The primary difference between the two different style adapters is that in the case of the key way style adapter, the hub is retained by the inserted key that mates the key way of the shaft to the key way of the hub adapter. When the set screws are tightened one might anticipate that the hub would be pushed slightly eccentric relative to the center line of the shaft. It is our understanding that this is a minimal amount, and that with the use of Loctite, and careful alignment and tightening, the result can be a very good alignment of the hub relative to the shaft. This style of adapter is very common in the EV world. But, we have also been told that there can be an element of "art" involved in putting together a very good assembly.
The compression style adapter allows for a concentric compression of the adapter around the entire shaft. If done properly we understand that the concentricity can be made to be extremely fine. We have been told by some key way proponents, that the concentric style also requires "art" for its success in assembly. Our concentric style adapter design is much beefier that the key way style. It is also a little longer and it should have greater grip on the Warp 11 shaft.
We will install both adapters and try to measure any alignment or vibration differences to try and learn which style adapter is easier for a "non-artist" first timer like myself to install.
We have take some additional pictures that show the design differences between the two styles.
Picture DSCN0827
Comparison view of the two styles when viewed from the flywheel side. Note the ball bearing on the left adapter, and the bronze bearing on the right adapter.
Picture DSCN0829
Comparison view of the two styles when viewed from the motor side. The left side adapter has a step machined into the face. In future builds the depth of this step may be increased to further reduce the weight of the overall adapter. Also, note the removable compression fitting on the left. If we remove the compression sleeve and then machine out the inner diameter of the outer aspect of the hub (see Picture DSCN0815 in the 8/24/2012 blog posting for a better view of the opening ), we can then incorporate a larger compression fitting if we are working with a larger shaft diameter on the motor.
We now have several of these compression clamps that are designed for the Warp 9 and the Warp 11 (ie., 1.125 inch diameter shaft) available on the shelf for other builds. Contact us if you are interested.
The adapter on the right clearly demonstrates both the key way, and the curious, slightly raised lip, around the shaft area. The intention by that machinist was perhaps to obtain the maximum grip on the motor shaft.
Update: 9/13/2012
Wrong! When visiting with Pioneer Conversions, they indicated that the purpose of the elevated lip is when the clutch pedal is depressed in the car, the action finally transmits pressure to the flywheel (and thus the armature). This pressure physically displaces the armature into the motor face until the lip bottoms out on the center hub of the bearing. Very interesting !
Picture DSCN0823
Comparison view of the two styles when viewed from the flywheel side at an oblique view. We are considering removal of some additional metal on the outer diameter of the compression adapter in an effort to further reduce its mass.
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