rear axle beef
- Thread starter mookie
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You can get an axle shaft made any way you want it....as long as you are willing to pay for it. Give Jack Graef at CTM a call. A major problem with a semifloating axle is that it becomes prohibitively expensive to make a billet shaft from high quality material like 4340 or 300M
Like Poser, I am pretty happy with my 300M CTM fullfloating shafts, even though they are such an inferior design
In fact, I think a D60 with these shafts is about the best compromise for strength and cost.
Like Poser, I am pretty happy with my 300M CTM fullfloating shafts, even though they are such an inferior design
In fact, I think a D60 with these shafts is about the best compromise for strength and cost.
even though they are such an inferior design
Ohh stop it...
Material selection is just another part of making a shaft strong.
Jack, do you have a good pic of either end?
CTM's are a stupid strong shaft. Jack really does like to use the best materials he possibly can
You happen to have a preinstall pic?
And steve has a tru hi 9" rear axle.
bit of a strength upgrade over a LC axle
So to get back to the original post - now that we have the larger bearing race 3rd's available (e.g. late model FJ80 electric locker diffs), why doesn't someone make a spool with modded bearings for the carrier - that can accept a larger 35 spline axle shaft!
He has a good point. I'd want one, with some 1.25" 35 spline poly axles to go with
.
LC_Hamma
The Anti-Leafer
So to get back to the original post - now that we have the larger bearing race 3rd's available (e.g. late model FJ80 electric locker diffs), why doesn't someone make a spool with modded bearings for the carrier - that can accept a larger 35 spline axle shaft!
He has a good point. I'd want one, with some 1.25" 35 spline poly axles to go with
Order a pair of X32010X bearings (same as ARB RD33 35 spline conversion) & send Jack your side gears so he can anneal, rebroach & heat treat 'em. Don't know how much mat'l will have to be machined off the elec. lockers flange caps
Heck, I'd send him the whole 3rd so he can inspect before machining.
As Mace correctly noted earlier, if you upgrade the carrier to accept 35-spline shafts and also upgrade the shafts you will then have stronger internals residing in a fundamentally weak housing. At some point you've got to quit polishing the turd
We just went through this this not long ago.
Wild West Off Road - 35 Spline Land Cruiser Air Locker (Powered by CubeCart)
Wild West Off Road - 35 Spline Land Cruiser Air Locker (Powered by CubeCart)
TruHi9 center section, 35 spline ARB, forged 1350 yoke, solid spacer.
Sunray fabricated housing, with big bolt, big bearing outers and Warn full-float conversion pieces.
CTM 300M rear axle shaft and 300M drive slugs.
I run greased wheel bearings, opposed to running gear oil in them, so that raised section of the axle shaft rides on a lip seal on the inboard section of the spindle.
CTM's are a stupid strong shaft. Jack really does like to use the best materials he possibly can
You happen to have a preinstall pic?
And steve has a tru hi 9" rear axle.
bit of a strength upgrade over a LC axle
Jack is a one of a kind, and is a pleasure to work with when having him make custom axle pieces for you application. He is a perfectionist, and I appreciate his commitment to our sport. He has made the rear axles in my truck, and also, the rear axles in a full-float Land Cruiser conversion I built last year.
I will have more pictures of those axles out here shortly, when I do the write-up on this.
Did you really use
Jack's shafts and Aisin hubs???
30 spline??
Yes they are 30 spline, with ARP studs and Long’ chromo drive gears nonetheless......
This is not on my truck, nor is it in a vehicle that gets flogged.
The owner wanted lockouts on the rear axle because he dollies his Land Cruiser around, and by turning two dials a quarter-turn, the rear axles are isolated, so he does not have to crawl under the truck and remove the rear drive shaft.
Can you think of better products to have accomplished this same thing in a Land Cruiser rear axle?
what you're saying would only work with a full float axle. Unless you want to redesign the entire carrier to accept 40 spline 2" shafts. To take a semi float
LC axle , which has nearly a two inch bearing suface at the outer bearing, and hold a uniform diameter would require redesigning the case for larger side gears and bearings and why stop there. With that potential it would be silly not to increase the pinion diameter 50 percent as well as andding an inch to the ring gear... oh wait, somebody did that....Dana
Since a semi float must carry the rated GVWR the bearing surface needs to be larger than the shaft would be if it were only subjected to twisting loads.
A full float axle is easier to design shafts for ( see CTM ). That design has be used for a long time without problems. A separate drive flange allows minimum waste in production, which is critical when you price 300M.
17-4 stainless can also work well if heat treated. A tensile of 220,000 psi
is attainable and it also has excellent toughness and wear properties.
Keeping tolerances tight between the flange and shaft are essential to
long life. I worked with a SCORE race tem in the late 80's , we built a similar design with heat treated 17-4 stainless. The shaft to flange clearance was an interference fit, so much so that we had to freeze the shaft in acetone/dry ice and heat the flange in an oven to 300 degrees. Then it would press on.
we never needed a c-clip. We ran two seasons, class 8, over 650 horse, never broke a shaft.
LC axle , which has nearly a two inch bearing suface at the outer bearing, and hold a uniform diameter would require redesigning the case for larger side gears and bearings and why stop there. With that potential it would be silly not to increase the pinion diameter 50 percent as well as andding an inch to the ring gear... oh wait, somebody did that....Dana
Since a semi float must carry the rated GVWR the bearing surface needs to be larger than the shaft would be if it were only subjected to twisting loads.
A full float axle is easier to design shafts for ( see CTM ). That design has be used for a long time without problems. A separate drive flange allows minimum waste in production, which is critical when you price 300M.
17-4 stainless can also work well if heat treated. A tensile of 220,000 psi
is attainable and it also has excellent toughness and wear properties.
Keeping tolerances tight between the flange and shaft are essential to
long life. I worked with a SCORE race tem in the late 80's , we built a similar design with heat treated 17-4 stainless. The shaft to flange clearance was an interference fit, so much so that we had to freeze the shaft in acetone/dry ice and heat the flange in an oven to 300 degrees. Then it would press on.
we never needed a c-clip. We ran two seasons, class 8, over 650 horse, never broke a shaft.
Everybody knows this - but those of us who are polishing are just putting off the inevitable as long as possible due to lack of funds or time. My rear seems to be holding up much better since I stopped stomping on the skinny in stupid situations, or took the ego bruising of taking an easier line where possible on occasion.
The day will come, but it'll be when I sacrifice the women, the flats boat, family, and surf or fish trips - and that's not happening any time soon
.
Ok, I apologize for stating the obvious.
Yes they are 30 spline, with ARP studs and Long’ chromo drive gears nonetheless......
This is not on my truck, nor is it in a vehicle that gets flogged.
The owner wanted lockouts on the rear axle because he dollies his Land Cruiser around, and by turning two dials a quarter-turn, the rear axles are isolated, so he does not have to crawl under the truck and remove the rear drive shaft.
Can you think of better products to have accomplished this same thing in a Land Cruiser rear axle?
No, I can't, that is cool
Gosh - no need to apologize, that's nowhere near where I was going. Some of us just aren't able to be as focused - krap, I live in South Florida for Pete's sake - I have to blow a couple hundred in diesel to get to the nearest rocks and we're damn lucky to have that secret spot. It'd be different if I lived out West - priorities, priorities.
By the way - your 45 is one of the pics I keep for inspiration on how my 40 might look someday when I go back thru it and clean her up. Maybe by then I'll have real axles.
You're obviously starting to know me - as that's all it takes to get me to try anything . So far results have included multiple breaks, a blown rotator cuffe, 143 stitches from a shark bite, some interesting head injuries, half rolls (including one in a South Florida yard), and dates with some very interesting women. Life is good!
. So far results have included multiple breaks, a blown rotator cuffe, 143 stitches from a shark bite, some interesting head injuries, half rolls (including one in a South Florida yard), and dates with some very interesting women. Life is good!Wimp
Tapage
Club 4X4 Panamá
Poser .. which tire size can handle the tru Hi9inch .. ? ( asuming you have the stronger axles in the universe )
