Another Ruckstell question

[Oldav8tor]

Dummy questions here, sorry......
Does a Ruckstell rear end completely replace the existing differential or does it retain some of the parts?
Do you retain the inner Hyatt bearings?
Will it work with a 10 tooth pinion or only the 11 tooth that originally came with the car?

My current rear axle configuration includes a modern pinion bearing, ten tooth pinion, new (1/16th inch longer) axles, floating safety hubs and hydraulic disc brakes. Adding a Ruckstell is about the only thing left that would make it truly tour-ready. Nonetheless, where I live isn't very hilly so I'm still debating.

[RajoRacer]

It replaces the entire differential. The p.s. retains the stock pieces - bearing, sleeve, brass plate & 2 steel. The gearing will be fine.

[Original Smith]

You forgot the RH housing!

[speedytinc]

Diff spider gears are the same. The gear holder (Y) is stock but modified.

Outer Hyatt is the same. The inner carrier bearing is a huge ball bearing (7212) Right side uses Hyatt's

You can use a 10T pinion, but why would you?
Unless you are pulling stumps or doing parades exclusively or with a heavy car in mountainous driving. A rux is an under-drive.
An 11T pinion gear is more typical.
So as compared to your current gearing, you would be able to go faster.

[Oldav8tor]

I installed a 10 tooth pinion on the recommendation of a professional restorer whose opinion I respect. It has made climbing hills a little easier but really hasn't affected my driving otherwise. Top end is about the same, mileage unaffected, maybe a little less "stutter" going between low and high. It's climbed every hill I've tried here and in some hilly states, albeit at about 12 mph when in low as I don't want to over-rev the engine. If I get a running start I can climb most hills in high. In a T that only has two speeds, I prefer the 10 to the 11 tooth pinion. I've driven with both and it just seems a better fit. More power on the low end with little effect on the top end. I have a touring car and usually have all seats filled. I think the little extra "oomph" helps.

My understanding is that the Ruckstell retains "Ford" low (1st), adds Ruckstell Low which is like a 2nd gear, then "Ford" high (3rd) followed by Ruckstell high (4th.) My friends say the big advantage in getting up hills is from Ruckstell Low and that Ruckstell high is more like an overdrive.

What's your experience been?

[Jerry VanOoteghem]

Tim,

The 10 tooth pinion comment above wasn't so much questioning why you would use one, so much as it was why would you use one with a Ruckstell. A Ruckstell does all that a 10T pinion would do, (and more), while using an 11T pinion with a Ruckstell would give you more top end on the flat roads, (to keep up with Mike & me... (teasing )).

There is no Ruckstell overdrive. There is only Ruckstell "low". The Ruckstell is either in low range, or it isn't in use at all.

[John.Zibell]

I installed a 10 tooth pinion on the recommendation of a professional restorer whose opinion I respect. It has made climbing hills a little easier but really hasn't affected my driving otherwise. Top end is about the same, mileage unaffected, maybe a little less "stutter" going between low and high. It's climbed every hill I've tried here and in some hilly states, albeit at about 12 mph when in low as I don't want to over-rev the engine. If I get a running start I can climb most hills in high. In a T that only has two speeds, I prefer the 10 to the 11 tooth pinion. I've driven with both and it just seems a better fit. More power on the low end with little effect on the top end. I have a touring car and usually have all seats filled. I think the little extra "oomph" helps.

My understanding is that the Ruckstell retains "Ford" low (1st), adds Ruckstell Low which is like a 2nd gear, then "Ford" high (3rd) followed by Ruckstell high (4th.) My friends say the big advantage in getting up hills is from Ruckstell Low and that Ruckstell high is more like an overdrive.

What's your experience been?

What you are describing is more like a Warford. The Ruxtell in low lets you pull hills in Ford high that otherwise you would have to go to Ford low. When the Ruxtell is in high, you just have your original Ford gearing. Basically it is just a two speed axle like some 6 wheel trucks have.

[Oldav8tor]

Ahhhhh! Insert dope slap here.

Jerry called me on the phone and his along with John's post explained the Ruckstell operation so it all makes sense now. I had it backwards. I can see where being in Ruckstell and Ford high would let you make hills at decent speed without overtaxing your engine or transmission. Thanks for the education!

[A Whiteman]

For those not really sure what a Rucketsll does , it is an UNDER drive, not an Over drive, so does not make you drive faster on the flat (no increase in top speeds) but it may speed you up the hills!

The gear change progression becomes:

Ford Low - Ruckstell Low = very slow
Ford Low - Ruckstell Direct = Ford Low
Ford High - Rucksetll Low = Better pulling
Ford High - Rucksetll Direct = Ford High

[speedytinc]

Unless................. You put in 3-1 gears. Then its like an overdrive in direct. In rux you have a bit lower ratio than stock ford 3.66-1.

[A Whiteman]

Unless.................

Ha ha that is the best part of the T hobby !