.A. H226 Gear Set

800.622.4327 • 714.630.4327 | info@gounitrax.com

Made In The U.S.A. • Buy American!

Jan 062012
 

Quaife UK is pleased to announce the release of its update “heavy-duty” high-horsepower M215 Quaife differential for many popular Dodge Hemi and Mercedes applications. The redesigned QDF9V-2 features larger internal gears for more overall strength and increased power holding capacity. The QDF9V-2 is designed to replace the OEM open differential in the Chrysler 300C, Dodge Charger, Dodge Challenger, and Dodge Magnum applications equipped with the “215” (M215) rear axle, however, the new larger case prevents OEM fitment in crossover Mercedes applications. Modifications to the differential carrier are necessary to fit the QDF9V-2 in Mercedes applications, though if desired, Mercedes customers are still able to purchase the original QDF9V-1 for OEM fitment.

Quaife QDF9V-2 Helical ATB Differential

Quaife QDF9V-2 Helical ATB Differential

 

QDF9V-1 [E55 AMG 03+, C63, CL63, CLK63, CLK Black, SLK55 AMG 05+, S63, SL63, SLK63, SL Black, SL65, E63] 215 axle W211
QDF9V-2 [Challenger, Charger, Magnum, 300C] Hemi 215 axle, 05-08 SRT8, 09+ RT, 09+ LX 5.7 Automatic                                          *Modification required for Mercedes installation

The Quaife ATB Helical differential never locks harshly with a set pre-load of wheel slip across the driven axle, like a conventional LSD. The Quaife ATB Helical differential biases the torque away from the spinning wheel across the axle, to a constantly varying degree, and never locks.

The Quaife ATB Helical differential is proven in circuit and drag racing, rallying and road use, is produced from Corus steel billets, and is CAD designed and CNC machined then inspected to ISO 9001 standards. There are over 370 applications of the Quaife ATB Helical LSD differential.

UNITRAX 714.630.4327 | 800.630.4327 

Jan 062012
 

The engineers at OS Giken have been very hard at work to bring an outstanding limited-slip differential to market.

The patented design is a revolutionary breakthrough in clutch type limited slip differential design and allows the Super Lock to have up to twice the friction plates compared to conventional designs. OS Giken’s quality craftsmanship and original design enables 100% full locking as well as unparalleled durability.

Corvette C6 1

Some of the unique features of the Super Lock are:

  1. Billeted and Heat-treated case (not found on most competitors’ units)
  2. Forged internals, and RAW-forged gear teeth (strongest gears available anywhere)
  3. More disks+larger disks = more friction surface area to dissipate heat and allow true 100% locking capability. OS units typically house TWICE as many disks as competitors units (up to 28+ plates) 
  4. Ultra-precise disk machining, which means the unit is ready to perform immediately after installation… NO BREAK-IN PERIOD REQUIRED!
  5. Non-intrusive cone spring design prevents unnecessary wear and results in consistent and reliable performance over the long-term.
  6. 100% locking and unlocking capability: True 100% lock results in no moving components results in no heat generation. The main reason other limited-slips fail is because too much heat is generated, since true 100% lock cannot be achieved. OS has yet to see one of their Super-Lock LSD’s fail in the field!

Viper LSD 1

In a recent press release from the OS Giken team,it was stated that “since released to the public in 2000, there have been ZERO failures of a production unit, and ZERO rebuilds necessary at any level, from street use to professional racing.”

Corvette C4

UNITRAX has been trained on how to tune the Super Lock to meet specific requirements. The unit that we trained on, we thought, was a new unit. However, the tech from OS Giken informed us that the Super Lock was removed from a car that competed in three full race seasons!

Recent additions to the Super Lock line are the C4 through C6 Corvette, all model years of the Dodge Viper, Camaro SS, FJ Cruiser, Chrysler, Dodge and Mercedes M215 differentials, BMW, Alpha Romeo, Porsche, and Mini. There are several new applications to be announced soon.

The Super Lock also fits most popular Toyota, Lexus, Nissan, Honda and Mazda differentials.

UNITRAX is excited to be able to offer such a well designed and executed LSD to the drivetrain performance community.

                   Viper LSD 2

Visit the OS Giken site at www.osgiken.net for more information on the Super Lock and the other outstanding product offerings including Clutches, Close Gear Ratio kits, Tranmissions and Engine upgrades.

Jan 052012
 

The Dodge SRT 8 | Mercedes M215 Wavetrac® has proven to be one of the best posi’s ever manufactured. From drag racing to road racing, the Wavetrac has made every owner extremely happy. The M215 differential is found in the Charger, Magnum, Challenger and the 300c. Call UNITRAX at 800.622.4327 for details.

Autotech Driveline Wavetrac®: Designed from a clean sheet using state-of-the-art knowledge and engineering to be a better differential than any other. It uses a patent pending design to improve grip in low traction conditions.

02m_blk_325jpg1

Wavetrac®: Gives you quicker acceleration and faster cornering by driving both drive wheels instead of just one. And, it offers improved no-load performance when compared to other helical gear differentials on the market.

The Wavetrac® differs from other torque-biasing differntials. To best understand how the Wavetrac® is truly different from the other gear differentials on the market, you first have to understand the primary problem that the Wavetrac® solves.

The problem: Loss of drive during zero or near-zero axle-load conditions.

Zero axle-load is a condition that occurs during normal driving, but creates the most noticeable problems when driving in extreme conditions. Zero or near-zero axle-load is the condition that exists when there is ‘no-load’ applied through the drivetrain, when one drive wheel is nearly or completely lifted (often in aggressive cornering). It also occurs during the transition from engine driving a vehicle to engine braking and back, even with both drive wheels firmly on the ground.

Here’s how that loss of drive hurts you:

1) If you lift a wheel, all gear diffs except Wavetrac®, will NOT power the other wheel.

2) During the transition from accel to decel, all gear diffs except Wavetrac®, do nothing.

 

Why does this happen?

All gear LSDs (including Torsen®, Truetrac®, Quaife®, Peloquin, OBX, etc.) work in basically the same manner: they divide the drive torque between the two axles, applying drive to each side, up to the available grip of each tire. The amount of drive torque one wheel can get over the other is described as the bias ratio, a measure of the torque split across the axle.

Standard, open differentials have a bias ratio of 1:1. They can only apply as much drive torque as there is available traction at one wheel. When one wheel loses grip, the total available drive is lost as well (at a 1:1 ratio). All your power goes out the slipping wheel – along the path of least resistance.

Torque biasing differentials offer increased bias ratios over open differentials. For example, if a diff has a bias ratio of 2.5:1, then it can apply drive torque to the wheel with the most traction (gripping wheel) at 2.5 times the traction limit of the wheel with the least traction (slipping wheel). This is a significant improvement over an open diff… most of the time.

The problem is that when one tire has LITTLE or NO grip (zero axle-load), the other wheel gets ZERO DRIVE, because (basic math here): 2.5 x 0 = 0.

Lift a wheel (or substantially unload a wheel) and you get zero axle-load on that side – that means that during the time the wheel is unloaded, the typical diff will NOT power the wheel that’s still on the ground. No matter how high the bias ratio,you get no power to the ground.

During the transition from accel to decel, where you have near zero torque on the axle, even if the wheels are on the ground, the typical diff is unable to begin applying drive torque until AFTER the zero torque condition is over. While this condition is generally short-lived, the fact that most diffs can do nothing during that time means that there will be a delay once the zero torque condition stops – creating a reaction time in the driveline.

The Wavetrac®, however, is different:

WAVETRAC_center

The innovative, patent-pending, Wavetrac® device in the center of the diff responds during these exact conditions when zero or near-zero axle-load occurs. At or near zero axle-load, the axles (and therefore each side gear in the diff) start to turn at different speeds. This speed differential causes the Wavetrac® device to step into action:

Precisely engineered wave profiles are placed on one side gear and its mating preload hub. As the two side gears rotate relative to each other, each wave surface climbs the other, causing them to move apart.
Very quickly, this creates enough internal load within the Wavetrac® to
STOP the zero axle-load condition.

The zero axle-load condition is halted, and the drive torque is applied to the wheel on the ground (the gripping wheel)… keeping the power down.

Some gear differentials rely solely on preload springs to combat loss of drive. The drawback is that you can’t add enough preload to prevent loss of drive without creating tremendous handling and wear problems at the same time. So, to avoid these problems, the preload from ordinary spring packs must be reduced to a level that renders them ineffective at preventing loss of drive. The Wavetrac® is the only differential that can automatically add more load internally when it’s required.

In the case where both wheels are on the ground during zero axle load, such as during a transition to deceleration, the Wavetrac® device is able to prepare the drivetrain for when the zero torque condition stops, eliminating the delay seen with ordinary gear diffs.

wave_mitusjpg

What this means for you as a driver is that power is delivered to the gripping wheels for more time and in a more constant manner – making you faster and improving stability.

The Wavetrac® truly is different – and its innovative features can make a real difference in your car’s performance.

All Wavetrac® differentials include a transferable, Limited Lifetime Warranty.

Wavetrac® differentials are currently available for Ford, BMW, Volkswagen, Honda and Mitsubishi.

Call UNITRAX for more information at 800.622.4327.

 

Dec 132011
 

The Richmond Gear division of Motive Gear has released a 3.55 ratio ring and pinion set (49-0197-1) for the Getrag H226 aluminum housing differential. 2009 and newer H226 equipped Dodge Challengers can benefit from this American made 3.55 ratio gear set.

Call UNITRAX at 800.622.4327 or 714.630.4327 for more information or to schedule an installation. Email: info@gounitrax.com

Dec 122011
 

The Getrag H226 found in the 2009 – 2011 Dodge Challenger. This assembly is equipped 3.73 ratio gear set and a stock limited-slip differential. The unit  is also available in 3.06 and 3.92 ratios.

Dodge and Chrysler M210 (5.7) and M215 (6.1 Hemi) owners can upgrade to the H226 differential!

Getrag H226 3-73  004Getrag H226 3-73  008

Call UNITRAX at 800.622.4327 for more details.

Sep 242009
 

The BMW Wavetrac® is designed for the 335i, 540i, E39, and Z8 cars. Special machining is required for this application. Contact UNITRAX for specific details.

Wavetrac BMW  007

The M215 Wavetrac® is designed specifically for the Mercedes E55 AMG, and Chrysler’s 6.1L Hemi SRT Dodge Challenger, Dodge Magnum, Dodge Charger and Chryser 300. The unit has been engineered to allow for better lubrication in the side gear area.

Wavetrac M215  011

Wavetrac®: Designed from a clean sheet using state-of-the-art knowledge and engineering to be a better differential than any other. It uses a patent pending design to improve grip in low traction conditions.

Wavetrac®: Gives you quicker acceleration and faster cornering by driving both drive wheels instead of just one. And, it offers improved no-load performance when compared to other helical gear differentials on the market.

• Innovative: Patent pending Wavetrac® design automatically improves grip in low traction conditions. This feature is truly innovative and unlike any other torque biasing diff design.

• Superior Materials: 9310 steel gears run in case-hardened billet steel bodies. ARP® fasteners used throughout.

• Maintenance Free: As supplied new, the Wavetrac® differential will perform a lifetime of service without maintenance or rebuilds.

• Customizable: If desired, you can alter the diff’s behavior to suit your needs using optional components.

• Limited LIFETIME Warranty: All Wavetrac® differentials include a transferable, Limited Lifetime Warranty.

To best understand how the Wavetrac® is truly different from the other gear differentials on the market, you first have to understand the primary problem that the Wavetrac® solves.

The problem: Loss of drive during zero or near-zero axle-load conditions.

Zero axle-load is a condition that occurs during normal driving, but creates the most noticeable problems when driving in extreme conditions. Zero or near-zero axle-load is the condition that exists when there is ‘no-load’ applied through the drivetrain, when one drive wheel is nearly or completely lifted (often in aggressive cornering). It also occurs during the transition from engine driving a vehicle to engine braking and back, even with both drive wheels firmly on the ground.

Here’s how that loss of drive hurts you:

1) If you lift a wheel, all gear diffs except Wavetrac®, will NOT power the other wheel.

2) During the transition from accel to decel, all gear diffs except Wavetrac®, do nothing.

Why does this happen?

All gear LSDs (including Torsen®, Truetrac®, Quaife®, Peloquin, OBX, etc.) work in basically the same manner: they divide the drive torque between the two axles, applying drive to each side, up to the available grip of each tire. The amount of drive torque one wheel can get over the other is described as the bias ratio, a measure of the torque split across the axle.

Standard, open differentials have a bias ratio of 1:1. They can only apply as much drive torque as there is available traction at one wheel. When one wheel loses grip, the total available drive is lost as well (at a 1:1 ratio). All your power goes out the slipping wheel – along the path of least resistance.

Torque biasing differentials offer increased bias ratios over open differentials. For example, if a diff has a bias ratio of 2.5:1, then it can apply drive torque to the wheel with the most traction (gripping wheel) at 2.5 times the traction limit of the wheel with the least traction (slipping wheel). This is a significant improvement over an open diff… most of the time.

The problem is that when one tire has LITTLE or NO grip (zero axle-load), the other wheel gets ZERO DRIVE, because (basic math here): 2.5 x 0 = 0.

Lift a wheel (or substantially unload a wheel) and you get zero axle-load on that side – that means that during the time the wheel is unloaded, the typical diff will NOT power the wheel that’s still on the ground. No matter how high the bias ratio, you get no power to the ground.

During the transition from accel to decel, where you have near zero torque on the axle, even if the wheels are on the ground, the typical diff is unable to begin applying drive torque until AFTER the zero torque condition is over. While this condition is generally short-lived, the fact that all gear diffs except Wavetrac® can do nothing during that time means that there will be a delay once the zero torque condition stops – creating a reaction time in the driveline.

The Wavetrac®, however, is different:

WAVETRAC_center

The innovative, patent-pending, Wavetrac® device in the center of the diff responds during these exact conditions when zero or near-zero axle-load occurs. At or near zero axle-load, the axles (and therefore each side gear in the diff) start to turn at different speeds.
This speed differential causes the Wavetrac® device to step into action:

Precisely engineered wave profiles are placed on one side gear and its mating preload hub. As the two side gears rotate relative to each other, each wave surface climbs the other, causing them to move apart.
Very quickly, this creates enough internal load within the Wavetrac® to
STOP the zero axle-load condition.

The zero axle-load condition is halted, and the drive torque is applied to the wheel on the ground (the gripping wheel)… keeping the power down.

Some gear differentials rely solely on preload springs to combat loss of drive. The drawback is that you can’t add enough preload to prevent loss of drive without creating tremendous handling and wear problems at the same time. So, to avoid these problems, the preload from ordinary spring packs must be reduced to a level that renders them ineffective at preventing loss of drive. The Wavetrac® is the only differential that can automatically add more load internally when it’s required.

In the case where both wheels are on the ground during zero axle load, such as during a transition to deceleration, the Wavetrac® device is able to prepare the drivetrain for when the zero torque condition stops, eliminating the delay seen with ordinary gear diffs.

What this means for you as a driver is that power is delivered to the gripping wheels for more time and in a more constant manner – making you faster and improving stability.

The Wavetrac® truly is different – and its innovative features can make a real difference in your car’s performance.

Here’s something else you won’t find in any other design:

The Wavetrac® diff’s behavior can be altered in the field to suit your needs. It comes standard with carbon-fiber bias plates for the best all around performance and lifetime durability. Changeable plates using materials with different friction coefficients to fine-tune the bias ratio are sold separately.

These bias plates provide a mechanism to tune the response of the differential as a function of applied torque load. The applied torque load manifests itself as an axial load from the differential pinions into the housing. This axial force is then considered a normal force into the bias plate, and as a function of the effective coefficient of friction, provide a resistive torque to the rotational motion of the differential pinions. The resistive torque will add to the resistance of relative rotation of all components within the differential. The resistive force, however, is non-uniform since it is a function of the axial load from the differential pinions. The unbalance of the resistive torque will manifest as non-uniform energy absorption within the differential causing a bias ratio.

Here are more features that make Wavetrac® even better:

The new Wavetrac® Differential brings current gear technology to the market.

Internally, its gear tooth forms are optimized for strength and improved oil film retention over competitive designs.

Our gear package is smaller, reducing overall mass, yet is more durable since particular attention was paid to the tooth strength – optimized for high torque conditions.

Attention was also paid to the side gear/axle interface, putting as much material thickness as possible in this critical area – most important when power levels get high.

Each Wavetrac® Differential is crafted from the highest quality materials available.

The internal gears are made from high strength 9310 alloy steel.

The diff bodies are machined from case-hardened steel billet.

To complete the package, every Wavetrac® differential is built exclusively using high quality, high strength fasteners from ARP®, the world leader in fastener technology.