300M or Alloy 9310 for power transmission
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    Default 300M or Alloy 9310 for power transmission

    I have to make some splines shafts for severe power transmission, I was wondering if there are any opinions of 9310 material being used for this. I have lots of lengths of it on my shelf, and for what the cost of 300M is I figured I would look at alternatives.

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    Quote Originally Posted by SShep71 View Post
    I have to make some splines shafts for severe power transmission, I was wondering if there are any opinions of 9310 material being used for this. I have lots of lengths of it on my shelf, and for what the cost of 300M is I figured I would look at alternatives.
    Ask AlfaGT, I think he makes drive shafts for race cars, might have an opinion

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    300M is a thru hardening alloy, whereas 9310 is a carburizing alloy. If you need a hard (60+Rc) surface with a tough core then 9310. Depends on the application. Compare the specs for tensile strength versus elongation of the two and see what fits best. If you have the 9310 already and the numbers come out close for properties then use the 9310 all other factors being equal.

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    Quote Originally Posted by Dan from Oakland View Post
    If you have the 9310 already and the numbers come out close for properties then use the 9310 all other factors being equal.
    9310 doesn't like to come up to the same hardness as 300M tho. But it does like to warp all over heck. I'd probably go for the 300M 'cuz I'm a coward.

    Or something more exotic

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    All the highly stressed parts of an Indy Car are 300M, axles, wheel nuts, Drive shafts, Tripods, gearbox input shafts.

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    Quote Originally Posted by moonlight machine View Post
    ... gearbox input shafts.
    That's cuz life's easy on 'em now. When it was 900 hp out of a four-cylinder, the input shafts were Vascomax.

    At least on the cars that went 500 miles ....

    And the gears for the LG-600 were 9310 forgings. Ground

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    Quote Originally Posted by EmanuelGoldstein View Post
    That's cuz life's easy on 'em now. When it was 900 hp out of a four-cylinder, the input shafts were Vascomax.

    At least on the cars that went 500 miles ....

    And the gears for the LG-600 were 9310 forgings. Ground
    How about when they turned up the boost on the Offy and got 1150 or so out of them?
    In 1996 we were getting 985 HP at 16,500 RPM. Rebuilds at about 650-700 miles at that power level. 300M was the input shaft material.

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    Quote Originally Posted by moonlight machine View Post
    How about when they turned up the boost on the Offy and got 1150 or so out of them?
    In 1996 we were getting 985 HP at 16,500 RPM. Rebuilds at about 650-700 miles at that power level. 300M was the input shaft material.
    Sure, but half the cylinders at half the rpm but same horsepower see much bigger peak forces. Life is easier on the input chafts now than it was in 1972. That's why we made them out of Vascomax 350 and sold them to the best-run teams - George Bignotti had a clue. Flower power

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    Quote Originally Posted by EmanuelGoldstein View Post
    Sure, but half the cylinders at half the rpm but same horsepower see much bigger peak forces. Life is easier on the input chafts now than it was in 1972. That's why we made them out of Vascomax 350 and sold them to the best-run teams - George Bignotti had a clue. Flower power
    Probably not, You had a boat load of torque at 8,000 RPM in a 4 cylinder but with much less downforce half the tire you were not hooking it up anyway.

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    Quote Originally Posted by EmanuelGoldstein View Post
    Sure, but George Bignotti had a clue. Flower power
    Till he got old anyway, he never could figure out the pull rod front suspension on the '84 March. Speaking of old, a friend of mine, Robin Heard, the "h" in March died a few weeks ago. We are all getting closer to the big dirt nap I guess.

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    Quote Originally Posted by SShep71 View Post
    I have to make some splines shafts for severe power transmission, I was wondering if there are any opinions of 9310 material being used for this. I have lots of lengths of it on my shelf, and for what the cost of 300M is I figured I would look at alternatives.
    9310 is an excellent gear steel, but is really not suited to making shaft type parts. Go with the proven 300M.

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    Quote Originally Posted by moonlight machine View Post
    Speaking of old, a friend of mine, Robin Heard, the "h" in March died a few weeks ago. We are all getting closer to the big dirt nap I guess.
    I hadn't "heard" that (no disrespect). And yes, a lot of names I remember from my youth are leaving us, I hope the remaining titans can hold on a little longer...

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    Moonlight, you have lived an interesting life.

    Here is a tribute to Mr. Herd (a standout in engineering and physics at Oxford U.) :

    Remembering March co-founder Robin Herd - 1939-2019

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    Quote Originally Posted by David_M View Post
    Moonlight, you have lived an interesting life.

    Here is a tribute to Mr. Herd (a standout in engineering and physics at Oxford U.) :

    Remembering March co-founder Robin Herd - 1939-2019
    I loved working with Robin but what I enjoyed more was just shooting the bull with him. The guy was brilliant but so down to earth, one of the smartest persons I have ever known but still easy to talk to.

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    Quote Originally Posted by SShep71 View Post
    I have to make some splines shafts for severe power transmission, I was wondering if there are any opinions of 9310 material being used for this. I have lots of lengths of it on my shelf, and for what the cost of 300M is I figured I would look at alternatives.
    A lot depends on size, speed, shock , but of course you know this . I built drivelines for national caliber tractor pullers 4500 ft lbs if torque at 2000 rpms. 4340 1.750 27 spine heat treat 38-42 nothing special never had one break. Years ago made some replacements for stock jd transmissions, 1.25 19 spline same material those would show about a 1 spline twist once we hit 2500 ft lbs at 2500 rpm. You can make it out of exotic stuff but do you need it?


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