Has anyone figured out the proper RPM to balance the drive shaft in the center tube, does it have to be balanced? Since the tranny gearing increases the RPM's of the center tube / driveline shaft is it a straight forward formula = RPM x final tranny gear ratio x gear ratio of hi-low gear box.
Wait the cardigan shaft is behind the tranny so it to would need to have a gear ratio figured out to find the final RPM in top gear at engine max of 4500rpm. formula = RPM x final tranny gear ratio
Miles
Drive line balancing RPM
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Jim LaGuardia
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Don't waste money balancing a stock shaft, as it will still rattle and vibrate.
Call Scott at EI, I think it's around $300 to lighten and balance , the differance is night and day, and it will also extend the life of the bearings in the locker boxes
You will not regret spending the money
And BTW, the trans output in final drive (5th)is 1:1 , no formulas neccessary
Call Scott at EI, I think it's around $300 to lighten and balance , the differance is night and day, and it will also extend the life of the bearings in the locker boxes
You will not regret spending the money
And BTW, the trans output in final drive (5th)is 1:1 , no formulas neccessary
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lindenengineering
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Thanks for the replys...So just to clarify the center tube driveline shaft should not be balanced. Could some of the high speed buzz be due to slightly worn bearings? Are these hard to replace, since I will allready have the drive assemblies taken apart to replace the Diff seals.
How about the cardigan shaft, its so short that it seems that there would be little benefit. Also since there is little compression in the cardigan shaft has anyone tried to fabricate one from a large diam. aluminum shaft like those used in full size Pickups
Miles
How about the cardigan shaft, its so short that it seems that there would be little benefit. Also since there is little compression in the cardigan shaft has anyone tried to fabricate one from a large diam. aluminum shaft like those used in full size Pickups
Miles
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lindenengineering
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Miles
This shaft business has been visited and beaten to death in past forum discussions.
The original shaft was originally centre balanced in the vehicles' early years. Then as technology progressed in the vehicle world dynamic spot balancing was introduced. This you can observe by looking at various shafts, first a chunk of tin plate in the centre of the shaft, then specific square plates positioned at either end.
Balance and vibration was never it seemed a problem for Mil operators since they had speed limits (usually around 40mph).
For what its worth the shear physical weight of the torsion bar shaft is the problem, it taxes the bearings at either locker location but is particularly evident at the T/case end where the short stub shaft inside the locker is supported by a radial ball race and a thin walled recticular tin coated bush.
Obviously with any driveline split attention should be paid to this area.
As for the original shaft itself, although a great design it does suffer from distortion when used aggressively and the tube can take "a set" from the reaction of the internal torsion bar. Attempts to straighten it are successful for the mostpart but can quickly return to a distorted condition once used aggressively again.
I did have a metalurgist look at the structure of the tube a long time ago and it was determined that the nature of the material was unsuitable in his opinon for torsional drive applications. Having stated that it is obvious that the tube in its original condition has been employed for that purpose by direct welding of the tube section to the hub ends.
Some "back door" investigations in the UK revealed that later versions of Pinzgauers had a plain shaft instead of the torsional tube as employed in the 710/712. We started emulating that by using chrome moly tube for the application. In every instance we always have the shaft "build" balanced prior to installation. Those that have had the shaft installed have reported good results.
The exterior shaft is an industrial shaft by design as is designated so. The sizes of the journals are a metric unit with no direct interchange to the US popular sizes you find in stores. Due to its short deflection it often is found to suffer from brinneling that causes tight spots in its articulation. The relatively short telescopic movement (compared with more traditional applications) causes wear on the spline shafts that results in wallowing at the slip joint causing orbiting as an end result. We have made replacement units using Ford F250 SDuty PU joints etc with good wear results. Again this cardan shaft is balanced before installation.
Hope that helps you.
Dennis
This shaft business has been visited and beaten to death in past forum discussions.
The original shaft was originally centre balanced in the vehicles' early years. Then as technology progressed in the vehicle world dynamic spot balancing was introduced. This you can observe by looking at various shafts, first a chunk of tin plate in the centre of the shaft, then specific square plates positioned at either end.
Balance and vibration was never it seemed a problem for Mil operators since they had speed limits (usually around 40mph).
For what its worth the shear physical weight of the torsion bar shaft is the problem, it taxes the bearings at either locker location but is particularly evident at the T/case end where the short stub shaft inside the locker is supported by a radial ball race and a thin walled recticular tin coated bush.
Obviously with any driveline split attention should be paid to this area.
As for the original shaft itself, although a great design it does suffer from distortion when used aggressively and the tube can take "a set" from the reaction of the internal torsion bar. Attempts to straighten it are successful for the mostpart but can quickly return to a distorted condition once used aggressively again.
I did have a metalurgist look at the structure of the tube a long time ago and it was determined that the nature of the material was unsuitable in his opinon for torsional drive applications. Having stated that it is obvious that the tube in its original condition has been employed for that purpose by direct welding of the tube section to the hub ends.
Some "back door" investigations in the UK revealed that later versions of Pinzgauers had a plain shaft instead of the torsional tube as employed in the 710/712. We started emulating that by using chrome moly tube for the application. In every instance we always have the shaft "build" balanced prior to installation. Those that have had the shaft installed have reported good results.
The exterior shaft is an industrial shaft by design as is designated so. The sizes of the journals are a metric unit with no direct interchange to the US popular sizes you find in stores. Due to its short deflection it often is found to suffer from brinneling that causes tight spots in its articulation. The relatively short telescopic movement (compared with more traditional applications) causes wear on the spline shafts that results in wallowing at the slip joint causing orbiting as an end result. We have made replacement units using Ford F250 SDuty PU joints etc with good wear results. Again this cardan shaft is balanced before installation.
Hope that helps you.
Dennis
OOOps no customer bashing now