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ABOUT DUTCHMAN... Dependability, excellence, innovation, creativity, and family values are a few of the adjectives one might use to describe the management team at Dutchman Motorsports, Inc. The Dutchman story began over 50 years ago in Portland Oregon when dad Keith did his first rear end and driveline conversion for his Olds powered ’50 Chevy. Many other car projects lead to a circle track hobby, and while racing on a short 1/8 mile track, Keith realized that to go faster, he would need stronger components to replace those which couldn’t stand the pressure of short track racing. Breaking parts fostered the development of a product line for circle trackers, such as billet steel hubs, a 9” Ford floater kit (which had a bolt on spindle), HD-High RPM drivelines, and more. The manufacturing of the specialized race car components took place evenings and weekends and caused the “part time” home business to grow from a 2 car garage to a full time business in a 3000 square foot commercial building in the late 70’s. The company sold products to local Portland customers and started gaining popularity among the local industrial / commercial businesses in the area. The company then incorporated in 1977 and “Dutchman Tool & Machine Works” was formed. Keith retired from circle track racing and devoted much of his time to keeping up with the still growing machine and manufacturing job shop. Even though the industrial / commercial jobs grew to 80% of the sales, the business still did axle shortening, narrowed rear housings, bolt pattern changes, and HD drivelines-all in house. 11 years later the business grew into needing more space and moved into a 6500 square foot building-still doing the same kind of work, 80% industrial and 20% hot rods/race cars. Enter son Todd, who by this time, had worked in the shop for around 10 years, learning and mastering every aspect of the axle, housing, and machine shop business. Todd’s fresh vision and enthusiasm made 1990 a pivotal year for the Dutchman company, and with the growing interest in performance street cars, race cars, & offroad vehicles, the need for a “stonger than stock” strip legal-street safe alloy axle came to light and the quest for Dutchman’s own line of new forged alloy axles began. By 1992, Keith and Todd had tooled up the shop, secured a diverse line of axle “blanks”, and launched Dutchman Motorsports, Inc., the company you know today that brings you the line of custom rear ends, alloy axle shafts, & related driveline components available on a global basis. Fast forward to today, Dutchman currently operates in their new 13,000 square foot building [in Meridian Idaho] and has 12 employees keeping busy year round. Their success can be summed up in one simply statement; they’ve never had the goal to be the biggest, just the best! Not only do we make and sell our own parts, but we also sell parts from the above companies. Air Ride Technologies, Flaming River, Ford Racing, ididit, Strange, QA1, Wilwood, Yukon. Custom Rear Ends & Alloy Axle Shafts
...AXLE TECH Axle Tech 101: What axle material do you use? What makes your axles stronger than stock? Why induction hardening vs thru hardening? Why are your axles machined after heat treating? These are just a few of the questions we address every day at Dutchman. Heat Treat: Induction hardening is the process by which an axle shaft is passed thru an electrical coil, which heats the steel red hot and then quenches the steel to make it hard. The amount of heat put into the steel determines the case depth-the hotter and slower the scan, the deeper and harder the case hardening. The deeper the case, the stronger the shaft. Most stock (oem) shafts are made from 1039 steel, have a case depth of .125 - .150, and have a hardness of 50-54 on the Rockwell "C" scale. The Dutchman 1541-H shafts have a case depth around the .300 mark and a hardness of 56-59 Rockwell "C" scale. This combo is what gives a 25-30% strength increase over stock 1039 shaftsif you are comparing shafts with a similar length and spline count. Thru hardening is a process by which an axle shaft is heated in a furnace resulting in a shaft that has the same heat treat from the center to the outside diameter. Thru hardened axles have a hardness of 46-48 on the Rockwell "C" scale. The hard case/soft core of an induction hardened 1541-H shaft yields its torsional strength & ductility and the softer "thru Hardening" of a 4340 shaft yields its torsional strength & ductility. Thru Hardened Shaft Thru Hardened Shaft Thru Hardened Shaft Axle Materials: Most stock (oem) axles are made from 1039 steel-in the world of press on bearing type axle shafts, and 1050 steel-in the world of c-clip type axle shafts. The 1050 material has more carbon than the 1039 and is needed on the c-clip design to achieve a harder surface where the needle style bearing runs on the axle. The factory (oem) is only interested in functional, non-performance, inexpensive axle shafts and keep costs down by using economical materials and quick manufacturing methods such as; rolling the splines and induction hardening the shafts with a quick scan of the shaft, resulting in a shaft that is intended for non-performance driving. Induction Hardened Shaft 90 o 60 o 90 o 60 o Full Fillet Radius Full Fillet Radius Full Fillet Radius Fillet Radius The Dutchman line of flanged alloy axles are made from 1541-H material. 1541-H contains 1.5-2 percent manganese, which allows for a deeper case hardening and tighter grain structure-which ultimately makes for a "stronger than stock" axle shaft. In our line of performance front axle shafts, we use the 4340 "Chromoly" material which is thru hardenable. The design of the shaft and U-Joint ears necessitates the thru hardening process as it is not practical to induction harden the ears. 4340 vs. 1541-H. 4340 has more tensile strength than 1541-H, will take more twisting forces, but cannot take bending forces as well as 1541-H. Flanged axles are overhung beyond the wheel bearing and are subject to these bending forcesespecially in the world of wider and/or larger diameter tires. The hard case and soft core design of a 1541-H flanged axle enable the shaft to bend, flex, and spring back. Properly executed, both 4340 "thru hardened" and an upgraded 1541- H "induction hardened" shaft can achieve nearly the same results in strength in the area of torsional strength (twist forces), but the design of an induction hardened shaft usually yields more bending (life) cycles than a thru hardened 4340 shaft. 4340 is more expensive than 1541- H, thus is reserved for the front shafts only which need the heat treated U- Joint ears for strength reasons. PH (503) 257-6604 FAX (503) 253-6564 www.DutchmanAxles.com Full Induction Hardened Shaft Induction Hardened Shaft 90 o 60 o 45 o Pressure angle 30 o Pressure angle
Page 1: PH (503) 257-6604 FAX (503) 253-656
Page 5 and 6: ...Front Axles Floater Flanged & Do
Page 7 and 8: ...Housings Roadster Round Back 9
Page 9 and 10: ...Components Posi’s, lockers, sp
Page 11 and 12: ...9" Ford 3rd Members Street 3rd M
Page 13 and 14: V8 Center Section with Early Ford T
Page 15 and 16: 10 inch Champ Rear Ends in 6 Exciti
Page 17 and 18: 9 inch IRS 9 inch Ford Independent
Page 19 and 20: 930 & 934 CV joints & boot / bolt k
Page 21 and 22: U-JOINT STYLE HALF SHAFTS C5 CORVET
Page 23 and 24: Ez Ordering for Dutchman Custom Rea

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