Extra Strength Heavy Duty Shank Rod Ends RSM/RSML three-piece rod ends have extra strength, heavy duty shanks with low carbon steel, chromate treated bodies, hard chrome plated steel balls and heat treated steel alloy races. RSMX/ RSMXL rod ends have heat treated alloy steel bodies. RH Part No. LH Part No. Thread Size Hole Size Ult. Static Radial Load
Economy High Strength Rod Ends Economical, two-piece CMX/CMXL rod ends have hard chrome plated 52100 steel ball and heat treated alloy steel bodies. (Available with a PTFE liner. Add a “T” to the end of the part number.) RH Part No. LH Part No. Thread Size Hole Size
Ult. Static Radial Load
FKBCMX8
FKBCMXL8
1/2"-20 .500"
17,000 18,000 18,000 25,000 25,000
FKBCMX10-8 FKBCMXL10-8 5/8"-18 .500"
FKBRSM8 FKBRSML8 5/8"-18 .500" FKBRSMX8 FKBRSMXL8 5/8"-18 .500"
12,843 31,420
FKBCMX10
FKBCMXL10 5/8"-18 .625"
FKBCMX12-10 FKBCMXL12-10 3/4"-16 .625" FKBCMX-12 FKBCMXL-12 3/4"-16 .750"
Heavy Duty Spherical Bearings Spherical bearings are offered in two- (ball/race) and three-piece (ball/body/race) designs. All include PTFE liners.
Precision Series Rod Ends JMX/JMXL three-piece rod ends are made of high strength alloy with 52100 hard chrome plated steel balls, heat treated steel alloy bodies and races. (Rod ends are also available with a PTFE liner. Add a “T” to the end of the part number.) RH Part No. LH Part No. Thread Size Hole Size Ult. Static Radial Load
Part No. Ult. Static Radial Load FKBFKS12T 2-Pc. Precision Series .750" 1.4375" .750" .593" .920" 78,000 lbs. FKBHIN10T 3-Pc. High Misalignment Series .625" 1.3750" 1.200" .567" .856" 44,652 lbs. High Misalignment Bushings Description B Dia. D Dia. W Width T Width O Dia.
FKBJMX6 FKBJMXL6 3/8"-24
.375"
9,550
FKBJMX7 FKBJMXL7 7/16"-20 .437" FKBJMX8 FKBJMXL8 1/2"-20 FKBJMX10 FKBJMXL10 5/8"-18 FKBJMX12 FKBJMXL12 3/4"-16 Steel Jam Nuts (25 Pkg) Part No. Thread Size .500" .625" .750"
10,290 16,242 17,959 28,090
Manufactured from premium 17- 4PH stainless steel, bushings can be used to increase misalignment angle and reduce hole sizes in rod ends or spherical bearings. Sold per pair. Bearing Dimensions Part No. Size B C D
Part No. Thread Size FKBSJNR06 3/8”-24 RH FKBSJNR07 7/16”-20 RH FKBSJNR08 1/2”-20 RH FKBSJNR10 5/8”-18 RH FKBSJNR12 3/4"-16 RH
FKBSJNL06 3/8”-24 LH FKBSJNL07 7/16”-20 LH FKBSJNL08 1/2"-20 LH FKBSJNL10 5/8”-18 LH FKBSJNL12 3/4”-16 LH
E
F
G
FKB8-6HB
8
.375” .500” .500” .625” .500”
.645” .627” .342” .667” .499” .840” .900” .530” .795” .624” .995” .900” .475” .930” .749” .995” .900” .475” .930” .749” 1.040” 1.055” .625” 1.035” .874”
FKB10-8HB 10 FKB12-8HB 12 FKB12-10HB 12 FKB14-8HB 14
From Start To (Isotropic) Finish By Jim Kaekel
Often taken for granted in most race cars, the ring and pinion is often used, abused and paid little attention until a failure occurs. Regardless of the type of racing, the gears are exposed to a great deal of shock and severe loading, while also being expected to endure the rigors of an envi- ronment ripe with soaring temperatures.
The second and final step is referred to as the burnishing stage, employed to remove the conversion film from the gears, which presents the gears with a finish that not only features a polished, mirror-like appearance but also includes a dramatically improved RA (Roughness Average), a calcu- lated measurement of the microscopic peaks and valleys present in the gear’s surface finish. Add to the fact that the entire ISF process is non-hazardous and environmentally friendly. The many benefits of ISF has resulted in an increased demand for off-the-shelf availability of processed gear sets and the after- market has overwhelmingly responded. Leading manufacturer U.S. Gear recently debuted their Lightning series ISF finished ring and pinion sets, while differential component specialist Mark Williams Enterprises offers Richmond Gear ring and pinion sets that are subjected to the company’s Supra-Fin ISF finishing for an added cost. According to Randy Harrison, technical representative of PEM Racing, “ISF delivers a highly-polished look with an extremely smooth, non- directional surface finish, helping to reduce friction, contact and wear, effectively improving performance and eliminating the need for break-in”. Harrison states that the process additionally helps improve oil retention and reduce operating temperatures. During initial development, REM performed testing using a T101 manual transmission that showed a six horsepower gain when substituting ISF processed gears for production gears. One added, critical fact is that the process does not affect the metallurgical, chemical or hardness properties of the gears, nor does it alter the dimensions as less than .0001” of material is typically removed. Proven effective in laboratory RA studies, dyno-testing and on-track analysis, ISF has certainly become a viable, cost-effective option for rac- ers that not only desire increased performance, but added durability and longevity as well.
Drag race launches are very abusive, particularly when the car in question features a high horsepower engine combined with a hefty curb weight. Many drag racers are often required to employ special, high impact 9310 steel “pro” ring and pinion gears to achieve the necessary durability. Racers are always in search of increased performance, but it seems when they explore the possibilities, durability is often compromised. One process that has proven to help both the performance and durability of ring and pinion gears is Isotropic Microfinishing (ISF), pioneered by REM Surface Engineering. Commonly performed on ring and pinion gear sets, the process has proven equally successful upon transmission gears, slip yokes and wheel bearings. ISF requires two steps to finish a ring and pinion set, for example, which effectively removes the microscopic peaks created by the cutting and grinding associated with gear manufacturing, while the microscopic val- leys remain untouched. Stress risers, which inadvertently occur during the manufacturing process and can lead to gear fracturing, are eliminated during gear finishing as well. The first step of ISF, referred to as the refinement stage, involves the use of conventional vibratory finishing equipment and high density, non-abra- sive ceramic media that are used in conjunction with chemical interac- tion. The chemicals provide a soft, thin conversion film of just one micron on the gear’s surface that allows the microscopic peaks to be removed during the process, while the valleys are untouched, resulting in a smooth microfinish.
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