New technology has brought us to re-evaluate the front end of the streamliner. Porsche joints were initially used but the speeds for which they were designed is much lower than this car's needs. It is possible that the heavy balls could bind and lock the joint. It would then be impossible to steer the car.
Mark Williams, in Colorado, has now refined the Greek coupler to allow constant lubrication and an angle of up to 10 degrees for steering, and still remain flexible at a speed that will allow 550+ MPH. ( 6000 Wheel RPM) This guarantees steering with the gear ratios that are available in an application matching the need of the Treit liner.
The axles to which these couplers will be attached are being engineered and manufactured. The original manufacturing company has backed out of the design and production of their proposed system. They guaranteed their ability to produce a system that would meet the requirements of this project but have recently decided that they would not take the responsibility for the liability for these requirements. Williams has developed the material because of the increased stress incurred in todays drag racing cars.
Williams invested in the equipment that was needed to meet these requirements. They certainly are backing this racers needs.
The new design insures the ability to steer the car at the goal speed.
This is the first application of a Greek coupler in a high speed steering system. There is zero tolerance for deflection in a system like this. These speeds have never before been generated in a driven wheel that is also required to steer the vehicle. There is no prior system to modify. This is a first time application that has no room for error when the surface speed is a mile every 6.55 seconds.
The couplers that top fuel and funny cars use today can be manufactured with a crown on the male fitting. It can't bind and is easier to keep it lubricated because the female side can have a seal. It could possibly be run wet like the latest trailer wheel bearings. It is not a change that can be seen, but since we only have 3 degrees of steering to begin with, it must always work.
Ball bearings will replace the previously supplied taper bearings. Longer life and less rolling resistance has dictated the change. The new hubs that have been designed also have larger ball bearings.
These changes also require redesigning and manufacturing the spindles.
All of this is being handled by Mark Williams.
The foto is of the original hub.
FREUD