Thread: Flanged CV joints

Nissan 720 4wd have a flange mount CV at one end, I will grab a picture for you tomorrow as I have a few around. The flange that goes onto the front diff is bolted onto a splined shaft but you could weld it on. As for the other end I am pretty sure it's a spline but will have a look tomorrow to see if it can be changed over to a flange.

Dave

Commodores seem to use a flanged CV joint for the tailshaft..

Commodore CV Joint - Holdenpaedia

Be fairly common you would think...

Here for $50 http://www.holdencarparts.com.au/Hol...uction_details

Hi a pic of a comie shaft.
can get a close up of the cv.
Tony

The old VW bus axles are a very common flanged CV joint.
They use a flanged CV joint on each end and then a splined shaft to join the two together.
From memory search for VW type 2 CV's.
Dave

As Dave J mentioned. If you stick with IFS Jap 4x4's you will have a large selection that are readily available. All you have to do is work out what spline count you need for your HP.

The VW ones might do. The 4WD ones would definitely do. My engine is a Yanmar marine diesel and puts out 30 HP @ 2600 rpm, going into a 3.5:1 marine g/box. So not a lot of revs but quite a bit of torque.

Next step, dig up some decent photos and dimensions so I can butcher some steel. I use a lot of taperlock weld-in hubs and make my own flanges so if the bolt pattern or OD of the flange isn't right to fit what I have, no problems.

As the steering gear is just about done, the engine drive system will be coming to the top of the list pretty soon now.

The steering gear was fun. Goes to show that an idiot with a lathe & milling machine can make for a few hundred $$ what the 'exclusive distributor' wants $8300 for (a mere 100% markup on US *retail* price which was already outrageous). In their dreams...

PDW

Hi, just checking here, are you confusing C/V (Constant Velocity) joints with Universal Joints? Universal Joints are the ones shown in the Commodore tailshaft picture, a single Universal Joint only transmits constant velocity when it is aligned with the input shaft otherwise it transmits a sinusoidal velocity. This is eliminated in car tailshaft systems by aligning the second Universal Joint in the opposite way and by keeping the input shaft parallel with the output shaft,
that is the gearbox shaft should (in theory) be parallel with the diff shaft. I added the 'in theory' because this is not always practised by some manufacturers of vehicles. If the Universal Joints are not correctly aligned you would be doubling the problem.
Regards Mm.

Originally Posted by Metalman

Universal Joints are the ones shown in the Commodore tailshaft picture,.

No, that is a CV joint... You can clearly see the slots for the balls..

RC, I am not familiar with Commodore tailshafts, are we talking about the assembly near the centre of the shaft or the ends?

The Commo pic is as follows from left to right.

A slip joint and uni, then a centre bearing which mounts to the vehicle. Directly to the right of that is a CV joint, and at the other end another uni.

Hi pic of cv joint
Tony

Ok going a little OT.
Does anyone know why the CV is in the middle of the tail shaft? It would seem to make more sense to have it at the gearbox and have the two universal joints after the center bearing.

Stuart

It's to support the centre of the tail shaft to keep the length down, and the rubber mount design is probably more suited for the CV to be their.

Dave

Dave,
Thats what the center bearing is there for. But why have the CV after the center bearing? The angle of the front universal joint is fixed, then the cv and the second universal joint take care of any angle change of the diff. So one "sinusoidal velocity" is fixed(hopefully near 0) and the other isn't.

Stuart